traffic impact analysis melrose oceanside

TRAFFIC IMPACT ANALYSIS MELROSE + OCEANSIDE

Oceanside, California July 13, 2017

LLG Ref. 3-14-2406

Prepared by: Under the Supervision of: Narasimha Prasad John Boarman, P. E. Senior Transportation Engineer Principal

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 3-14-2406 Melrose + Oceanside

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i

EXECUTIVE SUMMARY Linscott, Law & Greenspan, Engineers (LLG) have been retained to assess the traffic impacts associated with the Melrose + Oceanside project (hereby referred to as the proposed “Project”). The Project site is located both east and west of N. Melrose Drive on approximately 37.6 gross developable acres at the intersection of N. Melrose Drive and Oceanside Boulevard/West Bobier Drive at the eastern edge of the City of Oceanside.

The Project proposes to develop the existing vacant property with a mix of residential, office, and restaurant uses. The site is separated into three (3) distinct Planning Areas: PA-1 consists of a maximum of 78 townhomes 10,000 square feet of office and 10,000 square feet of restaurant space; PA-2 consists of a maximum of 37 single family residential units; and PA-3 consists of a maximum of 198 residential units consisting of 83 two-story townhomes and 115 three-story townhomes. Four access driveways are proposed, two right-in/right-out driveways on Oceanside Boulevard to PA-1, one right-in/right-out driveway to PA-2 via N. Melrose Drive, and one full access driveway to PA-3 via Sports Park Way.

Using standard published SANDAG traffic generation rates, the Project is anticipated to generate a net total of 4,059 ADT with 340 total AM peak hour trips and 360 total PM peak hour trips.

Based on City of Oceanside and City of Vista significance criteria, six (6) significant impacts were calculated with the addition of Project traffic. Mitigation measures are proposed in this report at each location. In addition, in order to improve traffic flow, an improvement is recommended at a 7th (Access Driveway/N. Melrose Drive intersection) location where a significant impact was not calculated.



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TABLE OF CONTENTS SECTION PAGE

Executive Summary ............................................................................................................................. i

Appendices ........................................................................................................................................... v

List of Figures ..................................................................................................................................... vi

List of Tables ..................................................................................................................................... vii

1.0 Introduction ................................................................................................................................ 1

2.0 Project Description .................................................................................................................... 4 2.1 Project Location .................................................................................................................. 4 2.2 Project Description .............................................................................................................. 4

3.0 Existing Conditions .................................................................................................................... 7 3.1 Existing Street System ........................................................................................................ 7 3.2 Existing Traffic Volumes .................................................................................................... 8

4.0 Analysis Approach and Methodology .................................................................................... 12 4.1 Study Area ........................................................................................................................ 12 4.2 Analysis Approach ............................................................................................................ 13 4.3 Analysis Scenarios ............................................................................................................ 14 4.4 Methodology ..................................................................................................................... 14

4.4.1 Intersections .......................................................................................................... 14 4.4.2 Street Segments ..................................................................................................... 15 4.4.3 Metered Freeway Ramps ...................................................................................... 17

5.0 Significance Criteria ................................................................................................................ 18 5.1 City of Oceanside .............................................................................................................. 18 5.2 City of Vista ...................................................................................................................... 19

5.2.1 Intersections .......................................................................................................... 19 5.2.2 Street Segments ..................................................................................................... 19

5.3 Direct vs. Cumulative Impacts .......................................................................................... 20

6.0 Analysis of Existing Conditions .............................................................................................. 21 6.1 Peak Hour Intersection Operations ................................................................................... 21 6.2 Daily Street Segment Operations ...................................................................................... 21 6.3 Ramp Meter Operations .................................................................................................... 21

7.0 Trip Generation/Distribution/Assignment ............................................................................ 26 7.1 Project Trip Generation ..................................................................................................... 26



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7.2 Trip Distribution/Assignment ........................................................................................... 26

8.0 Analysis of Existing + Project Conditions ............................................................................. 31 8.1 Peak Hour Intersection Operations ................................................................................... 31 8.2 Daily Street Segment Operations ...................................................................................... 31 8.3 Ramp Meter Operations .................................................................................................... 36 8.4 Peak Hour Arterial Analysis ............................................................................................. 37

9.0 Near-Term Cumulative Projects ............................................................................................ 38

10.0 Analysis of Near-Term Scenarios ........................................................................................... 42 10.1 Existing + Near-Term Cumulative Projects ...................................................................... 42

10.1.1 Intersection Analysis ............................................................................................. 42 10.1.2 Segment Operations .............................................................................................. 42 10.1.3 Ramp Meter Operations ........................................................................................ 42

10.2 Existing + Near-Term Cumulative Projects + Project ...................................................... 42 10.2.1 Intersection Analysis ............................................................................................. 42 10.2.2 Segment Operations .............................................................................................. 43 10.2.3 Ramp Meter Operations ........................................................................................ 48 10.2.4 Peak Hour Arterial Analysis ................................................................................. 49

11.0 Buildout (Year 2030) Conditions ............................................................................................ 50 11.1 Buildout (Year 2030) Alternate 1 Network Conditions .................................................... 50 11.2 Buildout (Year 2030) Alternate 1 Traffic Volumes .......................................................... 50 11.3 Buildout (Year 2030) Alternate 1 Without Project ........................................................... 51

11.3.1 Intersection Analysis ............................................................................................. 51 11.3.2 Segment Operations .............................................................................................. 51

11.4 Buildout (Year 2030) Alternate 1 With Project ................................................................ 51 11.4.1 Intersection Analysis ............................................................................................. 51 11.4.2 Segment Operations .............................................................................................. 52

11.5 Buildout (Year 2030) Alternate 2 Network Conditions .................................................... 52 11.6 Buildout (Year 2030) Alternate 2 Traffic Volumes .......................................................... 58 11.7 Buildout (Year 2030) Alternate 2 Without Project ........................................................... 58

11.7.1 Intersection Analysis ............................................................................................. 58 11.7.2 Segment Operations .............................................................................................. 58

11.8 Buildout (Year 2030) Alternate 2 With Project ................................................................ 59 11.8.1 Intersection Analysis ............................................................................................. 59 11.8.2 Segment Operations .............................................................................................. 59

11.9 Queuing Analysis .............................................................................................................. 65 11.10 Weaving Analysis ......................................................................................................... 65 11.11 Peak Hour Arterial Analysis ......................................................................................... 66

12.0 Access Assessment .................................................................................................................... 73



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12.1 Planning Area 1................................................................................................................. 73 12.2 Planning Area 2................................................................................................................. 74 12.3 Planning Area 3................................................................................................................. 75 12.4 Total Project ...................................................................................................................... 76

13.0 Project Improvement Phasing ................................................................................................ 77 13.1 Frontage Improvements .................................................................................................... 77 13.2 Off-Site Improvements ..................................................................................................... 78

14.0 Significance of Impacts and Mitigation Measures ................................................................ 79 14.1 Significance of Impacts..................................................................................................... 79

14.1.1 Near-Term Direct Impacts .................................................................................... 79 14.1.2 Buildout (Year 2030) Direct Impact ..................................................................... 79

14.2 Mitigation Measures ......................................................................................................... 79 14.2.1 Near-Term Direct Mitigation Measures ................................................................ 79 14.2.2 Buildout (Year 2030) Direct Mitigation Measure ................................................ 80

14.3 Project Conditions of Approval (City of Oceanside) ........................................................ 81



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APPENDICES APPENDIX

A. Existing Intersection Peak Hour Counts, Segment Counts, and Signal Timing Plans

B. Existing Intersection Analysis Worksheets

C. Existing + Project Intersection Analysis Worksheets

D. Near-Term Cumulative Projects Assignment

E. Existing + Near-Term Cumulative Projects Intersection Analysis Worksheets

F. Existing + Near-Term Cumulative Projects + Project Intersection Analysis Worksheets

G. Year 2030 Without N. Melrose Drive and With N. Melrose Drive ADT Volumes, Oceanside Circulation Element Roadway Conditions and Forecasted Volumes

H. Buildout (Year 2030) Alternate 1 Intersection Analysis Worksheets

I. Buildout (Year 2030) Alternate 2 Intersection Analysis Worksheets

J. Weaving Analysis Worksheets and Queuing Analysis Worksheets

K. Mitigated Intersection Analysis Worksheets and Fair Share Calculations



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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 Conceptual Site Plan ....................................................................................................... 6

Figure 3–1 Existing Conditions Diagram ........................................................................................ 10

Figure 3–2 Existing Traffic Volumes .............................................................................................. 11

Figure 7–1 Project Traffic Distribution ........................................................................................... 28

Figure 7–2 Project Traffic Volumes ................................................................................................ 29

Figure 7–3 Existing + Project Traffic Volumes .............................................................................. 30

Figure 9–1 Near-Term Cumulative Projects Traffic Volumes ........................................................ 39

Figure 9–2 Existing + Near-Term Cumulative Projects Traffic Volumes ...................................... 40

Figure 9–3 Existing + Near-Term Cumulative Projects + Project Traffic Volumes ...................... 41

Figure 11–1 Buildout (Year 2030) Conditions Diagram – Alternative 1 Conditions (No N. Melrose Drive Connection) ....................................................................................................... 67

Figure 11–2 Buildout (Year 2030) Without Project Traffic Volumes - Alternate 1 Conditions (No N. Melrose Drive Connection)................................................................................................... 68

Figure 11–3 Buildout (Year 2030) With Project Traffic Volumes - Alternate 1 Conditions (No N. Melrose Drive Connection) ....................................................................................................... 69

Figure 11–4 Buildout (Year 2030) Conditions Diagram – Alternative 2 Conditions (With N. Melrose Drive Connection) ....................................................................................................... 70

Figure 11–5 Buildout (Year 2030) Without Project Traffic Volumes - Alternate 2 Conditions (With N. Melrose Drive Connection) ........................................................................................ 71

Figure 11–6 Buildout (Year 2030) With Project Traffic Volumes - Alternate 2 Conditions (With N. Melrose Drive Connection)................................................................................................... 72



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LIST OF TABLES SECTION—TABLE # PAGE

Table 3–1 Existing Traffic Volumes ..................................................................................................... 8

Table 4–1 Level of Service Thresholds For Signalized and Unsignalized Intersections ................... 15

Table 4–2 City Of Oceanside Circulation Element Roadway Classifications .................................... 16

Table 4–3 City Of Vista Circulation Element Roadway Classifications ............................................ 17

Table 5–1 Traffic Impact Significant Thresholds ............................................................................... 18

Table 6–1 Existing Intersection Operations ........................................................................................ 22

Table 6–2 Existing Street Segment Operations .................................................................................. 24

Table 6–3 Existing Ramp Meter Operations ...................................................................................... 25

Table 7–1 Project Trip Generation ..................................................................................................... 27

Table 8–1 Existing + Project Intersection Operations ........................................................................ 32

Table 8–2 Existing + Project Street Segment Operations ................................................................... 34

Table 8–3 Existing + Project Ramp Meter Operations ....................................................................... 36

Table 8–4 Existing + Project Peak Hour Segment Operations ........................................................... 37

Table 9–1 Cumulative Projects Summary .......................................................................................... 38

Table 10–1 Near-Term Intersection Operations ................................................................................. 44

Table 10–2 Near-Term Street Segment Operations ............................................................................ 46

Table 10–3 Near-Term Ramp Meter Operations ................................................................................ 48

Table 10–4 Near-Term + Project Peak Hour Segment Operations ..................................................... 49

Table 11–1 Buildout Alternate 1 Intersection Operations .................................................................. 53

Table 11–2 Buildout Alternate 1 Street Segment Operations ............................................................. 56

Table 11–3 Buildout Alternate 2 Intersection Operations ................................................................. 60

Table 11–4 Buildout Alternate 2 Street Segment Operations ............................................................. 63

Table 11–5 Queuing analysis Year 2030 ............................................................................................ 65

Table 11–6 Weaving Analysis – N. Melrose Drive at PA-2 Driveway .............................................. 66

Table 11–7 Year 2030 (Alternate 1) + Project Peak Hour Segment Operations ................................ 66

Table 14–1 Impact / Mitigation Measures Summary ......................................................................... 82

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 3-14-2406 Melrose+Oceanside


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TRAFFIC IMPACT ANALYSIS MELROSE + OCEANSIDE

Oceanside, California July 13, 2017

1.0 INTRODUCTION The following traffic study has been prepared to determine and evaluate the traffic impacts on the local circulation system due to the development of the Melrose + Oceanside multi-family residential project with office and restaurant space (proposed “Project”) in the City of Oceanside. The purpose of this study is to assess the potential impacts to the local circulation system as a result of the Project.

Included in this traffic study are the following:

Project Description Existing Conditions Study Area, Analysis Approach, & Methodology Significance Criteria Analysis of Existing Conditions Trip Generation, Distribution and Assignment Analysis of Existing + Project Conditions Near-Term Cumulative Projects Conditions Analysis of Near-Term Scenarios Buildout (Year 2030) Conditions Access Assessment Project Development Phasing Significance of Impacts and Mitigation Measures

Figure 1–1 shows the vicinity map. Figure 1–2 shows a more detailed Project area map.

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2.0 PROJECT DESCRIPTION 2.1 Project Location The Project is situated on three sites totaling approximately 71.2 gross acres of land located at the intersection of North Melrose Drive and Oceanside Boulevard/West Bobier Drive at the eastern edge of the City of Oceanside. Regional access to the Project area is provided via State Highway 78, located approximately 1.9 miles south of the Plan Area, which provides east-west access between Interstate 5 (I-5) to the west and Interstate 15 (I-15) to the east. Regional access also is afforded by State Highway 76, an east-west oriented facility located approximately 2.3 roadway miles northwest of the Plan Area.

Figure 2-1 depicts the Conceptual Site Plan

2.2 Project Description The proposed Project includes applications for a General Plan Amendment (GPA) and Zoning Amendment (ZA) and conditional use permit for mixed use development to establish appropriate land use and zoning designations for proposed residential and open space areas. The underlying land use designations for the site are currently Professional Commercial (PC) and Estate B – Residential. The GPA will maintain the PC designation to support mixed use area in Planning Area 1 while also establishing the following land use designations on site: Medium Density-A- Residential (MDA-R in Planning Area 2, Medium Density- B- Residential (MDB-R) in Planning Area 3, and Open Space (OS) preserved north of Planning Area 2 and 3. The GPA will establish the following land use designations on the site: Medium Density - C - Residential (MDC-R) and Open Space (OS). The existing zoning categories on site are Neighborhood Commercial (CN) and Residential Estate B / Scenic Park Overlay (RE -B- SP). The proposed ZA will designate the property as Planned Development (PD) with a Planned Development Plan (PD Plan) serving as the regulating document for development of the property. The PD Plan established the development regulation for the mixed use area as part of Planning Area 1.

The Project proposes a maximum of 313 units and 20,000 Square Feet (SF) of office space on two distinct parcels of property. The western portion of the PD Plan area is located at the northwestern corner of Oceanside Boulevard and North Melrose Drive. The eastern portion of the PD Plan area is located at the northeastern corner of North Melrose Drive and West Bobier Drive. Sports Park Way, a north-south oriented roadway providing access to the Vista Sports Park, is located near the eastern boundary of the property, while the eastern terminus of Meadowbrook Drive abuts the northwestern boundary of the PD Plan area.

The Melrose Heights PD Plan provides for the coordinated development of a variety of multi-family residential uses within three separate Planning Areas (PAs) on approximately 37.6 gross developable acres across the Project site. The Plan also designates the preservation of approximately 30.4 acres of natural open space comprising the northern-most portion of the site area.

The residential Planning Areas are described as follows:



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Planning Area 1 (PA-1) is comprised of approximately 9.7 gross acres of land located in the southwestern portion of the PD Plan area at the northwest corner of Oceanside Boulevard and North Melrose Drive. Access to PA-1 is provided via two private driveways (right-in/right-out) off of Oceanside Boulevard, one each to the residential and office land uses. PA-1 is planned for the development of a maximum of 78 3-story town home units, 10,000 SF of restaurant space, and 10,000 SF office.

Planning Area 2 (PA-2) is comprised of approximately 8.8 gross acres located in the west-central portion of the PD Plan area situated along the north side of North Melrose Drive. Primary access to PA-2 is provided via a private driveway (right-in/right-out) off North Melrose Drive. Secondary access for PA-2 is provided via an internal drive that connects to the access point on Sports Park Way via Planning Area 3. PA-2 is planned for the development of a maximum of 37 single family dwelling units.

Planning Area 3 (PA-3) is comprised of approximately 19.1 gross acres located in the eastern portion of the PD Plan area along the north side of Oceanside Boulevard/West Bobier Drive. Primary access to PA-3 is provided via a private driveway at Sports Park Way. Secondary access for PA-3 is provided via an internal drive that connecting to North Melrose Drive via Planning Area 2. PA-3 is planned for the development of a maximum of 198 dwelling units consisting of 83 2-story town home units and 115 3-story town home units.

It is anticipated that development of PD Plan area will occur over several years through multiple Project phases. Necessary infrastructure and utilities will be developed accordingly as planned and required in conjunction with specific development proposals within each Planning Area. As part of the infrastructure improvements proposed by the Project, improvements along N. Melrose Drive would be constructed to ultimately construct N. Melrose Drive along the Project frontage to 6-Lane Prime Arterial standards. A more detailed discussion of the widening of N. Melrose Drive along the Project frontage to six lanes is provided in the mitigation section of this report.

A “trigger” analysis identifying the maximum number of units which could be built prior to the implementation of mitigation measures for any traffic-related significant impact during the phased construction of the Project is also provided in the mitigation section of this report.

As stated, access is proposed via Oceanside Boulevard, N. Melrose Drive and Sports Park Way. A more detailed discussion on Project access is included in Section 12.0 of this report.



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3.0 EXISTING CONDITIONS 3.1 Existing Street System The following provides a brief description of the street system in the Project area. Figure 3–1 illustrates existing conditions in terms of traffic lanes and intersection controls.

College Boulevard is classified on the City of Oceanside Circulation Element 2030 Master Transportation Roadway Plan as a 4-Lane Major Arterial from SR-76 to Old Grove Road and a 6-Lane Major Arterial between Old Grove Road and SR-78. It is currently built as a four-lane divided north/south roadway between SR-76 and SR-78. The posted speed limit ranges between 40 and 45mph. Class II bicycle lanes are provided and on-street parking is generally prohibited.

