Escondido Ballpark Project Traffic Impact Analysis
October 15, 2010
Prepared by Linscott, Law & Greenspan, Engineers 4542 Ruffner Street, Suite 100 San Diego, CA 92111 858.300.8800 www.llgengineers.com
LLG Ref. 3-10-1980
Linscott, Law & Greenspan, engineers Traffic Transportation Parking Simulation Design
TABLE OF CONTENTS
SECTION PAGE
1.0 Introduction ...... 1
2.0 Project Description ...... 4
3.0 Existing Conditions ...... 6 3.1 Existing Street Network ...... 6 3.2 Existing Traffic Volumes ...... 9 3.3 Existing Bicycle & Pedestrian Network ...... 9 3.4 Existing Transit Network ...... 9
4.0 Analysis Approach and Methodology ...... 12 4.1 Study Area ...... 12 4.2 Analysis Time Period ...... 12 4.3 Intersections ...... 13 4.4 Intersecting Lane Volume (ILV) ...... 13 4.5 Street Segments ...... 14 4.6 Freeway Segments ...... 14 4.7 Freeway Ramp Meters ...... 15
5.0 Significance Criteria ...... 16
6.0 Existing Analysis ...... 17 6.1 Existing Intersection Operations ...... 17 6.2 Intersection Lane Vehicle (ILV) Analysis ...... 19 6.3 Existing Freeway Segment Operations ...... 20
7.0 Background Cumulative Projects ...... 21
8.0 Project Trip Generation ...... 23 8.1 Travel Modes ...... 23 8.2 Vehicle Occupancy Ratio ...... 25 8.3 Arrival Patterns ...... 25 8.4 Typical Game Attendance ...... 26 8.5 Community Mixed-Use Reduction ...... 27 8.6 Existing Traffic Reduction ...... 27 8.7 Ballpark Trip Generation ...... 28 8.8 Ballpark Distribution and Assignment...... 29
9.0 Near-Term Analysis ...... 32
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9.1 Near-Term Network Conditions ...... 32 9.2 Near-Term Traffic Volumes ...... 33 9.3 Near-Term Intersection Operations ...... 33 9.4 Near-Term ILV Analysis ...... 35 9.5 Near-Term Freeway Segment Operations ...... 35
10.0 Long-Term Analysis ...... 40 10.1 Long-Term Network Conditions...... 40 10.2 Long-Term Traffic Volumes ...... 40 10.3 Long-Term Intersection Operations ...... 40 10.4 Long-Term ILV Analysis ...... 42 10.5 Long-Term Freeway Operations ...... 42
11.0 Congestion Management Program Compliance ...... 47
12.0 Vehicle Site Access Review ...... 48
13.0 Significant Impacts, Mitigation Measures, and Recommendations ...... 50 13.1 Significant Impacts and Mitigation Measures ...... 50 13.2 Project Recommendations ...... 50
14.0 Construction Traffic Review ...... 54
15.0 Conclusions ...... 55
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APPENDICES
APPENDIX A. Intersection and Segment Manual Count Sheets B. Intersection Methodology Sheets C. Existing Intersection Analysis Sheets D. Existing ILV Calculation Sheets E. Existing Freeway Segment Analysis Sheets F. Cumulative Project Assignment Sheets G. Trip Generation Research Data H. Trip Distribution by Parking Area Locations I. Near-Term Intersection Analysis Sheets J. Near-Term ILV Calculation Sheets K. Near-Term Freeway Segment Analysis Sheets L. Long-Term Intersection Analysis Sheets M. Long-Term ILV Calculation Sheets N. Long-Term Freeway Segment Analysis Sheets O. CMP Arterial Analysis Sheets P. Site Access Analysis Sheets Q. Mitigation Analysis Sheets
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LIST OF FIGURES
SECTION—FIGURE # FOLLOWING PAGE Figure 1–1 Vicinity Map ...... 2 Figure 1–2 Project Area Map ...... 3 Figure 2–1 Site Plan ...... 5 Figure 3–1 Existing Conditions Diagram ...... 10 Figure 3–2 Existing Traffic Volumes ...... 11 Figure 7–1 Cumulative Projects Traffic Volumes ...... 22 Figure 8–1 Parking Inventory Map ...... 30 Figure 8–2 Project Traffic Volumes ...... 31 Figure 9–1 Near-Term Conditions Diagram ...... 37 Figure 9–2 Near-Term without Project Traffic Volumes ...... 38 Figure 9–3 Near-Term with Project Traffic Volumes ...... 39 Figure 10–1 Long-Term Conditions Diagram ...... 44 Figure 10–2 Long-Term without Project Traffic Volumes ...... 45 Figure 10–3 Long-Term with Project Traffic Volumes ...... 46 Figure 13–1 Long-Term Impact Location Map ...... 52 Figure 13–2 Long-Term Mitigation Diagram ...... 53
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LIST OF TABLES
SECTION—TABLE # PAGE Table 4–1 Caltrans – ILV Capacities ...... 14 Table 4–2 Caltrans District 11 Freeway Segment Level Of Service Definitions ...... 15 Table 5–1 Traffic Impact Significant Thresholds ...... 16 Table 6–1 Existing Intersection Operations ...... 18 Table 6–2 Existing ILV Operations ...... 19 Table 6–2 Existing Freeway Segment Operations ...... 20 Table 7–1 Cumulative Projects List ...... 21 Table 8–1 Travel Mode Projections ...... 24 Table 8–2 VOR Projections ...... 25 Table 8–3 Arrival Pattern Projections...... 26 Table 8–4 Typical Game Attendance ...... 27 Table 8–5 Existing Traffic Reductions ...... 28 Table 8–6 Ballpark Trip Generation ...... 28 Table 9–1 Near-Term Planned Improvements ...... 32 Table 9–2 Near-Term Intersection Operations ...... 34 Table 9–3 Near-Term ILV Operations ...... 35 Table 9–4 Near-Term Freeway Segment Operations ...... 36 Table 10–1 Long Term Intersection Operations ...... 41 Table 10–2 Long-Term ILV Operations ...... 42 Table 10–3 Long-Term Freeway Segment Operations ...... 43 Table 11–1 Near-Term CMP Arterial Analysis ...... 47 Table 11–2 Long-Term CMP Arterial Analysis ...... 47 Table 12–1 Site Access Intersection Operations ...... 48 Table 13–1 Summary of Mitigable Impacts ...... 51 Table 13–2 Long-Term Intersection Mitigation Analysis ...... 51
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TRAFFIC IMPACT ANALYSIS ESCONDIDO BALLPARK Escondido, California October 15, 2010
1.0 INTRODUCTION Linscott, Law & Greenspan, Engineers (LLG) has been retained to assess the traffic impacts of the Escondido Ballpark project. The proposed facility will be designed primarily for AAA minor league baseball but will also serve community events such as concerts, graduations, and speaking engagements. The project proposes spectator facilities to include 7,500 fixed seats with an additional 1,500 seats that may include premium, bleacher and berm seating. The ballpark is generally located at the intersection of Spruce Street and Norlak Avenue in the City of Escondido. Figures 1–1 and 1–2 illustrate the project area in more detail. The traffic analysis presented in this report includes the following key areas: Project Description Analysis Approach and Methodology Existing Conditions Assessment Project Traffic Generation/Distribution/Assignment Cumulative Projects Near-Term and Long-Term Traffic Analyses Congestion Management Program (CMP) compliance Site Access Review Significance of Impacts and Mitigation Construction Traffic Review Conclusions
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2.0 PROJECT DESCRIPTION The Escondido Ballpark project will be designed primarily for AAA minor league baseball. The facility will also serve community events such as concerts, graduations, and speaking engagements. The project is located in the City of Escondido. This area is bounded by I-15 to the west, SR-78 to the north, Broadway to the east and Downtown Escondido to the south. The surrounding area is composed of a mix of land uses including light industrial, manufacturing, commercial, retail, office, residential, and entertainment. Existing land uses on the project site includes light industrial, manufacturing, and storage facilities.
Spectator facilities are proposed to include 7,500 fixed seats with an additional 1,500 seats that may include premium (i.e. suites), bleacher and berm seating. Approximately ten (10) private suites will be provided; six (6) standard suites and four (4) VIP suites. Suites may be distributed between suite and field levels. Public concourses will provide circulation around the ballpark. They will provide convenient access to all spectator amenities and allow comfortable movement throughout and accommodate exiting requirements.
Regional vehicular access is provided by Interstate 15 (I-15) and State Route 78 (SR 78). Ballpark access will be provided along Spruce Street and Norlak Avenue. Dedicated parking will be provided in two general areas along Washington Avenue and Norlak Avenue/Spruce Street. Additional off-site parking will be provided via public lots and on-street parking in the surrounding area. The adjacent Escondido Transit Center and Inland Rail Trail will provide both transit and multi-use trail access to the ballpark. Overall access will be tied together by the regional and local circulation network (vehicular, pedestrian, bicycle, and transit). Section 12.0 reviews the site access in detail.
Figure 2–1 illustrates the project site plan.
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3.0 EXISTING CONDITIONS 3.1 Existing Street Network Effective evaluation of the traffic impacts associated with the proposed Escondido Ballpark project requires an understanding of the existing transportation system within the study area.
According to City of Escondido Street Design Standards, Prime Arterials should be 116 feet wide in 136 feet of Right-of-Way (R/W) for eight travel lanes and 106 feet wide in 126 feet of R/W for six travel lanes, providing a raised median/left-turn lane and no curbside parking. They are intended to have very limited access. Major Roads should be 90 feet wide in 110 feet of R/W for six travel lanes and 82 feet wide in 102 feet of R/W for four travel lanes, providing a raised median/left-turn lane and generally no curbside parking. Collectors should be 64 feet wide in 84 feet of R/W, providing up to four thru lanes, a raised median/left-turn lane and curbside parking. Local Collectors should be 42 feet wide in 66 feet of R/W, providing two travel lanes and curbside parking. Rural Collectors should be 40 feet wide in 57 to 66 feet of R/W, providing two travel lanes and generally no on-street parking.
The principal roadways in the study area are described briefly below. The description includes the physical characteristics, adjacent land uses, and intersection control. Figure 3–1 illustrates the existing transportation conditions.
Interstate 15 is an eight-lane freeway that runs north/south in the project vicinity. A full interchange is provided at Valley Parkway. Currently there is ongoing Managed Lanes project construction along I-15 in the project vicinity. SANDAG’s Mobility 2030 plan has identified the addition of two additional managed lanes (for a total of four managed lanes) on I-15 from SR 163 to SR 78. The managed lanes are expected to be High Occupancy Toll (HOT) lanes that would be free to carpools, vanpools and buses. Excess capacity would be sold to other vehicles through a variable pricing formula to ensure free flow conditions. This dynamic pricing is currently in effect. This project will contain a movable barrier adjusting to peak vehicular demand, Direct Access Ramp (DARs) at key locations along this corridor, and a BRT service. This project is part of SANDAG’s “Early Action Projects.”
