HomeMy WebLinkAbout2011/08/02 Item 06jjj CITY COUNCIL
AGENDA STATEMENT
~~ CITY OF
CHULA VISTA
8/02/11, Item (o
ITEM TITLE: RESOLUTION OF CITY COUNCIL OF THE CITY OF CHULA
VISTA WAIVING THE FORMAL COMPETITIVE BID
REQUIREMENT; AUTHORIZING THE DIRECTOR OF PUBLIC
WORKS TO INSTALL VEHICLE DETECTION SYSTEMS ON
THREE ARTERIALS; AWARDING CONTRACTS TO PHOENIX
HIGHWAY PRODUCTS; SENSYSNETWORKS AND MSL
ELECTRIC INC. FOR THE "TRAFFIC MANAGEMENT CENTER
- TRAFFIC MONITORING SYSTEM" (TF379) IN THE CITY OF
CHULA VISTA, CA; AUTHORIZING THE DIRECTOR OF
PUBLIC WORKS TO EXPEND ALL AVAILABLE
CONTINGENCY FUNDS
SUBMITTED BY: DIRECTOR OF PUBLIC WORKS `
ASSISTANT DIRECT OF ENG RING
REVIEWED B~ CITY MANAGE
ASSISTANT CIT MANAGER ~~
4/STHS VOTE: YES ^ NO
SUMMARY
During the annual traffic monitoring field review in late 2010, it was discovered that westbound
Olympic Parkway, approaching I-805 was not in compliance with the City's traffic threshold
standard during the morning peals period. As part of the annual Growth Management Oversight
Commission (GMOC) report, the recommendation was made that the Public Works Department
complete a traffic study and implement recommended short-term measures to improve the traffic
flow. The work to be done consists of installing wireless vehicle detectors on three arterials in
order to constantly monitor the levels of service in eastern Chula Vista. Due to the specific
equipment needed, the proposed action would waive the formal bidding process and award the
equipment contract to Phoenix Highway Systems, SensysNetworks and the installation contract
to MSL Electric Ina, and increase the Director of Public Works authority to approve change
orders, as necessary, up to the contingency amount.
ENVIRONMENTAL REVIEW
The Director of Development Services has reviewed the proposed project for compliance with
the California Environmental Quality Act (CEQA) and has determined that the project qualifies
for a Class 1 (c) categorical exemption pursuant to Section 15301 [Existing Facilities] of the
State CEQA Guidelines. Thus, no further environmental review is necessary.
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RECOMMENDATION
Council adopt the resolution.
BOARDS/COMMISSION RECOMMENDATION
At the April 7, 2011 Special Joint Workshop/Meeting of the Chula Vista City Council, Planning
Commission and Growth Management Oversight Commission, the City Council adopted
Resolution 2011-059 (Attachment #1) accepting the 2011 GMOC annual report and directed the
City Manager to undertake actions necessary to implement report recommendations as presented
in the staff responses and proposed implementing actions summary.
DISCUSSION
During late summer of 2010, the Public Works Department staff began to receive complaints that
during the morning commute period, there were considerable traffic delays on Olympic Parkway
in the westbound direction as you approached Interstate-805. The area in question is generally
from the I-805 freeway interchange to a point east of Brandywine Avenue. Traffic signal staff
from both Caltrans and the City conducted Field reviews to verify that the correct signal timing
plan was in place on the corridor and in coordination with each agency's intended operation.
Each agency also conducted field review maintenance checks for their respective traffic signal
detection systems to ensure that all equipment was operating satisfactorily. Once this was
confirmed, City staff and Caltrans staff met and agreed that at the freeway signals there was a
need to provide additional inductive loop detectors in order to help provide additional "input" to
the Caltrans maintained traffic signals so that the timing plan could be more responsive to peals
period changing traffic patterns.
Both agencies have worked collaboratively and an encroachment permit has been issued by
Caltrans for the additional inductive loops to be installed on the eastbound East Orange Avenue
and on the westbound Olympic Pazkway through-lanes at the freeway signals. The loops aze
being installed as part of the pavement overlay project (STL-354) that currently is underway.
In October and November 2010, City staff conducted traffic-monitoring program (TMP) runs
using a specially equipped vehicle that collects real-time traffic delay data that is then converted
into a level of service. We have been using this single-vehicle-based TMP system for 20-years
as part of the annual GMOC Traffic Threshold report. The data collected showed that the
westbound Olympic Parkway approach to I-805 was at 2-hours of Level of Service "E", which
exceeds the City's traffic threshold standard of no more than 2-hours of "D".
A comparison of how the traffic volumes have changed on Olympic Parkway was needed.
Before the State Route 125 Toll Road (SR-125) was opened in November of 2007, Olympic
Pazkway daily volumes between I-805 and Oleander Avenue were at 51,877 vehicles per day. In
2008, the same Olympic Pazkway segment saw a reduction of 4,927 vehicles per day in volume
to 46,950, a decrease of almost 10%. However, counts completed in 2010 show that the volume
is now higher than the pre SR-125 volumes at 53,931 by approximately 4 % and approximately
15% higher than the 46,950 when SR-125 initially opened. Due to this fluctuation in traffic
volumes, Development Services staff and Public Works staff needed to determine how much
capacity, if any, was left on Olympic Parkway in light of the fact that there are still several
eastern territory master planned communities that aze in various stages of approval.
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In early 2011, City staff entered into a contract with Linscott, Law & Greenspan Engineers
(LLG) to conduct a capacity report on Olympic Parkway (TF-356). The Olympic Parkway
Capacity report dated July 21, 2011 has been completed (Attachment # 2) and considers five
short-term solutions for Olympic Parkway and four network improvements that may have a
longer implementation time. This report also makes recommendations for each of the nine
improvements that may or may not help in providing the additional Olympic Parkway traffic
capacity. Seven of the nine projects are recommended in this report.
LLG has previously conducted a similar study in 2003 for the following three locations prior to
roadway widening projects:
1. I-805/East Orange Avenue/Olympic Parkway interchange,
2. I-805/East H Street widening and
3. I-805 Telegraph Canyon Road.
These three projects were part of the Eastern Chula Vista Traffic Enhancement Program
(ECVTEP). The program recognized three arterials, East H Street, Olympic Parkway and
Telegraph Canyon Road that were the most critical in providing traffic capacity for eastern Chula
Vista. This is still the case and where originally Telegraph Canyon Road was the most critical
corridor, it is now Olympic Parkway. The ECVTEP report recommended six transportation
projects that were needed in order to accommodate all of the planned growth east of I-805.
The six ECVTEP projects listed were:
1. Widen westbound approach at East H Street from east of Hidden Vista Drive onto I-805
from 3-lanes to 4-lanes.
2. Widen westbound approach at Telegraph Canyon Road from Canyon Plaza to I-805 from
3-lanes to 4-lanes.
3. Extend San Miguel Ranch Road west of SR-125 to Proctor Valley Road as a 4-lane
roadway.
4. Construct State Route-125.
5. Widen the bridge deck and provide half-interchange at East Palomar Street.
6. Construct Heritage Road extension from Olympic Parkway to Main Street.
The first four projects have been completed and ECVTEP Project # 5 completed the
environmental phase in June 2011 and is currently in the design phase. Construction on
ECVTEP Project # 5, the I-805/East Palomar Street half-interchange Direct Access Ramp
project, is expected to begin in mid-2012 and be completed by late 2014 (Attachment # 3).
ECVTEP Project # 6, the approximately 1.8-mile long southerly extension of Heritage Road
from Olympic Parkway to Main Street was not constructed with the ECVTEP program due to
available traffic capacity on the other eastern territories arterial system. However, there is a
portion of Heritage Road from Olympic Parkway to Santa Victoria Street, which is about
halfway to Main Street that has since only been rough graded. Thus, the LLG traffic report was
to provide short term and long-term recommendations in order to determine if and when Heritage
Road needed to be extended south of Olympic Parkway to Main Street. Coincidently, the
Transportation Development Impact Fee (TDIF) program shows TDIF Project # 57 as Heritage
Road from Olympic Parkway to Main Street as a new 6-lane prime arterial roadway at an
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estimated cost of $20.6 million (Year 2005 dollars)(Attachment # 4). Table 8-1, which is on the
last page of the LLG report lists all of the proposed improvements needed in order to maintain
acceptable levels of service in the eastern territories.
From a regional perspective, it is necessary to also know travel times and levels of service for the
motoring public for various purposes, including traffic management. The freeway system has a
combination of detection systems that relay travel speed information to the Caltrans Traffic
Management Center in Kearny Mesa. The San Diego Association of Governments (SANDAG)
also utilizes this information to assist travelers. The City of Chula Vista uses this information to
help plan needed local and regional improvements.
In late 2008, SANDAG approached the Cities of Chula Vista and San Diego because there was a
need to collect travel times on regionally significant arterial roadways. SANDAG was offering
both cities new technology that could provide travel speed data, but more importantly, traffic
count data and level of service data based on the same Highway Capacity Manual system the
City of Chula Vista was using.
This vehicle detection system is a wireless arterial travel time system produced by Sensys
Networks of Berkeley California. SANDAG and the City of Chula Vista partnered with each
other and the system was installed at 9-intersections on Telegraph Canyon Road from Canyon
Plaza then east to the Otay Lakes Road/Rutgers Avenue traffic signal. Due to project budget
constraints, only one lane in each direction, was outfitted with the detectors. The remaining four
lanes will be supplied with the detectors if Council adopts this resolution. Thus on two of the six
Telegraph Canyon Road lanes, traffic data is being collected 24-hours a day, 7-days a week, 365
days a year. The City has been using the system on the eastbound and westbound lanes closest
to the median only (# 1 lanes). Four other lanes (# 2 & # 3 lanes) plus the bicycle lanes still need
to be equipped with the detectors. The system has been operational on Telegraph Canyon Road
since November 2008 with no issues.
A presentation on this system was made to the GMOC with an explanation that city staff could
continuously monitor the most significant arterials in real time without the need to be out in the
field physically collecting data. Today, with the current TMP equipped vehicle, city staff can
only provide data during the three 2-hour peak periods of the day (morning, mid-day and
evening). In addition, the data collected with the current system is only a "snapshot" picture of
the level of service because we only know the level of service on those days and times that we
were actually driving the arterial collecting travel time data. With the proposed detection
system, instead of city staff driving a vehicle for hours on end and only for a couple of days per
year and collecting data solely from our single vehicle, every vehicle that drives over the in-
pavement detectors would be providing real-time data. With the technological advances
available, we would like to implement the system on the three most critical locations in Chula
Vista. By providing continuous traffic data at these key arterials, the City and the developers can
better confirm and schedule needed improvements, provide better use of staff time and maximize
the use of transportation system funds. In the future, we may consider some of our busiest
western Chula Vista comdors like Broadway, L Street or in the vicinity of the Light Rail Trolley
Stations at E Street, H Street and Palomaz Street.
