Agenda packet, regular meeting — National City City Council, January 16, 2024 (part 2 of 3)

EXECUTIVE SUMMARY
7 Half of the 26 priority projects were incorporated into the eight project recommendations. These projects are broken down into three different tiers based on the level of support and ability to move the project forward, as shown in Table ES.1.

Level 1 projects are identified as high priority by project stake- holders and include more refined conceptual design plans.

Level 2 projects are identified as medium priority by project Level* City Roadway Extents Recommendation
1 NC Bay Marina Drive/
Mile of Cars Way
Cleveland Avenue to
National City Boulevard
Safety and multimodal
connectivity improvements
1 SD/NC Main Street Vesta Street to
Division Street
Intersection and roadway
capacity improvements
2 NC National City
Boulevard
18th
Street to 26th Street Pedestrian and driver safety improvements 2 NC
8th Street
Pedestrian Bridge
(Dry Side)
Paleta Creek to 8th
Street Transit Center
Improve safety through pedestrian and bicycle
bridge connections to Dry Side of NBSD
3 NC 8th Street
(Pre-Signal)
8th Street
Transit Center to
Roosevelt Avenue
Transit Pre-Signals at areas with right-
of-way constraints
3 NC
8th Street
Pedestrian Bridge
(Wet Side)
Harbor Drive to 8th
Street Transit Center
Improve safety through pedestrian and bicycle
bridge connections to Wet Side of NBSD
3 NC 19th Street Tidelands Avenue to
Cleveland Avenue
Safety and multimodal
connectivity improvements
3 NC Civic Center Drive Tidelands Avenue to
Cleveland Avenue
Closes connectivity gap within bicycle
network and provides connectivity with
Bayshore Bikeway
NC = National City | SD = San Diego
Table ES.1. Project List
stakeholders and include an less refined conceptual design plans. Level 3 projects are identified as low priority by project stakeholders and include the least amount of information.

A cut-sheet for each project summariz es the purpose of the project, location, and project features for ease of future grant funding applications. Preliminary concepts for these projects are provided in Appendix E.

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Introduction
1

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NATIONAL CITY RESILIENCY STUDY
10 1.1 INTRODUCTION
This “National City and NBSD Resiliency Study” (Study) is the result of a Resiliency Planning Grant from the Office of Local Defense Community Cooperation’s (OLDCC’s) Installation Re- silience Program that was awarded in 2022. The grant was received by the City of National City in partnership with Naval Base San Diego (NBSD).

In general, “Installation Resilience activities’’ are designed to support the organizing, planning, and implementation actions necessary to foster, protect, and enhance the sustainability of military installations. These program activities establish or re- inforce an ongoing collaboration between civilian (public and private) and military entities that thrives beyond the term of any project. In the case of this Study, it is intended to en- courage coordination and collaboration between the City of National City, NBSD, and other public agencies (SANDAG, Met- ropolitan Transit System [MTS], Burlington Northern Santa Fe Railway [BNSF], Port of San Diego [Port] , and City of San Die- go [SD]) in the identification of issues and prioritization of po- tential solutions related to transportation, traffic, and parking.

This Study is coordinating and collaborating as needed with other public agencies to build consensus on project priorities that address accessibility, congestion, parking, and multimod- al mobility needs around NBSD.

A key part of this process was to establish a Policy Commit- tee that helped make final recommendations to the (Nation- al City) City Council for approval, as well as utilize members from SANDAG’s Military Working Group (MWG) as an advisory group. The National City Policy Committee was made up of the Mayor of National City, the head of City Public Works, and a representative from NBSD. More details on input from stake- holders, various agencies, and the general public is described in Chapter 6, Stakeholder Engagement.

1.1.1 PURPOSE AND STUD Y AREA
One major challenge for public agencies is getting funding for large-scale bike, pedestrian, and vehicle infrastructure pro- jects affecting multiple agencies that could help alleviate con- gestion and improve freight movement. This Study explores projects to help reduce congestion, improve traffic safety, and enhance multimodal transportation. This Study is intended to help highlight the need for and prioritization of transportation projects that will benefit both National City and NBSD. A gen- eral map of the Study Area is shown in Figure 1-1.

1.1.2 PROJECT IDENTIFIC ATION
The process of identifying and developing key projects in- volved the consultant team (Team) and all advisory bodies assisting in narrowing down the list of projects identified and proposed by previous studies and plans that address the pri- mary concerns of safety, congestion, connections to highway and transit networks, and multimodal transportation oppor - tunities. As a starting point, the Team performed a literature review and identified 139 projects, listed in Appendix A, that had been proposed in earlier studies and plans from local and regional agencies, such as the SANDAG Regional Military Multimodal Access Strategy, Harbor Drive Multimodal Corridor Study by the Port of San Diego, and the National City Inte- grated Neighborhoods Study (INTRAConnect). The literature review and a project selection methodology is described in subsequent pages of this Study.

1.2 LITERA TURE REVIEW
The following section provides an overview of other recent- ly completed and ongoing projects, plans and studies that overlap within the Study Area. It’s important to recognize that these projects play a significant role in continued coordination between agencies to align efforts and strengthen project out- comes. In many cases, the project descriptions below have been paraphrased from studies or website descriptions of these projects. This Study reviewed past and ongoing plans to build momentum upon existing efforts, in addition to as- sessing new potential projects that address local agencies’ concerns of congestion, safety, and multimodal access.

Past and ongoing projects and plans reviewed include:
•
Na
tional City Marina District Balanced Land Use Plan,
2016
•
NBSD Entr
y Control Facilities Evaluation, 2016
•
NBSD Installa
tion Development Plan, 2017
•
NBSD P
arking and Traffic Congestion Relief Plan, 2018
•
SANDAG Regional Militar
y Multimodal Access Strategy,
2019
•
8th Street and Roosevelt
Ave Caltrans ATP Grant, 2020
•
Homefront to
Waterfront Study, 2020
•
Na
tional City Integrated Neighborhoods Study (INTRA-
Connect), 2020
•
P
ort of San Diego: Harbor Drive Multimodal Corridor
Study, 2020
•
Roosevelt
Ave Smart Growth, 2020
•
NBSD Comprehensive
Traffic Study, 2021
•
T
rade Corridors Improvement Fund, Ongoing
•
P
ort District of San Diego Project List, Ongoing
•
Na
tional City Project Summary Map, Ongoing

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CHAPTER 1 | INTRODUCTION
11 0 0.5 10.25 Miles
N
Legend
OLDCC Study Area
NBSD Boundary
Figure 1-1: Resiliency Study area

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NATIONAL CITY RESILIENCY STUDY
12 1.2.1 NA TIONAL CITY MARINA DISTRICT
BALANCED LAND USE PLAN, 2016
The National City Marina District Balanced Land Use Plan was a joint effort between the Port of San Diego, National City, and community stakeholders to determine the right balance of maritime, commercial, recreation and public access land uses. The plan included many land use, railway infrastructure and transportation projects, but the realignment of Marina Way and Tidelands Avenue and adjustments to the Bayshore Bikeway play a key role in addressing mobility connections in this Study. Understanding how the street network and land uses will evolve over time is critical to proposing projects that effectively close mobility gaps and connect people west of In- terstate 5 to the waterfront.

1.2.2 NBSD ENTR Y CONTROL FACILITIES
EVALUATION, 2016
The 2016 NBSD Entry Control Facilities Evaluation report makes project recommendations at the entry gates off of Har- bor Drive and onto the installation. This has been superceded by the 2021 Comprehensive Plan.

1.2.3 NBSD INST ALLATION DEVELOPMENT PLAN,
2017
The 2017 NBSD Installation Development Plan (IDP) makes recommendations within the installation. All but two of the recommended projects stay within the fence line of the in- stallation and do not affect roads in National City or City of San Diego. The two projects in the IDP that will primarily af- fect Harbor Drive are the bridges that will be built over Harbor Drive to reduce congestion. One bridge would be built at Vesta Street to connect the “Dry Side” to the “Wet Side” of the in- stallation over Harbor Drive. The second bridge would connect Harbor Drive to the I-15 but a final site plan was not provided to determine changes.