SR-78 is a six-lane State Route facility that runs east-west in the project vicinity. SR-78 east of I-15 includes three lanes in each direction and provides a half-interchange at Centre City Parkway. SR-78 east of Broadway turns into Lincoln Parkway and includes traffic signals at major arterials thereafter.
Mission Avenue is currently built as a 4-lane undivided roadway with a two-way left-turn lane from Washington Avenue to Broadway. Mission Avenue is classified as a Major in the City of Escondido Circulation Element. Mission Avenue affords signalized intersections at Metcalf Street, Rock Springs Road, Quince Street, Centre City Parkway, and Broadway. Bike lanes are provided along both sides of the roadway and curbside parking is restricted. The adjacent land uses are primarily light industrial and manufacturing. The posted speed limit on Mission Avenue is generally 35 miles
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per hour (mph). Bus stops are provided on both sides of Mission Avenue. Transit service on Mission Avenue is provided by North County Transit District (NCTD) Routes 305, 354 and 356.
Hale Avenue is currently built as a 4-lane Collector from Washington Avenue to Simpson Way and 2-lane Collector from Simpson Way to Auto Park Way. Hale Avenue is classified as a Collector Road from Washington Avenue to Auto Park Way on the City’s Circulation Element. Parking is permitted on both sides of the street between Simpson Way and Auto Parkway. Direct Access Ramps (DAR’s) as a part of the ongoing I-15 Managed Lanes project are proposed at Hale Avenue. The project includes a northbound exit ramp from the carpool lanes to Hale Avenue and a southbound entry ramp from Hale Avenue to I-15. No northbound entry or southbound exit ramps are proposed. The DARs are expected to be completed by Year 2011. The posted speed limit on Hale Avenue is 35 mph.
Washington Avenue is currently built as a 4-lane undivided roadway with a two-way left-turn lane from Washington Avenue to Centre City Parkway and as a 4-lane divided roadway from Centre City Parkway to Broadway. Washington Avenue is classified as a Collector Road in the City of Escondido Circulation Element. Washington Avenue affords signalized intersections at Metcalf Street, Rock Springs Road, Quince Street, Centre City Parkway, and Broadway. Curbside parking is restricted and bike lanes are provided along both sides of the roadway between Centre City Parkway and Broadway. The adjacent land uses are primarily industrial. The posted speed limit on Washington Avenue is generally 35 miles per hour (mph). Bus stops are provided on both sides of Washington Avenue. Transit service on Washington Avenue is provided by North County Transit District (NCTD) Routes 308.
Norlak Avenue is currently built as a 2-lane undivided roadway from Spruce Street to Quince Street. Norlak Avenue is unclassified in the City of Escondido Circulation Element. Curbside parking is generally allowed. The adjacent land uses are bus shelters, light industrial and manufacturing. There is no posted speed limit, no bus stops, and no bike lanes on Norlak Avenue.
Valley Parkway is currently built as a 6-lane divided roadway between the I-15 interchange and Tulip Street, as a 3-lane One-Way roadway between Grand Avenue and Centre City Parkway, and as a 5-lane One-Way roadway between Centre City Parkway and Broadway. Valley Parkway is classified as a Prime Arterial between the I-5 interchange and Tulip Street and as a Collector between Tulip Street and Broadway. Traffic signals are provided at the I-15 interchange, Tulip Street, Quince Street, Centre City Parkway, and Broadway. The adjacent land uses are primarily industrial. The posted speed limit on Valley Parkway is generally 35 miles per hour (mph). Bus stops are provided on both sides of Valley Parkway. The Escondido Transit Center is located on Valley Parkway between Quince Street and Grand Avenue, providing transit service by North County Transit District (NCTD).
2nd Avenue is currently built as a 3-lane One-Way roadway between Crescent Road and Centre City Parkway and between Centre City Parkway and Broadway and as a 4-lane One-Way roadway between Quince Street and Centre City Parkway. 2nd Avenue is classified as a Collector in the City of Escondido Circulation Element. 2nd Avenue affords signalized intersections at Quince Street,
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Centre City Parkway, and Broadway. The adjacent land uses are primarily industrial and curbside parking is generally allowed. The posted speed limit on 2nd Avenue is generally 35 miles per hour (mph). Bus stops are provided on 2nd Avenue. Transit service on 2nd Avenue is provided by North County Transit District (NCTD) Route 350.
Metcalf Street is currently built as a 2-lane undivided roadway with a two-way left-turn lane between Mission Avenue and Washington Avenue. Metcalf Street is classified as a Collector in the City of Escondido Circulation Element. Metcalf Street affords signalized intersections at Mission Avenue and Washington Avenue. There is no posted speed limit and curbside parking is generally allowed. No bus stops are provided on Metcalf Street.
Rock Springs Road is currently built as a 2-lane undivided roadway between Mission Avenue and Washington Avenue. Rock Springs Road is classified as a Collector in the City of Escondido Circulation Element. Rock Springs Road affords signalized intersections at Mission Avenue and Washington Avenue. The posted speed limit is 35 miles per hour and curbside parking is generally allowed. No bus stops are provided on Rock Springs Road.
Spruce Street is currently built as a 2-lane undivided roadway from Washington Avenue to Norlak Avenue. Spruce Street is unclassified in the City of Escondido Circulation Element. Curbside parking is generally allowed. The adjacent land uses are bus shelters, city storage yards, light industrial and manufacturing. There is no posted speed limit, and no bus stops or bike lanes are provided on Spruce Street.
Quince Street is currently built as a 4-lane undivided roadway with a two-way left-turn lane between Mission Avenue and 2nd Avenue. Quince is classified as a Collector in the City of Escondido Circulation Element. Quince affords signalized intersections at Mission Avenue, Washington Avenue, Valley Parkway, and 2nd Avenue. Curbside parking is permitted between Washington Avenue and Norlak Avenue. The adjacent land uses are primarily light industrial and manufacturing. The posted speed limit on Quince is generally 35 miles per hour (mph). Bus stops are provided on Quince Street. Transit service on Quince Street is provided by North County Transit District (NCTD) Route 305.
Centre City Parkway is currently built as a 5-lane divided roadway between Lincoln Parkway (SR 78) and Mission Avenue, a 4-lane divided roadway between Mission Avenue and Grand Avenue and south of 2nd Avenue, and a 6-lane divided roadway between Grand Avenue and 2nd Avenue. Centre City Parkway is classified as a Major in the City of Escondido Circulation Element. Centre City Parkway affords signalized intersections at Mission Avenue, Washington Avenue, Valley Parkway, and 2nd Avenue. Bike lanes are provided along both sides of the roadway and curbside parking is restricted. The adjacent land uses are primarily light industrial and manufacturing. No posted speed limit signs were observed on Centre City Parkway in the project study area. No bus stops are provided on Centre City Parkway.
Broadway is currently built as a 4-lane undivided roadway with a two-way left-turn lane between Lincoln Parkway (SR 78) and Grand Avenue and as a 2-lane undivided roadway between Grand Avenue and 2nd Avenue. Broadway is classified as a Major in the City of Escondido Circulation
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Element. Broadway affords signalized intersections at Mission Avenue, Washington Avenue, Valley Parkway, and 2nd Avenue. Bike lanes are provided along both sides of the roadway and curbside parking is restricted between Mission Avenue and Washington Avenue. Between Lincoln Parkway (SR 78) and Mission Avenue and between Washington Avenue and 2nd Avenue curbside parking is generally allowed. The adjacent land uses are primarily light industrial and manufacturing. The posted speed limit on Broadway is generally 35 miles per hour (mph). Bus stops are provided on both sides of Broadway. Transit service on Broadway is provided by North County Transit District (NCTD) Routes 351, 352, 358 and 359.
3.2 Existing Traffic Volumes Existing weekday traffic counts were commissioned for the study area. Evening peak hour and daily volumes were collected in August 2010. Supplemental data was obtained from available sources.
Evening peak hour counts were conducted by LLG between 6:00PM and 7:00PM. These volumes represent the most critical traffic conditions, capturing the end of commuter traffic and peak ballpark traffic. Section 4.0 contains additional information of the analysis approach and methodology.
Mainline traffic volumes were obtained from the Freeway Performance Measurement System (PeMS) data collected between 2008 and 2010. PeMS provides historical and real-time freeway data within the State of California, providing the ability to compute freeway performance measures. Based on these sources, the final existing traffic volumes were balanced and checked for consistency in order to depict a cohesive picture of the overall area.
Figure 3–2 shows the Existing Traffic Volumes. Appendix A contains the manual count sheets.
3.3 Existing Bicycle & Pedestrian Network Currently, there are Class II bike lanes on majority of the roadways in the project vicinity which include Mission Avenue, Quince Street, Centre City Parkway and Broadway. Contiguous sidewalks are provided on both sides of all major roadways in the project vicinity including Mission Avenue, Washington Avenue, Quince Street, Centre City Parkway, Broadway and Valley Parkway. The Inland Rail Trail provides enhanced bicycle and pedestrian access. The trail runs adjacent to the Sprinter line and links Escondido to San Marcos and coastal cities in North County.
3.4 Existing Transit Network The City of Escondido offers good transit access and includes a dedicated Transit Center located at the northwest corner of Quince Street/ Valley Parkway intersection. The Transit Center is currently served by the Sprinter line from Oceanside, the Express Bus from Downtown San Diego and other local bus services to/from Escondido, Oceanside, and San Marcos. Additionally, the Escondido Transit Center will also be served by the future Bus Rapid Transit (BRT) service as a part of the I-15 Managed Lanes Project. The BRT is similar to an Express Bus service and will connect Escondido to Downtown San Diego, Sorrento Mesa/UCSD and other areas. Service is expected to start in Year 2012.
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4.0 ANALYSIS APPROACH AND METHODOLOGY The overall approach and methodologies found in this report follow standard engineering practice. While there is no typical project, the Escondido Ballpark project is particularly unique as a special event land use that generates primarily off-peak traffic. Therefore, special consideration was given to the analysis approach and methodologies to ensure technical accuracy and best capture potential project impacts. The following section discusses the analysis approach and methodologies in more detail.
4.1 Study Area The study area for this project encompasses areas of anticipated impact related to the project. The scope of the study area was developed under the direction of City staff in conjunction with the City of Escondido Traffic Impact Manual guidelines, a SANDAG Series 11 Select Zone Assignment, a review of approved traffic studies in the project area, and a working knowledge of the local transportation system.
4.2 Analysis Time Period An analysis time period was selected to represent the most critical traffic conditions. The analysis time period was based on the review of peak traffic for both the ballpark and the background commuter traffic. Typical morning and afternoon time periods or weekends were not used since they did not capture peak ballpark traffic or commuter traffic concurrently.
The project will host both weekday evening and weekend events. Events will include ballgames and other community events such as concerts, graduations, and speaking engagements. Ballpark events are expected to be the most traffic intensive and were therefore selected for the basis of the trip generation projections.