State Route 76 (SR-76) is identified on the City of Oceanside Circulation Element 2030 Master Transportation Roadway Plan as “Expressway 76”. It is generally an east-west facility and is currently built as a four-lane divided expressway within the Project study area. The posted speed limit is 55 mph. Class II bicycle lanes are provided on both sides of the roadway and on-street parking is prohibited.

Oceanside Boulevard is classified on the City of Oceanside Circulation Element 2030 Master Transportation Roadway Plan as a 4-Lane Major Arterial between College Boulevard and N. Melrose Drive. Oceanside Boulevard is currently built as a four-lane divided east-west roadway between College Boulevard and N. Melrose Drive. The posted speed limit is 50 mph. Class II bicycle lanes are provided and on-street parking is prohibited.

Bobier Drive is classified on the City of Oceanside Circulation Element 2030 Master Transportation Roadway Plan as a 4-Lane Major Arterial between N. Melrose Drive and the City of Vista city limits. Within the City of Vista, Bobier Drive is classified as a 4-Lane Major Arterial. Bobier Drive is currently built as a four-lane undivided roadway providing a TWLTL median between N. Melrose Drive and North Santa Fe Avenue. The posted speed limit is 40 mph. Class II bicycle lanes are provided and on-street parking is generally prohibited.

North Santa Fe Avenue is classified on the City of Oceanside Circulation Element 2030 Master Transportation Roadway Plan as a 4-Lane Major Arterial between SR-76 and N. Melrose Drive. Within the City of Vista jurisdiction, North Santa Fe Avenue is classified as a 4-Lane Major on the City of Vista Circulation Element. North Santa Fe Avenue is currently built as a four-lane divided roadway between SR-76 and N. Melrose Drive. Within the City of Vista, North Santa Fe Avenue is currently constructed as a four-lane undivided roadway providing a TWLTL median before transitioning to a two-lane undivided roadway with intermittent TWLTL medians. South of Bobier Drive, Santa Fe Avenue widens to a four-lane divided roadway. The posted speed limit ranges between 35 and 45 mph. Class II bicycle lanes are provided and on-street parking is generally prohibited.

N. Melrose Drive is classified on the City of Oceanside Circulation Element 2030 Master Transportation Roadway Plan as a 6-Lane Major Arterial between SR-76 and North Santa Fe



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Avenue and a Prime Arterial from Santa Fe Avenue to Oceanside Boulevard. Within the City of Vista jurisdiction, N. Melrose Drive is classified as a 6-Lane Urban Major on the City of Vista Circulation Element. N. Melrose Drive is currently built as a two-lane undivided roadway between North Santa Fe Avenue and Sagewood Drive, and a three-lane divided (2-southbound, 1 northbound travel lanes) roadway between Sagewood Drive and Meadowbrook Drive before transitioning to a two-lane divided roadway between Meadowbrook Drive and Oceanside Boulevard. Although this two-lane portion of N. Melrose Drive provides an 18’ raised median constructed in anticipation of the full widening of this segment to 6-Lane Prime Arterial standards, for purposes of being conservative, it was analyzed with a capacity of 10,000 ADT. South of Oceanside Boulevard, N. Melrose Drive is currently constructed as a four-lane undivided roadway providing a Two-Way Left-Turn Lane (TWLTL) median. The posted speed limit ranges between 40 and 45 mph. Class II bicycle lanes are provided and on-street parking is generally prohibited.

W. Vista Way is classified on the City of Vista Circulation Element as a 6-Lane Prime Arterial between N. Melrose Drive and Vista Village Drive and is currently built as a six-lane divided roadway. Between N. Melrose Drive and the SR-78 westbound on-ramp it narrows to four lanes. The posted speed limit is 40 mph. Bicycle lanes are not provided and on-street parking is prohibited.

3.2 Existing Traffic Volumes Existing AM and PM peak hour traffic volume counts at key area intersections and 24-hour street segment counts were completed during the third week of November 2014 while schools were in session.

Table 3–1 shows the existing street segment Average Daily Traffic (ADT) volumes in the Project area. Figure 3–2 shows the existing AM/PM peak hour turning movements and ADT volumes. Appendix A contains the existing intersection and segment manual count sheets.

TABLE 3–1 EXISTING TRAFFIC VOLUMES

Street Segment ADT a

SR-76

Town Center Drive to College Boulevard 43,500

College Boulevard to N. Santa Fe Avenue 50,000

N. Santa Fe Avenue to Guajome Lake Road 47,100

CONTINUED ON THE NEXT PAGE



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TABLE 3–1 (CONTINUED) EXISTING TRAFFIC VOLUMES

Street Segment ADT a a

Oceanside Boulevard Avenida Del Oro to College Boulevard 30,600

College Boulevard to Temple Heights Drive 27,500

Temple Heights Drive to Catalina Circle 20,800

Catalina Circle to PA-1 Access 19,700

PA-1 Access to N. Melrose Drive 20,600

N. Melrose Drive to Sports Park Way 21,100 aa

Bobier Drive Sports Park Way to N. Santa Fe Avenue 19,400

aa N. Santa Fe Avenue

SR-76 to Mesa Drive 24,800

Mesa Drive to N. Melrose Drive 26,600

N. Melrose Drive to Osborne Street 19,100 aa

Sports Park Way PA-3 Access to Bobier Drive 1,300

aa N. Melrose Drive

N. Santa Fe Avenue to Sagewood Drive 17,100

Sagewood Drive to Meadowbrook Drive 18,500

Meadowbrook Drive to Oceanside Boulevard 21,100

Oceanside Boulevard to North Avenue 28,000

North Avenue to Olive Avenue 28,300

Olive Avenue to W. Vista Way 35,800

W. Vista Way to SR-78 EB Off-Ramp 36,900 SR-78 EB Off-Ramp to Hacienda Drive 33,600

aa W. Vista Way

SR-78 WB On-Ramp to N. Melrose Drive 19,900

N. Melrose Drive to Vista Village Drive 19,600

Footnotes: a. Average Daily Traffic Volume counts commissioned by LLG in November 2014.

Existing Conditions Diagram

Figure 3-1

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12

4.0 ANALYSIS APPROACH AND METHODOLOGY 4.1 Study Area The study area was based on the criteria identified in the San Diego Traffic Engineering Council (SANTEC)/Institute of Traffic Engineers (ITE) Guidelines for Traffic Impact Studies in the San Diego Region, March 2, 2000. Based on this criteria, the traffic study must include “all local roadway segments, intersections, and mainline freeway locations where the Project will add 50 or more peak hour trips in either direction or freeway ramp meter locations where the Project will add 20 or more peak hour trips in either direction to the existing traffic conditions.

Based on the above criteria, the Project study area includes the following signalized locations:

Intersections 1. State Route 76 (SR-76) / N. Santa Fe Avenue 2. Santa Fe Avenue / Mesa Drive 3. N. Melrose Drive / Santa Fe Avenue 4. N. Melrose Drive / Sagewood Drive 5. N. Melrose Drive / Meadowbrook Drive 6. Oceanside Boulevard / College Boulevard 7. Oceanside Boulevard / Temple Heights Drive 8. Oceanside Boulevard / Catalina Circle 9. Oceanside Boulevard / N. Melrose Drive 10. Bobier Drive / Sports Park Way 11. Bobier Drive / Santa Fe Avenue 12. N. Melrose Drive / North Avenue 13. N. Melrose Drive / Olive Avenue 14. W. Vista Way / SR-78 WB On-Ramp 15. W. Vista Way / N. Melrose Drive 16. State Route 76 (SR-76) / College Boulevard 17. State Route 76 (SR-76) / N. Melrose Drive (Year 2030 only)

Street Segments State Route 76 (SR-76)

Town Center Drive to College Boulevard College Boulevard to N. Santa Fe Avenue N. Santa Fe Avenue to Guajome Lake Road

Oceanside Boulevard Avenida Del Oro to College Boulevard College Boulevard to Temple Heights Drive Temple Heights Drive to Catalina Circle Catalina Circle to Planning Area 1 Access



13

Planning Area 1 Access to N. Melrose Drive N. Melrose Drive to Sports Park Way

Bobier Drive Sports Park Way to N. Santa Fe Avenue

N. Santa Fe Avenue SR-76 to Mesa Drive Mesa Drive to N. Melrose Drive N. Melrose Drive to Osborne Street

Sports Park Way Planning Area 3 Access to Bobier Drive

N. Melrose Drive SR-76 to N. Santa Fe Avenue (Year 2030 Only) N. Santa Fe Avenue to Sagewood Drive Sagewood Drive to Meadowbrook Drive Meadowbrook Drive to Oceanside Boulevard Oceanside Boulevard to North Avenue North Avenue to Olive Avenue Olive Avenue to W. Vista Way W. Vista Way to SR-78 EB Off-Ramp SR-78 EB Off-Ramp to Hacienda Drive

W. Vista Way SR-78 WB On-Ramp to N. Melrose Drive N. Melrose Drive to Vista Village Drive

Freeway Ramp Meters

State Route 78 SR-78 / W. Vista Way WB On-Ramp (AM peak hour only)

4.2 Analysis Approach The exact phasing of the proposed Project is unknown at this time. Therefore, in order to provide for a worst-case analysis, significant impacts were measured assuming construction of the entire Project all at one time.

Access is proposed via three (3) Project-constructed access points: one (1) to Oceanside Boulevard; one (1) to N. Melrose Drive; and one (1) to Sports Park Way (an internal access between PA-2 and PA-3 is also proposed). Frontage improvements to N. Melrose Drive are proposed as part of the Project (discussed in further detail in Section 13.0 of this report). However, in accordance with City guidelines, the existing and near-term conditions are analyzed against the existing on-the-ground street network.



14

Under existing and near-term conditions, the addition of Project traffic was analyzed assuming the existing on-the-ground street network. For the Year 2030 conditions, the addition of Project traffic was measured against the Oceanside Circulation Element buildout capacities of the street system. Year 2030 Project traffic volumes are calculated net of currently zoned General Plan land uses.

4.3 Analysis Scenarios The following near-term and long-term analyses are included in this report.

EXISTING & NEAR-TERM SCENARIOS Existing Existing + Project Existing + Near-Term Cumulative Projects Existing + Near-Term Cumulative Projects + Project

BUILDOUT SCENARIOS

Buildout (Year 2030) Buildout (Year 2030) With Project

4.4 Methodology Level of service (LOS) is the term used to denote the different operating conditions which 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. Level of service designation is reported differently for signalized and unsignalized intersections, as well as for roadway segments.

4.4.1 Intersections Signalized intersections were analyzed under AM and PM 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).

Signalized intersections were analyzed using City signal timing plans, where available. Timing inputs for intersections where plans were not available were based on field observations. All Caltrans facilities were analyzed using the most recent Caltrans signal timing plans.

Unsignalized intersections were analyzed under AM and PM peak hour conditions. Average vehicle delay and Levels of Service (LOS) was determined based upon the procedures found in Chapter 17



15

of the 2000 Highway Capacity Manual (HCM), with the assistance of the Synchro (version 7) computer software.

Table 4–1 summarizes the LOS and corresponding intersection delay for signalized and unsignalized intersections.

TABLE 4–1 LEVEL OF SERVICE THRESHOLDS FOR SIGNALIZED AND UNSIGNALIZED INTERSECTIONS

Level of Service

Average Control Delay Per Vehicle in Seconds/Vehicle

Signalized Intersections Unsignalized Intersections

A 0.0 < 10.0 0.0 < 10.0

B 10.1 to 20.0 10.1 to 15.0

C 21.1 to 35.0 15.1 to 25.0

D 35.1 to 55.0 25.1 to 35.0

E 55.1 to 80.0 35.1 to 50.0

F > 80.1 > 50.1

4.4.2 Street Segments Street segments were analyzed based upon the comparison of ADT to the City of Oceanside and the City of Vista Average Daily Vehicle Trips tables. These tables provide segment capacities for different street classifications, based on traffic volumes and roadway characteristics for the respective cities.

The street segments that are located in the City of Oceanside were analyzed based on the capacities listed in Table 4–2 and Table 4–3 summarizes roadway capacities within the City of Vista.

Any proposed development project that affects a street segment that already operates or is projected to operate worse than LOS D, regardless of peak hour analysis, the developer shall propose, prepare, and provide mitigation measure(s) for the City to review. If there are no feasible mitigation measures that would fully mitigate traffic impacts, the developer shall propose, prepare, and provide various mitigation measures, such as Traffic Management Center tools and resources, which may not include physical improvements to the impacted facility. Where various mitigation measures have been prepared, agreed upon by the City, and will be implemented, yet are not sufficient to fully mitigate the traffic impacts, then LOS E during the peak periods will be considered acceptable. A project’s fair share contributions may also be considered by the City for predetermined project improvements (e.g., TMC, adaptive signals) in lieu of prepared and implemented mitigation measures.



16

TABLE 4–2 CITY OF OCEANSIDE CIRCULATION ELEMENT ROADWAY CLASSIFICATIONS

Class

Lanes

Cross Section a

Level of Service

A B C D E

Expressway 6 102/160 122/200

30,000 42,000 60,000 70,000 80,000

Expressway 4 102/160 122/200

25,000 35,000 50,000 55,000 60,000

Prime Arterial 6 104/124 25,000 35,000 50,000 55,000 60,000

6-Lane Major Arterial 6 104/124* 20,000 28,000 40,000 45,000 50,000

5-Lane Major Arterial b 5 102/122 17,500 24,500 35,000 40,000 45,000

4-Lane Major Arterial 4 80/100 15,000 21,000 30,000 35,000 40,000

Secondary Collector (with 2-way left-turn lane)

4 64/84* 10,000 14,000 20,000 25,000 30,000

Secondary Collector (without 2-way left-turn lane, with left-turn pockets)

4 40/60 9,000 13,000 18,000 22,000 25,000

Collector (commercial fronting, with 2-way left-turn lane) c

2 50/72 5,000 7,000 10,000 13,000 15,000

Collector (residential streets in the CE or industrial fronting)

2 50/72 4,000 5,500 7,500 9,000 10,000

Local Street (residential streets NOT in the CE)

2 40/60 − − 2,200 − −

Footnotes: a. Curb-to-curb width/total right-of-way width, in feet b. Vandegrift Boulevard and El Camino Real are the only Circulation Element roadways designated as a 5-lane Major Arterial. It is not intended

that other roadways be built to 5-lane Major Arterial standards. c. Same capacity applied to one-way, two-lane collector.



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TABLE 4–3 CITY OF VISTA CIRCULATION ELEMENT ROADWAY CLASSIFICATIONS

CAPACITY AND LEVELS OF SERVICE

Roadway Classification ADT Level of Service

A B C D E

6-Lane Prime Arterial (divided) <36,000 <42,000 <48,000 <54,000 <60,000

6-Lane Urban Major (undivided) <30,000 <35,000 <40,000 <45,000 <50,000

4-Lane Major Arterial (divided) <24,000 <28,000 <32,000 <36,000 <40,000

4-Lane Collector (undivided) <15,000 <17,500 <20,000 <22,500 <25,000

2-Lane Collector w/ TWLTL a <9,000 <10,500 <12,000 <13,500 <15,000

2-Lane Collector (divided) <5,280 <6,160 <7,040 <7,920 <8,800

2-Lane Semi-Rural b (w/ Continuous left turn lane)

— — — — <7,900

Footnotes:

a. TWLTL = Two-Way Left-Turn Lane (striped center median) b. Semi-Rural Streets – capacities identified are the maximum recommended volumes to maintain this classification. If volumes

exceed this capacity, either a classification modification should be considered or measures should be taken to reduce through traffic.

4.4.3 Metered Freeway Ramps A ramp meter analysis was conducted at the metered ramps in the study area, to which the project will add traffic. The following metered on-ramp is analyzed.

WB W. Vista Way to WB SR-78 BACKGROUND The measure of effectiveness (MOE) for this analysis is delay in minutes. Ramp meter flow rates characteristically vary throughout the peak hour based on the performance of the freeway mainline. As the mainline becomes more congested, the ramp meter rates decline, allowing fewer vehicles onto the freeway in the same time period.

ANALYSIS METHODOLOGY The ramp meters were analyzed using the Fixed Rate Method. With the Fixed Rate Method, using the most restrictive flow rate during the peak hour, the total discharge and delay (in minutes) are calculated and the corresponding queue lengths are calculated.



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5.0 SIGNIFICANCE CRITERIA 5.1 City of Oceanside The City of Oceanside uses the published SANTEC/ITE guidelines for the determination of the significance of impacts. A project is considered to have a significant impact if the new project traffic has decreased the operations of surrounding roadways by a defined threshold. The defined thresholds are shown in Table 5–1 below for freeway segments, roadway segments, intersections, and ramp meter facilities.

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 (pre-project + allowable increase) or the impact will be considered significant and unmitigated.

TABLE 5–1 TRAFFIC IMPACT SIGNIFICANT THRESHOLDS

Level of Service with Project a

Allowable Increase Due to Project Impacts b

Freeways Roadway Segments Intersections Ramp Metering

V/C Speed (mph) V/C Speed

(mph) Delay (sec.)

Delay (min.)

E & F (or ramp meter delays

above 15 minutes) 0.01 1 0.02 1 2 2 c

Source: SANTEC/ITE Guidelines for Traffic Impact Studies in the San Diego Region, March 2, 2000. 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 (using Table 2 or a similar LOS chart for each jurisdiction). 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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5.2 City of Vista 5.2.1 Intersections The City of Vista has adopted the following standards to determine significant impacts. A project is considered to have a significant impact on the operation of an intersection when one of the following occurs:

The addition of project traffic results in a Level of Service dropping from LOS D or better to LOS E or F. Under this condition, the project applicant would be responsible for direct project impact mitigation necessary to restore the intersection Level of Service to LOS D conditions or better.

When an intersection is operating at LOS E or F under the no-project scenario and the project adds more than an additional 2 seconds of average vehicle delay. Under this condition, the project applicant would be responsible for direct project impact mitigation necessary to restore the intersection LOS to pre-development conditions or better.

In the longer-range cumulative condition, if the addition of project traffic results in a Level of Service dropping from LOS D or better to LOS E or F, or if an intersection is operating at LOS E or F and the project contributes to the average vehicle delay, the project is determined to have a cumulatively significant impact. Under this condition, the project applicant would be responsible for contributing a fair share towards mitigating the intersection LOS to pre-development conditions or better.

5.2.2 Street Segments The City of Vista has adopted the following standards to determine significant impacts. A project is considered to have a significant impact on the operation of a street segment when one of the following occurs:

The addition of project traffic results in a Level of Service dropping from LOS D or better to LOS E or F. Under this condition, the project applicant would be responsible for direct project impact mitigation necessary to restore the street segment Level of Service to LOS D conditions or better.