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In the Capital Improvement Program for FY 11/12, there is a budgeted project TF-379 "Traffic
Management Center -Traffic Monitoring System" that has been funded with TDIF funds
specifically to monitor traffic (Attachment # 5). This project, Traffic Management Center, is a
part of TDIF Project # 65 in the TDIF program (Attachment # 6). Also attached is a schematic
of the proposed wireless detection system equipment for reference. This project is recommended
as the first priority project in the LLG Capacity report because with the detector system, the
levels of service will be validated continuously, thus the city will know exactly how much traffic
capacity exists on the three eastern Chula Vista arterial corridors.
Due to the unique nature of the equipment needed and the previous successful utilization of the
system throughout the city with no issues, city staff would like to sole source the detection
equipment, support and installation. The manufacturer was contacted and his vendor for the
Southern California area was told to provide a listing of the necessary equipment to Finish the
partial installation on Telegraph Canyon Road and Otay Lakes Road and also to provide quotes
for the installation of "turnkey" complete systems on the Olympic Parkway corridor from
Oleander Avenue to Heritage Road and a similar system for the East H Street comdor from
Hidden Vista Drive to Paseo Del Rey. The vendor also sought out three quotes from qualified
contractors familiar with the installation of this equipment but only two quotes were received.
The two (2) quotes to perform the installation work are as follows:
CONTRACTOR BID AMOUNT
MSL Electric Inc. Anaheim, CA $ 85,948.00
Southland Electric Inc. -San Diego, CA $ 169,286.64
Republic ITS - El Cajon, CA Non-Responsive
The low quote by MSL Electric Inc., of Anaheim is $85,948.00 is $83,338.64 (49.23%) below
the quote from Southland Electric Inc. of $169,286.64.
The equipment cost from the vendor Phoenix Highway Products of Phoenix, Arizona totals
$256,701.05. SensysNetworks software licensing, data hosting, 5-year hardware warranty,
technical layout configuration and field installation support during and after installation and final
installation "As-built" report total $80,260.00. City staff has reviewed the quotes from the team
of Phoenix Highway Products Inc., SensysNetworks and MSL Electric Ina (Attachment # 7).
The Engineer's estimate was based on estimates prepared during the development of the FYl 1/12
Capital Improvement Program. Staff verified the references provided by the contractor and their
work record has been satisfactory. After reviewing all of the quotes, staff recommends
purchasing the equipment from Phoenix Highway Products Inc., installation support, data
services and warranty from SensysNetworks and awarding an installation contract to MSL
Electric, Inc. of Anaheim, California. Traffic Control will be provided as a separate minor
contract through the City of Chula Vista with project funds. System installation is expected to
take several weeks to install with minimal disruptions to traffic.
Approval of the proposed resolution will award the equipment contract to Phoenix Highway
Products Inc., equipment installation support, data services and warranty to SensysNetworks and
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the installation contract to MSL Electric, Inc. and will authorize the Director of Public Works to
expend all available project funds and increase the value of the contract, as necessary, due to
circumstances that could not have been anticipated prior to installation or special conditions that
might arise during construction.
Disclosure Statement
Attached is a copy of the Contractor's Disclosure Statements (Attachment # 8).
Waee Statement
The contractors on this project are not required to pay prevailing wages to persons employed by
them for the work performed under this project. No special minority or women-owned business
requirements are necessary.
DECISION MAKER CONFLICT
Staff has reviewed the property holdings of the City Council and has found no property holdings
within 500 feet of the boundazies of the properties, which are the subject of this action.
CURRENT YEAR FISCAL IMPACT
A breakdown of the project construction costs is as follows:
FUNDS REQUIRED FOR CONSTRUCTION
Equipment Contract Amount -Phoenix Highway Products Inc. $ 256,701.05
Equipment Installation support, warranty, data services - Sensys $ 80,260.00
Networks
Installation Contract Amount -MSL Electric Inc. $ 85,948.00
Traffic Control Contractor $ 10,400.00
Construction Contingencies $ 5,000.00
Construction Staff Cost (Inspection, Traffic Control) $ 6,690.95
Cit staff contract administration $ 5,000.00
TOTAL FUNDS REQUIRED FOR CONSTRUCTION $ 450,000.00
There are sufficient funds in the Capital Improvement Program (CIP) Project No. TF-379,
"Traffic Management Center -Traffic Monitoring System."
ONGOING FISCAL IMPACT
There will be minimal ongoing costs to the City, as the traffic monitoring system detectors aze
expected to last an average of 10 years and their replacement cost of approximately $400 each is
comparable to the inductive wired traffic signal loop detectors. Typical replacement costs are
paid for out of Gas Tax and TransNet.
ATTACHMENTS
1. Resolution 2011-059 dated April 7, 2011
2. LLG Olympic Parkway Capacity Enhancement Analysis Report (TF356) dated July 21,
2011 (Technical Appendices on file in the Engineering Department.)
3. Interstate-805 South Project Fact Sheet dated February 2011
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4. TDIF Facility # 57: Heritage Road New 6 Lane Prime Arterial from Olympic Parkway to
Main Street
5. CII' Detail Project Description Report TF-379 Traffic Monitoring Center -Traffic
Management System
6. TDIF facility # 65: Traffic Management Center
7. Quotations: Phoenix Highway Products Inc. 7/12/11, SensysNetworks 7/21/11 and MSL
Electric Inc.7/12/11.
8. Contractor Disclosure Statements (Phoenix Highway Products, SensysNetworks, MSL
Electric Inc.)
Prepared 6y. Francisco X Rivera, Principal Civil Engineer, Pablic Works-Engineering
J'\Engineer\AGENDA\CAS2011\08-02-11\TF379 Traffic Monitoring System Arterials DetectionFINAL.doc
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ATTFNCHM~(T ~
RESOLUTION NO. 201 ] -059
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
CHULA VISTA ACCEPTING THE 2011 GMOC ANNUAL
REPORT, AND DIRECTING THE CITY MANAGER TO
UNDERTAKE ACTIONS NECESSARY TO IMPLEMENT
REPORT RECOMMENDATIONS AS PRESENTED IN THE
STAFF RESPONSES AND PROPOSED IMPLEMENTING
ACTIONS SUMMARY
WHEREAS, the City's Growth Management Oversight Commission (GMOC) is
responsible for monitoring threshold standazds for eleven quality of life indicators associated
with the City's Growth Management Program, and for submitting their annual report to the City
Council;-and
WHEREAS, the Development Services Director has detemtined that there is no
possibility that the activity may have a significant effect on the environment; therefore, pursuant
to Section 15061(b){3) of the State CEQA Guidelines, no environmental review is required; and
WHEREAS, on March 17, 2011, the GMOC finalized its 2011 Annual Report; and
WHEREAS, the report covers the period from July 1, 2009 through June 30, 2010,
identifies current issues in the second half of 2010 and early 2071, and assesses threshold
compliance concerns over the next five years; and
WHEREAS, on April 7, 2011, the City Council held a duly noticed joint public hearing
with the Planning Commission to consider the 2011 GMOC Annual Report; and
WHEREAS, the Planning Commission, upon considering the Report, recommended that
the City Council accept the Report.
NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Chula
Vista accepts the 2011 GMOC Annual Report.
BE IT FURTHER RESOLVED that the City Council directs the City Manager to
undertake actions necessary to carry out the implementing actions as presented in the Staff
Responses and Proposed Implementing Actions Summary (Exhibit A}, as amended.
Presented by
G Hal , P.E., AIC
Assistant C'ty Manager/
Development Services Director
Approved as to form by
- ~
~/~1Xr~~
en R. G ogins
Ci Att ey ~
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Resolution No. 2011-059
Page 2
PASSED, APPROVED and ADOPTED by the City Council of the City of Chula Vista,
California, this 7th day of Apri12011, by the following vote:
AYES: Councilmembers: Aguilar, Bensoussan, Castaneda and Cox
NAYES: Councilmembers: None
ABSENT: Councilmembers: Ramirez
Cheryl Cox, D ayo
ATTEST:
Dhh~ ~
Donna R. Norris, MC, City Clerk
STATE OF CALIFORNIA
COUNTY OF SAN DIEGO
CITY OF CHULA VISTA
I, Donna R. Norris, City Clerk of the City of Chula Vista, California, do hereby certify that the
foregoing Resolution No. 2010-059 was duly passed, approved, and adopted by the City Council
at a regular meeting of the Chula V ista City Council held on the 7th of April, 2011.
Executed this 7th day of April, 2011
Donna R. Noms, CMC, City Clerk
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2011 GROWTH MANAGEMENT OVERSIGHT COMMISSION (GMOC)
RECOMMENDATIONS /IMPLEMENTING ACTIONS SUMMARY
STAFF RESPONSES 8~
GMOC RECOMMENDATIONS PROPOSED IMPLEMENTING ACTIONS
1. Libraries 1. Libraries
3.1.1 That City Council adopt a Library Facilities Master Plan that 3.1.1 The Library is in the final stages of completing a
Library Facilitf@s Master Plan that provides interim and
provides interim and long-term solutions to bringing the long-term solutions to bringing the library system Into
library system into conformance. conformance. The plan is expected to be brought to
Ci Council in Ma 2011.
2. Police 2. Police
3.2.1 That City Council direct the Police Department to gather and 3.2.1 The Police Department has been gathering the
torical and statistical information
hi
provide the GMOC with historical, statistical and any other
information regarding the Priority II threshold
essa s
necessary
regarding both Priority I and Priority II threshold times,
ll
ry
nec
standard in time to support the GMOC's review of the including survey data for the San Diego region as we
as approximately 30 similar jurisdictions nation-wide,
standard in its top-to-bottom review. in anticipatfoh of the GMOC's top-to-bottom review.
The Police Department looks forward to continuing to
work with the t;`MOC in assuring that there are
appropriate quality of life standards for police
res onses to the communit .
3. Traffic 3. Traffic
3.3.1 That City Council direct city engineers to Implement 3.3.1 The Public Works Department concurs with the GMOC
commendation; recommendation is accepted. The
proposed short-term solutions to the out-of-compliance
thbound segment of Heritage Road approaching re
department will continue to make signal-timing
sou changes at Heritage RoadlOlymplc Parkway. in
Olympic Parkway. addition, additional short-term and long-term solutions
are being pursued. First phase short-iemt solutions
are underway while improvements will be included in
FY11/12 Capital Improvement Program.