Weekday evening events will typically start at 7:00PM. Therefore, a weekday evening (6:00–7:00PM) analysis time period was selected as the basis to measure project impacts. This time period represents the most traffic intensive, capturing both the end of the commuter peak and the highest activity associated with the ballpark, as shown below.
Ballpark Peak Time Traffic
6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 AM AM AM AM AM AM PM PM PM PM PM PM PM PM PM PM PM PM Commuter Peak Time Traffic
6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 AM AM AM AM AM AM PM PM PM PM PM PM PM PM PM PM PM PM
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4.3 Intersections Level of service (LOS) is also the term used to denote the different operating conditions that occur on a given roadway segment under various traffic volume loads. It is a qualitative measure used to describe a quantitative analysis taking into account factors such as roadway geometries, signal phasing, speed, travel delay, freedom to maneuver, and safety. Level of service provides an index to the operational qualities of a roadway segment or an intersection. Level of service designations range from A to F, with LOS A representing the best operating conditions and LOS F representing the worst operating conditions. LOS designation is reported differently for signalized and unsignalized intersections, roadway segments, and freeway segments.
Signalized intersections were analyzed under evening peak hour conditions. Average vehicle delay was determined utilizing the methodology found in Chapter 16 of the 2000 Highway Capacity Manual (HCM), with the assistance of the Synchro (version 7) computer software. The delay values (represented in seconds) were qualified with a corresponding intersection Level of Service (LOS).
Unsignalized intersections were analyzed under evening peak hour conditions. Average vehicle delay and Levels of Service (LOS) was determined based upon the procedures found in Chapter 17 of the 2000 Highway Capacity Manual (HCM), with the assistance of the Synchro (version 7) computer software.
Signalized and Unsignalized intersection calculation worksheets and a more detailed explanation of the methodology are attached in Appendix B.
4.4 Intersecting Lane Volume (ILV) Caltrans requires that State-owned intersections be analyzed using Intersecting Lane Volume (ILV) methodology as described in Chapter 400, Topic 406 of the Department Highway Design Manual. The ILV methodology is based on the concept that the capacity of intersecting lanes of traffic is 1,500 vehicles per hour.
Neither the City of Escondido nor Caltrans consider the ILV methodology to determine significance of impacts. ILV methodology is provided for informational purposes only. Table 4–1 summarizes the ILV capacities.
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TABLE 4–1 CALTRANS – ILV CAPACITIES UNDER NEAR OVER (ILV/hr<1200) (ILV/hr 1200 – 1500) (ILV/hr >1500) Denotes stable flow with slight but Denotes unstable flow with considerable Denotes stop and go operation with acceptable delay. Occasional signal delay. Some vehicles occasionally wait severe delay and heavy congestiona. loading may develop. Free mid-block two or more cycles to pass through the Traffic volume is limited by maximum operations. intersection. Continuous backup occurs at discharge rates of each phase. Continuous some approaches. backup in varying degrees occurs on all approaches. Where downstream capacity is restrictive, mainline congestion can impede orderly discharge through the intersection.
General Notes 1. The amount of congestion depends on how much the ILV/hr value exceeds 1500. Observed flow rates will normally not exceed 1500 ILV/hr and the excess will be delayed in a queue.
4.5 Street Segments Based on discussions with City staff, traditional street segment analysis was deemed not appropriate for the Escondido Ballpark project since generated traffic does not occur during typical commuter times. Street segments analysis is typically based on daily traffic volumes (otherwise known as ADTs) and the street’s capacity. This simple volume-to-capacity methodology was developed to analyze common land use projects during typical commuter time periods, which is not the case for the ballpark project. In order to adequately measure street segment impacts, intersection operations of adjacent intersections were used. This approach bears merit since closely spaced intersections in an urbanized area govern street segment operations. This approach was also used in the Petco Park EIR.
4.6 Freeway Segments Freeway segments were analyzed during the evening peak hour based on the methodologies developed by Caltrans District 11. The assessment of key freeway segments is necessary to satisfy the requirement of the CMP, as outlined later in the report. Freeway segment LOS is based on the volume to capacity ratio on the freeway.
The analysis of freeway segment LOS is based on the procedure developed by Caltrans District 11 based on methods described in the 2000 Highway Capacity Manual. The procedure involves comparing the peak hour volume of the mainline segment to the theoretical capacity of the roadway (V/C). The procedure for calculating freeway LOS involves the estimation of volume to capacity (V/C) ratio using the following equation:
V/C = (Daily Volume * Peak Hour Percent * Directional Factor * Truck Factor) / Capacity
Daily Volume = Average Daily Traffic (ADT) Peak Hour Percent = Percentage of ADT occurring during the peak hour. Directional Factor = Percentage of peak hour traffic occurring in peak direction.
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Truck Factor = Truck/terrain factor to represent influence of heavy vehicles & grades. Capacity = 2,000 vehicles/lane/hour/lane for mainline, and 1,200 for auxiliary lanes.
The resulting V/C is then compared to accepted ranges of V/C values corresponding to the various Levels of Service for each facility classification, as shown in Table 4–2. The corresponding Level of Service represents an approximation of existing or anticipated future freeway operating condition in the peak direction of travel during the peak hour.
TABLE 4–2 CALTRANS DISTRICT 11 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. C 0.63-0.80 None to minimal Stable flow, moderate volumes, freedom to maneuver noticeably restricted D 0.81-0.92 Minimal to substantial Approaches unstable flow, heavy volumes, very limited freedom to maneuver. E 0.93-1.00 Significant Extremely unstable flow, maneuverability and psychological comfort extremely poor.
Used for freeways and expressways
F(0) 1.01-1.25 Considerable 0-1 hour delay Forced flow, heavy congestion, long queues form behind breakdown points, stop and go. F(l) 1.26-1.35 Severe 1-2 hour delay Very heavy congestion, very long queues. F(2) 1.36-1.45 Very Severe 2-3 hour delay Extremely heavy congestion, longer queues, more numerous breakdown points, longer stop periods. F(3) >1.46 Extremely Severe 3+ hours of delay Gridlock
4.7 Freeway Ramp Meters Ramp meters serve to meter traffic entering the freeway system during peak periods. Ramp meters are typically in operation during the morning and afternoon commute times (6:00–8:00AM and 4:00– 6:00PM). No ramp meters are present for traffic exiting the freeway. Therefore, only outbound project traffic merging onto the freeway would be subject to ramp metering. Since the project will generate outbound traffic outside ramp meter operating times (i.e. post-game late evening), no analysis was conducted.
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5.0 SIGNIFICANCE CRITERIA A project is considered to have a significant impact if the project decreases operations of surrounding transportation facilities by a defined threshold. The thresholds are shown in Table 5–1 for freeway segments, roadway segments, intersections, and ramp meter facilities. These thresholds are based on The City’s Quality of Life Standards under the General Plan and San Diego Traffic Engineers’ Council (SANTEC) guidelines.
If the project exceeds the thresholds in Table 5–1, then the project may be considered to have a significant project impact. A feasible mitigation measure will need to be identified to return the impact within the thresholds or the impact will be considered significant and unmitigated.
TABLE 5–1 TRAFFIC IMPACT SIGNIFICANT THRESHOLDS Allowable Increase Due to Project Impactsb Level of Service with Freeways Roadway Segments Intersections Ramp Metering Projecta Speed Speed Delay Delay V/C V/C (mph) (mph) (sec.) (min.) Mid-D, E, & F (or ramp meter delays 0.01 1.0 0.02 1.0 2.0 2.0c above 15 minutes)
Footnotes: a. All level of service measurements are based upon HCM procedures for peak-hour conditions. However, V/C ratios for Roadway Segments may be estimated on an ADT/24-hour traffic volume basis. The acceptable LOS for freeways, roadways, and intersections is generally “D” (“C” for undeveloped or not densely developed locations per jurisdiction definitions). For metered freeway ramps, LOS does not apply. However, ramp meter delays above 15 minutes are considered excessive. b. If a proposed project’s traffic causes the values shown in the table to be exceeded, the impacts are deemed to be significant. These impact changes may be measured from appropriate computer programs or expanded manual spreadsheets. The project applicant shall then identify feasible mitigations (within the Traffic Impact Study [TIS] report) that will maintain the traffic facility at an acceptable LOS. If the LOS with the proposed project becomes unacceptable (see note a above), or if the project adds a significant amount of peak hour trips to cause any traffic queues to exceed on- or off-ramp storage capacities, the project applicant shall be responsible for mitigating significant impact changes. c. The impact is only considered significant if the total delay exceeds 15 minutes. General Notes: 1. V/C = Volume to Capacity Ratio 2. Speed = Arterial speed measured in miles per hour 3. Delay = Average stopped delay per vehicle measured in seconds for intersections, or minutes for ramp meters. 4. LOS = Level of Service
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6.0 EXISTING ANALYSIS 6.1 Existing Intersection Operations Intersection capacity analyses were conducted for the study intersections under Existing conditions for the evening peak hour (6:00–7:00PM). Table 6–1 reports the intersection operations. The intersections were calculated to operate between LOS B and LOS D. Such operations are typical of intersections located in a densely developed urbanized area. Since the analysis was conducted between 6:00–7:00PM, the results indicate marginally better operations than what would occur during peak commuter times.
Appendix C contains the calculation sheets. The following intersections are calculated to operate at LOS mid-D or worse: Lincoln Parkway / Broadway—LOS D Mission Avenue / Broadway—LOS D
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TABLE 6–1 EXISTING INTERSECTION OPERATIONS Control Existing Intersection Type Delaya LOSb 1. SR 78 Westbound Ramps / Centre City Parkway Free No conflicting movements 2. SR 78 Eastbound Ramps / Centre City Parkway Free No conflicting movements 3. Lincoln Parkway / Broadway Signal 46.9 D 4. Mission Avenue / Metcalf Street Signal 10.0 B 5. Mission Avenue / Rock Springs Road Signal 18.5 B 6. Mission Avenue / Quince Street Signal 11.7 B 7. Mission Avenue / Centre City Parkway Signal 42.9 D 8. Mission Avenue / Broadway Signal 47.4 D 9. Hale Avenue / Simpson Way OWSCc 11.9 B 10. Hale Avenue / I-15 SB & NB DAR (future facility) Signal DNE DNE 11. Hale Avenue / Tulip Street Signal 8.8 A 12. Washington Avenue / Metcalf Street Signal 13.6 B 13. Washington Avenue / Rock Springs Road Signal 11.5 B 14. Washington Avenue / Spruce Street OWSCc 12.7 B 15. Washington Avenue / Quince Street Signal 12.8 B 16. Washington Avenue / Centre City Parkway Signal 33.1 C 17. Washington Avenue / Broadway Signal 42.5 D 18. Norlak Avenue / Quince Street OWSCc 9.6 A 19. Valley Parkway / I-15 Southbound Ramps Signal 44.1 D 20. Valley Parkway / I-15 Northbound Ramps Signal 27.3 C 21. Valley Parkway / Tulip Street Signal 29.8 C 22. Valley Parkway / Quince Street Signal 25.1 C 23. Valley Parkway / Centre City Parkway Signal 21.3 C 24. Valley Parkway / Broadway Signal 25.1 C 25. 2nd Avenue / Quince Street Signal 26.6 C 26. 2nd Avenue / Centre City Parkway Signal 19.9 B 27. 2nd Avenue / Broadway Signal 27.3 C
Footnotes: SIGNALIZED UNSIGNALIZED a. Average delay expressed in seconds per vehicle. b. Level of Service. DELAY/LOS THRESHOLDS DELAY/LOS THRESHOLDS c. OWSC – One-Way Stop Controlled intersection. Delay LOS Delay LOS Minor street left turn delay is reported. 0.0 ≤ 10.0 A 0.0 ≤ 10.0 A General Notes: 10.1 to 20.0 B 10.1 to 15.0 B 1. DAR = Direct Access Ramp 20.1 to 35.0 C 15.1 to 25.0 C 2. DNE = Does Not Exist. 35.1 to 55.0 D 25.1 to 35.0 D 3. Bold indicates Mid-D or worse operations. 45.0 Mid-D 30.0 Mid-D 55.1 to 80.0 E 35.1 to 50.0 E ≥ 80.1 F ≥ 50.1 F
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6.2 Intersection Lane Vehicle (ILV) Analysis Table 6–2 summarizes the results of the Existing ILV analysis. As shown in Table 6–2, all Caltrans facilities are calculated to operate “Under” or “Near” capacity during the evening peak hour. Since the analysis was conducted between 6:00–7:00PM, the results indicate marginally better operations than during peak commuter times. Appendix D contains the detailed calculations sheets.