When a street segment is operating at LOS E or F under the no-project scenario and the project causes an increase in V/C of over 0.02. Under this condition, the project applicant would be responsible for direct project impact mitigation necessary to restore the street segment LOS to pre-development conditions or better.

In the longer-range cumulative condition, if the addition of project traffic results in a Level of Service dropping from LOS D or better to LOS E or F, or if a street segment is operating at LOS E or F and the project causes an increase in V/C of over 0.02, the project is determined to have a cumulatively significant impact. Under this condition, the project applicant would be responsible for contributing a fair share towards mitigating the street segment LOS to pre-development conditions or better.



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5.3 Direct vs. Cumulative Impacts Using the applied significance criteria, impacts calculated in the Existing + Project scenario and in the Existing + Near-Term Cumulative Projects + Project scenarios compared against the corresponding “without Project” baseline conditions are considered “direct”. Impacts calculated in the Buildout (Year 2030) With Project time frame against Buildout (Year 2030) baseline conditions are considered “cumulative”.

Direct impacts require the implementation of physical mitigation measures such as road widening, the addition of approach lanes at an intersection, roadway striping, etc. in order to return impacted locations to pre-Project conditions.

For cumulative impacts, a monetary contribution toward future improvements that would maintain pre-Project conditions would be required. A project’s “fair share” contribution toward a cumulative impact at an off-site study area location is determined based on the following calculation:

Fair Share % = Project Traffic

(Buildout Year 2030 Traffic + Project Traffic – Existing Traffic )



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6.0 ANALYSIS OF EXISTING CONDITIONS The following section presents the analysis of existing study area locations.

6.1 Peak Hour Intersection Operations Signalized intersections were analyzed using signal timing plans, where available. Timing inputs for intersections where plans were not available were based on field observations. The two intersections along SR-76 and the SR78 interchanges were analyzed using the most recent Caltrans signal timing plans. The two intersections in the City of Vista were also analyzed using the signal timing plans obtained from the City. In general, the cycle length for intersections along SR-76 is 160 seconds during the AM and 180 seconds during the PM peak hour.

The signal timing plans utilized in this analysis are included in Appendix A.

Table 6–1 summarizes the existing intersection operations LOS. As seen in Table 6–1, all intersections are calculated to currently operate at LOS D or better except for the following:

#1. SR-76 / N. Santa Fe Avenue – LOS F during the PM peak hour #6. Oceanside Boulevard / College Boulevard – LOS E during the PM peak hour #16. SR-76 / College Boulevard – LOS E during the AM and PM peak hours

Appendix B contains the existing intersection analysis worksheets.

6.2 Daily Street Segment Operations Table 6–2 summarizes the existing roadway segment operations. As seen in Table 6–2, the study area segments are calculated to currently operate at LOS D or better except for the following:

N. Melrose Drive: N. Santa Fe Avenue to Sagewood Drive – LOS F N. Melrose Drive: Meadowbrook Drive to Oceanside Boulevard – LOS F

6.3 Ramp Meter Operations Ramp meter analyses were conducted at the SR-78 westbound on-ramp from W. Vista Way under Existing conditions.

Table 6–3 summarizes the results of the ramp meter analysis. As seen in Table 6–3, under Existing conditions, no delay is calculated at the subject ramp.



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TABLE 6–1 EXISTING INTERSECTION OPERATIONS

Intersection Jurisdiction Control Type

Peak Hour

Delay a LOS b

1. SR-76 / N. Santa Fe Ave Caltrans Signal AM 54.1 D PM 91.3 F

2. N. Santa Fe Ave. / Mesa Dr Oceanside Signal AM 16.1 B PM 15.2 B

3. Melrose Dr. / N. Santa Fe Ave Oceanside Signal AM 21.4 C PM 22.0 C

4. Melrose Dr. / Sagewood Dr Oceanside Signal AM 14.3 B PM 23.8 C

5. Melrose Dr. / Meadowbrook Dr Oceanside Signal AM 13.2 B PM 9.8 A

6. Oceanside Blvd. / College Blvd Oceanside Signal AM 41.3 D PM 57.5 E

7. Oceanside Blvd. /Temple Heights Dr Oceanside Signal AM 36.1 D PM 37.6 D

8. Oceanside Blvd. / Catalina Cir Oceanside Signal AM 7.9 A PM 6.8 A

9. Oceanside Blvd. / Melrose Dr Oceanside Signal AM 42.3 D PM 38.5 D

10. Bobier Dr. / Sports Park Wy Oceanside Signal AM 4.1 A PM 7.2 A

11. Bobier Dr. / N. Santa Fe Ave Oceanside Signal AM 31.2 C PM 35.1 D

12. Melrose Dr. / North Ave Vista Signal AM 35.2 D PM 31.3 C




23

SIGNALIZED

Delay LOS

0.0 ≤ 10.0 A 10.1 to 20.0 B 20.1 to 35.0 C 35.1 to 55.0 D 55.1 to 80.0 E ≥ 80.1 F

TABLE 6–1 (CONTINUED) EXISTING INTERSECTION OPERATIONS


Peak Hour

Delay a LOS b

13. Melrose Dr. / Olive Ave Vista Signal AM 36.3 D PM 36.1 D

14. W. Vista Wy. / SR-78 WB On-Ramp Caltrans Signal AM 9.5 A PM 10.4 B

15. Melrose Dr. / W. Vista Wy Vista Signal AM 44.1 D PM 52.1 D

16. SR-76 / College Boulevard Oceanside Signal AM 58.4 E

PM 71.5 E

Footnotes: a. Average delay expressed in seconds per vehicle. b. Level of Service.



24

TABLE 6–2 EXISTING STREET SEGMENT OPERATIONS

Street Segment Jurisdiction Functional Classification

Existing Capacity (LOS E)a

ADT b LOS c V/C d

SR-76 Town Center Dr. to College Blvd. Caltrans 4-Lane Expressway 60,000 43,500 C 0.725 College Blvd. to N. Santa Fe Ave. Caltrans 4-Lane Expressway 60,000 50,000 C 0.833 N. Santa Fe Ave. to Guajome Lake Rd. Caltrans 4-Lane Expressway 60,000 47,100 C 0.785

Oceanside Boulevard

Avenida Del Oro to College Blvd. Oceanside 6-Lane Prime 60,000 30,600 B 0.510 College Blvd. to Temple Heights Dr. Oceanside 4-Lane Major 40,000 27,500 C 0.688 Temple Heights Dr. to Catalina Cir. Oceanside 4-Lane Major 40,000 20,800 B 0.520 Catalina Cir. to PA-1 Access Oceanside 4-Lane Major 40,000 19,700 B 0.493 PA-1 Access to Melrose Dr. Oceanside 4-Lane Major 40,000 20,600 B 0.515 Melrose Dr. to Sports Park Wy. Oceanside 4-Lane Major 40,000 21,100 C 0.528

Bobier Drive Sports Park Wy. to N. Santa Fe Ave Vista 4-Lane Major 40,000 19,400 A 0.485

N. Santa Fe Avenue SR-76. to Mesa Dr. Oceanside 4-Lane Major 40,000 24,800 C 0.620 Mesa Dr. to Melrose Dr. Oceanside 4-Lane Major 40,000 26,600 C 0.665 Melrose Dr. to Osborne St Vista 4-Lane Collector 25,000 19,100 C 0.764

Sports Park Way

PA-3 Access to Bobier Dr Vista 2-Lane Collector 8,800 1,300 A 0.148 N. Melrose Drive SR-76 to N. Santa Fe Ave (2030 only) Oceanside 4-Lane Major DNE DNE DNE DNE N. Santa Fe Ave. to Sagewood Dr Oceanside Industrial 10,000 17,100 F 1.710 Sagewood Dr. to Meadowbrook Dr Oceanside 4-Lane Major e 30,000 18,500 B 0.617 Meadowbrook Dr. to Oceanside Blvd Oceanside 4-Lane Major f 10,000 21,100 F 2.110 Oceanside Blvd. to North Ave Vista 4-Lane Major 40,000 28,000 B 0.700 North Ave. to Olive Ave Vista 4-Lane Major 40,000 28,300 C 0.708 Olive Ave. to W. Vista Wy Vista 4-Lane Major 40,000 35,800 D 0.895 W. Vista Wy. to SR-78 EB Off-Ramp Vista 6-Lane Prime 60,000 36,900 B 0.615 SR-78 EB Off-Ramp to Hacienda Dr Vista 6-Lane Prime 60,000 33,600 A 0.560

(CONTINUED ON NEXT PAGE)



25

TABLE 6–2 (CONTINUED) EXISTING STREET SEGMENT OPERATIONS

Street Segment Jurisdiction Functional Classification

Existing Capacity (LOS E)a

ADT b LOS c V/C d

W. Vista Way

SR-78 WB On-Ramp to Melrose Dr Vista 4-Lane Collector 25,000 19,900 C 0.796 Melrose Dr. to Vista Village Dr Vista 6-Lane Prime 60,000 19,600 A 0.327

Footnotes: a. Capacities based on City of Oceanside and City of Vista Roadway Classification & LOS table. b. Average Daily Traffic. c. Level of Service. d. Volume to Capacity ratio. e. This section of N. Melrose Drive is generally a four-lane Major Road and a portion is three lanes. Hence a lower capacity of 30,000 (75% of a

Major Road) is assumed. f. Although this two-lane portion of N. Melrose Drive provides an 18’ raised median constructed in anticipation of the full widening of this

segment to 6-Lane Prime Arterial standards, for purposes of being conservative, it was analyzed with a capacity of 10,000 ADT.

TABLE 6–3 EXISTING RAMP METER OPERATIONS

SR-78 Peak Hour

Peak Hour Demand

D a

Flow

F b

Excess Demand

E

Delay (min)

Queue (ft) c

W. Vista Way WB to SR-78 WB (2 SOV) d AM 348 559 0 0 0

Footnotes: a. Lane Utilization factor accounted for in peak hour demand calculation. (Assumed 10 % for HOV). Demand flow is per lane. b. Meter Rates obtained from CALTRANS c. Queue calculated assuming vehicle length = 25’ d. SOV – Single Occupancy Vehicle.



26

7.0 TRIP GENERATION/DISTRIBUTION/ASSIGNMENT The Project proposes to construct 313 dwelling units on three separate sites as well as 10,000 SF of restaurant and 10,000 SF of office space.

7.1 Project Trip Generation The appropriate trip generation rates for the proposed project were obtained from the SANDAG (Not So) Brief Guide of Vehicular Traffic Generation Rates for the San Diego Region, April 2002. The condominium rate of eight (8) trips per dwelling unit was used for the town homes and a rate of ten (10) trips per unit was used for the single family units. The restaurant trip generation was calculated using the sit-down restaurant rate of 160/KSF (1,000 square feet). Using SANDAG trip generation rates, the Project is expected to generate 4,059 ADT with 340 AM peak hour (102 125 inbound/215 outbound) and 360 PM peak hour (230 230 inbound/130 outbound) trips.

Table 7–1 summarizes the Project traffic generation.

7.2 Trip Distribution/Assignment The distribution provided in the Urban Crossroads Melrose Heights Traffic Impact Analysis, August 2012, prepared for this Project was used. Professional engineering judgment was made to determine the travel patterns of residential trips during the AM and PM peak periods and over the course of the day. LLG concurs with the assumptions made in the Urban Crossroads study. A few minor changes were made with regard to accessing the freeway, but the overall regional distribution remains the same.

For Buildout (Year 2030) Project trip distribution, Urban Crossroads used a SANDAG computerized traffic model to conduct a Select Zone Assignment (SZA). This SZA included the future connection of N. Melrose Drive from its current terminus at N. Santa Fe Avenue to Spur Avenue. Ten percent (10%) of Project traffic was assumed to use this future connection oriented to/from State Route 76.

Figure 7–1 shows the regional and local distribution of Project trips. Figure 7–2 depicts the Project traffic assignment and Figure 7–3 depicts the Existing + Project traffic volumes.



27

TABLE 7–1 PROJECT TRIP GENERATION

Land Use Size Daily Trip Ends (ADTs) AM Peak Hour PM Peak Hour

% of ADT

In:Out Split

Volume % of ADT

In:Out Split

Volume

Rate a Volume In Out Total In Out Total PA-1

Condominiums 78 DU 8 /DU b 624 8% 2:8 10 40 50 10% 7:3 43 19 62

Office 10 KSF 20 /KSF c 200 14% 9:1 25 3 28 13% 2:8 5 21 26

Restaurant 10 KSF 160 /KSF 1,600 8% 5:5 64 64 128 8% 6:4 77 51 128

Mixed-use Reduction d 5% (80) (3) (3) (6) (4) (3) (7)

Pass-by Reduction e 20% (25) (15) (10) (25)

Subtotal PA-1 2,319

96 104 200

106 78 184

Transit Reduction 5% (116) (5) (5) (10) (5) (4) (9)

Final PA-1 2,203 91 99 190 101 74 175

PA-2

Single Family 37 DU 10 /DU 370 8% 3:7 9 21 30 10% 7:3 26 11 37

Transit Reduction 5% (19) — (1) (1) (1) (1) (2)

Final PA-2 351 9 20 29 25 10 35

PA-3

Townhomes 198 DU 8 /DU 1,584 8% 2:8 26 101 127 10% 7:3 110 48 158

Transit Reduction 5% (79) (1) (5) (6) (6) (2) (8)

Final PA-3 1,505 25 96 121 104 46 150

Total Project 313 DU 4,059

125 215 340

230 130 360

Footnotes: a. Rates obtained from a Brief Guide of Vehicular Traffic Generation Rates for the San Diego Region, April 2002, published by SANDAG. b. DU – Dwelling Units c. 1 KSF = 1,000 SF. d. Up to 10% daily trip reduction for mixed-use developments where residential and commercial retail are combined. (SANDAG, 2002. Footnote T[2]). e. Suggested pass-by percentage for trip rate reduction during PM peak period. (SANDAG, 2002. Footnote S) f. 5% daily trip reduction for land uses with transit access or near transit stations accessible within ¼ mile. (SANDAG, 2002. Footnote T[1]).

Project Traffic Distribution

Figure 7-1

Melrose + Oceanside

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10 / 5

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2 / 10

13 / 8

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9 / 12

18 / 11

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19 / 35

19 / 12

21 / 3

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12 / 22

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129 /

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152 / 118

180 / 116

222 / 125

217 /

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215 / 147

212 / 207

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196 / 341

191 /

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31

8.0 ANALYSIS OF EXISTING + PROJECT CONDITIONS The following section presents the analysis of existing study area locations with the addition of Project traffic.

8.1 Peak Hour Intersection Operations As mentioned in the Existing analysis, the two intersections along SR-76 and the SR78 interchanges were analyzed using the most recent available Caltrans signal timing plans. The two intersections in the City of Vista were also analyzed using the signal timing plans obtained from the City of Vista. Timing inputs for intersections where plans were not available were based on field observations.

Table 8–1 summarizes the Existing + Project intersections LOS. As seen in Table 8–1, with the addition of Project traffic, all intersections are calculated to continue to operate at LOS D or better except for the following:

#1. SR-76 / N. Santa Fe Avenue – LOS E/F during the AM/PM peak hours #6. Oceanside Boulevard / College Boulevard – LOS E during the PM peak hour #16. SR-76 / College Boulevard – LOS E during the AM and PM peak hours

Based on City of Oceanside significance criteria, with the addition of Project traffic, a significant direct impact is calculated at the SR-76 / N. Santa Fe Avenue intersection. The increases in delay at the remaining intersections are less than the allowable threshold of 2.0 seconds and hence no significant direct impact is calculated.

Appendix C contains the Existing + Project intersection analysis worksheets.

8.2 Daily Street Segment Operations Table 8–2 summarizes the Existing + Project roadway segment operations. As seen in Table 8–2, with the addition of Project traffic, the study area segments are calculated to continue to operate at LOS D or better except for the following:

N. Melrose Drive: N. Santa Fe Avenue to Sagewood Drive – LOS F N. Melrose Drive: Meadowbrook Drive to Oceanside Boulevard – LOS F N. Melrose Drive: Olive Avenue to W. Vista Way – LOS E

Based on City of Oceanside and City of Vista significance criteria, significant impacts were calculated with the addition of Project traffic on the three (3) N. Melrose Drive segments listed above. As previously mentioned in Section 4.4.2, the City of Oceanside requires mitigation for significantly impacted street segments, regardless of peak hour analysis.



32

TABLE 8–1 EXISTING + PROJECT INTERSECTION OPERATIONS

Intersection Jurisdiction Control Type Peak Hour Existing Existing + Project ∆ Delay c

Impact Type

Delay a LOS b Delay LOS

1. SR-76 / N. Santa Fe Ave

Caltrans Signal

AM 54.1 D 60.3 E 6.2 Direct PM 91.3 F 99.1 F 7.8 Direct

2. N. Santa Fe Ave. / Mesa Dr.

Oceanside Signal

AM 16.1 B 16.1 B 0.0 None

PM 15.2 B 15.7 B 0.5 None

3. Melrose Dr. / N. Santa Fe Ave.

Oceanside Signal

AM 21.4 C 22.6 C 1.2 None

PM 22.0 C 22.6 C 0.6 None

4. Melrose Dr. / Sagewood Dr.

Oceanside Signal

AM 14.3 B 14.5 B 0.2 None

PM 23.8 C 24.9 C 1.1 None

5. Melrose Dr. / Meadowbrook Dr.

Oceanside Signal

AM 13.2 B 13.6 B 0.4 None

PM 9.8 A 10.0 A 0.2 None

6. Oceanside Blvd. / College Blvd.

Oceanside Signal

AM 41.3 D 42.0 D 0.7 None

PM 57.5 E 58.8 E 1.3 None d

7. Oceanside Blvd. /Temple Heights Dr.

Oceanside Signal

AM 36.1 D 36.9 D 0.8 None

PM 37.6 D 39.1 D 1.5 None

8. Oceanside Blvd. / Catalina Cir.

Oceanside Signal

AM 7.9 A 8.9 A 1.0 None

PM 6.8 A 8.2 A 1.4 None

9. Oceanside Blvd. / Melrose Dr.

Oceanside Signal

AM 42.3 D 44.8 D 2.5 None

PM 38.5 D 42.4 D 3.9 None




33

SIGNALIZED

Delay LOS

0.0 ≤ 10.0 A 10.1 to 20.0 B 20.1 to 35.0 C 35.1 to 55.0 D 55.1 to 80.0 E ≥ 80.1 F

TABLE 8–1 (CONTINUED) EXISTING + PROJECT INTERSECTION OPERATIONS

Intersection Jurisdiction Control Type Peak Hour Existing Existing + Project ∆ Delay c

Impact Type


10. Bobier Dr. / Sports Park Wy.

Oceanside Signal

AM 4.1 A 6.8 A 2.7 None

PM 7.2 A 9.6 A 2.4 None

11. Bobier Dr. / N. Santa Fe Ave.

Vista Signal

AM 31.2 C 31.4 C 0.2 None

PM 35.1 D 35.3 D 0.2 None

12. Melrose Dr. / North Ave

Vista Signal

AM 35.2 D 35.4 D 0.2 None

PM 31.3 C 32.3 C 1.0 None

13. Melrose Dr. / Olive Ave.

Vista Signal

AM 36.3 D 39.1 D 2.8 None

PM 36.1 D 37.9 D 1.8 None

14. W. Vista Wy. / SR-78 WB On-Ramp

Vista Signal

AM 9.5 A 9.6 A 0.1 None

PM 10.4 B 10.4 B 0.0 None

15. Melrose Dr. / W. Vista Wy.

Vista Signal

AM 44.1 D 49.4 D 5.3 None PM 52.1 D 54.1 D 2.0 None

16. SR-76 / College Blvd Caltrans Signal AM 58.4 E 59.2 E 0.8 None

PM 71.5 E 73.0 E 1.5 None

Footnotes: a. Average delay expressed in seconds per vehicle. b. Level of Service. c. Increase in delay due to project traffic. d. The increase in delay due to the project is less than the allowable 2.0 seconds under the significance criteria. Therefore no significant impact is calculated.