1.2.4 NBSD P ARKING AND TRAFFIC CONGESTION
RELIEF PLAN, 2018
The 2018 NBSD Parking and Traffic Congestion Relief Plan focuses on understanding the existing and projected parking and traffic congestion issues in order to provide strategies that help alleviate these issues. Recommendations in this plan in- clude both program and infrastructure projects that directly address vehicular, transit and active transportation opportu- nities. Several notable projects that complement this Study include internal shuttle stops and routes that connect to all piers and high population Wet Side facilities, the pedestrian turnstyle and bridge from the 8th Street Transit Center to Dry Side.

1.2.5 SAND AG REGIONAL MILITARY MULTIMODAL
ACCESS STRATEGY, 2019
The Regional Military Multimodal Access Strategy (RMMAS) is a collaboration between SANDAG, representatives of the mili- tary installations within San Diego County, Caltrans, the Coun- ty of San Diego, North County Transit District (NCTD) and MTS.

The RMMAS was released in 2019 with a prioritized list of projects to help meet various goals and objectives. The pri- oritized recommendations for NBSD included some projects that are currently underway, either in preliminary planning or engineering phases.

The prioritization methodology in the RMMAS began with
projects that benefited multiple stakeholders, improved multi- modal travel, and the project is adequately defined to proceed to detailed evaluation. Then the projects that best addressed congestion relief, safety, and transportation options were pri- oritized using a simplified points system. Out of the twenty-six top projects for the San Diego region, three projects most di- rectly affect National City and NBSD as noted below:
8th Street Multi-use Path
This active transportation project will help close mobility gaps between NBSD gates along 8th Street, the 8th Street Trolley Station and Downtown National City. The proposed path will support pedestrians, bicyclists and an NEV shuttle system.

This project has been designed and is waiting for construction.

Vesta Street Bridge
This project includes the design and installation of a bridge that would span over Harbor Drive. The bridge is aimed at im- proving traffic flow and congestion issues throughout NBSD, Main Street, and Harbor Drive. This is a current project that Caltrans is leading.

Harbor Drive Multimodal Corridor Projects
Project elements are derived from the Port’s Harbor Drive Multimodal Corridor Study, including pedestrian crossings, truck traffic flow improvements, streetscape enhancements, parking adjustments and various other safety improvements.

Caltrans is leading this project, known as the Harbor Drive 2.0 project.

1.2.6 8TH STREET AND ROOSEVEL T AVE CALTRANS
ATP GRANT, 2020
The 8th Street and Roosevelt Avenue multi-use path project is an important project that provides multimodal transporta- tion benefits within the Study area. This project includes a physically separated multi-use path with NEV access, lighting, planting and other active transportation safety enhancements.

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CHAPTER 1 | INTRODUCTION
13 This project has required extensive coordination between NBSD, National City, and MTS to ensure that certain NBSD op- erations have not been negatively impacted by the improve- ments. Additionally, the NEV shuttle component of this project would support local and regional clean energy/low emissions goals. As of the completion of this Study, the 8th Street and Roosevelt Avenue Caltrans project is designed and awaiting funding for construction.

1.2.7 HOMEFRONT TO W ATERFRONT STUDY, 2020
The goal of the Homefront to Waterfront Study was to devel- op a vision to improve connections between the “Homefront” area around downtown National City (just east of I-5) and the “Waterfront” area around NBSD and the harbor (west of I-5).

With likely increases in employment and housing needs, more sustainable modes of transportation will be needed to lessen the burden of congestion on transportation networks. The in- crease in use of sustainable modes will help meet goals relat- ed to Greenhouse Gas Emissions (GHG) and Climate Change.

The study helps solve several complex and interrelated issues, including air quality, livability, walkability, bikeability, safe- ty, public health, traffic congestion, climate change, and the integration of new technologies in transportation. The most relevant projects are:
•
19th Street NBSD to 24th Street
Trolley Connection: The
proposed project for 19th Street would provide a critical connection from Gate #13 at NBSD to the Bayshore Bike-
way and the rest of National City’s bike network. Project recommendations include reallocating road space based
on low traffic volumes between Tidelands Avenue and
McKinley Avenue to install a cycle track.
•
Bay Marina Drive Upgrades & Optional P
ed. Bridge at
24th Street: The project would include Pedestrian Hybrid Beacons (PHBs), Rapid Rectangular Flashing Beacons
(RRFBs), and traffic calming, such as curb extensions,
to reduce the speed of motor vehicles and the crossing
distance, and signal coordination to reduce progression speed.
•
Hoover
Avenue Road Diet and Pedestrian Improvements:

This project would include a road diet and a bike lane
along Hoover Avenue between Mile of Cars Way to 30th
Street on both sides of the street. It would also include installing traffic calming such as chicanes and curb ex- tensions as well as adding high visibility crosswalks.
•
Na
tional City Boulevard Pedestrian Improvements: Rec-
ommendations for this project include signal timing
changes to slow progression speed along the corridor, as well as pedestrian friendly signal timing improvements
at signalized intersections, including Leading Pedestrian Intervals and countdown pedestrian signals.
•
E 30th Street Road Diet and P
edestrian Improvements:

This project would include a road diet (reducing the road- way from four lanes to two lanes) and a bike lane along 30th Street from Hoover Avenue to National City Boule-
vard on both sides of the street. It would also include installing traffic calming, especially fire-truck friendly “Speed Cushions,” as well as adding high visibility cross- walks with retro-reflectivity.
•
NBSD 32nd Street Commuter Project:

This project would
include formal drop-off and pick-up locations for all di- rections of travel.
•
8th
Street Trolley Station Mobility Hub and Parking Struc-
ture: This project would include an initial phase that up- grades the 8th Street Trolley station into a more robust mobility hub and transportation center. The first phase would include some amenities that support multimodal
transportation choices. The second phase would be much
more robust with major changes proposed for portions of the site, such as a six-story parking garage and a pedes- trian bridge across the rail line and Harbor Drive to 8th Street gate.

1.2.8 NA TIONAL CITY INTEGRATED
NEIGHBORHOODS STUDY (INTRACONNECT), 2020
The 2020 National City Integrating Neighborhoods with Trans- portation Routes for All Connections (INTRAConnect) study is a guide for improving neighborhoods pedestrian, transit, bi- cycle and local transport with bike lanes, sidewalk and road projects. Of the total 38 recommended projects, only six are within the Study area, as listed below:
•
Hoover
Avenue Street: Lighting and crosswalks, if war -
ranted
•
19th Street:

Add stop sign, if warranted
•
Na
tional City Boulevard: Redesign intersection crossing to accommodate pedestrians and add high visibility cross-
walks and placemaking
•
Wilson
Avenue: Add crosswalk, if warranted
•
Harding
Avenue: Add traffic calming, stop sign, if warrant-
ed
•
Civic Center Drive:

Increase number of pedestrian cross-
ings, add curb extensions and Lead Pedestrian Intervals (LPIs)

1.2.9 POR T OF SAN DIEGO: HARBOR DRIVE
MULTIMODAL CORRIDOR STUDY, 2020
The Harbor Drive Multimodal Corridor Study is a planning study that examined traffic flow between the Tenth Avenue Marine Terminal in San Diego and the National City Marine Terminal. The study analyzed all modes of transportation with a special focus on improvements to truck traffic circulation and safety.

Prioritized projects that affect this Study were organized by corridors. Continued coordination between National City, NBSD, the City of San Diego, and the Port will help move po- tential projects forward in subsequent planning and engineer- ing phases.

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NATIONAL CITY RESILIENCY STUDY
14 32nd Street
Multiple projects under the “Truck-related congestion, noise and pollution” category were highlighted in this Study, but Project 73 is directly related to optimizing operations for street crossings. It points to the removal of the pedestrian bridges at the intersection of 32nd Street and Harbor Drive due to the Bayshore bikeway improvements. This project is part of the Harbor Drive 2.0 project and therefore not considered as part of this Study.
8th Street/Civic Center Drive
Several active transportation projects are highlighted in this section of the Harbor Drive Study. Bikeway improvements along 8th Street, Cleveland Avenue, and Civic Center Drive are described as priorities. These bikeway improvements would help close active transportation gaps to and from Harbor Drive and other sections of this Study Area.