TABLE 6–2 EXISTING ILV OPERATIONS
Total Operating Level Intersection Capacity (ILV / Hour)
3. Lincoln Parkway / Broadway 1,044 Under 8. Mission Avenue / Broadway 1,355 Near 10. Hale Avenue / I-15 SB & NB DAR (future facility) — — 17. Washington Avenue / Broadway 1,077 Under 19. Valley Parkway / I-15 Southbound Ramps 1,161 Under 20. Valley Parkway / I-15 Northbound Ramps 1,017 Under General Notes: 1. CAPACITY is shown as UNDER capacity, NEAR capacity or OVER capacity: Under Capacity = <1200 ILV/Hour Near Capacity = >1200 but < 1500 ILV/Hour Over Capacity = >1500 ILV/Hour
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6.3 Existing Freeway Segment Operations Freeway segments were analyzed under Existing conditions for the evening peak hour. Since the analysis was conducted between 6:00–7:00PM, the results indicate marginally better operations than during peak commuter times. Appendix E contains the detailed calculations sheets. As shown in Table 6–2, all the following segments were calculated to operate at LOS C or better.
TABLE 6–2 EXISTING FREEWAY SEGMENT OPERATIONS Peak a Direction, Number of Lanes, & d e Freeway and Segment ADT Hour c V/C LOS Capacity Volumeb Interstate 15 5,190 NB 4M 8,000 0.649 C North of SR 78 131,270 2,710 SB 4M 8,000 0.339 A 7,251 NB 4M+2A 10,400 0.697 C Hale Avenue DARs to SR 78 197,050 4,953 SB 5M+1A 11,200 0.442 B 7,251 NB 4M+2A 10,400 0.697 C Valley Parkway to Hale Avenue DARs 197,050 4,953 SB 5M+1A 11,200 0.442 B 6,560 NB 4M+1A 9,200 0.713 C South of Valley Parkway 177,100 4,450 SB 4M+1A 9,200 0.484 B SR 78 4,525 EB 3M+1A 7,200 0.628 C West of I-15 145,030 4,275 WB 3M+1A 7,200 0.594 B 2,902 EB 2M+1A 5,200 0.558 B I-15 to Centre City Parkway 80,400 2,479 WB 2M+1A 5,200 0.477 B 2,140 EB 2M 4,000 0.535 B East of Centre City Parkway 70,750 1,822 WB 2M 4,000 0.456 B Footnotes: a. ADT = Average Daily Traffic. Existing ADT Volumes obtained from CALTRANS online Traffic and Vehicle Data Systems Unit, 2008–2010. LOS V/C LOS V/C b. Peak hour volumes obtained from CALTRANS online Traffic and Vehicle Data Systems Unit, A <0.41 F(0) 1.25 B 0.62 F(1) 1.35 2008–2010. C 0.80 F(2) 1.45 c. Capacity calculated at 2000 ADT per mainline, 1200 ADT per auxiliary lane, and 1200 per HOV D 0.92 F(3) >1.46 lane (M: Mainline, A: Auxiliary Lane, HOV: High Occupancy Vehicle Lane). E 1.00 Example: 4M+2A=4 Mainlines + 2 Auxiliary Lanes.
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7.0 BACKGROUND CUMULATIVE PROJECTS Cumulative projects represent background traffic expected in the near future. Based on discussions with the City staff, nine (9) cumulative projects were identified. The cumulative projects are assumed to be completed and fully occupied by opening day of the Escondido Ballpark project (Year 2012). It is understood that some projects are phased with their potential opening day after 2012; however, to be conservative, the entire project was considered in the cumulative analysis. Appendix F contains the individual cumulative project assignment sheets.
Project details are listed in Table 7–1 and are shown in Figure 7–1.
TABLE 7–1 CUMULATIVE PROJECTS LIST
Project Name Type of Development Project Size
1. Robertson’s Concrete Manufacturing Plant Industrial 766,000 SF
2. Escondido Marriott Hotel Hotel 196 rooms with restauranta 8,150 SF showroom/office 3,350 SF – Service area 3. Carmax Commercial/Retail 900 SF car wash 324 SF display area 4. Paramount / Venue Residential Residential 116 units
5. In & Out Burger Restaurant 3,200 SF
6. El Pollo Loco Restaurant 2,182 SF
7. Springhill Suites Hotel Hotel 105 rooms
8. Commercial (Swap Meet) Neighborhood Commercial 11.62 acres
9. Dick’s Sporting Goods / Ross Commercial/ Retail 75,574 SF
Footnotes: a. Residential condominium component has been withdrawn.
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8.0 PROJECT TRIP GENERATION The following section presents the site-specific trip generation for the proposed project. The trip generation was based on a review of public agency/professional society publications, available data from similar venues and engineering judgment. Consideration was also given to the characteristics of the project, local land use context, transit/pedestrian/bike opportunities and available parking.
The trip generation was developed for the weekday evening events between the hours of 6:00 PM and 7:00 PM. This represents the most critical traffic conditions with the overlap of peak commuter and ballpark activity (See Section 4.2 for more details).
The trip generation projections were based on the consideration of the following:
1. Travel modes (i.e. auto versus non-auto) 2. Vehicle occupancy 3. Fan arrival patterns 4. Typical game attendance 5. Synergy with surrounding land uses (i.e. mixed-use) 6. Existing trip generation credits
8.1 Travel Modes Identification and projection of the travel modes (i.e. auto, transit, pedestrian, and bicycle) is a key factor in determining traffic generation for the ballpark. The following key factors influence the travel modes for primary trips: Roadway network and parking availability Transit opportunities Pedestrian and bicycle connectivity
LLG researched available publications for insight into trip generation and travel modes for the stadium uses. Both Institute of Transportation Engineers (ITE) and San Diego Association of Governments (SANDAG) were reviewed but did not provide any relevant information. Therefore, available studies and surveys of Petco Park and the Lake Elsinore Diamond Stadium were reviewed.
Petco Park conducted a Transportation Survey for the 2007 season. The survey provides information on travel characteristics of ballpark fans. The survey indicates that the automobile represents the primary mode of travel at approximately 71%. This equates to 29% for transit and other non-auto travel modes such as pedestrian, bicycle, etc. This compares with the Petco Park Environmental Impact Report (EIR) conducted in 1999 which assumed an 80% split for auto and 20% for transit/non-auto modes. Petco Park affords excellent transit opportunities with close proximity of the Trolley and Coaster service. It also provides good pedestrian connectivity within a Downtown grid system. A copy of the survey is attached in Appendix G.
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Travel characteristics at the Lake Elsinore Diamond Stadium were also reviewed. This stadium is the home of the Lake Elsinore Storm, a Class A+ California League Affiliate of the San Diego Padres. Data obtained by the operators of this stadium indicate that approximately 95% of the fans arrive by auto and remaining 5% by bus/non-auto modes. The Lake Elsinore Diamond stadium offers little in transit opportunities with minimal bus service. No light rail transit (LRT) or bus rapid transit (BRT) is offered today. The lack of transit options is reflected in the travel mode splits heavily favoring the auto. The surrounding area is also relatively underdeveloped with poor synergy of surrounding land uses and lacking pedestrian and bicycle connections. Excerpts from this research are contained in Appendix G.
The characteristics of the proposed Escondido ballpark as they relate to Petco Park and Lake Elsinore Diamond Stadium were taken into account. They differ in nature in terms of project location (Downtown vs. suburban), stadium size (major league vs. minor league), transit service and surrounding land uses.
The Escondido Ballpark offers good transit access located adjacent to the Escondido Transit Center. The ballpark would be served by the Sprinter line from Oceanside, the Express Bus from Downtown and other local bus services to/from Escondido, Oceanside, San Marcos. Additionally, the Escondido Transit Center will also be served by the future Bus Rapid Transit (BRT) service as a part of the I-15 Managed Lanes Project. The BRT is similar to an Express Bus service and will connect Escondido to Downtown San Diego, Sorrento Mesa/UCSD and other areas. Service is expected to start operations in Year 2012. Appendix G contains more information on the proposed BRT service.
The Escondido Ballpark also offers good pedestrian and bicycle access located adjacent to the Inland Rail Trial and bicycle lanes on Broadway, Centre City Parkway, Washington Avenue, and Mission Avenue. The close proximity to the downtown area also promotes a synergy of land uses and will increase pedestrian and bicycle use.
Based on the characteristics and opportunities of the Escondido Ballpark project site and a review of the available information, travel modes were projected as shown in Table 8–1. It is estimated that 85% of the fans will arrive by automobile. This projection falls within the 70-95% range of the two proxy sites. This represents a balance of 15% of fans arriving via transit or other non-automobile travel modes.
TABLE 8–1 TRAVEL MODE PROJECTIONS Travel Mode Projected Modal Splitsa Auto 85% Non-Auto: Transit (Sprinter, BRT and Express/Local/Charter Bus), 15% Pedestrian, Bicycle, Taxi Total 100%
Footnotes: a. Modal splits projected for Primary Trips.
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8.2 Vehicle Occupancy Ratio Vehicle Occupancy Ratio (VOR) is another key factor used to develop the trip generation. VOR is defined as the total number of people divided by the total number of vehicles (i.e. the lower the VOR, the higher the expected traffic). LLG conducted research to determine an appropriate VOR for the proposed ballpark based on available information for the Petco Park, Lake Elsinore Diamond Stadium, and professional society publications.