34

TABLE 8–2 EXISTING + PROJECT STREET SEGMENT OPERATIONS

Street Segment Jurisdiction Existing LOS E Capacity a

Existing Existing + Project ∆ V/C e Impact Type ADT b LOS c V/C d ADT LOS V/C

SR-76

Town Center Dr. to College Blvd. Caltrans 60,000 43,500 C 0.725 43,910 C 0.732 0.007 None College Blvd. to N. Santa Fe Ave. Caltrans 60,000 50,000 C 0.833 50,610 D 0.844 0.011 None N. Santa Fe Ave. to Guajome Lake Rd. Caltrans 60,000 47,100 C 0.785 47,510 C 0.792 0.007 None

Oceanside Boulevard

Avenida Del Oro to College Blvd. Oceanside 60,000 30,600 B 0.510 30,970 B 0.516 0.006 None College Blvd. to Temple Heights Dr. Oceanside 40,000 27,500 C 0.688 28,430 C 0.711 0.023 None Temple Heights Dr. to Catalina Cir. Oceanside 40,000 20,800 B 0.520 21,940 C 0.549 0.029 None Catalina Cir. to PA-1 Access Oceanside 40,000 19,700 B 0.493 22,420 C 0.561 0.068 None PA-1 Access to Melrose Dr. Oceanside 40,000 20,600 B 0.515 23,320 C 0.583 0.068 None Melrose Dr. to Sports Park Wy. Oceanside 40,000 21,100 C 0.528 22,710 C 0.568 0.040 None

Bobier Drive Sports Park Wy. to N. Santa Fe Ave. Vista 40,000 19,400 A 0.485 19,810 A 0.495 0.010 None

N. Santa Fe Avenue SR-76. to Mesa Dr. Oceanside 40,000 24,800 C 0.620 25,810 C 0.645 0.025 None Mesa Dr. to Melrose Dr. Oceanside 40,000 26,600 C 0.665 27,700 C 0.693 0.028 None Melrose Dr. to Osborne St. Vista 25,000 19,100 C 0.764 19,220 C 0.769 0.005 None




35

TABLE 8–2 (CONTINUED) EXISTING + PROJECT STREET SEGMENT OPERATIONS

Street Segment Jurisdiction Existing LOS E Capacity a

Existing Existing + Project ∆ V/C e Impact Type ADT b LOS c V/C d ADT LOS V/C

Sports Park Way

PA-3 Access to Bobier Dr. Vista 8,800 1,300 A 0.148 2,810 A 0.319 0.171 None N. Melrose Drive N. Santa Fe Ave. to Sagewood Dr. Oceanside 10,000 17,100 F 1.710 18,320 F 1.832 0.122 Direct Sagewood Dr. to Meadowbrook Dr. f Oceanside 30,000 18,500 B 0.617 19,720 B 0.657 0.040 None Meadowbrook Dr. to Oceanside Blvd. g Oceanside 10,000 21,100 F 2.110 22,810 F 2.281 0.171 Direct Oceanside Blvd. to North Ave. Vista 40,000 28,000 B 0.700 29,300 C 0.733 0.033 None North Ave. to Olive Ave. Vista 40,000 28,300 C 0.708 29,560 C 0.739 0.031 None Olive Ave. to W. Vista Wy. Vista 40,000 35,800 D 0.895 36,900 E 0.923 0.028 Direct W. Vista Wy. to SR-78 EB Off-Ramp Vista 60,000 36,900 B 0.615 37,140 B 0.619 0.004 None SR-78 EB Off-Ramp to Hacienda Dr. Vista 60,000 33,600 A 0.560 33,840 A 0.564 0.004 None

W. Vista Way

SR-78 WB On-Ramp to Melrose Dr. Vista 25,000 19,900 C 0.796 20,350 D 0.814 0.018 None Melrose Dr. to Vista Village Dr. Vista 60,000 19,600 A 0.327 20,050 A 0.334 0.007 None

Footnotes: a. Capacities based on City of Oceanside and City of Vista Roadway Classification & LOS table. b. Average Daily Traffic. c. Level of Service. d. Volume to Capacity ratio. e. Δ denotes a Project-induced increase in the Volume to Capacity ratio. f. This section of N. Melrose Drive is a four-lane Major Road and a portion is three lanes. Hence a lower capacity of 30,000 (75% of a Major Road) is assumed. g. Although this two-lane portion of N. Melrose Drive provides an 18’ raised median constructed in anticipation of the full widening of this segment to 6-Lane Prime Arterial standards, for purposes

of being conservative, it was analyzed with a capacity of 10,000 ADT.



36

8.3 Ramp Meter Operations Ramp meter analyses were conducted at the SR-78 westbound on-ramp from W. Vista Way under Existing + Project conditions. Table 8–3 summarizes the results of the ramp meter analysis. As seen in Table 8–3, with the addition of Project traffic, there is no delay calculated.

TABLE 8–3 EXISTING + PROJECT RAMP METER OPERATIONS

SR-78 Peak Hour

Peak Hour Demand

(per Lane) D a

Flow (per Lane)

F b

Excess Demand

E

Delay (min)

Queue (ft) c

W. Vista Way WB to SR-78 WB (2 SOV) d

Existing AM 348 559 0 0 0

Existing + Project AM 360 559 0 0 0

Project Increase AM 12 N/A N/A 0 0

Footnotes: a. Lane Utilization factor accounted for in peak hour demand calculation. b. Meter Rates obtained from CALTRANS c. Queue calculated assuming vehicle length = 25’ d. SOV – Single Occupancy Vehicle.



37

8.4 Peak Hour Arterial Analysis Peak hour arterial analysis was conducted for the study area street segments calculated to operate at LOS E or worse on a daily basis with the addition of Project traffic. Table 8–4 summarizes the results of the peak hour arterial analysis. As noted in Section 8.2, significant impacts were calculated at each of the three locations, based on daily analysis per SANTEC/ITE and City guidelines. The results shown below are without mitigation.

The peak hour arterial analysis worksheets for this scenario are included in Appendix C.

TABLE 8–4 EXISTING + PROJECT PEAK HOUR SEGMENT OPERATIONS

Street Segment Direction Existing + Project

AM PM

Speed LOS Speed LOS N. Melrose Drive: N. Santa Fe Ave to Sagewood Dr NB 7.0 F 7.1 F

SB 18.2 D 14.4 E N. Melrose Drive: Meadowbrook Dr to Oceanside Blvd NB 23.0 C 24.8 C

SB 10.8 F 13.1 E N. Melrose Drive: Olive Ave to W. Vista Way NB 10.4 F 7.1 F

SB 2.1 F 6.8 F

Footnotes: a. Speed measured in miles per hour. b. LOS = Level of Service

General Notes Dir. = Direction



38

9.0 NEAR-TERM CUMULATIVE PROJECTS Cumulative projects are other projects in the study area that will add traffic to the local circulation system in the near future. LLG consulted with City of Oceanside and City of Vista staff to identify relevant, pending cumulative projects in the study area that could be constructed and generating traffic in the Project vicinity. Based on information received from City staff, nine (9) cumulative projects are planned for the area. Traffic generated by these projects was added to the existing traffic volumes to develop the Existing + Near-Term Cumulative Projects conditions. Project traffic was added to the near-term traffic volumes to arrive at the Existing + Near-Term Cumulative Projects + Project conditions.

Table 9–1 summarizes the near-term cumulative projects trip generation. As seen in Table 9–1, the cumulative projects are calculated to generate 43,062 daily trips with 2,830 inbound and 750 outbound during the AM peak hour and 1,342 inbound and 3,175 outbound during the PM peak hour.

TABLE 9–1 CUMULATIVE PROJECTS SUMMARY

Name ADT AM PM

In Out In Out

1. Ocean Ranch (70% occupied) a 7,151 706 85 170 668

2. Pacific Coast Business Park (20% occupied) 17,278 1770 218 460 1664

3. El Corazon Master Plan (Phases I&II only) 13,275 234 169 387 662

4. Oceanside Marketplace (75% occupied) 525 19 9 24 24

5. Hi Hope Ranch 930 22 65 72 28

6. Vista Pacific Condos 170 4 10 12 5

7. NCTD Mixed Use (100% occupied) 1,125 31 35 53 46

8. Spring Creek Senior Living 328 8 5 13 13

9. N. Melrose Drive Apartments 2,280 36 154 151 65

Total 43,062 2,830 750 1,342 3,175 General Note: a. For cumulative projects with partial occupancy, the trips generated by the remaining portion of the projects were assigned to the street system.

Figure 9–1 depicts the Near-Term Cumulative projects traffic volumes. Figure 9–2 depicts the Existing + Near-Term Cumulative projects traffic volumes and Figure 9–3 depicts the Existing + Near-Term Cumulative projects + Project traffic volumes.

Appendix D contains the Near-Term Cumulative projects assignment data.

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200

810

970

870

400

2,760

3,270

1,99

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6,640

600

5,100

1,150

5,700

4,060

3,140

2,410

4,040

3,940

1,380

5,100

810

5,700

1

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5

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2

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8

6

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Near-Term Cumulative Projects Traffic VolumesMelrose + Oceanside


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0 / 1

0 / 9

1 / 2

1 / 4

2 / 0

2 / 1

2 / 3

2 / 4

2 / 6

2 / 7

3 / 2

3 / 9

4 / 1

4 / 2

4 / 5 4 / 6

4 / 8

5 / 2

5 / 5

5 / 8

6 / 2

7 / 3

7 / 6

7 / 8

11 / 6

0 / 10

10 / 5

10 / 4

12 / 6

16 / 7

16 / 8

2 / 10

4 / 22

25 / 7

3 / 16

4 / 13

4 / 14

4 / 19

4 / 21

8 / 15

5 / 13

5 / 17

6 / 16

6 / 25

7 / 17

50 / 1

1

11 / 2

418 / 62

15 / 3

1

14 / 30 12 / 42

19 / 1

7

10 / 1

6

20 / 4

3

23 / 7225

/ 29

26 / 22

26 / 5

8

28 / 4

130

/ 36

37 / 47

40 / 4

6

41 / 14

42 / 5445 / 37

47 / 3

7

56 / 3

6

59 / 57

72 / 3

2

73 / 3

3

76 / 35

109 /

63

123 / 59

128 /

65

133 /

59

184 / 22

20 / 1

59 204 / 56

21 / 1

90

221 / 85

23 / 12923

/ 140

29 / 1

28

30 / 3

51

302 /

52

32 / 100

37 / 13237 / 228

49 / 20463 / 37467 / 155

71 / 1

04

77 / 1

74

80 / 304

90 / 100

160 /

118

354 / 166

283 / 138

63 / 374

354 / 166

2 / 10

2 / 0

0 / 1

2 / 0

2 / 3

9

5 6 7 8

4321

13 14 15 16

121110

Hacienda Dr

SR-7

8 WB

On-R

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N. Santa Fe Ave

Sagewood Dr

Mesa

Dr


North Ave

Olive Ave

Bobier Dr

Oceanside Bl

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Vista Village Dr

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Dwy B

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1,300

22,160

50,370

37,7

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37,240

24,800

22,250

19,800

33,20

0

27,410

19,4

70

47,560

19,170

17,9

70

53,140

30,710

20,300

25,610

25,700

25,14026,500

31,940

34,200

38,280

1

9

5

4

3

2

7

8

6

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13

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Existing + Near-Term Cumulative Projects Traffic VolumesMelrose + Oceanside


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Bobier Dr North Ave

W. Vista Wy

Oceanside Bl


Meadowbrook Dr

Bobier Dr

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N. Santa Fe Ave

Bobier Dr


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0 / 3

1 / 1

1 / 2

2 / 2

2 / 5

2 / 8

2 / 9

3 / 2

4 / 3

5 / 1

5 / 2

8 / 2

8 / 11

11 / 5

20 / 5

22 / 3

33 / 9

5 / 15

5 / 27

7 / 22

12 / 5

11 / 44

12 / 13

12 / 1

8

13 / 8

215

/ 31

16 / 1

6

16 / 4917

/ 12

19 / 16

20 / 8

997 / 39

27 / 46

27 / 96

28 / 4

1

36 / 50

37 / 47

39 / 5

5

40 / 4

6

97 / 81

41 / 2

5

43 / 64

47 / 2

2

47 / 25

51 / 3

0

53 / 7

0

55 / 75

61 / 3

5

77 / 53

78 / 75

89 / 7

3

95 / 7

9

96 / 7

7

99 / 1

47

94 / 3

10

106 / 85

107 /

72

128 /

65

148 /

99

160 /

92

167 / 81

178 /

81

205 /

83

23 / 129

32 / 1

07

69 / 132

87 / 1

39

89 / 1

20

706 / 511

511 / 763

114 / 157

118 / 227

145 / 115

150 /

115

165 /

112

179 / 110

182 / 117

189 / 343

181 /

247

190 /

229167 / 185

194 /

160

163 /

221

158 /

456

154 / 244

153 / 153

153 / 148

150 /

205

208 / 168

148 / 130

147 / 164

215 / 147

144 /

228

140 / 330

135 / 107

130 /

194

129 /

255

121 /

179

121 / 176

216 / 209

217 /

201

103 /

138

102 / 100

227 / 130

237 / 207

238 /

231

238 /

277

240 /

386

248 / 159

251 /

391

254 /

283

254 / 461

256 / 214

270 / 164

282 /

372

290 / 534

317 / 362

328 /

563

329 / 354

335 / 502

356 / 317

383 / 442

407 / 527

421 /

499

436 /

777

447 / 325

450 /

222

455 /

959

469 / 314

485 /

565

492 /

696

510 / 206

510 /

629

533 /

758

559 /

403

571 / 944

589 / 434

629 / 694

667 / 646691 / 525

706 /

978

741 / 563

747 / 733

792 /

812

795 / 90280

0 / 53

4808 / 394

818 / 607

862 /

748

891 /

637

965 / 959

985 /

642

1073 / 7351,023

/ 693

1,244 / 843

1,350 / 727

1,464 / 859

462 / 1,291

544 / 1,008

679 / 1,460

702 /

1,07

375

7 / 1,

580

768 / 1,712

785 / 1,194

821 / 1,444

831 /

1,55

6

1,744 / 1,042

1,096

/ 1,32

0

1,137

/ 1,47

1

1,177

/ 1,2

28

1,500

/ 1,02

15 /

2 3 / 2

5 / 2

9

5 6 7 8

4321

13 14 15 16

121110

Hacienda Dr

SR-7

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On-R

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N. Santa Fe Ave

Sagewood Dr

Mesa

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Olive Ave

Bobier Dr

Oceanside Bl

College Bl

Vista Village Dr

Catalina Cir

Dwy A

Dwy B

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2,810

22,570

50,780

38,8

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37,610

27,520

23,960

20,250

34,13

0

28,510

20,6

90

47,970

19,290

19,1

90

53,750

31,970

20,750

26,620

28,420

26,75027,640

33,240

34,440

38,520

1

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5

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13

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Existing + Near-Term Cumulative Projects + Project Traffic VolumesMelrose + Oceanside


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0 / 31 / 0

1 / 1

1 / 2

2 / 2

2 / 5

2 / 8

2 / 9

3 / 2

4 / 3

5 / 1

5 / 2

8 / 2

8 / 11

11 / 5

20 / 5

22 / 3

33 / 9

5 / 15

5 / 27

7 / 22

12 / 5

11 / 44

12 / 13

12 / 1

8

15 / 3

1

16 / 1

6

16 / 4917

/ 12

19 / 16

23 / 8

7

27 / 46

98 / 84

28 / 4

1

37 / 47

38 / 60

39 / 5

5

40 / 4

6

41 / 2

5

43 / 64

47 / 2

2

47 / 25

51 / 3

0

53 / 7

0

55 / 75

61 / 3

5

74 / 56

77 / 53

78 / 75

89 / 7

3

96 / 7

7

112 /

75

94 / 3

10

106 / 85

126 / 55

128 /

65

163 /

99

167 / 81

205 /

83

23 / 129

32 / 1

07

50 / 190

69 / 132

87 / 1

39

711 / 522

117 / 161

129 /

112

152 / 118

154 /

117

165 /

112

182 / 117

183 / 112

217 /

201

216 / 209

215 / 147208 / 168

202 / 366

191 /

121

190 /

229

223 /

192225 / 243

181 /

247

180 / 154

168 /

474

227 / 130

163 /

221

158 /

219

154 / 244

237 / 207153 / 153

153 / 148

238 /

277

149 / 169

149 /

100

146 /

229

140 / 330

137 /

289

135 / 107

133 /

199

129 / 233

240 /

386

121 /

179

121 / 176

244 /

242

106 /

130

103 /

138

103 /

127

102 /

151

102 / 100

253 / 166

254 / 461

256 / 214

257 /

288

258 /

394

282 /

372

288 / 175

290 / 534

317 / 362

328 /

563

329 / 354

335 / 502

360 / 319

390 / 445

407 / 527

424 /

506

436 /

777

451 / 327

458 /

967

474 /

236

482 / 322

485 /

565

522 / 770

533 /

758

540 / 220

542 /

649

550 /

732

559 /

403

583 / 965

608 / 469

629 / 694

667 / 646725 / 587

765 / 577

766 / 745

806 /

537

820 / 416849 / 936

854 / 630 859 /

852

884 /

762

930 /

706

767 /

1,11

2

1,017

/ 662

1,123 / 766 1,305 / 879

1,359 / 739

1,485 / 874

492 / 1,344

561 / 1,044

715 / 1,524

1,062

/ 762

768 / 1,712

771 /

1,01

7

791 /

1,64

2

797 / 1,202

834 / 1,467

852 /

1,59

5

996 / 1,016

1,744 / 1,042

1,135

/ 1,39

1

1,137

/ 1,47

1

1,177

/ 1,2

28

1,558

/ 1,05

6

5 / 2

5 / 2

9

5 6 7 8

4321

13 14 15 16

121110

Hacienda Dr

SR-7

8 WB

On-R

amp

N. Santa Fe Ave

Sagewood Dr

Mesa

Dr


North Ave

Olive Ave

Bobier Dr

Oceanside Bl

College Bl

Vista Village Dr

Catalina Cir

Dwy A

Dwy B

ProjectSite

W. Vista Wy

N. M

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e Dr

N. M

elros

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}78 [14

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42

10.0 ANALYSIS OF NEAR-TERM SCENARIOS The following section presents the near-term cumulative analysis of existing study area locations without and with Project traffic. The existing intersection and segment lane configurations were assumed in this scenario.