3.3.2A. That City Council direct city engineers to move in a timely 3.3.2A. The City has hired a traffic engineering consultant to
conduct a traffic sensitivity assessment on current
manner to establish development phasing scenarios
onstruction timin for connectin traffic conditions and will use this information for
indicatin necessa c
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2011 GROWTH MANAGE117ENT OVERSIGHT COMMISSION (GMOC)
RECOMMENDATIONS /IMPLEMENTING ACTIONS SUMMARY
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STAFF RESPONSES 8~
GMOC RECOMMENDATIONS PROPOSED IIIAPLEMENTING ACTIONS
Heritage Road to Mafn Street. Environmental Impact Reports and Public Facilities
Financing Plahs being developed for pending projects
In eastern Chula Vista. Other short-term improvements,
Including signal timing and roadway improvements,
will be proposed in the FY11112 CIP program. Long-
term solutions for the construction of Heritage Road
between Olymi#iC Fjarkway and Main Street are also
being evaluated, and will be Implemented as quickly as
possible.
B. That City Council, in cooperation with other agencies, B. In spite of the bankruptcy filing for the State Route 125
implement strategies to increase usage of SR-125. Toll Road, the City has been actively participating in all
toll road matters and will continue to do so.
4. Fiscal 4. Fiscal
3.4.1 That, within 90 days .of the date of this report, the City 3.4.1 Staff recommentls. that a new approval process for the
Council agendize for a Council meeting action to decide construction of PFDIF facilities be Implemented. This
whether or not to adopt a PFDIF prioritization policy or process would require that PFDIF capital projects be
other appropriate mechanism for construction or delivery brought forward to Council for authorization to proceed
of the remaining facilities in the PFDIF fund. prior to significant expenditure of project funds (project
design, land 8equisition, etc.). At that time, a list of
other PFDIF eligible projects would be presented to
Council, along with StafTs justification for moving
forward with th8 proposed project, and the extent to
which arQlect imoiementation will affect the delivery of
other PFDIF faoillties and anv related affects to strowth
man ement threshold co i nce. .
5. Fire & EmeraencV Medical Services 5. Fire & EmeraehcV Medical Services
3.5.1 That City Council direct the Fire Department to pursue
t
i
i 3.5.7 As part of the City's Fiscal Health Plan, staff is
main}erance/replacement criteria and
reviewin
ng equ
pmen
maintenancelreplacement strategies for ag g
that will ensure that the threshold standard will continue to funding strategie§ for aging equipment for all City
be met. functions. An U dated re lacement olic and fundin
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2011 GROWTH MANAGEMENT OVERSIGHT COMMISSION (GMOC)
RECOMMENDATIONS /IMPLEMENTING ACTIONS SUMMARY
STAFF RESPONSES &
GMOC RECOMMENDATIONS PROPOSE'=D IMPLEMENTING ACTIONS
recommendations will be brought torward for Council
consideration in FY 2011-12.
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Arran-+~rEnrr ~
TRAFFIC ANALYSIS
OLYMPIC PARKWAY
CAPACITY ENHANCEMENT ANALYSIS
City of Chula Vista, California
July 21, 2011
Prepared for:
City of Chula Vista
276 Fourth Avenue
Chula Vista, California 91910
LLG Ref. 3-11-2031
Prepared hy: Under the Supervision of.'
Linscott taw &
Narasimha Prasad John Boarman, P. E. Greenspan, Engineers
Senior Transportation Engineer Principal a54zRaitnerstreet
Suite 100
San Diego, CA 92111
658.300.8800 t
858.300.8810 F
wm~w.llgeng ineers. corn
6-13
TABLE OF CONTENTS
SECTION PAGE
List of Figures ...................................................................................................................................... ii
List of Tables ....................................................................................................................................... ii
1.0 Introduction /Description ......................................................................................................... 1
2.0 Analysis Methodology ................................................................................................................ 3
3.0 Existing Conditions .................................................................................................................... 4
4.0 Existing Arterial Speed and LOS ............................................................................................. 6
5.0 Distribution of Future Eastern Chula Vista Traffic ............................................................... 7
6.0 Number of Units That can be Built Before Operations on Olympic Parkway Deteriorate
to Beyond LOS D ................................................................................................................................ 9
6.1 Determining Remaining Available Capacity ...................................................................... 9
6.2 Available Capacity In Terms of Dwelling Units ................................................................ 9
7.0 Potential Improvements to Enhance the Capacity of Olympic Parkway ........................... 11
7.1 Improvements to Olympic Parkway ................................................................................. 11
7.2 Network Improvements .................................•--.........----................................................... 11
7.3 Additional Capacity Gained with Each Improvement ...................................................... 11
7.3.1 Add Traffic Signal Loops for EB / WB Olympic Parkway at I-805 .................... 11
7.3.2 Wireless Detectors on Olympic Pazkway ............................................................. 12
7.3.3 Retiming and/or Providing anEast /West Split Phase on Olympic Pazkway at
Brandywine Avenue .............................................................................................. 13
7.3.4 Provide Dual WB Left-Turn Lanes on Olympic Parkway at Brandywine Avenu e
............................................................................................................................... 13
7.3.5 Increase Existing Storage in the Single WB Left-Turn Lane on Olympic Pazkway
at Brandywine Avenue .......................................................................................... 14
7.3.6 I-805 / E. Palomar Street DAR South Bay BRT / TDM ....................................... 15
7.3.7 Heritage Road Extension from Olympic Parkway to Main Street ........................ 17
7.3.8 Main Street Extension from Heritage Road to La Media Road (no Heritage Roa d
extension to Main Street) ...................................................................................... 17
7.3.9 Disposition of SR 125 as a Toll Facility ............................................................... 17
8.0 Conclusions ...............................................................................................................................19
LNSCOrr, L4W & GaFEtr$anN, engineers
LLG Ref 3-11-2031
Olympic Pazkway Capacity Enhancement Malysis
N `2031~RePOrz\TIA?OJ Llul. ?el LGOe
6-14
APPENDICES
APPENDIX
A. Olympic Parkway Volume & Speed Observations and historical Speed and LOS data
B. Residential Permits Issued /Occupied in Eastern Chula Vista as of Apri14, 2011
C. Year 2015 No Build and Build Arterial Volumes table, I-805 Managed Lanes South Project
D. SANDAG Yeaz 2015 Models Without and With Heritage Road Extension from Olympic
Parkway to Main Street
LIST OF FIGURES
SECTION-FIGURE # PAGE
Figure 1-1 Project Area Map ............................................................................................................... 2
Figure 5-1 Distribution of Future Eastern Chula Vista Traffic -Existing Network ........................... 8
Figure 7-1 Olympic Parkway / Brandywine Avenue Intersection Geometry -Existing /Alternatives
................................................................................................................................................... 18
LIST OF TABLES
SECTION-TABLE # PAGE
Table 3-1 Roadway LOS Thresholds for Class I Roadways
5
Table 4-1 Summary of AM Peak Hour (7:00 AM to 8:00 AM) Volumes and Speed Data - WB
Olympic Parkway .....................•---........................................................................................ 6
Table 7-1 Olympic Parkway / Brandywine Avenue Intersection Analysis ........................................ 14
Table 7-2 Olympic Parkway TMP Dwelling Unit Thresholds for Various Improvements ................ 15
Table 7-3 Year 2015 ADT Volumes Olympic Parkway for Vazious Scenarios ................................ 16
Table 8-1 Olympic Parkway TMP Dwelling Unit Thresholds for Various Improvements ................ 20
LwscoTr, Lnw & GREENSPAN, engineers LLG Ref. 3-11-2031
i I Olympic Pazkway Capacity Enhancement Malysis
6-15
TRAFFIC IMPACT ANALYSIS
OLYMPIC PARKWAY
CAPACITY ENHANCEMENT ANALYSIS
City of Chula Vista, California
July 21, 2011
1.0 INTRODUCTION 1 DESCRIPTION
The goal of the Olympic Parkway Capacity Enhancement Analysis is twofold. The first is to
determine the amount of traffic (and corresponding dwelling units) which can be added to Olympic
Parkway before this roadway "fails" based on City Traffic Monitoring Program (TMP) standards.
The City does not allow more than 2.0 hours of LOS D on select collectors and arterials and
Olympic Parkway is one of the arterials in the TMP. The second is to determine the amount of
additional dwelling units which could be accommodated if individual capacity enhancements are
made. This study is part of a new program to monitor new developments in the Eastern Territories
with respect to the existing available capacity on Olympic Parkway east of I-805 in the City of Chula
Vista.
The daily volume on Olympic Parkway between I-805 and Oleander Avenue was 51,877 in 2007
before SR 125 opened to traffic. In November 2007, the SR 125 Toll Road opened to traffic In
2008, the same Olympic Parkway segment saw a reduction in volume to 46,950, a decrease of
almost 10%. Recent counts in 2010 show that the volume is now higher than the pre SR 125
volumes at 53,931.
The analysis focuses on the segment of westbound Olympic Parkway between Heritage Road and
Oleander Avenue during the AM peak hour since past studies have indicated that this specific
roadway segment would be the first to fall below City Growth Management Traffic threshold
standards as traffic volumes increase over time.
Figure 1-1 depicts the project area.
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Project Area Map
OLYMPIC PARKWAYSHORT-TERM CAPAGTY ENHANCEMENT ANALYSIS
2.0 ANALYSIS METHODOLOGY
The existing traffic volumes on Olympic Parkway correspond to the number of occupied residential
units as of April 4, 2011. This study covers afour-yeaz study horizon. The following methodology
was used to determine the remaining capacity on Olympic Pazkway:
1. Existing segment traffic volumes were recorded on westbound (WB) Olympic Parkway
between Oleander Avenue and Heritage Road
2. The corresponding Travel times were recorded on WB Olympic Parkway during the AM
peak hour and the respective average travel speeds were calculated.
3. The roadway level of service was determined based on the recorded (arterial) speed,
based on the Highway Capacity Manual (HCM) Chapter 15.0 procedures. The City's
Growth Management Program's Traffic Monitoring Program follows these procedures.
The thresholds to determine the levels of service for Class I Roadways are shown in
Table 3-1 (Exhibit 15-2, Urban Street LOS by Class, Chapter 15, Highway Capacity
Manual, 2000).
4. The speed and corresponding directional volumes were plotted on a graph and a fitted
curve equation was derived.
5. The distribution of traffic on Olympic Parkway, associated with the remaining units in all
the major development projects in Eastern Chula Vista was estimated based on the
location of these future dwelling units.
6. The additional number of trips that could be added to WB Olympic Parkway was
determined by substituting the speed of 21.0 mph (corresponding to a level of service
beyond D), in the fitted curve equation derived in #4 above.
The additional number of dwelling units that can be built before the speed deteriorates to
beyond LOS D was determined.
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3.0 EXISTING CONDITIONS
The subject segment of Olympic Parkway between Heritage Road and Oleander Avenue is a 6-Lane
Prime Arterial with araised /landscaped median. Three lanes aze provided in either direction. At
the I-805 NB Ramps, the #2 WB lane is a shared through /right lane and the #3 WB lane turns into
an exclusive right-turn lane, trapping traffic to the NB on-ramp. Photos 1, 2 and 3 depict sections of
Olympic Parkway between I-805 NB Ramps and Oleander Avenue, between Oleander Avenue and
Brandywine Avenue and east of Brandywine Avenue, respectively.