The Petco Park EIR assumed a VOR of 2.8 persons per vehicle for weekday evening games.
Data obtained from the operations of the Lake Elsinore Diamond Stadium indicate a VOR of 2.7 persons per vehicle. Excerpts from this research are contained in Appendix G.
The Urban Land Institute (ULI) publishes a VOR of 2.9 persons per vehicle for a typical weekend game.
No data was available from ITE or SANDAG.
Comparing these sources, the VOR ranges between 2.7 and 2.9 persons per vehicle. A VOR of 2.7 was selected since it best reflects data obtained from a minor-league stadium and a lower VOR represents the highest traffic potential. Table 8–2 summarizes the projected VOR.
TABLE 8–2 VOR PROJECTIONS Location Projected VORa Escondido AAA Ballpark 2.7 persons per vehicle
Footnotes: a. VOR projected for Primary Trips.
8.3 Arrival Patterns Arrival patterns were utilized to develop the trip generation for the proposed ballpark. Arrival patterns were divided into three time periods including: 1 to 2 hours prior to game start Less than 1 hour prior to game start After game start
Similar to the travel modes and VOR research, multiple sources were reviewed including Petco Park and Lake Elsinore Diamond Stadium.
Data from the operations of Petco Park were obtained. Based on Year 2010 observations, 10% of the fans arrive 1–2 hours prior to the game start, 65% arrive within 1-hour of game start, and 25% after game start. A copy of the survey is attached in Appendix G.
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Data was also obtained from the Lake Elsinore Diamond Stadium. Observations indicate less than 5% arrive 1–2 hours prior to the game start, 70% arrive within 1-hour of game start, and 25% arrive after game start. Excerpts from this research are contained in Appendix G.
Based on the above information, it is estimated that majority of the fans would arrive within 1 hour of game start similar to the Lake Elsinore Diamond Stadium. Ballpark employees (i.e. ushers, ticket takers, parking attendants, concession workers) are expected to arrive early, prior to game start, but make up a much smaller percentage of arrival trips. Therefore, arrival patterns are projected at 5% 1–2 hours prior to game start, 70% within 1 hour of game start, and 25% after game start.
Table 8–3 contains a summary of the arrival pattern projections.
TABLE 8–3 ARRIVAL PATTERN PROJECTIONS Time Perioda Arrival Percentage 1 to 2 hours prior to game start 5% Less than 1 hour prior to game start 70%a After game start 25% Total 100%
Footnotes: a. Analysis time period.
8.4 Typical Game Attendance The ballpark is proposed to accommodate 7,500 fixed-seats with an additional 1,500 seats, including premium, bleachers, and berm seating for a total capacity of 9,000 seats. The trip generation was developed to represent a typical game event which does not necessarily translate to capacity of the ballpark. Historical ballpark attendances at similar venues were reviewed, including the Lake Elsinore Diamond Stadium and Portland’s PGE park. The five (5) most recent years of data were reviewed for both locations. Data is contained in Appendix G.
The 85th percentile attendance from 2005–2009 for the A+ Lake Elsinore Storm was 3,344 fans within a 7,900-seat ballpark. This equates to 42% of the ballpark capacity.
The 85th percentile attendance from 2005–2009 for the AAA Portland Beavers was 5,499 fans within a 19,600-seat ballpark. This equates to 28% of the ballpark capacity.
Using the higher attendance figure of approximately 5,500 fans represents 61% capacity for the proposed ballpark (5,500 ÷ 9,000). It should be noted that data represents tickets sold and not the actual number of people in the ballpark. The actual number of people is expected to be lower due to “no-shows” somewhere in the order of 10–20%. A 75% typical capacity (or 6,750 fans) was selected
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to account for a potential increase in attendance over historical trends. Table 8–4 summarizes the expected attendance.
TABLE 8–4 TYPICAL GAME ATTENDANCE Location Typical Game Attendance Escondido AAA Ballpark 6,750
8.5 Community Mixed-Use Reduction The Ballpark is in close proximity to the Downtown area, retail shopping centers (Plaza Las Palmas, Gateway Center, Country Corner, and Plaza Civic Center) and an approved 196-room Marriott Hotel. These compatible land uses encourage a synergy with the ballpark and creates opportunities to link two destinations within one trip (i.e. linked trip). For instance a primary trip to a Downtown restaurant may be linked up with a secondary trip to the Ballpark. This phenomenon is referred to as community mixed-use. SANDAG recognizes mixed-uses as smart growth and allows up to 10% reductions in project traffic.
8.6 Existing Traffic Reduction Two areas have been identified for development. One area will serve as the site for the construction of the new ballpark with an adjacent parking lot and the other area will be graded and serve as a surface parking lot.
The ballpark area is approximately 15.3 acres located north of Norlak Avenue bounded by Spruce Street to the west and Quince Street to the east. Currently the ballpark area is occupied by various light industrial, manufacturing/assembly and storage land uses.
The western parking area is located on the west side of Spruce Street between Washington Avenue and Escondido Creek. This area is occupied by light industrial and manufacturing uses. The design has not been finalized and the size may be over 10 acres. Only portion of this area was used to estimate credits and account for variation in the final design.
Both areas currently generate traffic and will be replaced as the ballpark is developed. To determine existing traffic on these sites, LLG applied San Diego Association of Governments (SANDAG) Trip Generation Rates consistent with standard traffic engineering practice. The trip rates for industrial uses vary from 30 to 200 trips per acre depending upon the nature of industrial use. LLG utilized a trip generation rate of 50 trips per acre as the primary use to best represent existing traffic. Despite a high percentage of truck traffic from these uses (10-20%), no passenger car equivalence (PCE) factors were applied. The application of PCE factors would increase the traffic levels. Also, no measurable peak hour trips were assumed to occur between 6:00 PM and 7:00 PM, since businesses are expected to be closed during these hours.
Table 8–5 contains a summary of the existing traffic reductions.
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TABLE 8–5 EXISTING TRAFFIC REDUCTIONS Weekday Evening Peak Hourb Weekday Existing Land Use Size (6:00-7:00 PM) ADTa Inbound Outbound Ballpark Area 15.30 Acres 660 N/A N/A Western Parking Area 8.31 Acresc 520 N/A N/A Total Existing Credits 23.61 Acres 1,180 N/A N/A Footnotes: a. Average Daily Traffic (ADT) rounded to the nearest 10. Rate of 50 trips/acre is based on SANDAG’s (Not So) Brief Guide of Vehicular Traffic Generation Rates for the San Diego Region, April 2002. b. No measurable peak hours trips are expected since businesses are assumed to be closed after 6pm. c. Only a portion of the western lot was assumed since final design was not yet finalized.
8.7 Ballpark Trip Generation Trip generation for a typical weekday evening ballgame was developed based on the projected travel modes, vehicle occupancy ratio, fans arrival patterns, typical game attendance, mixed-use credits, and existing traffic reductions. Table 8–6 tabulates the results. The project is estimated to generate 3,030 ADT with 1,338 inbound trips and no measurable outbound trips during the evening peak hour between 6:00 PM and 7:00 PM.
TABLE 8–6 BALLPARK TRIP GENERATION Weekday Evening Peak Hourb Weekday Land Use Size (6:00-7:00 PM) ADTa Inbound Outbound Proposed Ballpark 6,750 seatsc 4,250d 1,487e N/A f Employees 200 staff 380g N/A N/A Community Mixed-Use N/A (420)h (149) N/A Existing Industrial 23.61 acres (1,180)i N/A N/A Total Net Traffic 3,030 1,338 N/A Footnotes: a. Average Daily Traffic (ADT). Rounded to the nearest 10. b. Evening peak hour between 6:00–7:00 PM or 1 hour prior to game start. c. Expected attendance at 75% capacity. 9000 seats x 75% = 6,750 seats. d. 6,750 seats x 85% auto usage ÷ 2.7 people per car x 2 in/outbound trips per car = 4,250 ADT. e. 6,750 seats x 85% auto usage ÷ 2.7 people per car x 70% arrival percentage = 1,487 peak inbound trips. f. No measurable outbound traffic is expected to occur between 6:00 PM and 7:00 PM. g. 200 employees x 95% automobile usage ÷ 1 person per car x 2 in/outbound trips per car = 380 ADT. h. 10% community mixed-use credit. i. Based on SANDAG trip generation rates.
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8.8 Ballpark Distribution and Assignment The project-generated traffic was distributed and assigned to the study network. The directional distribution of the traffic was based on a SANDAG Select Zone Assignment (SZA), a function of population densities, near-term/future travel patterns, and the efficiency of the transportation system.
The location of available parking, both dedicated and public, were reviewed to help determine the traffic distribution. Parking area location and availability was taken into account as outlined in the Escondido Ballpark Project—Parking Assessment Report conducted by LLG. Figure 8–1 illustrated the parking inventory within a 20-minute walking area. Figure 8–2 illustrates the project traffic volumes. A project distribution for each area was developed and is included in Appendix H.
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9.0 NEAR-TERM ANALYSIS 9.1 Near-Term Network Conditions In assessing the impacts of the proposed ballpark, it was necessary to review planned, on-going, and future roadway improvements in the study area. For the purposes of this traffic study, the implementation of the I-15 Managed Lanes project, the Direct Access Ramps (DARs) at Hale Avenue, and the proposed Bus Rapid Transit (BRT) were identified as planned improvements. Table 9–1 provides a description of these facilities.
TABLE 9–1 NEAR-TERM PLANNED IMPROVEMENTS
I-15 Managed Lanes Project SANDAG’s Mobility 2030 plan has identified the addition of two additional managed lanes (for a total of four managed lanes) on I-15 from SR 163 to SR 78. The managed lanes are expected to be High Occupancy Toll (HOT) lanes that would be free of charge to carpools, vanpools and buses. Excess capacity would be sold to other vehicles through a variable pricing formula to ensure free flow conditions. This dynamic pricing is currently in effect. The project will contain a movable barrier adjusting to peak vehicular demand, Direct Access Ramp (DARs) at key locations along this corridor, and a BRT service. This project is part of SANDAG’s “Early Action Projects.” Construction of this project is currently underway with completion expected by 2011 for the north segment within the study area.
Direct Access Ramps at Hale Avenue Several DARs are proposed along I-15 as part of the I-15 Managed Lanes Project. DARs provide direct access to/from the HOV/managed lanes to an adjacent corridor or neighborhood transit center. This encourages transit and carpooling and reduces congestion both on the freeway mainlines and at existing interchanges. The DARs are proposed at Hale Avenue within the study area.
The DARs at Hale Avenue propose to include a northbound off-ramp and a southbound on- ramp. No ramps to and from the north are proposed. The DARs are expected to be completed by Year 2011.
Bus Rapid Transit (BRT) The Escondido Transit Center will be served by the future Bus Rapid Transit (BRT) service as a part of the I-15 Managed Lanes Project. The BRT is similar to an Express Bus service and will connect Escondido to Downtown San Diego, Sorrento Mesa/UCSD and other areas. Service is expected to start in Year 2012. No physical improvements were assumed in the analysis.