Bay Marina Drive
Four active transportation projects are highlighted throughout the Bay Marina corridor, primarily focused around improving connections to the Bayshore Bikeway, the waterfront (Pepper Park and National City Aquatic Center), and the 24th Street Trolley Station. Bay Marina Drive near I-5 has the highest number of crashes, especially those resulting in fatalities and those seriously injured, out of all the intersections within the Study area.

Naval Base Projects
Several of the projects included in this section are also found in SANDAG’s RMMAS plan. The Vesta Street Bridge project is particularly important to the Harbor Drive Study because the bridge would address many issues that currently affect cir - culation outside and inside of NBSD. The study also suggests the possibility of allowing MTS transit bus access onto NBSD.

1.2.10 ROOSEVEL T AVE. SMART GROWTH, 2020
The Roosevelt Avenue Smart Growth Revitalization Plan
outlines goals and strategies for investing in higher density mixed use development along the Roosevelt Avenue corridor.

The specific development zones are described in more detail in the National City Downtown Specific Plan. The plan high- lights streetscape, lighting, signage, urban greening, storm- water runoff and parking improvements that would support a healthy neighborhood. This project directly complements the 8th Street and Roosevelt Avenue multi-use path project pre- viously discussed.

1.2.11 NBSD COMPREHENSIVE TRAFFIC STUD Y,
2021
The 2021 NBSD Comprehensive Traffic Study makes project recommendations on NBSD property and entry gates that can affect Harbor Drive or Main Street.
•
V
esta Street entry gate on “Dry Side” realigned with Una Street
•
V
esta Street bridge over Harbor Drive-Vesta Street entry gate on “Wet Side” modified for truck inspections

1.2.12 NA TIONAL CITY PROJECT SUMMARY MAP ,

ONGOING
The 2023 SANDAG, Caltrans, National City, Port, NBSD, City of San Diego project summary maps for the Vesta Street bridge and Harbor Drive improvement projects are planned to include the following by 2026:
•
T
ruck Only Lanes on Harbor Drive
•
Improved bic
ycle and pedestrian facilities along Harbor
Drive
•
V
esta Street Bridge over Harbor Drive to connect Wet and Dry Sides of NBSD

1.2.13 POR T DISTRICT OF SAN DIEGO PROJECT

LIST, ONGOING
The Port’s Proposed Project List includes numerous road and sidewalk projects from Harbor Drive east towards I-5, includ- ing:
•
Dedica
ted truck freight haul lanes: Harbor Drive, Bay Ma-
rina Drive, 8th Street, 32nd Street, and 28th Street
•
Road
improvements to increase traffic capacity along
Main Street
•
Bike lanes along Bay Marina Drive
•
Bike lanes along Cleveland
Avenue
•
Add left turn lanes from I-5 southbound off-ramp on Civic Center Drive
•
Bike lanes plus various road and intersection improve
-
ments on 8th Street
•
Road and intersection improvements a
t 19th Street on
Tidelands Avenue
•
Crea
te bike and pedestrian connections to Pepper Park

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CHAPTER 1 | INTRODUCTION
15 1.2.14 TRADE CORRIDORS IMPROVEMENT FUND ,

ONGOING
The SANDAG, Caltrans, Port, NBSD Trade Corridors Improve- ment Fund (TCIF) Port Access Improvements maps provide
three alternative design solutions to traffic congestion at the NBSD 32nd Street entry gate and Harbor Drive.
•
Southbound Harbor Drive to I-15 on-ramp new bridge
overpass
•
At-grade intersection,
new bridge over 32nd Street for
on/off-ramps from Harbor Drive to I-15 interchange
•
Eleva
ted new bridge over 32nd Street for on/off-ramps
from Harbor Drive to I-15 interchange

1.3 SEA-LEVEL RISE
Sea-Level Rise (SLR) has been a growing concern over the last few decades, with scientific understanding and guidance documents continuing to evolve. The latest guidance from the State of California was published in 2018 jointly by the California Natural Resources Agency and the California Ocean Protection Council. The guidance provides four probabilistic models (Median (50%), Likely (66% chance), 1-in-20 Change (5%), and 1-in-200 Change (0.5%). These four models were applied to 12 Tide Gauges from Crescent City in the north to San Diego in the south. Values for 2050, 2100, and 2150 are shown in Table 1-1.

To help visualize the potential affects of these values, the Team used the National Oceanic and Atmospheric Adminis- tration Sea Level Rise Viewer . After reviewing the results of the tool, the primary area of concern for this Study is the area adjacent to Paleta Creek near Harbor Drive and 8th Street.

Figures 1-2 to 1-5 show the extents of Mean Higher High Wa- ter (MHHW) today, with a one-foot increase (2050), with three feet of increase (2100), and with six feet of increase (2150) respectively. Increases up to about three feet can be contained within the existing creek channel and begins to flood the adja- cent areas at four feet, with six feet flooding a significant area north and south of the creek channel.

Based on flat to gently sloping terrain in the area, SLR adap- tation will need to be addressed more holistically and collabo- ratively between local, state, and federal agencies. The Harbor Drive 2.0 project should become the forum to discuss and determine appropriate elevations to reconstruct this major ar- terial. Other projects recommended in this Study will acknowl- edge the need for SLR adaptation, but will only recommend that SLR be incorporated into future planning and design phases of the project and utilize the best available knowledge and guidance at that time.

Median Likely Range 1-in-20 Chance 1-in-200 Chance
Not Assigned
a Risk
Low
Risk Aversion
Not Assigned
a Risk
Medium
Risk Aversion
High Emission
2050 0.9 1.2 1.4 2.0
Low Emission
2100 1.7 2.5 3.3 5.8
High Emission
2100 2.6 3.6 4.5 7.0
Low Emission
2150 2.5 3.9 5.7 11.1
High Emission
2150 4.3 6.1 7.9 13.3
Table 1-1. Probabalistic Models for Sea Level Rise

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NATIONAL CITY RESILIENCY STUDY
16 Figure 1-2: Current Sea Level (2023)
Figure 1-4: Sea Level with a Three-foot Increase
Figure 1-3: Sea Level with a One-foot Increase
Figure 1-5: Sea Level with a Six-foot Increase

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CHAPTER 1 | INTRODUCTION
17 This page is intentionally left blank.

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Existing
Conditions
2

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NATIONAL CITY RESILIENCY STUDY
20 2.1 EXISTING CONDITIONS
This chapter provides descriptions and analysis of NBSD and National City on topics of transportation mode utilization, pe- destrian travelsheds to public transit and NBSD entry gates, and traffic collisions within the Study Area. The intent is to identify, prioritize and potentially improve some existing trans- portation related projects that lead to NBSD, and identify areas where new projects may need to be recommended.

Because this Study is funded by a grant that National City re- ceived from the OLDCC, the area considered is limited to prox- imity of NBSD property and facilities to enhance Department of Defense (DoD) readiness and resilience and provide safe places for service members and their families in alignment with the military mission. The goal is to provide value back to the DoD by ensuring manufacturing and supply chains are ready and agile, while encouraging local communities to fo- cus on sustainable development that is compatible, supportive and adaptable to the DoD mission.

Naval Base San Diego
NBSD occupies the waterfront edge of the San Diego Bay di- rectly west of National City and west of the City of San Diego at the north end. It is homeport to the Pacific Fleet Surface Navy with nearly 60 ships, more than 200 tenant commands, and ship maintenance personnel working there daily. As one of the largest employers in the region, NBSD brings over 30,000 vehicles to the installation daily which contributes to local traf- fic congestion which in turn impacts freight movement in and out of the port. One challenge with the urban fabric around the installation is the lack of walking and biking infrastructure that, if fully developed, could help reduce traffic congestion, improve freight movement, and reduce collision related inju- ries as a net benefit for both NBSD and National City.