PHOT01
PHOTO 2
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4 Olympic Pazkway Capacity Enhancement Analysis
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OLYMPIC PARKWAY BETWEEN I.BO$ NB RAMPS AND OLEANDER AVENUE
OLYMPIC PARKWAY WEST OF BRANDYWINE AVENUE INTERSECTION
PHOTO 3
OLYMPIC PARKWAY EAST OF BRANDYWINE AVENUE
Level of service is determined by the roadway speeds, based on the LOS thresholds from
Exhibit 15-2, Urban Street LOS by Class, Highway Capacity Manual (HCM), 2000, Transportation
Research Board. The speed limit is 45 mph and parking is not permitted. Based on HCM criteria,
Olympic Parkway is classified as a Class I Roadway. The City of Chula Vista utilizes the HCM
criteria for its arterial threshold standards.
Peak hour turning movement volume counts were conducted by the City of Chula Vista at the
Olympic Parkway / Brandywine Avenue intersection on two days, Tuesday, February 8~' and
Wednesday, February 9~', 2011. Simultaneously, multiple travel speed observations were also made
using the "floating car method" on those days between Heritage Road and Oleander Avenue. The
corresponding levels of Service (LOS) were determined based on the thresholds in Table 3-I.
Appendix A contains the volume and speed observations.
TABLE 3-1
ROADWAY LOS THRESHOLDS FOR CLASS I ROADWAYS
Average Travet Speed LOS
> 42 A
> 34 B
> 27 C
>21 D
>16 E
<16 F
Source: Exlribit 13-2, Urban Street LOS by Class, Highway Capacity Manual, 2000, Transportation Reseazch Boazd.
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4.0 EXISTING ARTERIAL SPEED AND LOS
Table 4-1 summarizes the peak hour volumes, the corresponding speeds, and Levels of Service on
WB Olympic Parkway, during the AM period. As seen in Table 4-1, the levels of service in the AM
peak hour currently range between LOS B and E. In October and November 2010, speeds of less
than 20 mph corresponding to LOS E were observed during the 7:00 AM to 8:00 AM peak hour.
The volume and speed values in Table 4-1 were plotted on a chart and a fitted curve equation was
derived. Chart 1 depicts the fitted curve and equation. The fitted equation is:
y = - 13.42 Ln (x) + 132.58.
The historical speed and LOS data aze included in Appendix A
TABLE 41
SUMMARY OF AM PEAK HOUR (7:00 AM TO B:OO AM ~ VOLUMES AND SPEED DATA - WB OLYMPIC PARKWAY
Date /Year Volume Speed in MPH LOS'
April-2008 2,137 35.0 g
Oct/ Nov-2010 2,175 19.9 E
February 8, 2011 2,393 30.3 C
February 9, 2011 3,683 n 22.4 D
February 10, 2011 2,066 32.3 C
Source: All speed and volume data was obtained from the City except the speed observations on WB Olympic Parkway during February 2011.
Footnotes:
a Level of service of Class I roadways based on the thresholds in Table 3-1.
b. This volume is much higher than dre corresponding volumes on February S and Febnrary l0 and appears [o be an outlier. However, the
cortesponding speed appears to be acceptable. This was included as a data point in the regression equation since it makes the capacity
estimate more conservative.
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Chart 1
Speed vs Volume - WB Olympic Parkway
March 2011
aa.o
1,500 2,000 2,500 3,000 3,500 4,000
Hourly Directional Traffic Volume
5.0 DISTRIBUTION OF FUTURE EASTERN CHULA VISTA TRAFFIC
The number of residential permits issued /occupied as of April 4, 2011 was obtained from the City
of Chula Vista (Appendix B). Based on the number and locations of the future dwelling units, the
roadway network, employment centers, schools and shopping, the distribution of trips to and from
the major development projects in Eastern Chula Vista was estimated as shown in Figure 5-1.
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N
W
Distribution of Future Eastern Chula Vista Traffic - Existing Network
OLYMPIC PARKWAY SHORT-TERM CAPACITY ENHANCEMENT ANALYSIS
REV. 6/10/R011 1 1
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6.0 NUMBER OF UNITS THAT CAN BE BUILT BEFORE OPERATIONS ON OLYMPIC
PARKWAY DETERIORATE TO BEYOND LOS D
6.1 Determining Remaining Available Capacity
The segment LOS goes beyond LOS D at a speed of 21.0 mph (Table 3-1). The maximum recorded
existing AM peak hour volume on WB Olympic Parkway between Heritage Road and Oleander
Avenue is 3,683 vehicles per hour (vph) on February 9, 2011. The roadway level of service
deteriorates from LOS D to LOS E at 21.0 mph. Therefore, substituting 21 mph for "y" in the fitted
curve equation (y = - 13.42 In(x) + 132.58), the value of "x" or the corresponding volume for a
speed of 21.0 mph is 4,082 vph. Therefore with an increase in volume of up to 399 vph (4,082 -
3,683), LOS D will be maintained on westbound Olympic Parkway. This remaining capacity of 399
trips corresponds to 2,463 residential units as shown in the following section.
6.2 Available Capacity In Terms of Dwelling Units
Number of units that can be built before operations on Olympic Parkway deteriorate to beyond LOS
D is determined as follows:
The existing ADT and the peak hour volumes on WB Olympic Parkway approaching Oleander
Avenue are known (Appendix A). The peak hour factor (K) and directional factor (D) are first
calculated:
K = Peak hour volume = 4 123 = 16.6%
ADT volume 24,807
D =Peak directional Volume = 22~ = 51.8%
Total Peak Hour Volume 4,123
A formula was developed to convert additional traffic volumes into. equivalent dwelling units. In
other words, assumptions are made as to how much WB AM peak hour traffic one dwelling unit in
Eastern Chula Vista generates. The following assumptions were made using the April 2002
SANDAG Traffic Generation Guide.
• Daily Trip Rate -The future residential developments in Eastern Chula Vista include
single and multi-family dwelling units. Single Family residential units are estimated to
generate 10 daily trips and multi-family residential units are estimated to generate 8 daily
trips. Since the future development includes both types of residential units, a hybrid rate
of 9 daily trips per unit is assumed.
• AM Peak Hour Trip Rate -Both single family and multi-family residential units are
estimated to generate 8% of the daily trips during the AM peak hour. Hence a peak hour
trip rate of 8% of the daily trips is assumed.
• Directional Distribution -Again, the future residential developments in Eastern Chula
Vista include single and multi-family dwelling units. During the AM peak hour, 70% of
the peak hour trips generated by Single Family residential units are estimated to be
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outbound (westbound on Olympic Parkway), whereas the corresponding figure is 80%
for multi-family residential units. Therefore, a hybrid rate of 75% of the peak hour trips
is assumed.
• Percentage of Future Eastern Chula Vista Residential Unit Traffic on Olympic Parkway
- The final key assumption which is necessary to convert traffic volumes into additional
dwelling units is the percentage of general eastern Chula Vista residences that utilize
westbound Olympic Parkway during the AM peak hour. Section 5.0 (Figure S-1) depicts
the percentage of future Eastern Chula Vista Residences which would use Olympic
Parkway is 30%.
• Using the above assumptions, it is calculated that one residence generates 0.162 AM peak
hour trips on westbound Olympic Parkway as shown below:
9 ADT
x 8% x 75% x 30% = 0.162 WB AM peak hour trips per dwelling unit on Olympic Parkway
1 Dwelling Unit
As seen in Section 6.1 above, the remaining capacity on westbound Olympic Parkway is 399 vph
during the AM peak hour. Therefore, without any additional improvements, 399/0.162 or 2,463
additional residential units can be built in Eastern Chula Vista.
The 2,463 dwelling units represent the additional demand that can be accommodated on WB
Olympic Parkway approaching I-805 as of April 4, 2011 when the data was collected for the fitted
curve equation. This is considered the baseline capacity for the study. All units issued after this date
shall be considered new demand and deducted from the baseline capacity.
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7.0 POTENTIAL IMPROVEMENTS TO ENHANCE THE CAPACITY OF OLYMPIC PARKWAY
The following nine improvements that could potentially increase the capacity of Olympic Parkway
were evaluated in this report. The first five are improvements to Olympic Parkway. The remaining
four are network improvements that would draw traffic away from Olympic Parkway, thus making
additional capacity available on Olympic Parkway.
7.1 Improvements to Olympic Parkway
1. Traffic Signal Loops for EB / WB Olympic Parkway at I-805
2. Wireless detectors on Olympic Parkway to constantly monitor volume and speed
3. Retiming and/or Providing east /west split phase on Olympic Parkway at Brandywine
Avenue
4. Dual WB Left-Turn Lanes on Olympic Parkway at Brandywine Avenue
5. Increasing the Existing Storage in the WB Left-Turn Lane on Olympic Parkway at
Brandywine Avenue
7.2 Network Improvements
6. I-805 E. Palomar Street Direct Access Ramps (DAR) Southbay Bus Rapid Transit (BRT)
/ Transportation Demand Management (TDM)
7. Heritage Road extension from Olympic Parkway to Main Street
8. Main Street extension from Heritage Road to La Media Road (no Heritage Road
extension to Main Street)
9. Future Disposition of SR 125 as a Toll facility
7.3 Additional Capacity Gained with Each Improvement
7.3.1 Add Traffic Signal Loops for EB /WB Olympic Parkway at 1-805
Improved data collection, analysis, and management for arterials promote a better understanding of
how traffic can be better managed across arterials and in conjunction with freeways. Past efforts to
re-time traffic signals depended heavily on manual data collection. The result was timing plans that
were soon out of date. Technology used today allows operators to re-time traffic signals more
frequently, and even adjust them to accommodate current traffic conditions. Newer technology that
collects traffic data also can help operators coordinate the timing of traffic signals on arterials with
the flow of traffic to and from freeways.
CALTRANS
Caltrans is currently in design on an I-805 improvement project to construct managed lanes and
ramps at East Palomar Street. Due to a need to widen and provide a new bridge profile, Caltrans
plans to demolish the E. Palomar Street Bridge in the summer of 2012 as part of the East Palomar
Street Direct Access Ramp (DAR) project. Amore detailed description of the East Palomar Street
DAR project is included in Paragraph 7.3.5.