In addition to the roadway improvements described, several measures have been recommended individually in connection with cumulative projects mitigation. However, such improvements were not assumed in the analysis for this study.
Figure 9–1 illustrates the Near-Term traffic conditions.
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9.2 Near-Term Traffic Volumes Near-Term traffic volumes were developed assuming planned roadway improvements, identified cumulative projects, and project trip generation. The Near-Term scenario represents opening day of the project and accounts for reasonably expected traffic and roadway improvements such as the Hale Avenue DARs.
Figures 9–2 and 9–3 illustrate the Near-Term traffic volumes with and without the project, respectively.
9.3 Near-Term Intersection Operations Intersection capacity analyses were conducted for the study intersections under Near-Term conditions. Table 9–1 reports the intersection operations.
The intersections are calculated to operate between LOS B and LOS D. Such operations are typical of intersections located in a densely developed suburban area. Since the analysis was conducted between 6:00–7:00PM, the results indicate marginally better operations than during peak commuter times. Appendix I contains the calculation sheets. The following intersections are calculated to operate at LOS mid-D or worse with project: Lincoln Parkway / Broadway—LOS D Mission Avenue / Centre City Parkway—LOS D Mission Avenue / Broadway—LOS D Valley Parkway/ I-15 Southbound Ramps—LOS D
The addition of project traffic is calculated to increase intersection delays for the evening peak period. The level of service is degraded at certain intersections; however all increases in intersection delays are within the allowable threshold per the City of Escondido Significance Guidelines. No significant cumulative impacts are calculated under Near-Term conditions.
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TABLE 9–2 NEAR-TERM INTERSECTION OPERATIONS Near-Term Near-Term Control Intersection without Project with Project c Significant? Type ∆ Delaya LOSb Delay LOS 1. SR 78 Westbound Ramps / Centre City Parkway Free No Conflicting Movements — — 2. SR 78 Eastbound Ramps / Centre City Parkway Free No Conflicting Movements — — 3. Lincoln Parkway / Broadway Signal 49.0 D 50.1 D 1.1 No 4. Mission Avenue / Metcalf Street Signal 10.1 B 11.8 B 1.7 No 5. Mission Avenue / Rock Springs Road Signal 18.9 B 22.6 C 3.7 No 6. Mission Avenue / Quince Street Signal 12.1 B 13.1 B 1.0 No 7. Mission Avenue / Centre City Parkway Signal 44.0 D 45.7 D 1.7 No 8. Mission Avenue / Broadway Signal 47.9 D 49.2 D 1.3 No 9. Hale Avenue / Simpson Way OWSCc 11.2 B 12.5 B 1.3 No 10. Hale Avenue / I-15 SB & NB DAR Signal 9.4 A 12.0 B 2.6 No 11. Hale Avenue / Tulip Street Signal 9.0 A 11.1 B 2.1 No 12. Washington Avenue / Metcalf Street Signal 14.1 B 16.4 B 2.3 No 13. Washington Avenue / Rock Springs Road Signal 11.8 B 12.9 B 1.1 No 14. Washington Avenue / Spruce Street OWSCc 12.8 B 14.4 B 1.6 No 15. Washington Avenue / Quince Street Signal 17.7 B 18.2 B 0.5 No 16. Washington Avenue / Centre City Parkway Signal 35.1 D 36.1 D 1.0 No 17. Washington Avenue / Broadway Signal 43.1 D 44.0 D 0.9 No 18. Norlak Avenue / Quince Street OWSCc 9.7 A 10.8 B 1.1 No 19. Valley Parkway / I-15 Southbound Ramps Signal 46.3 D 47.8 D 1.5 No 20. Valley Parkway / I-15 Northbound Ramps Signal 28.2 C 33.3 C 5.1 No 21. Valley Parkway / Tulip Street Signal 30.8 C 32.1 C 1.3 No 22. Valley Parkway / Quince Street Signal 25.4 C 25.7 C 0.3 No 23. Valley Parkway / Centre City Parkway Signal 21.5 C 22.0 C 0.5 No 24. Valley Parkway / Broadway Signal 25.3 C 26.8 C 1.5 No 25. 2nd Avenue / Quince Street Signal 27.3 C 28.7 C 1.4 No 26. 2nd Avenue / Centre City Parkway Signal 20.9 C 21.7 C 0.8 No 27. 2nd Avenue / Broadway Signal 27.3 C 28.8 C 1.5 No
Footnotes: SIGNALIZED UNSIGNALIZED a. Average delay expressed in seconds per vehicle. b. Level of Service. DELAY/LOS THRESHOLDS DELAY/LOS THRESHOLDS c. ∆ denotes an increase in delay due to project traffic. Delay LOS Delay LOS d. OWSC – One -Way Stop Controlled intersection. Minor street left turn delay is 0.0 ≤ 10.0 A 0.0 ≤ 10.0 A reported. 10.1 to 20.0 B 10.1 to 15.0 B General Notes: 20.1 to 35.0 C 15.1 to 25.0 C 1. DAR = Direct Access Ramp 35.1 to 55.0 D 25.1 to 35.0 D 2. DNE = Does Not Exist. 45.0 Mid-D 30.0 Mid-D 3. Bold indicates Mid-D or worse operations. 55.1 to 80.0 E 35.1 to 50.0 E ≥ 80.1 F ≥ 50.1 F
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9.4 Near-Term ILV Analysis Table 9–3 summarizes the results of the existing ILV analysis. As shown in Table 9–3, all Caltrans facilities are calculated to operate “Under” or “Near” capacity during the evening peak hour, with and without Ballpark project traffic. Since the analysis was conducted between 6:00–7:00PM, the results indicate marginally better operations than during peak commuter times.
Appendix J contains the detailed calculations sheets.
TABLE 9–3 NEAR-TERM ILV OPERATIONS Near-Term without Project Near-Term with Project Intersection Total Operating Total Operating Level Capacity Level Capacity (ILV / Hour) (ILV / Hour) 3. Lincoln Parkway / Broadway 1,051 Under 1,057 Under 8. Mission Avenue / Broadway 1,359 Near 1,372 Near 10. Hale Avenue / I-15 SB & NB DAR 439 Under 763 Under 17. Washington Avenue / Broadway 1,093 Under 1,109 Under 19. Valley Parkway / I-15 Southbound Ramps 1,287 Near 1,346 Near 20. Valley Parkway / I-15 Northbound Ramps 1,162 Under 1,446 Near General Notes: 1. CAPACITY is shown as UNDER capacity, NEAR capacity or OVER capacity: Under Capacity = <1200 ILV/Hour Near Capacity = >1200 but < 1500 ILV/Hour Over Capacity = >1500 ILV/Hour
9.5 Near-Term Freeway Segment Operations Freeway segments were analyzed under Near-Term conditions for the evening peak hour. As shown in Table 9–4, all the following segments were calculated to operate at LOS C or better, with and without Ballpark project traffic. Since the analysis was conducted between 6:00–7:00PM, the results indicate marginally better operations than during peak commuter times.
Appendix K contains the detailed calculations sheets.
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TABLE 9–4 NEAR-TERM FREEWAY SEGMENT OPERATIONS Near-Term without Project Near-Term with Project Direction, Number of Lanes, & Freeway and Segment a Peak Peak Capacity ADTb Hour V/Cd LOSe ADT Hour V/C LOS Delta Impact?f Volumec Volume Interstate 15 NB 4M 8,000 5,257 0.657 C 5,257 0.657 C 0.000 No North of SR 78 132,850 133,170 SB 4M 8,000 2,789 0.349 A 2,923 0.365 A 0.017 No NB 4M+ 2A 10,400 7,337 0.705 C 7,337 0.705 C 0.000 No Hale Avenue DARs to SR 78 198,990 199,130 SB 5M + 1A 11,200 5,049 0.451 B 5,104 0.456 B 0.005 No NB 5M+ 1A + 2HOV 13,600 7,571 0.557 B 7,865 0.578 B 0.022 No Valley Parkway to Hale Avenue DARs 199,540 200,380 SB 5M+ 1A + 2HOV 13,600 5,209 0.383 A 5,264 0.387 A 0.004 No NB 5M+ 1A + 2HOV 13,600 6,855 0.504 B 7,390 0.543 B 0.039 No South of Valley Parkway 178,780 180,050 SB 5M+ 1A + 2HOV 13,600 4,733 0.348 A 4,733 0.348 A 0.000 No SR 78 EB 3M + 1A 7,200 4,594 0.638 C 4,862 0.675 C 0.037 No West of I-15 146,500 147,130 WB 3M + 1A 7,200 4,333 0.602 B 4,333 0.602 B 0.000 No EB 2M + 1A 5,200 2,957 0.569 B 3,303 0.635 C 0.067 No I-15 to Centre City Parkway 81,510 82,330 WB 2M + 1A 5,200 2,533 0.487 B 2,533 0.487 B 0.000 No EB 2M 4,000 2,146 0.537 B 2,266 0.567 B 0.030 No East of Centre City Parkway 70,830 71,110 WB 2M 4,000 1,628 0.407 A 1,628 0.407 A 0.000 No Footnotes: a. Capacity calculated at 2000 ADT per mainline, 1200 ADT per auxiliary lane, and 1200 per HOV lane (M: Mainline, A: Auxiliary Lane, HOV: High Occupancy Vehicle Lane). Example: 4M+2A=4 Mainlines + 2 Auxiliary Lanes. LOS V/C LOS V/C b. ADT = Average Daily Traffic. Existing ADT Volumes obtained from CALTRANS online Traffic and Vehicle Data Systems Unit, 2008–2010. A<0.41 F(0) 1.25 B0.62F(1) 1.35 c. Peak hour volumes obtained from CALTRANS online Traffic and Vehicle Data Systems Unit, 2008–2010. C0.80F(2) 1.45 d. V/C = Volume to Capacity D0.92 F(3) >1.46 E1.00 e. LOS = Level of Service f. Significant project impact based on Significance Criteria. General Notes: 1. See Appendix K for calculation sheets
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10.0 LONG-TERM ANALYSIS 10.1 Long-Term Network Conditions The planned improvements assumed in the Near-Term scenario were also assumed in the Long- Term. No additional improvements were considered. Figure 10–1 illustrates the Long-Term traffic conditions.
10.2 Long-Term Traffic Volumes Horizon Year traffic volumes were forecasted for the study area based on the SANDAG Series 11 Model. Extensive efforts between the City, SANDAG, and LLG were made to include detailed land use/roadway network information from the City of Escondido’s General Plan, General Plan Amendments (GPAs), and cumulative projects in the model. The traffic volumes represent LLG’s and City’s best efforts of forecasting Year 2030 traffic volumes with the most recent modeling information at the time the report was prepared.
Figures 10–2 and 10–3 illustrate the Long-Term traffic volumes with and without the project, respectively.