National City
National City is a fully built-out urban environment with nearly 60,000 residents and is considered by the CalEnviroScreen web page as an economically disadvantaged community. The city is directly adjacent to the east edge of NBSD and provides local roads and other bike and pedestrian infrastructure to its citizens and personnel going to NBSD. Caltrans provides the freeway related infrastructure that feeds into NBSD in combi- nation with local city roads.

2.2 TRANSPOR TATION MODES AND LEVEL
OF USE
Table 2-1 compares National City transportation modes
amongst workers 16 and over using five-year estimates from the American Community Survey (ACS) to neighboring cities Chula Vista, San Diego, and La Mesa. This data is limited to the people that live in the noted cities based on 2021 ACS 1-Year Estimates.

Table 2-1. Transportation Modes with
Nearby City Comparison
Travel
Mode
National
City
Chula
Vista
San
Diego La Mesa
Drove
Alone 68.40% 69.20% 59.10% 75.90%
Car-
pooled 16.60% 9.00% 6.90% 8.10%
Public
Transit 4.70% 2.30% 2.20% 2.70%
Walked 3.80% 1.50% 3.60% 1.30%
Biked 0.80% 0.00% 0.60% 0.30%
Other 5.70% 18.00% 27.60% 11.70%

2.1.1 C

ARPOOLED
More than double the amount of ACS survey responders car - pool in National City when compared to neighboring cities.

This is helpful for reducing congestion and greenhouse gas emissions.

2.1.2 PUBLIC TRANSPOR TATION
There are also nearly twice as many workers from National City who commute using public transit than neighboring cities.

San Diego County’s Blue Line trolley line is the most heavily used route in the San Diego region. However, within the Study Area, 8th Street is the most traveled bus route with 1,000 to 5,000 transit trips per day, followed by the arterial transit net- works with around 500 to 1,000 trips per day.

2.1.3 W ALKING AND BICYCLING
More people from National City report walking and bicycling to work than neighboring cities as well. It should be noted that NBSD is one of the region’s largest employers and fourth largest naval base in the US. Given this information, the area currently lacks the complimenting infrastructure to support walking and biking in an accessible and comfortable way.

2.1.4 O THER
The ‘other’ category represents people who did not drive, bi- cycle, walk, or take transit to work. This could mean they used a motorcycle or skateboard, worked remotely, or called a taxi or ridesharing service. It is important to note that in 2021, when these estimates occurred, many people were working remotely due to the COVID-19 pandemic.

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CHAPTER 2 | EXISTING CONDITIONS
21 2.3 TRA VELSHED ANALYSIS
Travelshed analysis figures on the following pages were de- veloped to help with project prioritization based on potential high use areas like bus stops, trolley stops, and entry gates to NBSD. The travelsheds are not “as the crow flies;” rather, they use streets and walkways to show the path that people walk- ing are able to take or not take, based on the existing road net- work and barriers. The closer an origin and destination are, the more likely and willing people are to use sustainable modes of transportation, such as walking, bicycling, and using transit.

According to the book Human Transit, by Jarrett Walker
1, the
most commonly cited distance to walk to transit stops in the United States is a quarter mile, or about a five-minute walk. In Europe, larger distances are more commonly used such as a half-mile, or about a 10-minute walk. This Study also includes an eighth of a mile travelshed, or about a three-minute walk, to demonstrate where improvements will have the greatest impact for those making first-last mile connections.

Both I-5 and the railroad tracks in National City cause similar limitations in permeability of the grid network in the Study Area, as can be shown by the travelsheds in Figures 2-1 through 2-3. Typical project recommendations such as inter - section reconfigurations, curb extensions, and new bike lanes, all contribute to a safer environment for pedestrians and bicy- clists, which is supportive of the goal to enhance multimodal conditions of within the Study Area.

Travelsheds from Bus Stops
Figure 2-1 shows an eighth of a mile or about a three-min- ute walk, quarter-mile or six-minute walk, and half-mile walk distances from all bus stops as shaded polygons. Bus stops provide strong access to Dry Side gates, all within a quar - ter-mile or closer. Of the Wet Side gates, only Gates #6 and #9 are within a quarter-mile. Gates #2, #7, and #13 are more than a half mile walk, signaling that people are probably not using the bus to access these gates. It is reasonable to assume that people are or would be willing to use transit to access gates within smaller travelsheds which emphasizes the importance for pedestrian and bicycle improvements. Other gates are be- yond a half-mile and less likely to be accessed by bus.

Travelsheds from Trolley Stops
Figure 2-2 shows the eighth, quarter, and half-mile distances from trolley stops. Both the 8th Street and Pacific Fleet trol- ley stop provide strong access to military gates. From the 8th Street station, Gate #9 is about an eighth-mile distance and from the Pacific Fleet station, Gate #6 is within an eighth-mile and Gate #43 is within a quarter-mile. Improvements made 1 W alker, Jarrett. Human Transit, Island Press, 2011
within these travelsheds will both increase safety for existing trolley passengers while also attracting new ones. The 24th Street trolley stop does not reach any gates within a half-mile distance. Due to I-5 being a barrier, options are limited to get to that trolley station.

Travelsheds from Military Gates
Figure 2-3 shows eighth, quarter, and half-mile distances from NBSD gates #2, #6, #7, #9, and #13 on the Wet Side and gates #29, #32, and #43 on the Dry Side. This map is specific to showing which bus stops and trolley stops can be accessed within a half-mile from the gates. All gates are relatively well- served and can access bus and/or trolley stops with an excep- tion of the 24th Street station. While Gate #13 almost reaches it, the I-5 and railway act as a barrier, preventing a more direct route. Gates #6, #9, and #43 are the most accessible by bus and trolley.

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NATIONAL CITY RESILIENCY STUDY
22 #
#
#
#
#
#
#
#
GATE 13
GATE 6
GATE 9
GATE 2
GATE 7
GATE 43
GATE 29
GATE 32
0 0.35 0.70.175 Miles
N
Legend
# NBSD Gates
Bus stops
NBSD Boundary
OLDCC Study Area
Eighth mile travelshed
from bus stops
Quarter mile travelshed
from bus stops
Half mile travelshed from
bus stops
Figure 2-1: Travelsheds from Bus Stops

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CHAPTER 2 | EXISTING CONDITIONS
23 G
G
G
G
#
#
#
#
#
#
#
#
8th St.

Trolley
Stop
24th St.

Trolley Stop
Pacific
Fleet Stop
Harborside
Stop
GATE 13
GATE 6
GATE 9
GATE 2
GATE 7
GATE 43
GATE 29
GATE 32
0 0.35 0.70.175 Miles
N
Legend
# NBSD Gates
G Trolley Stations Served
NBSD Boundary
OLDCC Study Area
Eighth mile travelshed
from trolley stops
Quarter mile travelshed
from trolley stops
Half mile travelshed from
trolley stops
Figure 2-2: Travelsheds from Trolley Stops

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NATIONAL CITY RESILIENCY STUDY
24 G
G
G
G
#
#
#
#
#
#
#
#
8th St.

Trolley
Stop
24th St.

Trolley Stop
Pacific
Fleet Stop
Harborside
Stop
GATE 13
GATE 6
GATE 9
GATE 2
GATE 7
GATE 43
GATE 29
GATE 32
0 0.35 0.70.175 Miles
N
Legend
# NBSD Gates
Bus stops
G Trolley Stations Served
NBSD Boundary
OLDCC Study Area
Eighth mile travelshed from
wetside gate
Quarter mile travelshed from
wetside gate
Half mile travelshed from
wetside gate
Figure 2-3: Travelsheds from Military Gates

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CHAPTER 2 | EXISTING CONDITIONS
25 2.4 COLLISION ANAL YSIS
The following section provides an overview of bicycle, pedes- trian, and automobile collisions between 2011-2021 using data downloaded from the University of Berkeley’s Transporta- tion Injury Mapping System (TIMS). TIMS data is based on the California Highway Patrol’s (CHP) Statewide Integrated Traffic Records Systems (SWITRS). Collision quantities, severities, locations, and primary collision factor violations are summa- rized in Tables 2-2 through 2-4 for the Study Area.