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The I-805 /Olympic Parkway interchange and the Olympic Parkway Bridge over I-805 were rebuilt
approximately 5 years ago. Due to this reconstruction, video detection was installed on Olympic
Parkway. Advanced signal loops need to be installed as follows:
^ 2 loops in the WB through lane on Olympic Parkway approaching the NB ramps
• 2 loops in the WB through /right lane on Olympic Pazkway approaching the NB ramps
• No loops in the WB right-turn lane approaching the NB on-ramp
• 2 loops in the EB through lane on Olympic Parkway approaching the SB ramps
• 2 loops in the EB through /right lane on Olympic Parkway approaching the SB ramps
• No loops in the EB right-tum lane approaching the SB Ramps
Due to the need to install the loops and retime the Caltrans signals it is expected that these signal
loops will be installed this summer since the Caltrans permit has already been issued,
OTAY WATER DISTRICT
Demolishing the East Palomar Street Bridge will temporarily eliminate the 10" water pipeline,
leaving only one feed for the west side of I-805. In order to meet fire flow requirements, and to add
redundancy to the system, the Otay Water District plans to install a 12" pipeline on the Olympic
Parkway (E. Orange Avenue) bridge. This project is currently under design with construction
planned for Nov. 2011. The planned completion date is June 2012. The loops in the westbound
lanes on Olympic Parkway will be removed during this construction and replaced upon completion
of the pipeline work on the Olympic Parkway Bridge. This construction is likely to be done during
the end of 2011 and the beginning of 2012. Any loops that will be removed during this construction
will have to be replaced.
7.3.2 Wireless Detectors on Olympic Parkway
The City of Chula Vista has recently approved funding for a Capital Improvement Program project
that would install wireless vehicle detection systems during the Fiscal Year 2011/2012. This project
will install wireless vehicle detection systems on Olympic Parkway and in up to two other corridors
that when completed, will provide real-time 24-hour per day, 365 days-a-year level of service data.
This detection system will provide continuous traffic related data including volumes and speeds
instead of the "snapshot" data determined with the floating car method and will give a more accurate
representation of field conditions. Thus, seasonal peaks and other short-term impacts can be
identified and mitigated easier and sooner.
For this study, speed was recorded using the floating caz method and peak hour volume counts were
conducted manually / by tube counts over a period of three days that provides a "snapshot" of the
prevailing conditions (Table 4-1). As seen in Table 4-1, the manual data collected are few and less
reliable and this data was utilized to develop the equation that establishes a relationship between
speed and the corresponding volume. In the future, with the installation of the wireless detectors,
this information will be available throughout the year and several data points will be available to
refine the equation further. While this will not increase the roadway capacity, it will allow the City
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the freedom of verifying the capacity of Olympic Parkway in the office, anytime during the year
without making labor consuming field data observations that could result in less reliable data.
With the data obtained from this wireless detection system, the equation could be easily updated on a
daily basis or every year as needed up or down. City of Chula Vista Staff is working towards getting
the wireless systems installed in 2011 / 2012 because of the need to provide this data. It is
recommended that in order to be able to refine the equation, provide a snapshot for the TMP and get
real time data, the wireless detection systems should be installed during the summer of 2011.
7.3.3 Retiming and/or Providing an East /West Split Phase on Olympic Parkway at Brandywine
Avenue
The existing intersection geometry at the Olympic Parkway / Brandywine Avenue intersection is
shown in Figure 7-l. Currently there is a high volume of traffic in the westbound left-tum lane
during the AM peak hour. The storage length in this movement is currently 220 feet and the AM
peak hour 95~' percentile queue is nearly 400 feet. Field observations indicate that on occasion,
westbound traffic intending to turn lefr at Brandywine Avenue is not able to do so, because the
storage length is insufficient and this traffic is obstructed by traffic in the through lane. Therefore,
increasing the storage in this movement by 230 feet would improve the operations by allowing more
left-turning traffic to access the left-turn lane. Also, the longer left-tum pocket length reduces the
impact to the westbound through lanes.
As a result of this analysis, the signal may be retimed and possibly reconfigured. Retiming the
signal to provide additional green time in the left-turn movement or providing one left-turn lane and
one shared through left lane in the westbound approach will increase capacity in the lefr tum
movement but will require a split phase on Olympic Pazkway. The intersection is currently
calculated to operate at LOS D (Table 7-l ), but with an easUwest split phase, this intersection will
deteriorate to LOS F (Table 7-1 ). This modification will not provide additional capacity on
westbound Olympic Parkway and therefore, it is not recommended.
7.3.4 Provide Dual WB Left-Turn Lanes on Olympic Parkway at Brandywine Avenue
Another way to increase storage capacity in the westbound left-tum lane is to provide a second
exclusive left-turn lane at Brandywine Avenue. This alternative was also analyzed and the results of
this analysis are summarized in Table 7-1. This modification is estimated to reduce the delay at this
intersection by about 11.2 seconds.
The additional AM peak hour westbound through volume that could be added was determined in an
iterative process by increasing the through (eastbound and westbound) volumes incrementally, until
the level of service deteriorated to beyond LOS D. With this process it was determined that with the
addition of 290 westbound AM peak hour trips on WB Olympic Parkway,. this intersection is
calculated to deteriorate to LOS E. Therefore, 290 trips could be added to the existing westbound
Olympic Parkway during the AM peak hour with dual left-tum lanes added. This equates to
approximately 1,790 residential units (290/0.162).
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However, this improvement may not be feasible due to the current terrain and physical restrictions at
the northwest corner of this intersection, preventing the provision of a second WB left-turn lane and
an adequate WB transition. Additional right-of--way would be required to provide the dual WB left-
turn lanes on Olympic Parkway. Of importance to note is that the gain in capacity is temporary
since other network improvements and the SR 125 Toll sunset would offset the benefit of this
capacity. Therefore, this improvement is not recommended.
7.3.5 Increase Existing Storage in the Single WB Left-Turn Lane on Olympic. Parkway at Brandywine
Avenue
This improvement consists of increasing the storage capacity in the single left-turn lane at
Brandywine Avenue. The current storage length in the WB left-tum lane on Olympic Parkway is
220 feet. An additional 230 feet in storage for a total storage length of 450 feet was analyzed and
the results are summarized in Table 7-1. The improvement in the intersection operations and the
increase in capacity are not directly quantifiable, since increasing the storage in the left tum lane
does not directly relate to a decrease in the overall intersection delay. However, more traffic is able
to utilize the left-turn movement in each cycle since blocking of the single left turn lane by the queue
in the through lane is less likely with the doubling of the storage length.
The cycle length at this intersection is 120 seconds. Therefore, there are 30 cycles in each hour.
Assuming 4 additional vehicles are able to turn left in each cycle, this improvement will allow an
additional 120 westbound AM peak hour trips on Olympic Parkway (4 x 30). This capacity equates
to approximately 741 residential units (120/0.162).
The City of Chula Vista has an approved budget for this project in the Fiscal Year 2011 / 2012. It is
recommended that this project be implemented after the implementation of improvement 7:3.2.
TABLE 7.1
OLYMPIC PARKWAY I BRANDYWINE AVENUE INTERSECTION ANALYSIS
S
i Intersection
cenar
o
Delay
LOS
A. Existing 51.2 D
B. EB / WB Split Phasing second WB Left-Tum lane 170.7 F
C. Dual WB Lefr-Tum lanes 40.0 D
D. Increase the Storage length in the WB Lefr-Tum lane 51.2 D
Table 7-2 summarizes the number of dwelling units that can be added with each improvement before
WB Olympic Parkway deteriorates to worse than LOS D operations.
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TABLE 7-2
OLYMPIC PARKWAY TMP
DWELLING UNIT THRESHOLDS FOR VARIOUS IMPROVEMENTS
Description WB AM Number of
Peak Hour DU'
Capacity
A. Existing Available CapaciTy as of April 4, 2011 n
y = -13.42 Ln(x) + 132.58 399 2,463
Subtotal Available Existing Capacity 399 2,463
B. Olympic Parkway Improvements
1. Add traffic signal loops for EB / WB Olympic Pkwy at I-805 0 0
2. Wireless Detectors on Olympic Parkway 0 0
3. Retime and/or provide east /west split phase on Olympic Pkwy at Brandywine Ave 0 0
4. Dual Lefr-Tum @ the Olympic Pkwy / Brandywine Ave intersection 290 1,790
5. Increasing the storage in WB Lefr-Tum @ Olympic Pkwy / Brandywine Ave 120 741
C. Network Improvements
6. East Palomar St DAR and SBBRT / TDM 172 1,062
7. Heritage Rd Extension from Olympic Pkwy to Main Street 336 2,489
8. Main Street Extension from Heritage Road to La Media Road (no Heritage Road
extension to Main Street)
9. Future Disposition of SR 125 as a Toll facility ` TBD TBD
Footnotes:
a. The factor to convert capacity to Dwelling Units (DUs) is described in detail in Section 6.0.
b. `y" is the capacity corresponding to speed of 21.0 mph.
c. Due to the banlo-up[cy proceedings concurrent with this report, it has not yet been detemtined what will happen to SR 125 operating as a
Toll Road or reduced Toll Road or as a freeway. A decision in this regazd is expected this summer.
d. TBD - To be Determined.
7.3.6 1.805 / E. Palomar Street DAR South Bay BRT / TDM
The California Department of Transportation (Caltrans) proposes to construct the Interstate 805 (I-
805) Managed Lanes South Project (Managed Lanes project) through the cities of San Diego, Chula
Vista, and National City, and portions of the unincorporated County. The purpose of the project is to
provide a backbone of multi-modal transportation facilities for the I-805 South project area,
providing safe and efficient regional movement of people and goods through design year 2030.
Project objectives include:
Providing facilities to accommodate HOV and a Bus Rapid Transit (BRT) system
Improving transportation choices for users of the I-805 South corridor
Providing consistency with the 2030 San Diego Regional Transportation Plan (RTP)
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The Managed Lanes project will ultimately include the construction of four buffer-separated
Managed Lanes between East Palomar Street and SR 94, and two HOV/transit lanes between SR 94
and Landis Street, in the freeway median. Intermediate Access Points (IAPs) for vehicles to
enter/leave the Managed Lanes are proposed at various points within the Managed Lanes project
limits. The Managed Lanes project also includes an HOV/transit direct connector ramp to SR 15. Of
interest to this analysis, an additional proposed transit feature is anorth-facing Direct Access Ramp
(DAR) at the East Palomar Street overcrossing, a transit station on East Palomar Street adjacent to
the proposed DAR, and one park-and-ride lot near the proposed transit station. The closest access to
northbound I-805 is Olympic Parkway. Thus, it is expected that with the East Palomar Street DAR,
some traffic originating in the area bounded by the parallel streets such as Olympic Parkway and
Telegraph Canyon Road would divert to East Palomar Street, since a DAR is available for carpool
vehicles. The DAR also allows Single Occupancy Vehicle (SOV) access if they aze part of the
FasTrak system utilizing an electronic payment via a vehicle transponder.
Year 2015 build and no build traffic volumes are included in the I-805 Managed Lanes South
Project report (Appendix C~. Table 7-3 summarizes the traffic volumes on Olympic Pazkway
without and with the East Palomar Street DAR. The net reduction in ADT on Olympic Pazkway is
1,060. However, upon further review of the volumes in the I-805 Managed Lanes South Project
report, it is seen that the reduction of traffic on Telegraph Canyon Road and Olympic Parkway is a
net 2,040, whereas the increase in the traffic volume on East Palomar Street with the DAR is 4,970
or a difference of 2,930 ADT that is unaccounted for. Therefore, the assumed reduction in ADT on
Olympic Pazkway was modified to 2,000 for a more reasonable and even distribution.