10.1 Existing + Near-Term Cumulative Projects 10.1.1 Intersection Analysis Table 10–1 summarizes the peak hour intersection operations for the Existing + Near-Term Cumulative projects condition. As seen in Table 10–1, with the addition of Cumulative projects traffic, the following intersections are calculated to operate at LOS F:

#1. SR-76/ N. Santa Fe Avenue – LOS E/F during the AM/PM peak hours #6. Oceanside Boulevard/ College Boulevard – LOS F during the PM peak hour #15. N. Melrose Drive / W. Vista Way – LOS E during the AM and PM peak hours #16. SR-76 / College Boulevard – LOS E/F during the AM/PM peak hours

Appendix E contains the peak hour intersection analysis worksheets for the Existing + Near-Term Cumulative projects condition.

10.1.2 Segment Operations Table 10–2 summarizes the key segment operations in the study area for the Existing + Near-Term Cumulative projects condition. As seen in Table 10–2, with the addition of Cumulative projects traffic, the following street segments are calculated to operate at LOS E or F:


10.1.3 Ramp Meter Operations Ramp meter analysis was conducted at the SR-78 westbound on-ramp from W. Vista Way under Existing + Near-Term Cumulative projects conditions. Table 10–3 summarizes the results of the ramp meter analysis. As seen in Table 10–3, with the addition of Cumulative projects traffic, there is no delay calculated.

10.2 Existing + Near-Term Cumulative Projects + Project 10.2.1 Intersection Analysis Table 10–1 summarizes the peak hour intersection operations for Existing + Near-Term Cumulative projects + Project condition. As seen in Table 10–1, with the addition of Project traffic the following intersections are calculated to continue to operate at LOS F:

#1. SR-76/ N. Santa Fe Avenue – LOS E/F during the AM/PM peak hours #6. Oceanside Boulevard/ College Boulevard – LOS F during the PM peak hour



43

#15. N. Melrose Drive / W. Vista Way – LOS E during the AM and PM peak hours #16. SR-76 / College Boulevard – LOS E/F during the AM/PM peak hours

Based on City of Oceanside and City of Vista significance criteria, with the addition of Project traffic, significant direct impacts are calculated at the SR-76 / N. Santa Fe Avenue and the N. Melrose Drive / W. Vista Way intersections. The increases in delay at the remaining two intersections are less than the allowable threshold of 2.0 seconds and hence no significant impact is calculated.

Appendix F contains the peak hour intersection analysis worksheets for the Existing + Near-Term Cumulative projects + Project condition.

10.2.2 Segment Operations Table 10–2 summarizes the key segment operations in the study area for the Existing + Near-Term Cumulative projects + Project conditions. As seen in Table 10–2, with the addition of Project traffic, the following street segments are calculated to operate at LOS E or F:


Based on City of Oceanside and City of Vista significance criteria, significant impacts were calculated with the addition of Project traffic on the three N. Melrose Drive segments.

As previously mentioned in Section 4.4.2, acceptable levels of service at adjacent intersections during peak hours along a segment are a valid indicator of adequate segment operations since intersection analysis is more indicative of actual roadway system operations than street segment analysis. As shown in Table 10–1, the intersections adjacent to the above N. Melrose Drive segments were calculated to operate at LOS D or better. However, since the Project-related increase in V/C exceeds City thresholds, significant impacts were identified along these segments.



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TABLE 10–1 NEAR-TERM INTERSECTION OPERATIONS

Intersection Jurisdiction Control Type Peak Hour Existing + Cumulative Projects

Existing + Cumulative Projects + Project

∆ Delay c

Impact Type


1. SR-76 /

N. Santa Fe Ave Caltrans Signal AM 58.6 E 62.7 E 4.1 Direct PM 110.1 F 118.3 F 8.2 Direct

2. N. Santa Fe Ave. /

Mesa Dr Oceanside Signal AM 16.2 B 16.3 B 0.1 None

PM 15.5 B 15.9 B 0.4 None 3. Melrose Dr. /

N. Santa Fe Ave Oceanside Signal AM 21.8 C 23.1 C 1.3 None

PM 22.4 C 23.1 C 0.7 None 4. Melrose Dr. /

Sagewood Dr Oceanside Signal AM 15.6 B 16.3 B 0.7 None

PM 25.2 C 27.1 C 1.9 None 5. Melrose Dr. /

Meadowbrook Dr Oceanside Signal AM 13.6 B 14.0 B 0.4 None

PM 10.1 B 10.3 B 0.2 None 6. Oceanside Blvd. /

College Blvd Oceanside Signal AM 52.8 D 54.1 D 1.3 None

PM 83.5 F 85.2 F 1.7 None d 7. Oceanside Blvd. /

Temple Heights Dr Oceanside Signal AM 42.3 D 43.9 D 1.6 None

PM 48.6 D 52.9 D 4.3 None 8. Oceanside Blvd. /

Catalina Cir Oceanside Signal AM 8.1 A 9.3 A 1.2 None

PM 7.8 A 9.0 A 1.2 None 9. Oceanside Blvd. /

Melrose Dr Oceanside Signal AM 45.7 D 49.5 D 3.8 None

PM 45.5 D 51.3 D 5.8 None




45

SIGNALIZED

Delay LOS

0.0 ≤ 10.0 A 10.1 to 20.0 B 20.1 to 35.0 C 35.1 to 55.0 D 55.1 to 80.0 E ≥ 80.1 F

TABLE 10–1 (CONTINUED) NEAR-TERM INTERSECTION OPERATIONS


Peak Hour Existing + Cumulative Projects


∆ Delay c

Impact Type


10. Bobier Dr. /

Sports Park Wy Oceanside Signal AM 5.2 A 7.4 A 2.2 None PM 8.3 A 11.2 B 2.9 None

11. Bobier Dr. /

N. Santa Fe Ave Vista Signal AM 35.6 D 36.1 D 0.5 None PM 38.7 D 39.4 D 0.7 None

12. Melrose Dr. /

North Ave Vista Signal AM 35.7 D 36.0 D 0.3 None PM 35.3 D 38.8 D 3.5 None

13. Melrose Dr. / Olive Ave Vista Signal

AM 44.9 D 50.9 D 6.0 Direct PM 41.1 D 45.2 D 4.1 None

14. W. Vista Wy. / SR-78 WB On-Ramp Vista Signal

AM 9.8 A 9.9 A 0.1 None PM 10.6 B 10.7 B 0.1 None

15. Melrose Dr. /

W. Vista Wy Vista Signal AM 59.2 E 65.9 E 6.7 Direct PM 60.7 E 63.9 E 3.2 Direct

16. SR-76 / College Boulevard Caltrans Signal

AM 57.4 E 57.5 E 0.1 None d

PM 81.3 F 83.0 F 1.7 None d

Footnotes: a. Average delay expressed in seconds per vehicle. b. Level of Service. c. Increase in delay due to project traffic. d. The increase in delay is less than the allowable threshold of 2 seconds and hence a significant impact is not calculated.



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TABLE 10–2 NEAR-TERM STREET SEGMENT OPERATIONS

Street Segment Jurisdiction Functional Road Class

Existing LOS Ea

Capacity

Existing + Cumulative Projects


∆ V/C e Impact Type

ADT b LOS c V/C d ADT LOS V/C SR-76

Town Center Dr. to College Blvd. Caltrans 4-Lane Expressway 60,000 47,560 C 0.793 47,970 C 0.800 0.007 None College Blvd. to N. Santa Fe Ave. Caltrans 4-Lane Expressway 60,000 53,140 D 0.886 53,750 D 0.896 0.010 None N. Santa Fe Ave. to Guajome Lake

Caltrans 4-Lane Expressway 60,000 50,370 D 0.840 50,780 D 0.846 0.006 None

Oceanside Boulevard

Avenida Del Oro to College Blvd. Oceanside 6-Lane Prime 60,000 37,240 B 0.621 37,610 B 0.627 0.006 None College Blvd. to Temple Heights Dr. Oceanside 4-Lane Major 40,000 33,200 D 0.830 34,130 D 0.853 0.023 None Temple Heights Dr. to Catalina Cir. Oceanside 4-Lane Major 40,000 26,500 C 0.663 27,640 C 0.691 0.028 None Catalina Cir. to PA-1 Access Oceanside 4-Lane Major 40,000 24,800 C 0.620 27,520 C 0.688 0.068 None PA-1 Access to Melrose Dr. Oceanside 4-Lane Major 40,000 25,700 C 0.643 28,420 C 0.711 0.068 None Melrose Dr. to Sports Park Wy. Oceanside 4-Lane Major 40,000 25,140 C 0.629 26,750 C 0.669 0.040 None

Bobier Drive Sports Park Wy. to N. Santa Fe Ave. Vista 4-Lane Major 40,000 22,160 A 0.554 22,570 A 0.564 0.010 None

N. Santa Fe Avenue SR-76. to Mesa Dr. Oceanside 4-Lane Major 40,000 25,610 C 0.640 26,620 C 0.666 0.026 None Mesa Dr. to Melrose Dr. Oceanside 4-Lane Major 40,000 27,410 C 0.685 28,510 C 0.713 0.028 None Melrose Dr. to Osborne St. Vista 4-Lane Collector 25,000 19,170 C 0.767 19,290 C 0.772 0.005 None




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TABLE 10–2 (CONTINUED) NEAR-TERM STREET SEGMENT OPERATIONS

Street Segment Jurisdiction Functional Road Class

Existing LOS E a Capacity

Existing + Cumulative Projects

Existing + Cumulative Projects + Project ∆ V/C e

Impact Type

ADT b LOS c V/C d ADT LOS V/C Sports Park Way

PA-3 Access to Bobier Dr. Vista 2-Lane Collector 8,800 1,300 A 0.148 2,810 A 0.319 0.171 None N. Melrose Drive N. Santa Fe Ave. to Sagewood Dr. Oceanside 2-Lane Collector 10,000 17,970 F 1.797 19,190 F 1.919 0.122 Direct Sagewood Dr. to Meadowbrook Dr. Oceanside 4-Lane Major 30,000 f 19,470 B 0.649 20,690 B 0.690 0.041 None Meadowbrook Dr. to Oceanside Blvd. Oceanside 2-Lane Collector 10,000 g 22,250 F 2.225 23,960 F 2.396 0.171 Direct Oceanside Blvd. to North Ave. Vista 4-Lane Major 40,000 31,940 C 0.799 33,240 D 0.831 0.032 None North Ave. to Olive Ave. Vista 4-Lane Major 40,000 30,710 C 0.768 31,970 C 0.799 0.031 None Olive Ave. to W. Vista Wy. Vista 4-Lane Major 40,000 37,790 E 0.945 38,890 E 0.972 0.027 Direct W. Vista Wy. to SR-78 EB Off-Ramp Vista 6-Lane Prime 60,000 38,280 B 0.638 38,520 B 0.642 0.004 None SR-78 EB Off-Ramp to Hacienda Dr. Vista 6-Lane Prime 60,000 34,200 A 0.570 34,440 A 0.574 0.004 None

W. Vista Way

SR-78 WB On-Ramp to Melrose Dr. Vista 4-Lane Collector 25,000 20,300 D 0.812 20,750 D 0.830 0.018 None Melrose Dr. to Vista Village Dr. Vista 6-Lane Prime 60,000 19,800 A 0.330 20,250 A 0.338 0.008 None

Footnotes: a. Capacities based on City of Oceanside and City of Vista Roadway Classification & LOS table. b. Average Daily Traffic. c. Level of Service. d. Volume to Capacity ratio. e. Δ denotes a Project-induced increase in the Volume to Capacity ratio. f. This section of N. Melrose Drive is generally a four-lane Major Road and a portion is three lanes. Hence a lower capacity of 30,000 (75% of a Major Road) is assumed. g. Although this two-lane portion of N. Melrose Drive provides an 18’ raised median constructed in anticipation of the full widening of this segment to 6-Lane Prime Arterial standards, for purposes

of being conservative, it was analyzed with a capacity of 10,000 ADT.



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10.2.3 Ramp Meter Operations Ramp meter analyses were conducted at the SR-78 westbound on-ramp from W. Vista Way and at the SR-78 eastbound on-ramp from Vista Village Drive under Existing + Near-Term Cumulative Projects + Project conditions. Table 10–3 presents the results.

As seen in Table 10–3, with the addition of cumulative projects and Project traffic, no delay is calculated.

TABLE 10–3 NEAR-TERM RAMP METER OPERATIONS

SR-78 Peak Hour

Peak Hour Demand

(per Lane) D a

Flow (per Lane)

F b

Excess Demand

E

Delay (min)

Queue (ft) c

W. Vista Way WB to SR-78 WB (2 SOV) d

Existing + Cumulative Projects AM 387 559 0 0 0

Existing + Cumulative Projects + Project AM 399 559 0 0 0

Project Increase AM 12 N/A N/A 0 0

Footnotes: a. Lane Utilization factor accounted for in peak hour demand calculation. b. Meter Rates obtained from CALTRANS c. Queue calculated assuming vehicle length = 25’ d. SOV – Single Occupancy Vehicle.



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10.2.4 Peak Hour Arterial Analysis Peak hour arterial analysis was conducted for the study area street segments calculated to operate at LOS E or worse on a daily basis with the addition of Project traffic. Table 10–4 summarizes the results of the peak hour arterial analysis. As noted in Section 10.2.2, significant impacts were calculated each of the three locations, based on daily analysis per SANTEC/ITE and City guidelines. The results shown below are without mitigation.

The peak hour arterial analysis worksheets for this scenario are included in Appendix F.

TABLE 10–4 NEAR-TERM + PROJECT PEAK HOUR SEGMENT OPERATIONS

Street Segment Direction Near-Term + Project

AM PM

Speed LOS Speed LOS

N. Melrose Drive: N. Santa Fe Ave to Sagewood Dr NB 6.8 F 6.9 F

SB 18.1 D 14.2 E N. Melrose Drive: Meadowbrook Dr to Oceanside Blvd NB 23.0 C 24.9 C

SB 10.5 F 12.7 F N. Melrose Drive: Olive Ave to W. Vista Way NB 10.3 F 5.7 F

SB 1.6 F 6.0 F


General Notes Dir. = Direction



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11.0 BUILDOUT (YEAR 2030) CONDITIONS Two alternatives were analyzed in the long-term. Alternate 1 assumes N. Melrose Drive is not connected between Spur Avenue and N. Santa Fe Avenue. Alternate 2 assumes N. Melrose Drive is connected between Spur Avenue and N. Santa Fe Avenue as a 4-Lane Major Road.

11.1 Buildout (Year 2030) Alternate 1 Network Conditions The Buildout (Year 2030) network was developed as part of the City of Oceanside Circulation Element, April 2012. The network changes described in the Oceanside Circulation Element are included in the buildout analysis for this traffic impact study. The 2030 Circulation Element Roadway Plan, as shown in Figure 11–1, represents the planned roadway system along with the classifications of those streets. There are several pieces of the transportation network that change from existing conditions to the 2030 Circulation Element Plan. The major changes to the circulation network include:

SR-76 widened to six lanes N. Santa Fe Avenue as a four lane divided roadway from N. Melrose Drive and Bobier

Drive N. Melrose Drive not extended to SR-76 N. Melrose Drive as six lanes from N. Santa Fe Avenue to Hacienda Drive North Avenue widened to four lanes Olive Avenue widened to four lanes

Appendix G contains the City of Oceanside Year 2030 Circulation Element (CE) Roadway Plans and the forecasted volumes from the CE.

11.2 Buildout (Year 2030) Alternate 1 Traffic Volumes The Buildout (Year 2030) baseline traffic volumes for both intersections and street segments were obtained from the SANDAG Series 11 Sub-Area traffic model prepared for the 2030 Master Transportation Roadway Plan.

Where peak hour intersection volumes were not available in the Circulation Element, volumes at an intersection were estimated from future ADT volumes using the relationship between existing peak hour turning movements and the existing ADT volumes. This same relationship can be assumed to generally continue in the future. Some Circulation Element volumes were adjusted to account for traffic patterns reflected in the most recent traffic counts at study area locations.

In order to forecast the Year 2030 With Project traffic volumes, LLG tabulated the ADT generated within traffic analysis zone (TAZ) 334, which contains the entire Project area, by the SANDAG Series 11 traffic model. This volume was compared to the ADT that would be generated in Year 2030 by the same TAZ with the development of the proposed Project. In general, the Project results in increased residential density and decreased commercial development as compared to the land uses assumed in the Series 11 model. Projects adds a net of 3,534 ADT (with 295 AM peak hour trips



51

and 315 PM peak hour trips) above currently modeled land uses in Year 2030. A table comparing the trips generated by TAZ 334 as included in the Series 11 model and with the addition of the project traffic is included in Appendix G. The net trips were distributed to the street system using the same distribution as the near-term Project volumes in order to arrive at Year 2030 With Project Alternate 1 volumes. A map depicting the boundaries of TAZ 334 is also included in Appendix G.