Table 2-2. Injury Severity for All Collisions
Injury Severity for All Collisions Quantity
Fatality 8
Severe Injury 31
Visible Injury 177
Other Injury 418
Totals 634
Table 2-3. Injury Severity and Location
Injury Severity
and Location
Collision at Intersection
Yes No N/A
Pedestrian
Fatality 1 2 -
Severe Injury 4 7 -
Visible Injury 13 11 -
Other Injury 15 16 1
Bicycle
Fatality - - -
Severe Injury 1 1 -
Visible Injury 9 15 -
Other Injury 8 11 -
Automobile
Fatality 1 4 -
Severe Injury 6 11 1
Visible Injury 53 74 2
Other Injury 152 206 9
Total Collisions (770)
All Modes 263 358 13
Table 2-4. Primary Collision Factor
Violation
Primary Collision
Factor Violation Auto Bike Ped
Automobile Right
of Way 91 8 1
Following Too
Closely 27
Hazardous
Parking 1
Improper Passing 6 4
Improper
Turning 102 7 5
Other Hazardous
Violation 10 1 1
Other Improper
Driving 5 1 1
Other Than
Driver 7 2
Pedestrian Right
of Way Violated 1 27
Pedestrian
Violation 1 24
Traffic Signals
and Signs 82 2 3
Under the
Influence 20
Unknown 22 5 6
Unsafe Lane
Change 15 1
Unsafe Speed 113 2 1
Unsafe Starting
or Backing 10 1
Wrong Side of
Road 8 10
Totals 770 519 45 70

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NATIONAL CITY RESILIENCY STUDY
26 Collision Summary
The Study Area had 770 total collisions between 2011-2021, as detailed in Tables 2-2 through 2-4. There were more au- tomobile collisions (due to relative scales of mode utilization) than pedestrian collisions, and the fewest were bicycle colli- sions. There were no bicyclist fatalities but four pedestrians and six automobile occupants were killed. The primary caus- es, or collision factor violations, for automobiles was most fre- quently ‘unsafe speed’, then ‘improper turning’, ‘automobile right of way’, and ‘traffic signals and signs’. Bicyclist injury causes were primarily from the bicycle riding on the wrong side of the road (likely due to lack of bike facilities), then ‘improper turning’ of vehicles into bicyclists, then bicyclists violating the automobiles right of way. Pedestrian collisions primarily resulted from automobiles violating the pedestrians right of way (likely in crosswalks due to unsafe driving or driv- ing at an excessive speed), and next by pedestrians violating various traffic laws (possibly crossing outside a crosswalk midblock and other reasons).

Methodology
The GIS methodology for the following maps joined collision points to the nearest road centerline. Each collision point joined to a road centerline was then ranked based on collision type and severity of injury as noted below. The total rank, or score from the joined collisions for each road segment, was divided by the linear foot length of the segment to get a ‘colli- sion per foot’ decimal number for that length of road segment.

The decimal value was used to compare each road segment to other segments in the Study Area and determine a scale from highest to lowest quantity and severity of collisions. Red road segments have the highest quantity and severity of injuries - over the length of the road segment. The following scoring values were used for all injuries.
•
P
edestrian and Bicycle collisions:
» F
atal or Severe Injury = 1.5
» Visible or Other Injur
y = 1.25
•
V
ehicle collisions without a Pedestrian or Bicycle
» F
atal or Severe Injury = 1.25
» Visible or Other Injur
y = 1.0
Each road segment on a corridor is ranked relative to all oth- er road segments based on collision rank-scoring with injury severity. This is useful with finding areas with the highest lev- el of collisions and injury severity that could become project priorities.

All Collisions
In Figure 2-4, Main Street starting at Division going north to 28th Street in San Diego has four traffic fatalities and six se- vere injuries, higher than most streets in the City. South 28th Street in San Diego also has a high collision rank with two severe injuries and numerous additional injury collisions. Ad- ditional streets with high numbers of severe traffic collisions include the 1-15 on/off-ramp connecting to the NBSD Wet Side main gate, National City Boulevard, and Bay Marina Dr- Mile of Cars going east National City Boulevard.

Bicycle Collisions
In Figure 2-5, the road segment ranking is limited to only bicy- clists related collisions and injuries. This can help with identi- fying bicycle project priority locations.

The quantity and extent of bike related injuries are scattered throughout the Study Area with the highest ranks occurring on the side streets that feed into National City Boulevard and segments of Roosevelt Avenue at the north edge of National City. Main Street running along the east edge of NBSD Dry Side has seen a few bicyclists injuries that could benefit from a new bike project. Mile of Cars Way is another corridor with segments of high bike collision ranks. The intersection around Harbor Drive and Civic Center Drive just west of I-5 appears to need attention for bike safety. Segments of Cleveland Avenue with bike injuries suggest a project on this street may help reduce future injuries. At the north end of the Study Area, the areas around 28th Street, 32nd Street and National Avenue in the City of San Diego could benefit from bike safety projects.

Pedestrian Collisions
Figure 2-6 shows a similar pattern of priority road segments along the following corridors:
•
Na
tional City Boulevard
•
Main Street
•
Mile of Cars
Way
•
Civic Center Drive a
t the I-5 underpass
•
28th
Street, 29th Street, 30th Street, National Avenue,
Boston Ave in City SD
Automobile Collisions
Figure 2-7 brings the same roads to the top with the highest ranking corridors including National City Boulevard running the length of National City, Cleveland Avenue, Civic Center Drive, Mile of Cars Way at the south edge of National City, and the full length of Main Street along the NBSD Dry Side boundary.

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CHAPTER 2 | EXISTING CONDITIONS
27 The Mile of Cars Way/Bay Marina Drive corridor should be considered the worst single stretch for collision injuries (and a key corridor for potential projects) due to the four severe injuries, one fatality, and numerous other injury collisions that have occurred during the study period. At the north end of the Study Area, the I-15 on-ramp and off-ramp that leads directly to NBSD Wet Side main gate, 28th Street, National Avenue, Boston Avenue and the full length of Harbor Drive all see high levels of collision injuries.

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NATIONAL CITY RESILIENCY STUDY
28 0 0.5 10.25 Miles
N
Legend
All Modes Injuries
D Fatal
( Severe Injury
! Other Injury
Comparative Collision Ranks-
All Modes
Very Low to No Collisions
Low Collision Rank-
Score
Medium Rank
High Collision Rank-
Score
OLDCC Study Area
Figure 2-4: All Travel Mode Collisions

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CHAPTER 2 | EXISTING CONDITIONS
29 0 0.5 10.25 Miles
N
Legend
Bike Injuries
( Severe Injury
! Other Injury
Comparative Collision Ranks-
Bike
Very Low to No Collisions
Low Collision Rank-
Score
Medium Rank
High Collision Rank-
Score
OLDCC Study Area
Figure 2-5: Bicycle Collisions

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NATIONAL CITY RESILIENCY STUDY
30 0 0.5 10.25 Miles
N
Legend
Pedestrian Injuries
D Fatal
( Severe Injury
! Other Injury
Comparative Collision Ranks-
Pedestrian
Very Low to No Collisions
Low Collision Rank-
Score
Medium Rank
High Collision Rank-
Score
OLDCC Study Area
Figure 2-6: Pedestrian Collisions

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CHAPTER 2 | EXISTING CONDITIONS
31 0 0.5 10.25 Miles
N
Legend
Vehicle Injuires
D Fatal
( Severe Injury
! Other Injury
Comparative Collision Ranks-
Vehicles
Very Low to No Collisions
Low Collision Rank-
Score
Medium Rank
High Collision Rank-
Score
OLDCC Study Area
Figure 2-7: Vehicle Collisions

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NATIONAL CITY RESILIENCY STUDY
32 2.5 STREET CLASSIFIC ATION
Figure 2-8 shows Street Classification from National City Homefront to Waterfront in the western portion of National City and extending north into the City of San Diego along Harbor Drive. As shown on the map, primary arterial routes include National City Boulevard, Harbor Drive, 8th Street, and parts of 24th Street. Numerous collector routes run throughout the City with primary collectors including Tidelands Avenue, Civic Center Drive, 18th Street, Bay Marina Drive, 24th Street.

