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As a part of the preparation of the Project Report and Environmental Document for the I-5 / SR-56 Interchange Project, a comprehensive traffic study is being conducted to define existing and future conditions. The scope of the study was developed in conjunction with the Steering Committee with the goal of providing a traffic analysis that can be intuitively understood and that will provide a reliable basis for the testing of alternative alignments under future conditions.
Scope of Study
Data Collection
Traffic counts at freeways, intersections and local arterial roadway segments within the study area were conducted both before and after SR-56 opened to through traffic. Counts were first taken in December 2003. Supplemental data was collected in April and May 2004. Travel times, and license plate surveys to quantify current travel routes between SR-56 and I-5 during congested peak periods were also conducted. Additional traffic counts were taken in late September 2004 to identify changes that may be due to the opening of SR-56.
Travel Demand Model Refinements
The consultant team has worked with SANDAG to refine the current Series 10 regional travel demand model. The team has reviewed the traffic analysis zone (TAZ) structure; roadway network and land use assumptions for the existing conditions base year; and applied refinements to the model to complete a validation for the study area. After six iterations of calibration adjustments, the SANDAG model produced existing traffic volumes within an acceptable range compared to actual traffic counts.
Additional technical evaluations of the SANDAG model will be made for the future year conditions to be used in developing travel demand forecasts.
Traffic Volume Forecasts
The consultant team will use the validated SANDAG transportation model to develop daily, morning peak hour and afternoon peak hour traffic volume forecasts for conditions in the horizon year 2030 and interim year 2015. Peak hour traffic volumes will be forecasted for the freeways, ramps, arterial segments and intersections within the study area for the No Build and other alternative scenarios. This information will be used to provide a preliminary evaluation of alternative configurations, and will be used as input to the micro-simulation of future conditions.
Public Review
The consultant team will prepare a traffic operations report for the Project Report and the transportation impact analysis for the Environmental Document. The project documents will be available for public review after staff reviews are completed by the City, Caltrans and the Federal Highway Administration.
Forecasted conditions for 2015 and 2030 baseline and alternative scenarios for the I-5 / SR-56 interchange area will be presented to the Steering Committee for feedback as they become available.
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A bike path feasibility study was completed in the Spring of 2007. The study looked at ways to connect the existing State Route-56 Bike Path (SR-56 Bike Path) east of Interstate 5 (I-5) with existing and proposed bike routes west of I-5. The existing SR-56 Bike Path ends on the east side of I-5, between El Camino Real and I-5, at the south end of the Carmel Valley Restoration and Enhancement Project (CVREP). Cyclists must currently use the shoulders of Carmel Valley Road to access the west side of I-5. High traffic volumes coupled with commercial driveways and freeway ramps make it difficult for riders and pedestrians to travel between the two sides of the freeway. |
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The following four alternative alignments were considered: a bridge overcrossing over I-5, an undercrossing along the south side of Carmel Creek, an undercrossing on the north side of the creek- which will require a small bridge over the creek from the south side and a class I path for bikes and pedestrians which connects at the southwest corner of Carmel Valley Road and El Camino Real and will traverse the south side of the existing batch plant/construction staging area, and then pass under I-5 on the north side.
The bike path bridge overcrossing over I-5 was selected as the preferred alternative contingent upon funding being available. Should funding not be available, the bike path undercrossing on the south side of Carmel Creek will become the preferred alternative.
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