Figure 11–2 depicts the Buildout (Year 2030) Alternate 1 Without Project traffic volumes. Figure 11–3 depicts the Buildout (Year 2030) Alternate 1 With Project traffic volumes.

11.3 Buildout (Year 2030) Alternate 1 Without Project 11.3.1 Intersection Analysis Table 11–1 summarizes the peak hour intersection operations for the Buildout (Year 2030) Alternate 1 Without Project condition. As seen in Table 11–1, the following intersections are calculated to operate at LOS E or F:

#1. SR-76 / N. Santa Fe Avenue – LOS E during the AM and PM peak hours #16. SR -76 / College Boulevard – LOS E/F during the AM/PM peak hours #17. SR-76 / N. Melrose Drive – LOS F/E during the AM/PM peak hours

Appendix H contains the peak hour intersection analysis worksheets for the Buildout (Year 2030) Alternate 1 Without Project condition.

11.3.2 Segment Operations Table 11–2 summarizes the key segment operations in the study area for the Buildout (Year 2030) Alternate 1 Without Project condition. As seen in Table 11–2, one street segment is calculated to operate at LOS E or F:

N. Santa Fe Avenue: Mesa Drive to N. Melrose Drive – LOS E

11.4 Buildout (Year 2030) Alternate 1 With Project 11.4.1 Intersection Analysis Table 11–1 summarizes the peak hour intersection operations for the Buildout (Year 2030) Alternate 1 With Project condition. As seen in Table 11–1, with the addition of Project traffic, the following intersections are calculated to operate at LOS E or F:

#1. SR-76 / N. Santa Fe Avenue – LOS E during the AM and PM peak hours #9. Oceanside Blvd / N. Melrose Drive – LOS E during the PM peak hour #16. SR-76 / College Boulevard – LOS E/F during the AM/PM peak hours #17. SR-76 / N. Melrose Drive – LOS F/E during the AM/PM peak hours

Based on City of Oceanside significance criteria, a significant impact is calculated at the Oceanside Boulevard / N. Melrose Drive intersection. The increase in delay at the all three remaining intersections is less than the allowable threshold of 2.0 seconds and hence no significant impact is calculated.



52

Appendix H contains the peak hour intersection analysis worksheets for the Buildout (Year 2030) Alternate 1 With Project condition.

11.4.2 Segment Operations Table 11–2 summarizes the key segment operations in the study area for the Buildout (Year 2030) Alternate 1 With Project condition. As seen in Table 11–2, with the addition of Project traffic, one study area street segment is calculated to operate at LOS E or worse:

N. Santa Fe Avenue: Mesa Drive to N. Melrose Drive – LOS E

However, this potential impact is not considered significant since there is no significant impact in the buildout condition with the currently adopted City Circulation Element (Alternative 2 network).

11.5 Buildout (Year 2030) Alternate 2 Network Conditions The Buildout (Year 2030) network was developed as part of the City of Oceanside Circulation Element, April 2012. The network changes described in the Oceanside Circulation Element are included in the buildout analysis for this traffic impact study. The 2030 Circulation Element Roadway Plan, as shown in Figure 11–4, represents the planned roadway system along with the classifications of those streets. There are several pieces of the transportation network that change from existing conditions to the 2030 Circulation Element Plan. The major changes to the circulation network include:

SR-76 widened to six lanes N. Santa Fe Avenue as a four lane divided roadway from N. Melrose Drive and Bobier

Drive Extension of N. Melrose Drive to SR-76 N. Melrose Drive as four lanes from SR-76 to N. Santa Fe Avenue and six lanes from N.

Santa Fe Avenue to Hacienda Drive North Avenue widened to four lanes Olive Avenue widened to four lanes

Appendix G contains the City of Oceanside Year 2030 Circulation Element (CE) Roadway Plans and the forecasted volumes from the CE.



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TABLE 11–1 BUILDOUT ALTERNATE 1 INTERSECTION OPERATIONS

(YEAR 2030 WITHOUT N. MELROSE DRIVE CONNECTION) Intersection Jurisdiction Control

Type Peak Hour

Buildout Without Project Buildout With Project ∆ Delay c Impact Type


1. SR-76 / N. Santa Fe Ave

Oceanside Signal AM 62.2 E 63.6 E 1.4 None d

PM 66.4 E 68.1 E 1.7 None d

2. N. Santa Fe Ave. /

Mesa Dr. Oceanside Signal AM 18.8 B 19.1 B 0.3 None

PM 16.8 B 17.2 B 0.4 None

3. Melrose Dr. / N. Santa Fe Ave.

Oceanside Signal AM 24.9 C 26.2 C 1.3 None

PM 20.2 C 20.8 C 0.6 None

4. Melrose Dr. / Sagewood Dr.

Oceanside Signal AM 12.3 B 12.4 B 0.1 None

PM 15.1 B 15.3 B 0.2 None

5. Melrose Dr. / Meadowbrook Dr.

Oceanside Signal AM 12.6 B 12.9 B 0.3 None

PM 12.3 B 12.4 B 0.1 None

6. Oceanside Blvd. / College Blvd.

Oceanside Signal AM 37.6 D 38.2 D 0.6 None

PM 40.4 D 41.1 D 0.7 None

7. Oceanside Blvd. / Temple Heights Dr.

Oceanside Signal AM 39.3 D 40.2 D 0.9 None

PM 52.0 D 54.7 D 2.7 None

8. Oceanside Blvd. / Catalina Cir.

Oceanside Signal AM 9.4 A 10.7 B 1.3 None

PM 14.9 B 19.6 B 4.7 None




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TABLE 11–1 (CONTINUED) BUILDOUT ALTERNATE 1 INTERSECTION OPERATIONS


Type Peak Hour



9. Oceanside Blvd. /

Melrose Dr. Oceanside Signal AM 37.5 D 39.6 D 2.1 None

PM 48.9 D 57.1 E 8.2 Direct

10. Bobier Dr. / Sports Park Wy.

Oceanside Signal AM 5.1 A 6.8 A 1.7 None

PM 7.5 A 9.6 A 2.1 None

11. Bobier Dr. / N. Santa Fe Ave.

Vista Signal AM 31.9 C 32.2 C 0.3 None

PM 47.9 D 48.4 D 0.5 None

12. N. Melrose Dr. / North Ave

Vista Signal AM 37.8 D 38.6 D 0.8 None

PM 41.6 D 42.6 D 1.0 None

13. N. Melrose Dr. / Olive Ave.

Vista Signal AM 30.8 C 31.2 C 0.4 None

PM 36.5 D 37.2 D 0.7 None

14. W. Vista Wy. / SR-78 WB On-Ramp

Caltrans / Vista

Signal AM 9.9 A 10.0 A 0.1 None

PM 11.3 B 11.4 B 0.1 None

15. N. Melrose Dr. / W. Vista Wy.

Caltrans / Vista

Signal AM 34.1 C 34.3 C 0.2 None

PM 48.0 D 49.3 D 1.3 None




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SIGNALIZED

Delay LOS

0.0 ≤ 10.0 A 10.1 to 20.0 B 20.1 to 35.0 C 35.1 to 55.0 D 55.1 to 80.0 E ≥ 80.1 F

TABLE 11–1 (CONTINUED) BUILDOUT ALTERNATE 1 INTERSECTION OPERATIONS


Type Peak Hour



16. SR-76 /

College Blvd Caltrans Signal AM 70.4 E 70.5 E 0.1 None d

PM 111.9 F 113.3 F 1.4 None d

17. SR-76 /

N. Melrose Drive Caltrans Signal AM 94.6 F 95.8 F 1.2 None d

PM 56.5 E 57.0 E 0.5 None d

Footnotes: a. Average delay expressed in seconds per vehicle. b. Level of Service. c. Increase in delay due to project d. The increase in delay is less than the allowable threshold of 2 seconds and hence a significant impact is not calculated.

General Notes: Bold indicates a potential significant impact.



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TABLE 11–2 BUILDOUT ALTERNATE 1 STREET SEGMENT OPERATIONS (YEAR 2030 WITHOUT N. MELROSE DRIVE CONNECTION)

Street Segment Jurisdiction Buildout Capacity (LOS E) a

Buildout Without Project Buildout With Project ∆ V/C e Impact Type

ADT b LOS c V/C d ADT LOS V/C

SR-76 Town Center Dr. to College Blvd Caltrans 80,000 53,400 C 0.668 53,750 C 0.672 0.004 None

College Blvd. to N. Santa Fe Ave Caltrans 80,000 61,000 D 0.763 61,530 D 0.769 0.006 None N. Santa Fe Ave. to Guajome Lake Rd Caltrans 80,000 69,000 D 0.863 69,350 D 0.867 0.004 None

Oceanside Boulevard

Avenida Del Oro to College Blvd. Oceanside 60,000 41,300 C 0.688 41,620 C 0.694 0.006 None

College Blvd. to Temple Heights Dr Oceanside 40,000 28,900 C 0.723 29,710 C 0.743 0.020 None Temple Heights Dr. to Catalina Cir Oceanside 40,000 26,800 C 0.670 27,790 C 0.695 0.025 None

Catalina Cir. to PA-1 Access Oceanside 40,000 26,800 C 0.670 29,170 C 0.729 0.059 None PA-1 Access to Melrose Dr Oceanside 40,000 28,800 C 0.720 31,170 D 0.779 0.059 None Melrose Dr. to Sports Park Wy Oceanside 40,000 31,200 D 0.780 32,600 D 0.815 0.035 None

Bobier Drive

Sports Park Wy. to N. Santa Fe Ave Vista 40,000 32,500 D 0.813 32,850 D 0.821 0.008 None N. Santa Fe Avenue SR-76. to Mesa Dr Oceanside 40,000 32,900 D 0.823 33,780 D 0.845 0.022 None Mesa Dr. to Melrose Dr Oceanside 40,000 35,900 E 0.898 36,850 E 0.921 0.023 None f

Melrose Dr. to Osborne St Vista 40,000 27,800 B 0.695 27,910 B 0.698 0.003 None

(CONTINUED ON THE NEXT PAGE)



57

TABLE 11–2 (CONTINUED) BUILDOUT ALTERNATE 1 STREET SEGMENT OPERATIONS (YEAR 2030 WITHOUT N. MELROSE DRIVE CONNECTION)

Street Segment Jurisdiction Buildout Capacity (LOS E) a



Sports Park Way

PA-3 Access to Bobier Dr Vista 8,800 3,700 A 0.420 5,010 A 0.569 0.149 None N. Melrose Drive N. Santa Fe Ave. to Sagewood Dr Oceanside 60,000 27,300 B 0.455 28,360 B 0.473 0.018 None Sagewood Dr. to Meadowbrook Dr Oceanside 60,000 23,400 A 0.390 24,460 A 0.408 0.018 None Meadowbrook Dr. to Oceanside Blvd Oceanside 60,000 25,200 B 0.420 26,690 B 0.445 0.025 None Oceanside Blvd. to North Ave Vista 60,000 37,600 B 0.627 38,730 B 0.646 0.019 None North Ave. to Olive Ave Vista 60,000 32,300 A 0.538 33,400 A 0.557 0.019 None Olive Ave. to W. Vista Wy Vista 60,000 33,100 A 0.552 34,050 A 0.568 0.016 None W. Vista Wy. to SR-78 EB Off-Ramp Vista 60,000 33,100 A 0.552 33,310 A 0.555 0.003 None SR-78 EB Off-Ramp to Hacienda Dr Vista 60,000 30,300 A 0.505 30,510 A 0.509 0.004 None

W. Vista Way

SR-78 WB On-Ramp to Melrose Dr Vista 40,000 21,900 A 0.548 22,290 A 0.557 0.009 None Melrose Dr. to Vista Village Dr Vista 60,000 12,500 A 0.208 12,890 A 0.215 0.007 None

Footnotes: a. Capacities based on City of Oceanside and City of Vista Roadway Classification & LOS tables. b. Average Daily Traffic. c. Level of Service. d. Volume to Capacity ratio. e. Δ denotes a Project-induced increase in the Volume to Capacity ratio. f. This impact is not considered significant since there is no significant impact in the buildout condition with the currently adopted City Circulation Element (Alternative 2 network)



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11.6 Buildout (Year 2030) Alternate 2 Traffic Volumes The Buildout (Year 2030) baseline traffic volumes for both intersections and street segments were obtained from the SANDAG Series 11 Sub-Area traffic model prepared for the 2030 Master Transportation Roadway Plan which are also graphically represented in the City of Oceanside Circulation Element.

Where peak hour intersection volumes were not available in the Circulation Element, volumes at an intersection were estimated from future ADT volumes using the relationship between existing peak hour turning movements and the existing ADT volumes. This same relationship can be assumed to generally continue in the future. Some volumes from the Circulation Element were adjusted to account for traffic patterns reflected in more recent traffic counts at study area locations.

Year 2030 Alternate 2 Project traffic volumes are generally the same as for Alternate 1, derived by the process described in Section 11.2. The only difference is the distribution of Project traffic in the vicinity of the N. Melrose Drive extension. The 10% of Project traffic (353 ADT, 30AM and 32 PM) traveling to/from SR-76 east of N. Santa Fe Avenue is assumed to remain on and access SR-76 via N. Melrose Drive, rather than via N. Santa Fe Avenue as in the near-term and Year 2030 Alternate 1 scenarios.

Figure 11–5 depicts the Buildout (Year 2030) Alternate 2 Without Project traffic volumes. Figure 11–6 depicts the Buildout (Year 2030) Alternate 2 With Project traffic volumes.

11.7 Buildout (Year 2030) Alternate 2 Without Project 11.7.1 Intersection Analysis Table 11–3 summarizes the peak hour intersection operations for the Buildout (Year 2030) Alternate 2 Without Project condition. As seen in Table 11–3, the following intersections are calculated to operate at LOS E or F:

#15. Melrose Drive / W. Vista Way – LOS E during the PM peak hour #16. SR-76 / College Boulevard – LOS E/F during the AM/PM peak hours #17. SR-76 / N. Melrose Drive – LOS E during the AM peak hour

Appendix I contains the peak hour intersection analysis worksheets for the Buildout (Year 2030) Alternate 2 Without Project condition.

11.7.2 Segment Operations Table 11–4 summarizes the key segment operations in the study area for the Buildout (Year 2030) Alternate 2 Without Project condition. As seen in Table 11–4, all study area street segments are calculated to operate at LOS D or better.



59

11.8 Buildout (Year 2030) Alternate 2 With Project 11.8.1 Intersection Analysis Table 11–3 summarizes the peak hour intersection operations for the Buildout (Year 2030) Alternate 2 With Project condition. As seen in Table 11–3, with the addition of Project traffic, the following intersections are calculated to operate at LOS E or F:

#9. Oceanside Blvd / N. Melrose Drive – LOS E during the PM peak hour #15. Melrose Drive / W. Vista Way – LOS E during the PM peak hour #16. SR-76 / College Boulevard – LOS E/F during the AM/PM peak hours #17. SR-76 / N. Melrose Drive – LOS E during the AM peak hour

Based on City of Oceanside and City of Vista significance criteria, significant impacts are calculated at the Oceanside Blvd / N. Melrose Drive and the Melrose Drive / W. Vista Way intersections. The increases in delay at the remaining two intersections are less than the allowable threshold of 2.0 seconds and hence no significant impact is calculated.

Appendix I contains the peak hour intersection analysis worksheets for the Buildout (Year 2030) Alternate 2 With Project condition.

11.8.2 Segment Operations Table 11–4 summarizes the key segment operations in the study area for the Buildout (Year 2030) Alternate 2 With Project condition. As seen in Table 11–4, with the addition of Project traffic, all study area street segments are calculated to continue to operate at LOS D or better. Hence, no significant segment impacts are calculated for Buildout (Year 2030) Alternate 2.



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TABLE 11–3 BUILDOUT ALTERNATE 2 INTERSECTION OPERATIONS (YEAR 2030 WITH N. MELROSE DRIVE CONNECTION)


Peak Hour



1. SR-76 / N. Santa Fe Ave Oceanside Signal AM 50.2 D 51.6 D 1.4 None

PM 47.8 D 51.2 D 3.4 None

2. N. Santa Fe Ave. / Mesa Dr. Oceanside Signal AM 16.6 B 16.7 B 0.1 None

PM 16.4 B 16.6 B 0.2 None

3. Melrose Dr. / N. Santa Fe Ave. Oceanside Signal AM 49.8 D 52.1 D 2.3 None PM 45.4 D 46.0 D 0.6 None

4. Melrose Dr. / Sagewood Dr. Oceanside Signal AM 12.6 B 12.7 B 0.1 None

PM 17.7 B 18.3 B 0.6 None

5. Melrose Dr. / Meadowbrook Dr. Oceanside Signal AM 12.8 B 13.2 B 0.4 None PM 12.6 B 12.8 B 0.2 None

6. Oceanside Blvd. / College Blvd. Oceanside Signal AM 39.2 D 39.9 D 0.7 None

PM 40.4 D 41.0 D 0.6 None

7. Oceanside Blvd. / Temple Heights Dr. Oceanside Signal AM 39.9 D 40.9 D 1.0 None PM 52.1 D 54.8 D 2.7 None

8. Oceanside Blvd. / Catalina Cir. Oceanside Signal AM 9.6 A 10.6 B 1.0 None

PM 12.9 B 15.5 B 2.6 None




61

TABLE 11–3 (CONTINUED) BUILDOUT ALTERNATE 2 INTERSECTION OPERATIONS (YEAR 2030 WITH N. MELROSE DRIVE CONNECTION)


Peak Hour



9. Oceanside Blvd. / Melrose Dr. Oceanside Signal AM 40.7 D 42.7 D 2.0 None

PM 51.2 D 58.4 E 7.2 Direct

10. Bobier Dr. / Sports Park Wy. Vista Signal AM 5.1 A 6.9 A 1.8 None

PM 7.5 A 9.6 A 2.1 None

11. Bobier Dr. / N. Santa Fe Ave. Vista Signal AM 31.9 C 32.1 C 0.2 None

PM 47.9 D 48.4 D 0.5 None

12. Melrose Dr. / North Ave Vista Signal AM 41.5 D 42.8 D 1.3 None

PM 41.3 D 42.2 D 0.9 None

13. Melrose Dr. / Olive Ave. Vista Signal AM 32.2 C 32.6 C 0.4 None

PM 37.9 D 38.6 D 0.7 None

14. W. Vista Wy. / SR-78 WB On-Ramp Vista Signal AM 9.8 A 9.9 A 0.1 None

PM 11.3 B 11.4 B 0.1 None

15. Melrose Dr. / W. Vista Wy. Vista Signal AM 34.6 C 34.9 C 0.3 None

PM 57.0 E 60.4 E 3.4 Cumulative




62

SIGNALIZED

Delay LOS

0.0 ≤ 10.0 A 10.1 to 20.0 B 20.1 to 35.0 C 35.1 to 55.0 D 55.1 to 80.0 E ≥ 80.1 F

TABLE 11–3 (CONTINUED) BUILDOUT ALTERNATE 2 INTERSECTION OPERATIONS (YEAR 2030 WITH N. MELROSE DRIVE CONNECTION)


Peak Hour



16. SR-76 / College Blvd Caltrans Signal AM 73.8 E 75.1 E 1.3 None d

PM 107.7 F 109.2 F 1.5 None d

17. SR-76 / N. Melrose Drive Caltrans Signal AM 71.8 E 71.8 E 0.0 None d

PM 52.4 D 52.6 D 0.2 None

Footnotes: a. Average delay expressed in seconds per vehicle. b. Level of Service. c. Increase in delay due to project d. The increase in delay is less than the allowable threshold of 2 seconds and hence a significant impact is not calculated.