Arterials tend to have a higher crash frequency, higher vehicle volumes, and higher speeds, which can make a safe and in- viting pedestrian environment more challenging. At the same time, improving the safety, efficiency, and multimodal options along arterial roadways is key to improving the overall func- tion and operation within the Study Area.

2.6 TR UCK ROUTES AND STRAHNET

CORRIDORS
Figure 2-9 shows Truck Routes and Strategic Highway Net- work (STRAHNET) connectors from National City Homefront to Waterfront in the western portion of National City and extend- ing north into the City of San Diego along Harbor Drive. As shown on the map, the STRAHNET runs along Harbor Drive
then turns east to connect to the primary STRAHNET route of Interstate 5. The STRAHNET is a 62,791-mile system of roads in the United States that is deemed necessary for emergency mobilization and peacetime movement of goods. A short seg- ment of STRAHNET is on Bay Marina Drive to connect NBSD with Interstate 5. Primary and alternative truck routes connect industrial and commercial parts of the City with Interstate 5.

One of the primary truck routes includes Harbor Drive to Civ- ic Center Drive westbound to Tidelands Avenue southbound to Bay Marina Drive east to get to commercial parts of the City east of Interstate 5. The truck route then goes north and south on National City Boulevard. Additional truck routes in- clude Civic Center Drive east of Interstate 5, Plaza Boulevard going east into the City, Roosevelt Avenue going north of Plaza Boulevard. The safety and efficiency of truck routes and the STRAHNET corridor will be an important part of this Study, as well as meeting the standards of the STRAHNET road design guidelines.

2.7 BICYCLE NETWORK
Figure 2-10 shows existing and proposed bikeways in the western portion of National City and extending north into the City of San Diego along Harbor Drive. As shown on the map, National City has numerous segments of existing bikeways but they have numerous gaps in connections that reduce the accessibility and sense of security when riding through the City. Proposed bikeway routes from National City Homefront to Waterfront will close these gaps by adjusting lane widths and configurations to support safe routes for alternative means of transportation throughout the City.

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CHAPTER 2 | EXISTING CONDITIONS
33 §¨¦55
National City Blvd
Division St
16th St
18t h St
Plaza Blvd
Harbor Dr
Main St
A Ave
5th St
National City Blvd
Hoover A
ve
Roosevelt Ave
1st St
3rd St
Ward Rd
Wilson Ave
8th St
Bay Marina Dr
Civic Center Dr
Marina Way
4th St
Mile of
Cars Way
Kimball WayHoover Ave
0 0.5 10.25 Miles
N
Legend
Street Classification
(General Plan 2011)
Arterial
Collector
Local Roads
OLDCC Study Area
Figure 2-8: Street Classification (from Homefront to Waterfront Plan)

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NATIONAL CITY RESILIENCY STUDY
34 Figure 2-9: STRAHNET Network (from Homefront to Waterfront) §¨¦55
National City Blvd
Division St
16th St
18t h St
Plaza Blvd
Harbor Dr
Main St
A Ave
5th St
National City Blvd
Hoover A
ve
Roosevelt Ave
1st St
3rd St
Ward Rd
Wilson Ave
8th St
Bay Marina Dr
Civic Center Dr
Marina Way
4th St
Mile of
Cars Way
Kimball WayHoover Ave
0 0.5 10.25 Miles
N
Legend
Truck Routes
Primary Truck Routes
Alternative Truck Routes
STAHNET Network
STRAHNET Connector
STRAHNET Interstate
OLDCC Study Area

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CHAPTER 2 | EXISTING CONDITIONS
35 Figure 2-10: Existing and Planned Bikeways (from Homefront to Waterfront) §¨¦55
National City Blvd
Division St
16th St
18t h St
Plaza Blvd
Harbor Dr
Main St
A Ave
5th St
National City Blvd
Hoover A
ve
Roosevelt Ave
1st St
3rd St
Ward Rd
Wilson Ave
8th St
Bay Marina Dr
Civic Center Dr
Marina Way
4th St
Mile of
Cars Way
Kimball WayHoover Ave
0 0.5 10.25 Miles
N
Legend
Existing Bikeways
Class I: Multi-use Path
Class II: Bike Lane
Class III: Bike Route
Class IV: Cycle Track
Urban Trail
Planned Bikeways
Class I: Multi-use Path
Class II: Bike Lane
Class III: Bike Route
Class IV: Cycle Track
OLDCC Study Area

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NATIONAL CITY RESILIENCY STUDY
36 2.8 W ALKABILITY
There are multiple trolley lines and bus routes in the Study Area. However, with mostly industrial and light industrial land uses and heavy use of trucks and large vehicles, the envi- ronment can be uncomfortable for people walking. The Study Area has railway lines and freeways as barriers, and gen- erally long block lengths, commonly 1,000 feet long, which can increase walk trips significantly. Although there are a fair amount of sidewalks in the Study Area, there are generally long distances between signalized pedestrian crossings so the area is not considered pedestrian-friendly.

Although there’s no one universally accepted metric for how walkable an area is, there are emerging tools to measure walkability, such as the Walk Opportunities Index, the Walk- ability Index, the Pedshed Connectivity measure, and Walk Score, according to research from the Project for Public Spac- es. It is the latter metric, Walk Score, that will be explained in this section, as well as a pedestrian crash analysis in a subsequent section of this Study.

Walk Score is a generalized tool for comparing relative ease of access by walking, biking, and using transit to destinations of a city or neighborhood from adjacent areas, as provided by the Walk Score webpage. The webpage is a free service available to the general public to compare, mainly, the den- sity of destinations in adjacent cities or individual homes or businesses. Table 2-5 and Figures 2-11 provide a summary of Walk Score webpage data as of May 2023. The table com- pares walk, bike, and transit access in adjacent cities, and the adjacent neighborhood of Southcrest. All scores are out of 100 possible points. As shown in the comparison table, the overall area of National City scores highest with walkability compared to adjacent areas. Although it should be noted that ‘San Diego’ includes a vastly larger area that is averaged for its entirety and reduces its overall score. National City is described as having “some public transportation,” does not have many bike lanes, and “some’’ errands can be accomplished on foot.

Some of the criteria used in this Study’s prioritization process are pedestrian quality and bicycle level of traffic stress. Fac- tors such as low walkability or bikeability helped determine priority projects by focusing on closing gaps and increasing multimodal options.

Table 2-5. Walk Score Comparison with
Adjacent Cities
Travel Mode Walk
Score
Bike
Score
Transit
Score
National
City 69 49 47
Chula Vista 46 41 35
Southcrest 68 52 48
San Diego 53 43 37
Figure 2-11: WalkScore Map of Walkability (green
is higher density of destinations)

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CHAPTER 2 | EXISTING CONDITIONS
37 Figure 2-12: NEV Service Area

2.9 NEIGHBORHOOD ELECTRIC VEHICLES
(NEV)
The City of National City received a Clean Mobility Options (CMO) grant from the California Air and Resource Board to construct a mobility hub at the 8th Street Transit Center. As a dedicated location for switching modes of transport, mobility hubs are centers designed to provide a safe and comfortable transition for passengers between transportation modes by providing a focal point in the transportation network. The plan for this mobility hub is to both charge and store Neighborhood Electric Vehicles (NEVs). A NEV is defined as a four-wheeled electric vehicle that has a maximum speed greater than 20 miles per hour (mph) but not more than 25 mph. NEVs will be stored at the 8th Street station and serve National City within a 10-minute radius of the mobility hub, as shown in Figure 2-12.