10.3 Long-Term Intersection Operations Intersection capacity analyses were conducted for the study intersections under Long-Term conditions. Table 10–1 reports the intersection operations.
The intersections are calculated to operate between LOS B and LOS E. Such operations are typical of intersections located in a densely developed urbanized area. Since the analysis was conducted between 6:00–7:00PM, the results indicate marginally better operations than during peak commuter times. Appendix L contains the calculation sheets. The following intersections are calculated to operate at LOS mid-D or worse without project: Lincoln Parkway / Broadway—LOS D Mission Avenue / Centre City Parkway—LOS E Mission Avenue / Broadway—LOS E Washington Avenue / Broadway—LOS D Valley Parkway/ I-15 Southbound Ramps—LOS D
The addition of project traffic is calculated to increase intersection delays for the evening peak period. The level of service is degraded at certain intersections. Significant cumulative impacts are calculated at the following intersection as it exceeds the allowable threshold per the City of Escondido Significance Guidelines: Mission Avenue / Centre City Parkway—LOS E
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TABLE 10–1 LONG TERM INTERSECTION OPERATIONS Long-Term Long-Term Control Intersection without Project with Project c Significant?e Type ∆ Delaya LOSb Delay LOS 1. SR 78 Westbound Ramps / Centre City Parkway Free No Conflicting Movements — — 2. SR 78 Eastbound Ramps / Centre City Parkway Free No Conflicting Movements — — 3. Lincoln Parkway / Broadway Signal 52.6 D 54.2 D 1.6 No 4. Mission Avenue / Metcalf Street Signal 10.8 B 12.9 B 2.1 No 5. Mission Avenue / Rock Springs Road Signal 20.0 B 23.8 C 3.8 No 6. Mission Avenue / Quince Street Signal 15.5 B 21.0 C 5.5 No 7. Mission Avenue / Centre City Parkway Signal 56.2 E 58.5 E 2.3 Yes 8. Mission Avenue / Broadway Signal 66.9 E 68.5 E 1.6 No 9. Hale Avenue / Simpson Way OWSCc 12.7 B 13.9 B 1.2 No 10. Hale Avenue / I-15 SB & NB DAR Signal 31.3 C 33.8 C 2.5 No 11. Hale Avenue / Tulip Street Signal 11.9 B 15.3 B 3.4 No 12. Washington Avenue / Metcalf Street Signal 16.5 B 22.3 C 5.8 No 13. Washington Avenue / Rock Springs Road Signal 17.1 B 19.3 B 2.2 No 14. Washington Avenue / Spruce Street OWSCc 17.1 C 21.8 C 4.7 No 15. Washington Avenue / Quince Street Signal 21.4 C 24.1 C 2.7 No 16. Washington Avenue / Centre City Parkway Signal 36.7 D 38.1 D 1.4 No 17. Washington Avenue / Broadway Signal 47.0 D 48.7 D 1.7 No 18. Norlak Avenue / Quince Street OWSCc 10.0 A 11.1 B 1.1 No 19. Valley Parkway / I-15 Southbound Ramps Signal 52.1 D 53.7 D 1.6 No 20. Valley Parkway / I-15 Northbound Ramps Signal 29.6 C 42.9 D 13.3 No 21. Valley Parkway / Tulip Street Signal 33.1 C 34.5 C 1.4 No 22. Valley Parkway / Quince Street Signal 26.9 C 27.9 C 1.0 No 23. Valley Parkway / Centre City Parkway Signal 24.1 C 24.3 C 0.2 No 24. Valley Parkway / Broadway Signal 27.0 C 27.7 C 0.7 No 25. 2nd Avenue / Quince Street Signal 28.3 C 31.8 C 3.5 No 26. 2nd Avenue / Centre City Parkway Signal 23.7 C 26.4 C 2.7 No 27. 2nd Avenue / Broadway Signal 30.1 C 33.7 C 3.6 No Footnotes: SIGNALIZED UNSIGNALIZED a. Average delay expressed in seconds per vehicle. b. Level of Service. DELAY/LOS THRESHOLDS DELAY/LOS THRESHOLDS c. ∆ denotes an increase in delay due to project traffic. Delay LOS Delay LOS d. OWSC – One -Way Stop Controlled intersection. Minor street left turn delay is reported. 0.0 ≤ 10.0 A 0.0 ≤ 10.0 A e. Significant project impacts based on Significance Criteria. 10.1 to 20.0 B 10.1 to 15.0 B General Notes: 20.1 to 35.0 C 15.1 to 25.0 C 1. DAR = Direct Access Ramp 35.1 to 55.0 D 25.1 to 35.0 D 2. DNE = Does Not Exist. 45.0 Mid-D 30.0 Mid-D 3. Bold indicates Mid-D or worse operations. 55.1 to 80.0 E 35.1 to 50.0 E ≥ 80.1 F ≥ 50.1 F
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10.4 Long-Term ILV Analysis Table 10–2 summarizes the results of the Long-Term ILV analysis. As shown in Table 10–2, all Caltrans facilities are calculated to operate “Under” or “Near” capacity during the evening peak hour with the exception of the following: Mission Avenue / Broadway—Over Capacity, Long-Term with and without Project Valley Parkway/I-15 Northbound Ramps—Over Capacity, Long-Term with Project Valley Parkway/I-15 Southbound Ramps—Over Capacity, Long-Term with Project
Since the analysis was conducted between 6:00–7:00PM, the results indicate marginally better operations than during peak commuter times. Appendix M contains the detailed calculations sheets.
TABLE 10–2 LONG-TERM ILV OPERATIONS Long-Term without Project Long-Term With Project Intersection Total Operating Total Operating Level Capacity Level Capacity (ILV / Hour) (ILV / Hour) 3. Lincoln Parkway / Broadway 1,119 Under 1,125 Under 8. Mission Avenue / Broadway 1,635 Over 1,648 Over 10. Hale Avenue / I-15 SB & NB DAR 825 Under 1,149 Under 17. Washington Avenue / Broadway 1,315 Near 1,331 Near 19. Valley Parkway / I-15 Southbound Ramps 1,454 Near 1,513 Over 20. Valley Parkway / I-15 Northbound Ramps 1,305 Near 1,589 Over General Notes: 1. CAPACITY is shown as UNDER capacity, NEAR capacity or OVER capacity: Under Capacity = <1200 ILV/Hour Near Capacity = >1200 but < 1500 ILV/Hour Over Capacity = >1500 ILV/Hour
10.5 Long-Term Freeway Operations Freeway segments were analyzed under Long-Term conditions for the evening peak hour. As shown in Table 10–3, all the following segments were calculated to operate at LOS C or better with the exception of I-15 between Hale Avenue and SR 78, which is calculated to operate at LOS E in the northbound direction. However, project-related traffic does not add any trips to this segment and hence does not cause a significant cumulative impact.
Since the analysis was conducted between 6:00–7:00PM, the results indicate marginally better operations than during peak commuter times.
Appendix N contains the detailed calculations sheets.
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TABLE 10–3 LONG-TERM FREEWAY SEGMENT OPERATIONS Long-Term without Project Long-Term with Project Direction, Number of Lanes, & Freeway and Segment a Peak Peak Capacity ADTb Hour V/Cd LOSe ADT Hour V/C LOS Delta Impact?f Volumec Volume Interstate 15 NB 4M 8,000 6,230 0.779 C 6,230 0.779 C 0.000 No North of SR 78 157,500 157,820 SB 4M 8,000 3,310 0.414 B 3,444 0.431 B 0.017 No NB 4M+ 2A 10,400 9,640 0.927 E 9,640 0.927 E 0.000 No Hale Avenue DARs to SR 78 236,800 236,940 SB 5M + 1A 11,200 6,170 0.551 B 6,225 0.556 B 0.005 No NB 5M+ 1A + 2HOV 13,600 10,030 0.738 C 10,324 0.759 C 0.022 No Valley Parkway to Hale Avenue DARs 242,200 243,840 SB 5M+ 1A + 2HOV 13,600 6,450 0.474 B 6,505 0.478 B 0.004 No NB 5M+ 1A + 2HOV 13,600 9,190 0.676 C 9,725 0.715 C 0.039 No South of Valley Parkway 247,000 248,270 SB 5M+ 1A + 2HOV 13,600 5,960 0.438 B 5,960 0.438 B 0.000 No SR 78 EB 3M + 1A 7,200 5,490 0.763 C 5,758 0.800 C 0.037 No West of I-15 227,300 227,930 WB 3M + 1A 7,200 5,270 0.732 C 5,270 0.732 C 0.000 No EB 2M + 1A 5,200 3,200 0.615 B 3,546 0.682 C 0.067 No I-15 to Centre City Parkway 119,300 120,120 WB 2M + 1A 5,200 2,740 0.527 B 2,740 0.527 B 0.000 No EB 2M 4,000 2,290 0.573 B 2,410 0.603 B 0.030 No East of Centre City Parkway 93,700 93,980 WB 2M 4,000 1,740 0.435 B 1,740 0.435 B 0.000 No Footnotes: a. Capacity calculated at 2000 ADT per lane and 1200 ADT per aux lane (M: Mainline, A: Auxiliary Lane, HOV: High Occupancy Vehicle Lane). Example: 4M+2A=4 Mainlines + 2 Auxiliary Lanes). LOS V/C LOS V/C b. ADT = Average Daily Traffic. Existing ADT Volumes obtained from CALTRANS online Traffic and Vehicle Data Systems Unit, 2008–2010. A<0.41 F(0) 1.25 B0.62F(1) 1.35 c. Peak hour volumes obtained from CALTRANS online Traffic and Vehicle Data Systems Unit, 2008–2010. C0.80F(2) 1.45 d. V/C = Volume to Capacity D0.92 F(3) >1.46 E1.00 e. LOS = Level of Service f. Significant project impact based on Significance Criteria. General Notes: 1. See Appendix N for calculation sheets
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11.0 CONGESTION MANAGEMENT PROGRAM COMPLIANCE The Congestion Management Program (CMP), adopted on November 22, 1991, is intended to link land use, transportation and air quality through level of service performance. The CMP requires an Enhanced CEQA Review for projects that are expected to generate more than 2,400 ADT or more than 200 peak hour trips. As the project trip generation exceeds the CMP thresholds a CMP analysis is triggered.
The SANDAG Congestion Management Program Update November 2008 report contains a list of “CMP Arterials” that are to be analyzed if the project exceeds the above mentioned trip generation thresholds. Centre City Parkway arterial is listed in the report and is contained within the project study area. The significance criteria contained in Section 5.0 of this report contains criteria which establish that a project impact is considered significant if the travel speed along an arterial segment, operating at LOS Mid-D or lower (with project), decreases by more than one mile per hour. The study area CMP arterial was analyzed under the Near-Term and Long-Term scenarios. The results of the analysis are shown in Tables 11–1 and 11–2. The capacity analysis worksheets are contained in the Appendix O.
No significant project impact is calculated for the CMP Arterial under the Near-Term and Long- Term conditions.