General Notes: Bold indicates a potential significant impact.



63

TABLE 11–4 BUILDOUT ALTERNATE 2 STREET SEGMENT OPERATIONS

(YEAR 2030 WITH N. MELROSE DRIVE CONNECTION) Street Segment Jurisdiction Buildout

Capacity (LOS E) a



SR-76 Town Center Dr. to College Blvd Caltrans 80,000 51,500 C 0.644 51,850 C 0.648 0.004 None

College Blvd. to N. Santa Fe Ave Caltrans 80,000 56,200 C 0.703 56,730 C 0.709 0.006 None N. Santa Fe Ave. to Guajome Lake Rd Caltrans 80,000 58,000 C 0.725 58,000 C 0.725 0.000 None

Oceanside Boulevard

Avenida Del Oro to College Blvd. Oceanside 60,000 41,400 C 0.690 41,720 C 0.695 0.005 None College Blvd. to Temple Heights Dr Oceanside 40,000 29,500 C 0.738 30,310 D 0.758 0.020 None Temple Heights Dr. to Catalina Cir Oceanside 40,000 29,500 C 0.738 30,490 D 0.762 0.024 None

Catalina Cir. to PA-1 Access Oceanside 40,000 29,500 C 0.738 31,870 D 0.797 0.059 None PA-1 Access to Melrose Dr Oceanside 40,000 29,500 C 0.738 31,870 D 0.797 0.059 None Melrose Dr. to Sports Park Wy Oceanside 40,000 28,000 C 0.700 29,400 C 0.735 0.035 None

Bobier Drive

Sports Park Wy. to N. Santa Fe Ave Vista 40,000 28,400 C 0.710 28,750 C 0.719 0.009 None N. Santa Fe Avenue SR-76. to Mesa Dr Oceanside 40,000 25,700 C 0.643 26,230 C 0.656 0.013 None Mesa Dr. to Melrose Dr Oceanside 40,000 27,500 C 0.688 28,100 C 0.703 0.015 None

Melrose Dr. to Osborne St Vista 40,000 25,600 B 0.640 25,710 B 0.643 0.003 None

(CONTINUED ON THE NEXT PAGE)



64

TABLE 11–4 (CONTINUED) BUILDOUT ALTERNATE 2 STREET SEGMENT OPERATIONS

(YEAR 2030 WITH N. MELROSE DRIVE CONNECTION) Street Segment Jurisdiction Buildout

Capacity (LOS E) a



Sports Park Way

PA-3 Access to Bobier Dr Vista 8,800 3,700 A 0.420 5,010 A 0.569 0.149 None

N. Melrose Drive SR-76 to N. Santa Fe Ave Oceanside 40,000 26,500 C 0.663 26,850 C 0.671 0.008 None N. Santa Fe Ave. to Sagewood Dr Oceanside 60,000 36,600 C 0.610 37,660 C 0.628 0.018 None Sagewood Dr. to Meadowbrook Dr Oceanside 60,000 36,600 C 0.610 37,660 C 0.628 0.018 None Meadowbrook Dr. to Oceanside Blvd Oceanside 60,000 36,600 C 0.610 38,090 C 0.635 0.025 None Oceanside Blvd. to North Ave Vista 60,000 43,800 C 0.730 44,930 C 0.749 0.019 None North Ave. to Olive Ave Vista 60,000 38,400 B 0.640 39,500 B 0.658 0.018 None Olive Ave. to W. Vista Wy Vista 60,000 37,700 B 0.628 38,650 B 0.644 0.016 None W. Vista Wy. to SR-78 EB Off-Ramp Vista 60,000 37,700 B 0.628 37,910 B 0.632 0.004 None SR-78 EB Off-Ramp to Hacienda Dr Vista 60,000 34,500 A 0.575 34,710 A 0.579 0.004 None

W. Vista Way

SR-78 WB On-Ramp to Melrose Dr Vista 40,000 15,800 A 0.395 16,190 A 0.405 0.010 None Melrose Dr. to Vista Village Dr Vista 60,000 17,000 A 0.283 17,390 A 0.290 0.007 None

Footnotes: a. Capacities based on City of Oceanside and City of Vista Roadway Classification & LOS tables. b. Average Daily Traffic. c. Level of Service. d. Volume to Capacity ratio. e. Δ denotes a Project-induced increase in the Volume to Capacity ratio.



65

11.9 Queuing Analysis A Year 2030 queuing analysis was conducted at three intersections along Oceanside Boulevard and N. Melrose Drive, in the project vicinity where the project adds U-turns at these intersections. The calculated queue lengths in the left-turn movements, where the project adds U-turns are summarized in Table 11–5.

As seen in Table 11–5, the maximum forecasted queues at these intersections may exceed the existing storage lengths. The recommended storage lengths indicated in Table 11–5 should be provided to accommodate these calculated queue lengths.

Appendix J includes the Queuing analysis worksheets.

TABLE 11–5 QUEUING ANALYSIS YEAR 2030

Intersection Movement Existing / Recommended

Storage Length in feet

Forecasted Queue length in Feet ─ Maximum of AM / PM Peak Hours

Without N. Melrose Drive Connection

With N. Melrose Drive Connection

5. N. Melrose Dr/ Meadowbrook Dr NBL 170 / 210 170 210

8. Catalina Cr / Oceanside Blvd WBL 110 / 210 180 210

9. N. Melrose Dr/ Oceanside Blvd EBL 200 / 250 230 250

SBL 175 / 250 250 250

11.10 Weaving Analysis A weaving analysis was conducted at the PA-2 access driveway on N. Melrose Drive to determine the impacts if any, of the weaving due to the driveway on the segment operations on N. Melrose Drive. The Highway Capacity Manual (HCM) methodology for weaving analysis on freeways was utilized. Since this is a surface street, lower speed of 45 mph and lane capacity of 1,800 vehicles per hour per lane was used to simulate the surface road conditions. The Highway Capacity Software (HCS) was used in the analysis.

Table 11–6 summarizes the results of the weaving analysis for both Year 2030 Alternatives. As seen in Table 11–6, with both alternatives, the calculated weaving LOS is B or better. Hence, the weaving from PA-2 Driveway to Meadowbrook Drive will operate adequately.

Appendix K includes the HCS weaving analysis worksheets.



66

TABLE 11–6 WEAVING ANALYSIS – N. MELROSE DRIVE AT PA-2 DRIVEWAY

Peak Hour Without N. Melrose Drive Connection With N. Melrose Drive Connection

Weaving Segment Density pc/mi/ln

LOS Weaving Segment Density pc/mi/ln

LOS

AM 8.8 A 9.4 A

PM 14.5 B 17.9 B

11.11 Peak Hour Arterial Analysis Peak hour arterial analysis was conducted for the study area street segments calculated to operate at LOS E or worse on a daily basis with the addition of Project traffic. One segment operates at LOS E in Alternate 1, while in Alternate 2 all segments operate at LOS D or better. Table 11–7 summarizes the results of the peak hour arterial analysis. As noted in Section 11.3.2, determination of significant impacts is based on daily analysis per SANTEC/ITE and City guidelines, and no significant impact is calculated at this location in the Year 2030 (Alternate 1) scenario. No mitigation is assumed in the results below. The peak hour arterial analysis worksheets for this scenario are included in Appendix I.

TABLE 11–7 YEAR 2030 (ALTERNATE 1) + PROJECT PEAK HOUR SEGMENT OPERATIONS

Street Segment Direction Year 2030 (Alternate 1) + Project

AM PM

Speed LOS Speed LOS N. Santa Fe Ave: Mesa Dr to Melrose Dr EB 10.2 F 11.8 F

WB 27.0 D 25.1 D


Buildout (Year 2030) Conditions DiagramFigure 11-1

Melrose + Oceanside


Alternative 1 Conditions (No Melrose Drive Connection)

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2U

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4U 4U

6D

4U

4D

6D

6D

4D

6D

6D

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RTOL

RTOLRTOL

RTOL

RTOL

RTOL

RTOL RTOL

RTOL

RTOL

RTOL

RTOL

RTOL

Intersection Control

Posted Speed LimitXXTwo-Way Left Turn Lane

D / U Divided / Undivided Roadway# Number of Travel Lanes

Turn Lane Configurations

Right Turn OverlapRTOL

RTOL

RTOL

RTOL

RTOL

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69,000

26,800

3,700

35,900

41,300

30,300

28,90

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33,100

61,000

32,900

25,200

31,200

23,4

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28,800

27,800

27,3

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32,50037,600

32,300

21,90012,500

26,80

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Melrose + Oceanside


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Bobier Dr

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N. Santa Fe Ave

Bobier Dr


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5 / 5

0 / 5

5 / 10

0 / 2010 / 5

10 / 10

10 / 3

0

10 / 4

0

10 / 6

0

15 / 20

15 / 60

20 / 10

20 / 20

20 / 30

20 / 8

0

25 / 2

0

30 / 1030

/ 15

30 / 70

30 / 80

30 / 85

40 / 2

0

40 / 90

50 / 2

0

50 / 30

60 / 8

0

60 / 9

0

65 / 4

0

70 / 3

0

70 / 50

70 / 7080

/ 70

90 / 7

0

90 / 8

0

60 / 110

90 / 110

110 /

70

100 / 90

210 /

90

40 / 1

00

20 / 130

70 / 120

80 / 1

50

170 / 80 90 / 1

70

130 / 110

500 / 780470 / 880

440 / 530

430 / 330

420 /

250

400 / 250

390 / 495

380 / 450

370 / 800

350 /

410

350 / 320

340 /

670

330 / 450

320 /

420

290 / 480

290 /

400

290 /

300

260 /

300

260 / 240

240 / 210

230 /

180

230 / 130

220 /

280

220 / 150210 / 220

210 / 210

210 /

170

200 /

375

200 / 29520

0 / 26

0

200 / 180

190 / 335

190 /

100

180 /

250

180 /

230

180 / 120

170 / 340

170 /

240

170 /

210

165 /

280

160 /

100

155 /

450 150 / 280

150 / 200

150 / 160

150 / 150

150 / 120

145 /

270

140 / 360

140 /

160

130 / 220

505 /

495

125 /

180

105 /

160

100 /

250

100 / 200

100 / 180

100 /

150

100 / 105

520 / 355

520 / 510

520 / 920

560 /

850

570 /

660

580 /

520

585 / 580

600 / 370

650 / 560

650 / 600

670 / 630

680 /

720

710 / 640

720 / 750

750 / 700800 / 650

820 / 740

830 / 450

880 /

800

900 /

730

995 / 950

710 /

1010

1,100

/ 700

1,160

/ 86

0

1,165 / 980

1,195

/ 910

1,200

/ 900

1,280

/ 945

1,370

/ 970

500 / 1,240

650 /

1,09

0

750 / 1,450

770 / 1,32082

0 / 1,

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830 /

1,33

0

840 /

1,23

0

840 /

1,45

0

850 /

1,55

0

940 / 1,470

950 / 1,200

1,110 / 1,720

1,850 / 1,260

1,050

/ 1,40

0

1,300 / 1,100

1,450 / 1,130

560 /

850

5 / 5

150 / 150

100 / 90

20 / 3

0

180 / 12018

0 / 25

0

5 / 10

15 / 2

0

30 / 10

150 /

150

5 / 10

10 / 1

0

10 / 60

15 / 2

0

25 / 20

9

5 6 7 8

4321

13 14 15 16

121110

17

Hacienda Dr

SR-7

8 WB

On-R

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N. Santa Fe Ave

Sagewood Dr

Mesa

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Olive Ave

Bobier Dr

Oceanside Bl

College Bl

Vista Village Dr

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32,600

24,4

60

29,170

28,3

60

27,790

33,780

31,170

33,400

26,690

38,730

12,890

30,510

1

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5

4

3

2

7

8

6

16

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13

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Buildout (Year 2030) With Project Traffic Volumes

Melrose + Oceanside


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Olive Ave

Bobier Dr North Ave

W. Vista Wy

Oceanside Bl


Meadowbrook Dr

Bobier Dr

Oceanside Bl

N. Santa Fe Ave

Bobier Dr


W. Vista Wy

5 / 5

0 / 5

5 / 10

0 / 2010 / 5

10 / 10

10 / 3

0

10 / 4

010 / 60

15 / 20

15 / 60

18 / 6

4

20 / 10

20 / 20

20 / 30

25 / 2

0

30 / 1030

/ 15

30 / 70

30 / 80

40 / 2

0

40 / 90

50 / 2

0

50 / 30

60 / 8

0

60 / 9

0

65 / 4

0

70 / 3

0

70 / 50

70 / 7080

/ 70

90 / 7

0

94 / 8

2

90 / 110

110 /

70

96 / 1

15

100 / 90

210 /

90

170 / 80 80 / 1

50

22 / 139

40 / 1

00

49 / 168

70 / 120

102 / 90

611 /

882

115 / 189

126 / 119130 / 110

441 / 337

440 / 530

440 /

262

403 / 257

391 / 470

390 / 495

370 / 800

353 / 323

350 /

410

340 /

670

330 / 450

325 /

423

290 / 480

290 /

400

290 /

300

262 /

304

260 / 240

240 / 386

240 / 210

239 /

200

230 /

180

230 / 130

227 / 316

226 /

403

220 /

280

220 / 150210 / 220

210 / 210

200 /

260

200 / 180

200 /

135

184 / 122

182 /

254

182 /

231

180 /

250

180 / 120

175 /

219

171 /

292

170 / 340

170 /

240

163 /

107

162 /

479

156 / 123

154 /

286

152 /

151

151 / 154

150 / 280

150 / 200

150 / 160

150 / 150

142 /

162

140 / 360

133 / 225

484 / 912

505 /

495

125 /

180

121 / 157

509 / 786109 / 205

105 /

160

102 /

176

102 /

154

100 /

250

526 / 513

530 / 938

547 / 367

560 /

850

573 /

666

580 /

520

604 / 372

617 / 600 656 / 571

666 / 630

690 / 642

709 /

737

720 / 750

727 / 651

750 / 700829 / 704

841 / 470

863 / 767

899 /

812

905 /

732

1,048 / 982

1,129

/ 717

1,174 / 991

1,192

/ 92

1

1,227

/ 971

1,257

/ 934

1,280

/ 945

525 / 1,286

653 /

1,09

7

710 /

1,01

0

780 / 1,327

780 / 1,507

839 /

1,54

5

840 /

1,45

0

880 /

1,60

588

6 / 1,

365

896 /

1,26

5951 / 1,490

998 / 1,229

1,110 / 1,720

1,850 / 1,260

1,084

/ 1,46

4

1,327 / 1,150

1,421

/ 1,00

0

1,469 / 1,142

15 / 2

0

20 / 3

0

25 / 20

30 / 10

5 / 5

5 / 10

5 / 10

10 / 1

0

15 / 2

0

9

5 6 7 8

4321

13 14 15 16

121110

17

Hacienda Dr

SR-7

8 WB

On-R

amp

N. Santa Fe Ave

Sagewood Dr

Mesa

Dr


North Ave

Olive Ave

Bobier Dr

Oceanside Bl

College Bl

Vista Village Dr

Catalina Cir

Dwy A

Dwy B

ProjectSite

W. Vista Wy

N. M

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N. M

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100 / 150

1,065 / 1,520280 / 360

500 /

370

50 / 5

020

0 / 11

0

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Buildout (Year 2030) Conditions DiagramFigure 11-4

Melrose + Oceanside


Alternative 2 Conditions (With Melrose Drive Connection)

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73

12.0 ACCESS ASSESSMENT The following is a discussion of the proposed access for each of the three Planning Areas.

12.1 Planning Area 1 As described previously in Section 2.0 (Project Description), two right-in / right-out access driveways are planned for Planning Area 1, one to the residential and one to the office/ restaurant land uses. Planning Area 1 is bound to the south by Oceanside Boulevard and the east by N. Melrose Drive. Project access is proposed via a right-in/right-out driveway on Oceanside Boulevard located approximately 600 feet west of the Oceanside Boulevard/Bobier Drive/N. Melrose Drive intersection.

Oceanside Boulevard is classified as a Major Arterial and constructed as a four-lane divided roadway (raised median) between College Boulevard and N. Melrose Drive, along the Project frontage. The posted speed limit is 50 mph. Class II bicycle lanes are provided and on-street parking is prohibited. As such, no frontage improvements to Oceanside Boulevard are proposed or required for this driveway proposal. Frontage improvements are proposed to PA-1’s eastern boundary along N. Melrose Drive, as discussed in Section 13.2 below.

Planning Area 1 is calculated to generate 2,203 ADT, with 89 total inbound trips during both the PM (higher) peak hour, of which approximately 28 total trips would be oriented to the site from the west (11 trips to the residential driveway; 17 trips to the office/restaurant driveway). Additionally, N. Melrose Drive will be built to 6-Lane Prime Arterial standards, which will result in green time at the Oceanside Boulevard/Bobier Drive/N. Melrose Drive intersection being biased towards N. Melrose

Planning Area 1



74

Drive. This will result in gaps in westbound traffic on Oceanside Boulevard that would allow inbound left-turning vehicles to enter PA-1.