The purpose of this microtransit is to increase first-last mile connections for people using the 8th Street trolley, though it can be used by anyone with a smartphone.

The NEVs are funded for four years. The CMO grant funds the first three years of the program, and the Port is funding the fourth year.

2.10 CITYWIDE TRAFFIC CONDITIONS
For this Study, the Team analyzed current traffic conditions throughout the day, using the standard traffic engineering measurement of a volume to capacity ratio. A volume to ca- pacity (v/c) ratio measures the amount of traffic on a given roadway relative to the amount of traffic the roadway was de- signed to accommodate, or the capacity of the roadway.

After analyzing all the periods of the day, the peak morning period appeared to be 6am to 7am and the peak afternoon/ evening period appeared to be 3pm to 4pm, as can be seen in Figures 2-13 and 2-14.

To gauge traffic conditions, traffic engineers use a term called “Level of Service,” which is a qualitative measure used to relate the quality of motor vehicle traffic service. It is used to analyze roadways and intersections by categorizing traffic flow and assigning quality levels of traffic based on perfor - mance measures like vehicle speed, density, congestion. In general, the principle is to take the volume of traffic in one hour and divide it by the appropriate capacity of the road type to get a v/c rating.

In traffic engineering, it is acceptable for roads to operate at 85% capacity, which equates to what traffic engineers refer to as “Level of Service” (LOS) D and E. After analyzing the peak morning period and the peak afternoon/evening period in the project study area, it was determined that for those two peri- ods, most of the streets in the Study Area operate above 85% capacity. As can be seen in Figures 2-13 and 2-14, where orange represents a v/c between 0.85 and 0.96 and red rep- resents a v/c above 0.96, most of the streets are in orange or in red, indicating significant current congestion during peak periods in the Study Area. These traffic engineering terms are further explained in chapter 4.

H
H
#
#
#
#
City of San Diego
¬«54
GATE 32
GATE 13
GATE 9 8th St.

Trolley
Stop
24th St.

Trolley Stop
Harbor
Rancho de
la Nacion
John Otis
Olivewood
Las Palmas
Mile of Cars
Downtown
Old Town
Central
Central

SWEETWATER
PLAZA

NATIONAL CITY BLVD
BAY
MARINA

CLEVELAND

CIVIC CENTER
§¨¦
805

DIVISION
18TH
E
03RD
8TH
MAIN

HIGHLAND
EUCLID
30TH
2 4TH
¬«54
19TH
§¨¦
5 TIDELANDS
HARBOR
# Gates Served
H Trolley Stations Served
Proposed Service Area
National City Boundary0 0.25 0.50.125 Miles
N

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NATIONAL CITY RESILIENCY STUDY
38 Figure 2-13: Congestion from 6:00-7:00AM (Peak Hour) • • • • • • • ••
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0.96 > V/C (LOS F)

0.85 > V/C ≤ 0.96 (LOS E)

0.5 > V/C ≤ 0.85 (LOS D)
V/C ≤ 0.5 (LOS A - C)
Congestion
(6:00 - 7:00 AM)
San Diego Unified Port District, SanGIS, California State Parks, Esri, HERE, Garmin, Foursquare, SafeGraph, GeoTechnologies, Inc, METI/NASA, USGS, Bureau of Land Management, EPA, NPS, US Census Bureau, USDA, Esri, HERE

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CHAPTER 2 | EXISTING CONDITIONS
39 Figure 2-14: Congestion from 3:00-4:00PM (Peak Hour) • • • • • • • ••
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0.96 > V/C (LOS F)

0.85 > V/C ≤ 0.96 (LOS E)

0.5 > V/C ≤ 0.85 (LOS D)
V/C ≤ 0.5 (LOS A - C)
Congestion
(3:00 - 4:00 PM)
San Diego Unified Port District, SanGIS, California State Parks, Esri, HERE, Garmin, Foursquare, SafeGraph, GeoTechnologies, Inc, METI/NASA, USGS, Bureau of Land Management, EPA, NPS, US Census Bureau, USDA, Esri, HERE

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Project
Recommendations
3

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NATIONAL CITY RESILIENCY STUDY
42 3.1 PROJECT PRIORITIZA TION
The Team began with a list of 139 projects proposed by pre- vious studies and plans that address the primary concerns of safety, congestion, connections to highway and transit net- works, and multimodal transportation opportunities. The Team applied the following filters to develop priority projects. Over two dozen of the projects were removed because they were on NBSD right of way, which is outside of the scope of this Study.

For example, some projects were inside the NBSD fence line, NBSD gates improvements, etc. More projects were removed from the list if they didn’t meet the project goals of safety, transportation congestion, or multimodal benefits or weren’t focused on the City of National City, the City of San Diego, or NBSD.

The Team also removed any projects that were in construc- tion, funded, already designed, or the project included more recent projects identified in the same area by a different agen- cy. With these criteria applied, the Team removed 113 projects from the original project list of 139 projects, bringing the list of potential projects down to 26 projects, pictured in Figure 3-1 and project descriptions can be found in Appendix B.

For those 26 projects, the Team applied a series of criteria to score and then rank them from 1 to 26. The criteria are deter- mined as follows:

1. Collision Scores for all collisions -
This column is a
score for each of the project locations based on vehicle, pedestrian and bicyclist collisions that occurred along each corridor or intersection. For intersections, collisions that occurred within 300 feet of the intersection were
included in the collision score. Scores for individual col- lisions are based on 1.25 ‘points’ for fatal vehicle/vehicle collisions, 1.00 ‘points’ for all other vehicle/vehicle inju- ries, 1.50 for fatal pedestrian or bicyclist versus automo- bile collisions, 1.25 for severe injury pedestrian or bicy- clist versus automobile collisions, and 1.00 for all other pedestrian or bicyclist versus automobile injuries.

2. Proximity
to NBSD Gates - For this score, the Team used
GIS to measure the distance from the part of the project closest to one of the gates (#2, #6, #7, #9,#13, #29, #32, #43). If a project was within an eighth of a mile from the selected gates, it was given a score of 9. If a project was within a quarter mile from the selected gates, it was given a score of 6. If a project was within a half mile from the selected gates, it was given a score of 3. If a project was further than half mile away from the selected gates, it was given a score of 0.

3. A
verage Congestion (Volume-to-Capacity Ratio
[v/c])- Google Maps “Typical Traffic” tool was used to determine the weekday morning (AM) and afternoon (PM)
peak hour congestion for the Study Area. Google Maps
classifies their typical traffic congestion into four catego- ries: Green (free flow - no traffic delays), Orange (mod- erate amount of traffic), Red (traffic delays), Dark Red (significant traffic delays). These four categories were equated to a corresponding volume-to-capacity (v/c) ratio with similar traffic conditions: Green (v/c < 0.5), Orange (v/c ≤ 0.85), Red (v/c ≤ 0.96), Dark Red (v/c > 1). For congestion scoring, average v/c ratios were multiplied
by 10 to correspond to the other scoring columns. For a roadway, the worst case v/c segment was used and for
an intersection, the intersection approach v/c ratios were averaged.

4. P
edestrian Quality - This score factors in the following criteria.
•
P
ed Separation (bike, planter, parking) - This col-
umn indicates the percentage of corridor that has
horizontal separation between the vehicle travel lane
and the sidewalk. This criteria is for determining pe-
destrian Level of Traffic Stress (LTS).
•
P
ed Existing Sidewalk (percent) - This column in-
dicates the percentage of the corridor that has exist-
ing sidewalks.
•
P
ed Ease of Crossing (Corridors) (percent) - This
column indicates the percentage of the corridor
that has existing marked crosswalks every 600 feet
down the road.
•
P
ed Ease of Crossing (Intersection) (type/percent
marked) - This column indicates the percentage of
four crosswalk areas that have existing markings for
crosswalks.
•
P
ed LTS - Shows the final score applied to the cor -
ridor (or intersection depending on the project) for
pedestrian LTS.