The DAR project is expected to be completed by August 2014 and the South Bay Bus Rapid Transit
(SBBRT) is expected to be completed by December 2014.
Using the current K (16.6%) and D (51.8%) factors, the westbound AM peak hour traffic that can be
accommodated on Olympic Parkway is 172 vehicles (2000 x 16.6% x 51.8%). Thus, the number of
additional units that could be built with this network improvement is 1,062 residential units
(172/0.162).
TABLE 7.3
YEAR 2015 ADT VOLUMES
OLYMPIC PARKWAY FOR VARIOUS SCENARIOS
East Palomar S[reet DAR' Heritage Road "
Segment
Without DAR
With DAR
Without Extension
With Extension
I-805 NB Ramps to Oleander Ave 48,140 47,080 42,100 38,200
Foomores:
a. I-805 Managed Lanes South Project report, Appe~ix C.
b. Year 2015 SANDAG Model, Appendix D.
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7.3.7 Heritage Road Extension from Olympic Parkway to Main Street
Per the General Plan, City of Chula Vista Circulation Network includes the future extension of
Heritage Road as a six-lane Prime Arterial roadway from Olympic Parkway to Main Street. Yeaz
2015 SANDAG models without and with this extension were obtained from the City. Appendix D
contains relevant portions of these models. As seen in the models, the decrease in ADT on Olympic
Parkway due to this network connection is 3,900 ADT.
Using the current K (16.6%) and D (51.8%) factors on an ADT of 3,900 results in a peak hour
westbound volume that can be accommodated on Olympic Parkway (if volumes on Olympic
Parkway decrease by 3,900 ADT) of 336 vehicles (3900 x 16.6% x 51.8%). Thus, the number of
additional units that could be built with this network improvement is 2,489 residential units
(336/0.162).
7.3.8 Main Street Extension from Heritage Road to La Media Road (no Heritage Road extension to
Main Street)
This is a long-term circulation improvement and is beyond the scope of this study. Therefore this
improvement is not analyzed in this document. It may be analyzed at some future time when
additional land use data and project timing volume data is available.
7.3.9 Disposition of SR 125 as a Toll Facility
SANDAG is currently authorized to submit an offer to purchase the SR -125 Toll Road franchise.
As of the end of June 2011, no decision has yet been made by the court. Once the decision is made,
any assumption of the role of SR-125 continuing as a toll road with a new operator, or as a Toll
Road facility with a new pricing strategy, or as a freeway will need to be analyzed. A decision on
the disposition is expected this summer. No added traffic capacity due to the SR 125 has been
assumed with this report. Once the decision has been made, any additional traffic capacity available
will have to be analyzed separately. Thus, Table 7-2 shows "TBD" - To be Determined.
LMSCOTT, Law & GREENSPAN, engineers LLG Ref. 3-11-2031
~ 7 Olympic Pazkway Capacity Enhancement Malysis
N:QOi 1`.ReparNiG 1~311d.'_01 LAoc
6-32
w
w
EXIS TING WITH EAST/ WEST SPLIT
~
~
~ ~
WITH RIGHT- TURN OVERLAP WITH DUAL WESTBOUN D LEFT-TURN LANES
~ RTOL
~---
•--
~l~ ~ ~l~
-- J 1
NoaTN
NOT TO SCALE
NEV. 6/10/4011
N:~4U],~ENIUNF5~110400~ ~~,_,~ Figure 7-1
Olympic Parkway/Brandywine Avenue Intersection Geometry -Existing/Alternatives
OLYMPIC PARKWAY SHORT-TERM CAPACITY ENHANCEMENT ANALYSIS
8.0 CONCLUSIONS
Field observations indicate that currently, WB Olympic Parkway operates at LOS C during the AM
peak hour. Capacity exists for the addition of approximately 2,463 residential units before Olympic
Parkway would "fail" to beyond LOS D for 1 hour during the AM peak hour, under current
conditions. The 2,463 dwelling units represent the additional demand that can be accommodated on
WB Olympic Parkway approaching I-805 as of April 4, 2011 when the data was collected for the
fitted curve equation. This is considered the baseline capacity for the study. All units issued after
this date shall be considered new demand and deducted from the baseline capacity.
Two categories of improvements that could potentially increase the capacity on Olympic Parkway
were analyzed in this document. The first is a series of geometry /operations improvements on
Olympic Parkway. The second category includes network improvements consisting of completing
improvements such as the I-805 Managed lanes /DAR at E. Palomar Street, the Heritage Road
extension from Olympic Parkway to Main Street, the Main Street extension from Heritage Road to
La Media Road, etc. These would result in diversion of current traffic on Olympic Parkway to other
facilities, thus making capacity available on Olympic Pazkway.
The additional units that could be built with each of these improvements are summarized in
Table 8-1.
Each improvement listed in Table 8-1 was evaluated by the City and LLG staff based on the
reasonability, expense and ease of implementing these improvements. Based on these criteria, it was
decided whether the improvement is recommended, and if so, with what priority each of them should
be implemented.
The capacities added by the first two improvements are not quantifiable, but the combination of the
additional signal loops and wireless detectors would allow real-time continuous monitoring of traffic
level of service, thus providing a better validation for existing levels of service and consequently, a
more accurate ability to measure remaining capacity. However, there is improvement in the
intersection operations that should translate directly to an additional capacity. The extension of
Main Street to the east from Heritage Road is beyond the analysis time frame of this report but
should be analyzed at a future date. The ownership and / or operation of SR 125 aze currently being
decided in the bankruptcy court. The decision by the court will determine whether SR 125 will
continue as a toll facility, or have a reduced toll structure or operate as a freeway facility with no
toll, depending on whether SANDAG or a private /public partnership takes control of the facility.
As seen in Table 8-1, with the existing available and unutilized capacity (2,463 DU), the additional
capacity gained through changes to geometry (741 DU) and from operational improvements on
Olympic Parkway (3,551), an additional capacity equivalent to 6,755 dwelling units can be built,
while maintaining City of Chula Vista TMP standards of no more than 2 hours of LOS D operations
on Olympic Parkway. Future updates to this analysis are required periodically and recommended
once the first two improvements (loops and wireless detectors) are installed and the decision has
been finalized on the SR-125 Toll Road Franchise.
LWSCOTf, Uw & GaeeNSPnN, engineers 19 LLG Ref. 3-I 1-2031
Olympic Parkway Capacity Enhancement Analysis
rvrar i~x~o~eru.m ~.r~;, zoi iao~
6-34
TABLE 8.1
OLYMPIC PARKWAY TMP
DWELLING UNIT THRESHOLDS FOR VARIOUS IMPROVEMENTS
Description WB AM Number Recommended? Priority
Peak Hour of DU
Capacity
A. Capacity Currently Available as of Apri14, 2011
y = -13.42 Ln(x) + 132.58 399 2,463 NA NA
DUs due to Available Existing Capacity 399 2,463
B. Olympic Parkway Improvements
1. Add traffic signal loops for EB / WB Olympic Pazkway 0 0 Yes 2
at I-805
2. Wireless Detectors on Olympic Pazkway' 0 0 Yes 1
3. Retime and/or provide east /west split phase on 0 0 No None
Olympic Pazkway at Brandywine Avenue"
4. Dual Left-Tum @ the Olympic Pkwy / Brandywine 290 1,790 No None
Avenue Intersection
5. Increasing the storage in WB Left-Tum @ Olympic 120 741 Yes 3
Pazkway / Brandywine Avenue
DUs due to Recommended Olympic Parkway Improvements 120 741
C. Network Improvements
6. East Palomaz Street DAR and SBBRT / TDM 172 1,062 Yes 4
7. Heritage Road Extension from Olympic Pazkway to 336 2,489 Yes 5
Main Street
8. Main Street Extension from Heritage Road to La Media Yes 6
Road (no Heritage Road extension to Main Street)
9. Future Disposition of SR 125 as a Toll facility a a Yes 7
DUs due to Recommended Network Improvements 508 3,551
Total DUs due to (A, B and C) above 1,027 6,755
Foomo[es:
a. The capaciTy added by this improvement cannot be quantified since the improvement cannot be related to a specific increase in traffic. There
is a qualitative increase in operations due to additional green time (signal loops) or more responsive signal timings (wireless detectors).
b. The intersection operations will deteriorate with this modified geometry and hence no additional capacity is gained.
a This improvement is beyond the analysis time frame of this report and should be determined at a futwe date.
d. This issue is currently being decided in the banlauptcy courts. More definitive information will be available in the near future as to whether
SR 125 will:
(i) Continue to be remain a toll facility,
(ii) Have a reduced toll (revised pricing strategy); or
(iii) Operate as a freeway (nn toll).
LINSCOTT, law 8 Gae~usans, engincers 20 LLG Ref. 3-I1-2031
Olympic Parkway Capacity Enhancement Analysis
~E~209112uyo.;.Pt{ J031 ]iJY'CI Ld:.c.
6-35
ATTACN'r 3
February 2011
Interstate 805
South Project
FACT SHEET
o ~ ~ I
THE PROJECT AT A GLANCE
The Interstate 805 South Project is part of the larger I-805 Corridor
Projects. The I-805 South Project area is 11 miles between Palo-
Creates an integral part of a mar Street and the I-805/SR-15 interchange. The project includes
modern, new transportation the addition of express lanes within the I-805 median. The project
system that will meet the will cost an estimated $1.3 billion to complete. Funding is expected
future needs of travelers in to be a combination of federal, state and local programs, including
our region. TransNet dollars.
Provides expanded trans- THE IMPROVEMENTS
portation choices, such as Proposed improvements include express lanes that will be free for
HOV lanes and a new bus high occupancy vehicles (HOV), buses and motorcycles; and avail-
rapid transit system. able to single occupant vehicles far a fee. A bus rapid transit
system will also operate on the express lanes. The project will
Helps support the economic include features that will conveniently connect members of the
viability of the region and community to the express lanes, including a Direct Access Ramp,
improve the quality of life intermediate access points, HOV direct connectors, in-line transit
by safely moving more stations and park-and-ride locations. Sound walls and retaining
people and products. walls will be constructed and bridge improvements will be made at
various locations along the freeway to help maintain the quality of
life for neighboring communities.
Project Manager
Ramon Martinez at
(619)688-2516
or e-mail at
Ramon.Martinez@dot.ca.gov
www. keepsandiegomoving. com
Department of Transportation
4050 Taylor Street
San Diego, CA 921 10
Ph: (619) 688-6670
Fax: (619) 688-3695
www.dot.ca.gov/dish 1
~i.
rm~
MILESTONES
Public outreach efforts are underway with public meetings sched-
uled in September 2010 and the environmental studies expected to
be complete in mid 2011. Construction is expected to begin in
2012.