Based on the relatively low volume of inbound trips and the increase in gaps in opposing traffic on Oceanside Boulevard, an eastbound left-turn in to the site at the residential driveway would be acceptable. However, an inbound (eastbound) left-turn lane at this driveway was not assumed in the analysis. Outbound left-turns should be physically prohibited.

12.2 Planning Area 2 Planning Area 2 is bound to the west by N. Melrose Drive and to the north by Meadowbrook Drive. Project access is proposed via a right-in/right-out driveway on N. Melrose Drive located approximately 580 feet south of the N. Melrose Drive/ Meadowbrook Drive intersection. No access is proposed via Meadowbrook Drive to the north side of the site.

N. Melrose Drive is classified as a Prime Arterial (6-lanes) but currently constructed as a two-lane divided roadway (raised median) between Meadowbrook Drive and Oceanside Boulevard/Bobier Drive. The Project proposes frontage improvements to both sides of N. Melrose Drive for this segment to improve it to 6-Lane Prime Arterial standards. The distance between Meadowbrook Drive and Oceanside Boulevard/Bobier Drive is approximately 1,500’, which is commensurate with a 6-Lane Major Arterial, with a design speed of 55 mph.

Planning Area 2 is calculated to generate 351 ADT, with 25 total inbound trips during the PM peak hour, all of which would be northbound right-turning trips.

Planning Area 2



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Based on the potential speeds on N. Melrose Drive due to the tangent section and down-grade in the northbound direction, a dedicated northbound right-turn lane should be constructed. No acceleration lane would be possible due to the short distance from the driveway to Meadowbrook Drive (approximately 600 feet).

Outbound vehicles destined for southbound locations would conduct a northbound to southbound U-turn at the signal at Meadowbrook Drive. Exiting the site, these vehicles would need to evaluate gaps in the three lanes of northbound traffic. They would then need to weave across three lanes within the approximate 600’ distance from the driveway to Meadowbrook Drive. This will be more difficult during the PM peak hour, when peak flow is in the northbound direction. However, this is also when outbound traffic volumes are lowest (10 trips calculated, or approximately one trip every six minutes). Adequate gaps are expected to occur due to the signal operations at Oceanside Boulevard/Bobier Drive, and any queuing that could occur while waiting for gaps would be onsite, with no interruption to traffic operations on the City’s street.

12.3 Planning Area 3 Planning Area 3 is bound to the south by Bobier Drive and to the east by Sports Park Way. Access is proposed via an existing full access unsignalized “T” driveway on Sports Park Way (constructed, but not operational) ultimately connecting to Oceanside Boulevard.

Planning Area 3 is calculated to generate 1,505 ADT, with 104 total inbound trips during the PM peak hour (the highest inbound volume of either peak hour). Based on low ambient volumes on Sports Park Way, no additional improvements would be expected at the driveway.

Planning Area 3



76

12.4 Total Project The total project traffic from all three planning Areas, PA 1, 2 and 3 is shown in the figure below.

Total Project



77

13.0 PROJECT IMPROVEMENT PHASING The eight (8) significant impacts associated with the Project are summarized below. TRA-4 (Melrose Drive: Meadowbrook Drive to Oceanside Boulevard) and TRA-8 (Access Driveway / N. Melrose Drive) are frontage improvements. The other five are off-site impacts and the mitigation should be completed commensurate with the number of units that trigger the impact. TRA 2 & 7 (N. Melrose Drive / W. Vista Way) is a Near- as well as a Long-Term impact and hence not listed twice.

TRA-1: SR-76 / N. Santa Fe Avenue TRA-2 & 7: N. Melrose Drive / W. Vista Way (Near- and Long-Term) TRA-3: N. Melrose Drive: N. Santa Fe Avenue to Sagewood Drive TRA-4: N. Melrose Drive: Meadowbrook Drive to Oceanside Boulevard (Frontage Improvement) TRA-5: N. Melrose Drive: Olive Avenue to W. Vista Way TRA-6: Oceanside Boulevard / N. Melrose Drive TRA-8 Access Driveway / N. Melrose Drive – Access to Planning Area 2 (Frontage Improvement)

Section 13.1 discusses the Phasing associated with the two frontage improvements and Section 13.2 discusses the phasing associated with the off-site improvements.

13.1 Frontage Improvements As discussed throughout this report, the Project site consists of three (3) separate Planning Areas (PA’s). The PA’s are located such that PA-1 and PA-2 front a portion of N. Melrose Drive currently built to a substandard classification. This portion of N. Melrose Drive between Meadowbrook Drive and Oceanside Boulevard (TRA-4) is constructed as a two-lane divided roadway and currently provides an 18’-wide raised median in anticipation of the full widening to 6-Lane Prime Arterial standards. With the development of PA-1 and PA-2, frontage improvements to N. Melrose Drive would be required. In accordance with this requirement, the Project will provide half-width improvements to N. Melrose Drive along the both sides of the roadway, subject to the development sequence of PA-1 and PA-2. For example, should PA-1 develop prior to PA-2, half-width improvements would occur along the west side of the roadway (southbound direction), contiguous with PA-1’s site boundary. Should PA-2 develop prior to PA-1, half-width improvements would occur along the east side of the roadway (northbound direction), contiguous with PA-2’s site boundary. A minimum of four (4) lanes should be provided on Melrose Drive between Meadowbrook Drive and Oceanside Boulevard commensurate with any frontage improvements and the improvements should be constructed prior to the issuance of the first occupancy building permitwithin the ___ Planning Area.

TRA-8 should be built prior to the issuance of the first building permit occupancy within Planning Area 2.



78

13.2 Off-Site Improvements As mentioned above, the following off-site (non-frontage) significant impacts were identified in the traffic study:

TRA-1: SR-76 / N. Santa Fe Avenue TRA-2: N. Melrose Drive / W. Vista Way (Near- and Long-Term) TRA-3: N. Melrose Drive: N. Santa Fe Avenue to Sagewood Drive TRA-5: N. Melrose Drive: Olive Avenue to W. Vista Way TRA-6: Oceanside Boulevard / N. Melrose Drive

A trial and error exercise was conducted to determine the amount of project traffic that could be added to the intersection or segment before a significant impact is triggered, using the City of Oceanside significance criteria. This amount of Project traffic was then translated into the number of dwelling units which would correspond to the Project traffic amounts assuming each unit generates 8 ADT. The following triggers were calculated:

TRA-1: SR-76 / N. Santa Fe Avenue – 270 Units TRA-2: N. Melrose Drive / W. Vista Way – 78 Units TRA-3: N. Melrose Drive: N. Santa Fe Avenue to Sagewood Drive – 83 78 Units TRA-5: N. Melrose Drive: Olive Avenue to W. Vista Way – 370 Units TRA-6: Oceanside Boulevard / N. Melrose Drive – 97 Units

Construction of the restaurant is equivalent to 200 units and construction of the office is the equivalent of 25 units. Section 14.0 of the traffic study indicates the improvements and the trigger amounts for each significant impact.



79

14.0 SIGNIFICANCE OF IMPACTS AND MITIGATION MEASURES Per City of Oceanside and City of Vista significance thresholds and the analysis methodology presented in this report, Project and cumulative traffic is calculated to result in the following significant impacts. Mitigation measures to address operating deficiencies are also included in this section.

14.1 Significance of Impacts 14.1.1 Near-Term Direct Impacts Based on the City of Oceanside and City of Vista significance criteria, the Project is calculated to have the following significant direct impacts:

INTERSECTION TRA-1. SR-76 / N. Santa Fe Avenue (City of Oceanside) TRA-2. N. Melrose Drive / W. Vista Way (City of Vista)

STREET SEGMENTS TRA-3. N. Melrose Drive: N. Santa Fe Avenue to Sagewood Drive (City of

Oceanside) TRA-4. N. Melrose Drive: Meadowbrook Drive to Oceanside Boulevard (City of

Oceanside) TRA-5. N. Melrose Drive: Olive Avenue to W. Vista Way (City of Vista)

14.1.2 Buildout (Year 2030) Direct Impact The project is a General Plan Amendment and hence all significant impacts are direct. Thus, based on the City of Oceanside significance criteria, the Project is calculated to have one (1) significant direct impact to the following study area intersection:

INTERSECTION TRA-6. Oceanside Boulevard / N. Melrose Drive (City of Oceanside) TRA-7. N. Melrose Drive / W. Vista Way (City of Vista)

14.2 Mitigation Measures 14.2.1 Near-Term Direct Mitigation Measures The following mitigation measures are recommended to mitigate the near-term direct impacts:

INTERSECTIONS TRA-1. SR-76 / N. Santa Fe Avenue (City of Oceanside) – The following mitigation

measures are recommended: A. Relocate the bike lane on northbound N. Santa Fe Avenue from the curb to between

the through/left and right-turn lanes.



80

B. Extend the storage in the #1 northbound left-turn lane on N. Santa Fe Avenue by 400 feet.

A maximum of 270 EDUs generating 2,160 ADT could be occupied prior to implementation of these mitigation measures.

TRA-2. N. Melrose Drive / W. Vista Way (City of Vista) – Contribute a fair share to City of Vista Capital Improvements Program (CIP) project to add a third SB through lane on Melrose Drive between Ascot Drive and W. Vista Way.

STREET SEGMENTS TRA-3. N. Melrose Drive: N. Santa Fe Avenue to Sagewood Drive (City of Oceanside) –

Prior to issuance of an occupancythe building permit for the 83rd 78th EDU, the Project Applicant shall widen Melrose Drive between North Santa Fe Avenue and Sagewood Drive to a total width of 65 feet to accommodate four travel lanes. The widening of this segment of Melrose Drive shall be contingent upon the City’s acquisition of the necessary right-of-way from adjacent property owners. Based upon the cost of the widening, the applicant should be credited equal to or less than their total thoroughfare fees, but not greater. If the credit of thoroughfare fees is less that the total cost of widening this segment of Melrose Drive, then, the City shall enter uponinto a reimbursement agreement with the project applicant. Reimbursement will come in the form of area projects fair share contributions collected over time by the City with a ten year sunset.

TRA-4. N. Melrose Drive: Meadowbrook Drive and Oceanside Boulevard (City of Oceanside) – Construct the west side of N. Melrose Drive between Meadowbrook Drive and Oceanside Boulevard to 4-Lane Major Arterial standards with dedication to the half width of a 6-Lane Prime Arterial standards with the development of PA-1. Construct the east side of N. Melrose Drive between Meadowbrook Drive and Oceanside Boulevard to the half width of a4-Lane Major Arterial standards with dedication to 6-Lane Prime Arterial standards with the development of PA-2 or PA-3. If only one of the planning areas is constructed, a 4-Lane N. Melrose Drive can accommodate the forecasted traffic. A six-lane N. Melrose Drive shall be provided prior to development of the final planning area. A maximum of 62 EDUs generating less than 500 ADT could be occupied prior to implementation of this mitigation measure.

TRA-5. N. Melrose Drive: Olive Avenue and W. Vista Way (City of Vista) –The mitigation recommended for Impact TRA-2 will mitigate this impact to a level below significance. .

14.2.2 Buildout (Year 2030) Direct Mitigation Measure The following mitigation measures are recommended to mitigate the buildout (Year 2030) cumulative impacts:

INTERSECTIONS



81

TRA-6. Oceanside Boulevard/ N. Melrose Drive (City of Oceanside) – Provide a second southbound left-turn lane, a third southbound through lane, and northbound Right-Turn-Overlap (RTOL) phasing. The westbound U-turn movement on Oceanside Boulevard would need to be prohibited with a R3-4 (No-U-turn symbol) sign. The project should coordinate with the City and SANDAG before finalizing the improvement plans at this intersection to match up with the Inland Rail Trail (IRT) designs. Also required is the upgrade and relocation of affected existing signal hardware, conduit, fiber optic connections and pedestrian count down timer in order to accommodate the recommended improvements. A maximum of 97 units (generating 780 ADT) could be occupied prior to implementation of this mitigation measure.

TRA-7. N. Melrose Drive / W. Vista Way (City of Vista) – The mitigation recommended for Impact TRA-2 will mitigate this impact to a level below significance.

Provision of a right turn lane on westbound Oceanside Boulevard was considered, but rejected. The Year 2030 volumes in this movement are a maximum of 123 in either the AM or PM peak hour. In order to create a right turn pocket, the redesign of the corner of W. Bobier (Oceanside) & Melrose would require the relocation of the Class 1 multi-purpose trail and further encroachment into the developable footprint.

Table 14–1 shows a summary of the impacts and proposed mitigation measures, where appropriate.

14.3 Project Conditions of Approval (City of Oceanside) TRA-8. Not related to a significant impact, TRA-8 is recommended to improve traffic flow at the

Access Driveway / N. Melrose Drive (Access to Planning Area 2) intersection – Provide a dedicated right-turn lane on Northbound Melrose Drive at the driveway to Planning Area 2.


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TABLE 14–1 IMPACT / MITIGATION MEASURES SUMMARY

MM# Intersection Peak Hour

Pre-Mitigation Operations Impact Type

Mitigation Measure Post Mitigation Mitigated to Below a Level of

Significance

Occupied Units Prior to Impact c Without Project With Project

Delay LOS Delay LOS Delay LOS

INTERSECTION IMPACTS TRA-1 SR-76 /

N. Santa Fe Ave (Oceanside)

AM 60.0 E 62.5 E Direct Relocate the existing bicycle lane to between the right and left-turn lanes. Extend the NB left turn pocket by 400 feet.

58.2 E Yes 270 units (2,160 ADT)

PM 104.9 F 108.2 F 87.2 F

TRA-2 Melrose Dr / W. Vista Wy (Vista)

AM — — — — Direct Contribute 33% fair share to City of Vista CIP project to add a third SB through lane on Melrose Drive between Ascot Drive and W. Vista Way.

— — Yes Prior to issuing of the first

permit1 unit PM 60.7 E 63.9 E 56.9 E

TRA-6 Oceanside Blvd/ N. Melrose Dr d

(Oceanside)

AM — — — — Direct Second SB left-turn lane, third SB thru lane and a Right-Turn Overlap (RTOL) phase for the NB approach. Prohibit WB U-turn movement with a R3-4 (No U-Turn) sign. Upgrade and relocate the affected existing signal hardware, conduit, fiber optic connections and pedestrian count down timer as appropriate.

— — Yes 97 units (780 ADT)

PM 51.2 D 58.4 E 41.6 D

TRA-7 Melrose Dr / W. Vista Wy (PA-2) (Vista)

AM — — — — Cumulative The mitigation recommended for Impact TRA-2 will mitigate this impact

— — Yes NA

PM 57.0 E 60.4 E 51.4 D




TABLE 14–1 (CONTINUED) IMPACTS / MITIGATION MEASURES SUMMARY

MM# Street Segment Capacity Pre-Mitigation Operations Impact Type

Mitigation Measure Post Mitigation Mitigated to Below a Level of Significance

Occupied Units Prior to Impact

Without Project With Project LOS V/C LOS V/C Capacity LOS V/C

SEGMENT IMPACTS TRA-3 N. Melrose

Drive: N. Santa Fe Ave to Sagewood Dr (Oceanside)

10,000 a F 1.797 F 1.919 Direct Widen Melrose Drive between North Santa Fe Avenue and Sagewood Drive to a total width of 65 feet to accommodate four travel lanes. The widening of this segment of Melrose Drive shall be contingent upon the City’s acquisition of the necessary right-of-way from adjacent property owners. Based upon the cost of the widening, the applicant should be credited equal to or less than their total thoroughfare fees, but not greater. If the credit of thoroughfare fees is less that the total cost of widening this segment of Melrose Drive, then, the City shall enter upon a reimbursement agreement with the project applicant. Reimbursement will come in the form of area projects fair share contributions collected over time by the City with a ten-year sunset.

30,000 B 0.599 Yes 83 78 units (667 ADT)

TRA-4 N. Melrose Drive: Meadowbrook Drive to Oceanside Blvd (Oceanside)

10,000 F 2.225 F 2.396 Direct Construct the west side of N. Melrose Drive between Meadowbrook Drive and Oceanside Boulevard to 4-Lane Major Arterial standards with dedication to 6-Lane Prime Arterial standards with the development of PA-1. Construct the east side of N. Melrose Drive between Meadowbrook Drive and Oceanside Boulevard to 4-Lane Major Arterial standards with dedication to 6-Lane Prime Arterial standards with the development of PA-2 or PA-3.

15,00030,000

FD 1.5970.799

Yes b

62 units

(500 ADT) 1 unit




TABLE 14–1 (CONTINUED) IMPACTS / MITIGATION MEASURES SUMMARY

MM# Street Segment Capacity Pre-Mitigation Operations Impact Type

Mitigation Measure Post Mitigation Mitigated to Below a Level of

Significance

Occupied Units Prior to Impact Without Project With Project

LOS V/C LOS V/C Capacity LOS V/C

SEGMENT IMPACTS TRA-5 N. Melrose

Drive: Olive Ave to W. Vista Wy (Vista)

40,000 E 0.945 E 0.972 Direct MM# TRA-2 would improve operations along this segment.

50,000 C 0.778 Yes Prior to issuing of the first

permit1 unit

Footnotes:

a. Without Project traffic, this roadway substantially exceeds its existing capacity (17,970 ADT on a 10,000 ADT capacity two-lane roadway). Theoretically, on a 4-Lane Major Arterial with increased lane widths and a raised median, one travel lane can accommodate 10,000 ADT (four lanes = 40,000 ADT). The amount of Project traffic added to this segment accounts for a relatively low volume increase of 910 ADT. Therefore, 100% of the cost toward the full improvements of widening this roadway to four lanes (an increase in capacity of 30,000 ADT) would be disproportionate to the amount of capacity needed to mitigate the Project impact.

b. Street segments operating at LOS F with a V/C reduced to pre-Project conditions are considered mitigated to below a level of significance. c. Occupancy Building permit threshold is stated in terms of residential units and ADT. If Project phasing dictates that the office portion of the Project is to be occupied prior to reaching the residential unit threshold, the ADT threshold should be

used and appropriate trip generation calculations done to ensure proper timing of mitigation measures. d. This impact only occurs in with Alternate 2 with the N. Melrose Drive extension. General Notes:

MM# = Mitigation measure number. Pre-mitigation and post-mitigation analysis shown for “Direct” impacts is for the Existing + Cumulative Projects and Existing + Cumulative Projects + Project conditions. For “Cumulative” impacts, the Year 2030 (Buildout) scenarios are shown.

traffic impact analysis melrose oceanside

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