TABLE 11–1 NEAR-TERM CMP ARTERIAL ANALYSIS Near-Term Near-Term Speed Arterial Segment Period Direction without Project with Project Sig? Decrease Speeda LOSb Speed LOS Centre City Parkway NB 22.1 C 21.6 D 0.5 No PM SR-78 to 2nd Avenue SB 22.8 C 22.2 C 0.6 No Footnotes: a. Speed in miles per hour. b. Level of Service.
TABLE 11–2 LONG-TERM CMP ARTERIAL ANALYSIS Long-Term Long-Term Speed Arterial Segment Period Direction without Project with Project Sig? Decrease Speeda LOSb Speed LOS Centre City Parkway NB 18.3 D 17.5 D 0.8 No PM SR-78 to 2nd Avenue SB 20.0 D 19.2 C 0.8 No Footnotes: a. Speed in miles per hour. b. Level of Service.
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12.0 VEHICLE SITE ACCESS REVIEW Primary vehicle access for the Escondido Ballpark project will be provided via the parking areas along Washington Avenue and Norlak Avenue / Spruce Street. The parking areas are shown in more detail in Figure 2–1. Patrons of the ballpark will also access other parking areas within the ballpark vicinity. However, the dedicated parking areas represent the largest, consolidated area closest to the ballpark.
Driveway operations of the parking areas were calculated for the evening peak hour (6:00–7:00PM) when traffic is arriving for a game. Full movements were assumed at both driveways. All driveways are calculated to operate at LOS C or better under Near-Term and Long-term conditions. Such operations can be attributed to low background traffic in the evening hours. Table 12–1 shows the operational analyses of these driveways. The access analysis worksheets are contained in the Appendix P.
TABLE 12–1 SITE ACCESS INTERSECTION OPERATIONS Near-Term Long-Term Control Intersection with Project with Project Type Delaya LOSb Delay LOS
Washington Avenue Parking Area Westerly Driveway / Washington Avenue OWSCc 14.1 B 20.3 C Easterly Driveway / Washington Avenue OWSCc 13.6 B 19.3 C
Norlak Avenue / Spruce Street Parking Areas North Parking Lot/ Spruce Street OWSCc 8.8 A 8.9 A South Parking Lot Driveway #1/ Spruce Street OWSCc 9.0 A 9.1 A South Parking Lot Driveway #2/ Spruce Street OWSCc 8.5 A 8.6 A Footnotes: a. Average delay expressed in seconds per vehicle. UNSIGNALIZED b. Level of Service. DELAY/LOS THRESHOLDS c. OWSC – One -Way Stop Controlled intersection. Minor street left-turn delay is reported. Delay LOS 0.0 ≤ 10.0 A 10.1 to 15.0 B 15.1 to 25.0 C 25.1 to 35.0 D 30.0 Mid-D 35.1 to 50.0 E ≥ 50.1 F
The following transportation-related improvements are recommended to ensure adequate site access: Provide temporary traffic control at each driveway in accordance with the Escondido Ballpark Event Transportation Management Plan. Provide 3-lane driveways with a reversible center lane for all parking areas. This will provide dedicated lanes for both inbound left-turn and right-turn movements. Providing
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dedicated lanes will also avoid any vehicular conflicts and improve capacity. Lanes can be reversed for increased outbound capacity. Provide sufficient queuing capacity to limit overflow onto the local streets. Paid parking will increase queuing and therefore additional traffic control may be necessary. Ensure sufficient sight-distance is provided at each driveway. Provide permanent (i.e. traffic signal) or temporary traffic control at the intersections of Washington Avenue / Spruce Street and Quince Street / Norlak Avenue. Implement other improvements noted in the Escondido Ballpark Event Transportation Management Plan.
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13.0 SIGNIFICANT IMPACTS, MITIGATION MEASURES, AND RECOMMENDATIONS Per the significance thresholds and the analysis methodology presented in this report, the project’s impacts were reviewed. No Near-Term impacts were calculated. Long-Term impacts were calculated for intersection facilities only. The following section identifies the significance of impacts and recommended mitigation to address operating deficiencies. These improvements, if implemented, would improve efficiency of traffic flow and return operations to a level of “no significant” impact. This section also recommends project improvements to ensure adequacy of the transportation network.
13.1 Significant Impacts and Mitigation Measures Near-Term No Near-Term impacts were calculated for the study area.
Long-Term Long-Term impacts were calculated at the following intersection. No impacts were calculated at any other facilities. Figure 13–1 illustrates the Long-Term impacts. Mission Avenue / Centre City Parkway
Mitigation measures were identified to mitigate the Long-Term intersection impacts. The recommended mitigation was reviewed on a cursory level for feasibility. The mitigation measures are discussed below and shown in Figure 13–2. Table 13–1 summarizes the mitigable impacts. The intersection mitigation calculation sheets are contained in Appendix Q.
13.2 Project Recommendations The following recommendations, if implemented, would further minimize any potential traffic deficiencies: Prepare and Implement an Escondido Ballpark Event Transportation Management Plan—The Event Transportation Management Plan would consist of a traffic, parking, transit, and pedestrian/bicycle component, which would provide an overview of procedures by which transportation demand can be minimized and managed. The management plan would provide recommendations on traffic control (temporary or permanent), signage (permanent, temporary, and/or changeable), preferred parking and route public information programs, transit authority coordination and service enhancements, pedestrian and bicycle enhancements. Provide and Implement Site Access Improvements as stated in Section 12.0.
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TABLE 13–1 SUMMARY OF MITIGABLE IMPACTS Near-Term or Facility Type & Location Long-Term Mitigation Impact Intersections 7. Mission Avenue / Centre City Parkway Long-Term Restripe southbound Centre City Parkway between SR 78 Eastbound off-ramp and Mission Avenue to provide a third travel lane. This additional third lane would serve as an auxiliary lane and trap into a dedicated right-turn lane at the Mission Avenue / Centre City Parkway intersection. Make modifications to the traffic signal timing in conjunction with the changed lane designations. Street Segments No Impacts — Ramp Meters No Impacts — CMP Arterials No Impacts — Freeway Segments No Impacts —
TABLE 13–2 LONG-TERM INTERSECTION MITIGATION ANALYSIS
Long-Term Long-Term Long-Term With Project Peak Intersection without Project With Project and Mitigation Hour Delaya LOSb Delay LOS Delay LOS ∆c 7. Mission Avenue / Centre City Parkway PM 56.0 E 58.2 E 54.5 D (1.5)
Footnotes: SIGNALIZED UNSIGNALIZED a. Average delay expressed in seconds per vehicle. b. Level of Service. DELAY/LOS THRESHOLDS DELAY/LOS THRESHOLDS c. ∆ denotes an increase or (decrease) in delay due to project mitigation. Delay LOS Delay LOS 0.0 ≤ 10.0 A 0.0 ≤ 10.0 A 10.1 to 20.0 B 10.1 to 15.0 B 20.1 to 35.0 C 15.1 to 25.0 C 35.1 to 55.0 D 25.1 to 35.0 D 45.0 Mid-D 30.0 Mid-D 55.1 to 80.0 E 35.1 to 50.0 E ≥ 80.1 F ≥ 50.1 F
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14.0 CONSTRUCTION TRAFFIC REVIEW Construction of the Escondido Ballpark project will generate construction traffic in the surrounding area that is temporary in nature. Construction traffic relates to the traffic generated from construction vehicles, which consist of heavy trucks, smaller construction trucks, and worker vehicles. Construction activities will include demolition of existing structures, site grading, concrete pours, and building of structures. Each construction activity has its own traffic intensity and duration. The majority of construction activity would occur at the ballpark site.
Construction traffic is expected to primarily occur during the off-peak hours such as evenings and weekends. The construction traffic will also have identified routes for heavy construction vehicles. Such conditions will help minimize any traffic delays due to construction traffic.
No detailed construction traffic information was available at the time this report was prepared. However, it is expected to be considerably less than the traffic generated by the project at 3,030 ADT. Construction activity will be temporary in nature and occur in the Near-Term only. No significant construction impacts are expected since construction traffic would be considerably lower than the Ballpark traffic and no near-term Ballpark impacts were calculated.
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15.0 CONCLUSIONS The preceding Traffic Impact Analysis documents the traffic impacts associated with the Escondido Ballpark project. The project, located in the City of Escondido, is bounded by I-15 to the west, SR- 78 to the north, Broadway to the east and Downtown Escondido to the south. The surrounding area is composed of a mix of land uses including light industrial, manufacturing, commercial, retail, office, residential, and entertainment. Existing land uses on the project site includes light industrial, manufacturing, and storage facilities. The proposed facility will be designed primarily for AAA minor league baseball but will also serve community events such as concerts, graduations, and speaking engagements. Spectator facilities are proposed to include 7,500 fixed seats with an additional 1,500 seats that may include premium, bleacher and berm seating. Approximately ten (10) private suites will be provided; six (6) standard suites and four (4) VIP suites. Suites may be distributed between suite and field levels. Public concourses will provide circulation around the ballpark. They will provide convenient access to all spectator amenities and allow comfortable movement throughout and accommodate exiting requirements.
Regional vehicular access is provided by Interstate 15 (I-15) and State Route 78 (SR 78). Ballpark access will be provided along Spruce Street and Norlak Avenue. Parking will be provided in two general areas along Washington Avenue and Norlak Avenue/Spruce Street. The adjacent Escondido Transit Center and Inland Rail Trail will provide both transit and multi-use trail access to the ballpark. Overall access will be tied together by the regional and local circulation network (vehicular, pedestrian, bicycle, and transit).
Some of the key traffic methodologies in this study include: A site specific project trip generation was developed. The trip generation was based on a review of public agency/professional society publications, available data from similar venues and engineering judgment. Consideration was also given to the characteristics of the project, local land use context, transit/pedestrian/bike opportunities and available parking. The trip generation was developed for the weekday evening events between the hours of 6:00 PM and 7:00 PM. This represents the most critical scenario from a traffic perspective with the overlap of peak commuter and ballpark activity. SANDAG Series 11 Model was used to forecast long-term traffic volumes. Nine (9) cumulative projects were identified and included in the analyses. Recommended roadway improvements in connection with cumulative projects mitigation were not assumed for those projects where approval from City has not been granted. However, traffic associated with these cumulative projects was still considered in the analysis.
The project is calculated to generate approximately 3,030 ADT with 1,338 inbound trips during the evening peak hour.
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Project related traffic is calculated to cause a significant impact at Mission Avenue/ Centre City Parkway intersection in the Long-Term condition only. A mitigation measure was identified to improve traffic flow and return operations to a level of non-significance as shown in Section 13.0. The mitigation measure involves restriping of southbound Centre City Parkway between SR 78 Eastbound off-ramp and Mission Avenue to provide an additional third travel lane and dedicated right-turn lane. No Near-Term project impacts were calculated.
Additional transportation-related improvements were recommended. These improvements include the implementation of an Escondido Ballpark Event Transportation Management Plan and other site access improvements as identified in Section 12.0.
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