Artist rendering of completed
6-36
2 Specialltems
Habitat mitigation
TOTAL HARD COSTS
(Source - Hunsaker & Associates)
SOFT COSTS
Contingency (15%)
Design (12%)
Inspection/Administration (6%)
Developer Administration (1.75%)
City Project Administration (2%)
TOTAL SOFT COSTS
PROJECT COST
ATTAC{-iAAENT
$ 14,100,000
$ 1,000,000
$ 1,000,000
$ 15,100,000
$ 2,265,000
$ 1,812,000
$ 906,000
$ 264,250
$ 302,000
$ 5,549,250
$ 20,649,250
6-37
CHULA VISTA TDIF FACILITY EXHIBIT
FACILITY N0. 57
PROJECT DESCRIPTION:
HERITAGE ROAD FROM OLYMPIC PARKWAY TO MAIN STREET/ROCK MOUNTAIN RD.
CY-104
CONSTRUCT 6 LANE PRIME ARTERIAL ROAD
(LENGTH = 9, 438
o z-=
ri HERITAGE
~q R~QO ~
c+
Y
U
Q
q ~ O
f ~
~~- \ OTAY ~
\ LAND FILL ti
3
e „R• e
6-38
6-LANE PRIME
NO SCALE
City of Chula Vista
2011/12-2015/16 Capital Improvement Program
Project Description Report
Project Location: East H Street, Telegraph Ca,ryou Road and Olympic Parkway from I-80S to East
Department Responsible: Public Works
Project Intents: Upgrade
Project Description: Install permanent software/hardware systems [hat will incorporate additional vehicle /bicycle traffic
detection on approaches to I-805 and gaps. Real time data collected will be used to assess, refine and
implement optimal traffic signal timing plans. This information will be made available to the region,
Caltrans and the public through the Regional Arterial Management System (RAMS).
i
Location Description
Eas[ H Street, Telegraph Canyon Road and Olympic Parkway front I-80S to East
Justification: Three major east/west corridors constantly need signal timing changes due ro fluctuating traffic demands. Improving the Transportation Systems
Management (TSM) and Transportation Demand Management (TDM) will improve mobility and teduce delays. Olympic Pkwy. westbound to
southbound left taro pocket must he lengthened a[ Brandywine Ave.
Total Estimated Cost: $45Q,000
Estimated Operation and
$0
Project Type:
Traffic
Maintenance Cos[:
T
W
CD
Source Ot Funding
Fund No Fuud Name Previous 2011/12 ~'- 2012/13 2013/14 2014/1,5 2015/16 Future
591 I0 Transportation Development $0 $450,000-. $0 $0 $0 $0 $0
Project Namet
ProjectNo: ` Traffic Monitorin~Center-Traffic ManaRemeht System -
TE379
n
123
Arracr~-r ~
FACILITY 65
Traffic Management Center
2 Equipment Room $ 266,150
3 General Application Servers, Workstations, Computer Hardware $ 206,775
4 TMC Software Applications & Integration $ 635,450
5 Videorfraffic Surveillance System $ 1,786,000
6 Traffic Monitoring System Integration with Video Surveillance -Arterial Monitorir $ 385,250
7 Fiber/Related Field Communications Expansion/Upgrades $ 327,520
TOTAL HARD COSTS $ 4,388,043
TDIF PORTION (60%) $ 2,632,826
SOFT COSTS
Contingency (15%) $ 658,206
City Project Administration (2%) $ 87,761
TOTAL SOFT COSTS $ 745,967
TDIF PORTION (60%) $ 447,580
PROJECT COST $ 5,134,010
TDIF PORTION (60%) $ 3,080,406 -E~~'D~`5
b~'~o
~~~y~~s
~~~1-~
6-40
a
A Wireless Alternative to Inductive Loops
The Sensys Wireless Vehicle Detection System can be used in traffic monitoring and management applications
as a direct replacement for conventional inductive loops. Like inductive loops, Sensys wireless sensors can be
located exactly where measurements are required, whether it is at a specific through lane, turn lane, or entrance
or exit ramp.
The Sensys Wireless Vehicle Detection System employs ruggedized pavement-mounted magneto-resistive
sensors to detect the presence and movement of vehicles. The Sensys vehicle sensors are wireless,
transmitting their real-time detection data via radio to a nearby Sensys access point that then communicates the
data to a local traffic controller, to a remote traffic management system, or to both at once. Thanks to patent-
pending innovations by Sensys Networks in low-power circuitry and communications protocols, the average
battery life of a sensor is 10 years.
The Sensys TM Wireless Vehicle Detection System
l* ~ ~1 L V ~ Page 3
Neti7works 6-41
Phoenix Highway Products, Inc.
2631 N. 37th Dr.
Phoenix, AZ 85009
Phone:602-344-7770
Fax: 602-344-7771
ATTACHMENT _L._
~~ ~x
p av ..-s .-q.a x '
haenix. x ~ ~, ..~. ,
- =Cvy 3'3 S5i ~.Y Pa20~1Df'.T'1'
m~a~i~ctr~~c~orvv~ru Number PHPQ2973-02
Date Ju112,2011
For: Customer
Travel Time Olympic, Telegraph 8 H St. City of Chula Vista
276 Fourth Avenue, MS E-100
Chula Vista, CA 91910
United States of America
Frank Rivera
(619)691-5045
Prepaied qy -Centact `Qetivery ~ Freight Terms
Tom McGovern 602-344-7770 Joe Perrigoue 949-636-7520 305 Days ARO Prepaid, add at Invoice Net 30 Days
All phces quoted are valid for sixty (60J days unless otherwise noted
Qty, c Part Number' .Description Unit Price Ext. Price:
1 OLYMPIC PARKWAY ARTERIAL $69,574.65 $69,574.65
AP240-EC-VER (4) Access Point, Ethernet & Serial Interface, GPRS
RP240-BH-LL (12)Long-Life Repeater i
CC240 (4) Contact Closure Master Card
CC-ACC (4) Access Box for Contact Closure Master Card
EX240 Extension Card
VSN-240F (88) Flush-Mount Wireless Sensor
KIT-MTG (16) Mounting Kit for Access Ponits & Repeaters
MP~50/161-236 (88) Epoxy & Nozzle
1 OPTIONAL BIKE DETECTION FOR OLYMPIC PKWY. ARTERIA $3,459.03 $3,459.03
EX240 (3) Extension Card
VSN-240F (6) Flush-Mount Vireless Sensor
MP~50/161-236 (6) Epoxy & Nozzle
1 E.H. STREET ARTERIAL $69,101.15 $69,101.15
AP240-EC-VER (4) Access Point, Ethernet & Serial Interface, GPRS
RP240-BH-LL (9) Long-Life Repeater
CC240 (4) Contact Closure Master Card
CC-ACC (4) Access Box for Contact Closure Master Card
VSN-240F (96) Flush-Mount Wireless Sensor
KIT-MTG (13) Mounting Kit for Access Ponits & Repeaters
M P-450/161-236 (96) Epoxy & Nozzle
1 OPTIONAL BIKE DETECTION FOR E.H. STREET ARTERIAL $4,319.27 $4,319.27
EX240 (3) Extension Card
VSN-240F (8) Flush-Mount Wireless Sensor
MP~50/161-236 (8) Epoxy & Noule
07/14/11 thank you for the opporfuni~ to eam your business Page 1 of 2
6-41
Qty. ?Part Number `Description Unit Price `Fact. Price
1 TELEGRAPH CANYON RD. ARTERIAL $87,050.52 $87,050.52
RP240-BH-LL (18) Long-Life Repeater
EX240 (2) Extension Card
VSN-240F (126) Flush-Mount Wireless Sensor
KIT-MTG (126) Mounting Kit for Access Ponits & Repeaters
MP-450/161-236 (18) Epoxy & Noule
1 OPTIONAL BIKE DETECTION FOR TELEGRAPH CANYON RD. $9,498.78 $9,498.78
ARTERIAL
EX240 (6) Extension Card
VSN-240F (18) Flush-Mount Wireless Sensor
MP-450/161-236 (18) Epoxy & Nozzle
1 FREIGHT Freight(Estimate) $525.00 $525.00
SubTotal $243,528.40
Additional Notes-
Pricing is for product only and excludes installation, support and any item not specifically TeX $13,172.65
mentioned above.
TOtaF ,r~$ZS6,7O1.05
IF THIS 01107E RFOUFST HAS TIES TO ARRA. BUY AMERICA. OR BUY AMERICAN
REQUIREMENTS, THEY MUST.BE SPECIFIED PRIOR TO PLACEMENT OF-THE ORDER.
07/14!11 thank you for the opportunity to eam your business Page 2 of 2
6-43
bb-9
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00'09CS '. S 00'09L'g $ (vea6 Z) elsln e1nyJ jo; swwa5 ele0 ZO-WWOJ DO' L
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1tl1013N11 1N000SIO 3718d 11Nn. NOI1diNJ530 # W311 n1D
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SW831
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euM eIn47;0 q9 O1
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1102'EL RInf 31tl0 OLLbb tlJ'ZalaBiag
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Su)noyy yag
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31ona _' S A S N3S~,
EL ECTB/C, /N~
Lic # 822450, Cf 0
PROJECT QUOTATION
Project Description:
Defection Sensors
Chula Vista-3 Anerials
OwnedContact: CV/ Phoenix/ Sensys Networks
B i d Date: 2/23/20ll -Updated 7- L- I I
1 Olympic-4 locations and Bike lanes 87 ea $270.00 23,490.00
Bike 1 Dashed fine bike sensors 6 ea $222.00 1,332.00
2 H" Stree[- 4 locations and bike lanes 96 ea $248.00 23,808.00
Bike 2 Dashedline bike sensors 3 ea $222.00 ],776.00
3 Telegraph Canyon- 9 locations (no Cat SE or AP's) 126 ea $237.00 29,862.00
Bike 3 Dashed line bike sensors 1S ea $222.00 3,996.00
Added Bond I LS 1,684.00 1,684.00
34] Grand Total $ 85,948.00
NOTE: Tratt~ic control contractor must be able to do multiple lanes and multiple locations per day for
the atwve production listed.
Note: Quote based on day work (7:30am-3:30pm)
all locations(acceptTclegraph Canyon) includes: AP, (2) Repeaters (on existing
poles) and cat SE cable to controllers.
all Cat SE cable will be slipped in existing conduit- no signal shutdowns are included.
all locations to be done under one contract and in one move-in.
E%CLUSIONS: Survey, perniits and fees, inspection fees, engineering fees, utility fees,
poles, AP's, repeaters, sensors, tech support, conhrotler mods, sigtiin~, striping,
alt traffic control (TC) (10-15 working days needed) & TC plans
Prepared by: Warren Moore
4530 E. Eisenhower Circle, Anaheim, CA 92807 -Tel (7t4) 693-1337, Fax (714)6933838
_ _ Mobile # (714) 863-5644 _ -
SBE cent X59314
6-45
~t'rac~nnENr 8~
City of Chula Vista Disclosure Statement
Pursuant to Council Policy 101-01, prior to any action upon matters that will require discretionary action
by the Council, Planning Commission and all other official bodies of the City, a statement of disclosure of
certain ownership or financial interests, payments, or campaign contributions for a City of Chula Vista
election must be filed. T'he following information must be disclosed:
1. List the names of all persons having a financial interest in the property that is the subject of the
application or the contract, e.g., owner, applicant, contractor, subcontractor, material supplier.
~s~s NM~,fu~orus~~c.
2. If any person* identified pursuant to (1) above is a corporation or partnership, list the names of all
individuals with a $2000 investment in the business (corporation/ artnership) entity.
o c.~ZtQ
Vic- Ca-p ~R
3. If any person* identified pursuant to (1) above is anon-profit organization or trust, list the names
of any person serving as director of the non-profit organization or as trustee or beneficiary or
trustor orrf the trust.
9~~
4. Please identify every person, including any agents, employees, consultants, or independent
contractors you have assigned to represent you before the City in this matter.
~'1Glo1e~C' - - --_ ... _
5. Has any person* associated with this contract had any financial dealings with an official** of e _
City of Chula Vista as it relates to this contract within the past 12 months? Yes No
6-46
If Yes, briefly describe the nature of the financial interest the official** may have in this contract.
6. Have you made a contribution of more than $259'within the past twelve (12) months to a current
member of the Chula Vista City Council? No _ Yes _ If yes, which Council member?
7. Have you provided more than $340 (or an item of equivalent value) to an official** of the City
of Chula Vista in the past twelve (12) months? (Th' includes being a source of income, money to
retire a legal debt, gift, loan, etc.) Yes _ No
If Yes, which official** and what was the nature of item provided?
Date: 7~ I`t' I Zb ( /
~k C.X~G2.st2/d-~--
Signature of Contrractor/Applicant
~0. -~'1'I'l a~'1 aS t 6 t-L.
Print or type name of Contractor/Applicant
Person is defined as: any individual, firm., co-partnership, joint venture, association, social
club, fraternal organization, corporation, estate, trust, receiver, syndicate, any other county,
city, municipality, district, or other political subdivision, -or any other group or combination
acting as a unit.
** Official includes, but is not limited to: Mayor, Council member, Planning Commissioner,
Member of a boazd, commission, or committee of the City, employee, or staff members.
City of Chula Vista D•tsclosw•e Statement
Pursuant to Council Policy 101-0 i, prior to any action upon matters that will require discretionaro action
by the Council, Planning Commission and alt odter official bodies of the City, a statement of disclosure of
certain ownership or financial interests, payments, or campaign contributions for a CitS~ of Chula ~"ista
election must ba filed. The tbllowin, information must be disclosed:
~.
Y.
5,
List the names of all parsons having a financial interest in the property that is the subject of the
apnpl'ication or the contract, e.g., owner, applicant, contractor, subconractor, material supplier.
?. ,'V4Zq,en1 ~OCk~
~«~~ y i~C02:
If any person* identified pursuant to (1) above is a corporation or partnership, list the names of all
individuzls with a $$2p060 in/vesirnent in the business (corporation/partnership) entity.
i~ ~c9.~"t (" \OD~g
~~ti Cd~~
~-
Ifany person* identited pursuant to (t) above is a nen-protrt organization or trust, list the names
of am person servin, as director of the non-profit organization or as trustee or beneficiary or
trustor of the bust.
~~/~
Please identity every person, including any agents, employees, consultants, or indzpendent
contractors you have assi,ned to represent you before the City in this matter.
~~ {k2r2Fnl .fn~'~. ~Je2~
~~t~~~r C'/'Q01?G~
Has any person* associsted with this contract had any tinancial dealings with an official** o the
City of Chula Vista as it relates to this contract within the past 12 months? Yes No~
~~
6-48
If Yes, briefly describe the naturz of thz financial intzrest thz ofticial* * may have in this contract.
6. Have you made a contribution of more than $250 within the past hvelve (12) months to a current
r~iember of the Chula Vista City Council? No~ Yes _ Ifyes, tivhich Council member?
Have you provided more than $340 for an item of equivalent value} to an official** of the Cin~
of Chula Vista in the past twelve (12) months? (This includes being a source of income, monzy to
retve a leeal debt, gift, loan, etc.) Yes _ No
If Yes, which official** and what was the nature of item provided?
Date: ~ "
Signature of ContractorlApplicant
L~ Rt2r2E~ rnc>:XZ ~ /IYtSL E 1 i= CT~C! C~ `(a/ ~
Print or type name of Contractor; Applicant
Person is defined as: any individual, Linn, co-partnership, joint venture, association, social club,
fraternal organization, corporation, estate, trust, receiver, s}indicate, any odrer county, city,
municipality, district, or other political subdivision, -or any other group or combination acting as
a snit.
** Official includes, but is not limited to: Mayor, Council member, Planning Commissioner,
Member of a board, commission, or committee of the City, employee, or staff members.
6-49
City of Chnla Vista Disclosure Statement
Pursuant to Council Policy 101-01, prior to any action upon matters that will require discretionary action
by the Council, Planning Commission and all other official bodies of the City, a statement of disclosure of
certain ownership or financial interests, payments, or campaign contributions for a City of Chula Vista
election must be filed. The following information must be disclosed:
List the names of all persons having a financial interest in the property that is the sub'ect of the
application or the contract, e.g, owner, applicant, contractor, subcontractod"material supplier.
~Lloev~ix (-~ial~ur~yQrc~cks,Tinc. - Ow~et~: Dov~na MR,~E~1~cuS
2. If any person* identified pursuant to (1) above is a corporation or partnership, List the names of all
individuals with a $2000 investment in the business (corporation partnership) entity.
~onna I~Q~~tecuS BUIlnP,B
3. If any person* identified pursuant to (1) above is a non-profit organization or trust, list the names
of any person serving as director of the non-profit organization or as trustee or beneficiary or
trustor of the trust.
4. Please identify every person, including any agents, employees, consultants, or independent
contractors you have assigned to represent you before the City in this matter.
doe, pP-r'rigo~e Pfiloevlcx l-4t`~l,~y Pro~QucEs Sales~V'sclyt
5. Has any person* associated with this contract had any financial dealings with an official*'" of the
City of Chula Vista as it relates to this contract within the past 12 months? Yes No~
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If Yes, briefly describe the nature of the financial interest the official* * may have in this contract
6. Have you made a contribution of more than $~2/50 within the past twelve (]2) months to a current
member of the Chula Vista City Council? No X Yes _ If yes, which Council member?
Have you provided more than $340 (or an item of equivalent value) to an official** of the City
of Chula Vista in the past twelve (12) months? is mcludes being a source of income, money to
retire a legal debt, gift, loan, etc.) Yes _ No
If Yes, which official** and what was the nature of item provided?
Date; 7'- t9 ` c2O ~ ~ ~~ Y` W~-~-~
Signature of Contractor/Applicant
~rrt w~~ v.~~c.o.o.
Print or type name of Contractor/Applicant
Person is defined as: any individual, firm, co-partnership, joint venture, association, social club,
fraternal organization, corporation, estate, trust, receiver, syndicate, any other county, city,
municipality, district, or other political subdivision, -or any other group or combination acting as
a unit.
** Official includes, but is not limited to: Mayor, Council member, Planning Commissioner,
Member of a board, commission, or committee of the City, employee, or staff members.
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RESOLUTION 2011-
RESOLUTION OF CITY COUNCIL OF THE CITY OF CHULA
VISTA WAIVING THE FORMAL COMPETITIVE BID
REQUIREMENT; AUTHORIZING THE DIRECTOR OF
PUBLIC WORKS TO INSTALL VEHICLE DETECTION
SYSTEMS ON THREE ARTERIALS; AWARDING
CONTRACTS TO PHOEND~ HIGHWAY PRODUCTS;
SENSYSNETWORKS AND MSL ELECTRIC INC. FOR THE
"TRAFFIC MANAGEMENT CENTER - TRAFFIC
MONITORING SYSTEM" (TF379) IN THE CITY OF CHULA
VISTA, CA; AUTHORIZING THE DIRECTOR OF PUBLIC
WORKS TO EXPEND ALL AVAILABLE CONTINGENCY
FUNDS
WHEREAS, in late 2008, SANDAL approached the City of Chula Vista to offer new
technology that could provide travel speed, travel count and level of service data on regionally
significant arterial roadways; and
WHEREAS, a wireless vehicle detection system produced by SensysNetworks was
installed at nine intersections on Telegraph Canyon Road, on one lane in each direction; and
WHEREAS, with this system, staff can continuously monitor the most significant
arterials in real time without the need to physically collect data in the field.
WHEREAS, with the current equipment, staff can only provide data during particulaz
days on the three, two-hour peak periods; and
WHEREAS, staff proposes to complete the installation on Telegraph Canyon Road, and
install the equipment on East H Street from Hidden Vista Avenue to Heritage Road, and on
Olympic Parkway from Oleander Avenue to Heritage Road; and
WHEREAS, the product and service is available from only one known source as the
result of unique performance capabilities, and compatibility requirements or mazket conditions;
and
WHEREAS, due to the unique nature of this work and to ensure that the system is
compatible with the existing equipment installed on Telegraph Canyon Road and a portion of
Otay Lakes Road, staff recommends that City Council waive the competitive bidding process
and purchase the equipment from SensysNetworks and Phoenix Highway Products; and
WHEREAS, the estimated cost for the new equipment is $80,260 and $256,701.50,
respectively; and
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Resolution No.
Page 2
WHEREAS, a limited number of firms in Southern California have experience in
installing this type of equipment; and
WHEREAS, staff requested estimates from three qualified firms and obtained estimates
from two of them; and
WHEREAS, MSL Electric submitted the low estimate of $85,948; and
WHEREAS, the total estimate for equipment, installation and technical support is
$422,909.50 ($80,260 + 256,701.50 + 85,948), which is within the budget of $450,000 adopted
by Council for the Capital Improvement Program (CIP) project TF379 Traffic Monitoring Center
- Traffic Management System.
NOW, THEREFORE BE IT RESOLVED that the City Council of the City of Chula
Vista does hereby waive the formal competitive bid requirement; authorize the Director of Public
Works to install vehicle detection systems on three arterials; award contracts to Phoenix
Highway Products, SensysNetworks and MSL Electric Inc. for the "Traffic Management Center
-Traffic Monitoring System" (TF379) in the City of Chula Vista, CA; and authorize the Director
of Public Works to expend all available funds budgeted for the CIP to ensure the completion of
the project.
Presented by
Richard A. Hopkins
Director of Public Works
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