5. Bic
ycle Level of Traffic Stress - This score factors in the following criteria.
•
L
TS Speed - LTS is a method of estimating the Level
of Traffic Stress for bicyclists. LTS Speed is the vehi- cle road speed in miles per hour as posted on signs.

The higher the speed for vehicles then the higher the
stress for bicyclists. The LTS Speed score is used in
conjunction with the LTS Bike Lane Exists (percent)
and the LTS Vehicle Lanes values in the next columns
to determine the overall LTS.
•
L
TS Bike Lane Exists (percent) - This column
shows the percentage of the corridor that has an
existing bike lane.
•
L
TS Vehicle Lanes - This column shows the number
of vehicle lanes along the segment of the corridor.

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CHAPTER 3 | PROJECT RECOMMENDATIONS
43 !(
!(
!(
!(
!(
!(
!(
!(
!(
!(
H
H
H
H
UV3
UV2
UV23
UV20
UV22
UV5
UV12
UV10
UV6
UV19
UV13
UV7
UV11
UV18
UV9
UV4
UV24
UV15
UV1
UV21
UV26
UV14
UV25
UV17
UV8
UV16
0 0.5 10.25 Miles
N
Legend
H Trolley Stations Served
!( Intersection Project
Corridor Project\
Figure 3-1: Project Intersections and Corridors

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NATIONAL CITY RESILIENCY STUDY
44 • Bike L TS score - Shows the final score applied to the corridor for bike LTS.

6. Connection to STRAHNET
, freeways, trolleys lines,
etc. - This is a score that considers connectivity to key networks, namely the STRAHNET, freeways, trolleys lines, using professional judgment to determine a score based
Table 3-1. Projects for Prioritization
Primary
Corridors and
Intersections
Location
(Start)
Location
(End) Collision
Proximity* to
NBSD Gates
(2, 6, 7, 9,13,
29, 32, 43)
Average
Congestion
(V/C)
Pedestrian
Quality
Bicycle
Level of
Traffic
Stress

STRAHNET
Connection
to trolleys
lines, free-
ways, etc
Total
Score
1 32nd St Harbor
Dr Main St 6 9 9.6 4 4 10 42.6
2 8th Street
Transit
Station
- - 0 9 0 4 4 25 42.0
3 32nd St
@ Transit
Station
- - 1 9 8.5 4 4 15 41.5
4 28th St Harbor
Dr Main St 10 3 9.6 4 4 10 40.6
5 28th St @
Boston Ave - - 8 3 8.5 3 3 10 35.5
6 Division St @
Main St - - 10 6 7.5 4 4 10 41.5
7 Main St Vesta St Yam a St 8 9 8.5 3 4 5 37.5
8 Civic Center
Dr (#1)
Tide-
lands
Ave
Wilson
Ave 2 9 9.1 4 4 10 38.1
9 Bay Marina
Dr - Mile of
Cars
McKin-
ley Ave
Hoover
Ave 4 0 8.5 4 4 10 30.5
10 Main St @
Yam a St - - 6 9 7.8 3 3 10 38.8
11 Civic Center
Dr (#2)
Tide-
lands
Ave
Wilson
Ave 2 9 9.1 4 4 10 38.1
12 8th St @
Hoover Ave - - 1 3 7.9 4 3 10 28.9
13 Bay Marina
Dr
Cleve-
land
Ave
Railroad 3 0 8.5 3 3 5 22.5
14 Cleveland
Ave
Civic
Center
Dr
Bay
Marina
Dr
2 3 8.5 3 4 5 25.5
15 Boston Ave 29th St 32nd St 1 3 8.5 2 2 10 26.5
16 19th St Harbor
Dr
McKin-
ley Ave 2 3 0 2 4 15 26.0
on that project’s importance in boosting and connecting to the aforementioned networks.

The Team added the aforementioned criteria to a table and added the total score for each of the 26 projects, so they could be ranked 1 through 26 as shown in the Table 3-1.

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CHAPTER 3 | PROJECT RECOMMENDATIONS
45 3.2 COLLISIONS A T PRIORITIZED PROJECTS
The ranked projects from the prior section were further ana- lyzed for types and quantities of collisions. The following two maps focus collision mapping analysis on the project intersec- tions and corridors to help prioritize projects relative to each other in terms of public safety.

Figure 3-2 Project Intersection Collisions shows circles around intersection project locations to highlight relative ranking or scoring of all (bike/ped/vehicle) injury severities within a 300 foot buffer, or circle, from the intersection point. Each collision within 300 feet of the intersection was ranked / scored based on collision type and severity of injury as described previously.

The total score for each intersection’s collisions was then used to compare each intersection and determine a relative scale from highest to lowest quantity and severity of collisions.

The intersection of Division Street and National City Boulevard has the highest relative rank of collision injuries of all the in- tersection projects. A close second includes the I-5 off-ramp Primary
Corridors and
Intersections
Location
(Start)
Location
(End) Collision
Proximity* to
NBSD Gates
(2, 6, 7, 9,13,
29, 32, 43)
Average
Congestion
(V/C)
Pedestrian
Quality
Bicycle
Level of
Traffic
Stress

STRAHNET
Connection
to trolleys
lines, free-
ways, etc
Total
Score
17 Bay Marina
Dr
Cleve-
land
Ave
Marina
Way 3 0 6.8 3 3 10 25.8
18 19th St
Tide-
lands
Ave
McKin-
ley Ave 0 9 8.5 2 2 1 22.5
19 19th St @
Tidelands
Ave
- - 0 9 8.1 2 1 1 21.1
20 Sampson St
@ Harbor
Blvd
- - 4 0 8.7 3 3 1 19.7
21 National
City Blvd 18th St 26th St 2 0 6.8 4 4 1 17.8
22 Sampson St
@ Logan Ave - - 1 0 7.2 4 4 1 17.2
23 19th St @
Wilson St - - 0 0 6.8 3 2 5 16.8
24 Hoover Ave
Mile of
Cars
Way
30th St 1 9 8.5 3 3 1 25.5
25 Harbor Dr
to McKinley
Bike Path
Civic
Center
Dr
McKin-
ley Ave 0 3 0 4 1 5 13.0
26 Mckinley Ave 14th St
Bay
Marina
Dr
1 3 0 1 1 5 11.0
intersection onto Main Street which is directly adjacent to the worst intersection noted above. Additional relatively high ranking intersections for collision injuries include the main en- try gates to NBSD Dry Side and Wet Side off of 32nd Street and the intersection of 28th Street and Boston Avenue at the north edge of the Study Area.

Figure 3-3 Project Corridor Collisions shows the project lo- cations with relative ranking of the projects full length and collision injuries compared to the other project corridors.

The Mile of Cars Way/Bay Marina Drive corridor is considered the worst single stretch for collision injuries due to the four severe injuries that have occurred there plus all the other inju- ry collisions. A tie for the second worst locations starting with Main Street leading to the NBSD Dry Side entry gate that has seen two severe injuries, then 32nd Street as it directs traf- fic to the NBSD Dry Side and Wet Side main entry gates. The fourth high ranking injury corridor project is at the north end of the Study Area on 28th Street that brings traffic to Harbor Drive from I-5.

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NATIONAL CITY RESILIENCY STUDY
46 §¨¦55
National City Blvd
Division S
t
16th St
18th St
Plaza Blvd
Harbor Dr
Main St
A Ave
5th St
National City
Blvd
Hoover Ave
Roosevelt Ave
1st St
3rd St
Ward Rd
Wilson Ave
8th St
Bay Marina Dr
Civic Center Dr
Marina Way
4th St
Mile of Cars
Way
Kimball W
ay
Hoover Ave
UV3
UV2
UV23
UV20
UV22
UV5
UV12
UV10
UV6
UV19
8th St.

Trolley
Stop
24th St.

Trolley Stop
Pacific
Fleet Stop
Harborside
Stop
0 0.5 10.25 Miles
N
Legend
H Trolley Stations Served
Collision Points
D Fatal
( Severe Injury
! Other Injury
Intersection Collision
and Severity Density
Low Density
Medium Low Density
Medium High Density
High Density
OLDCC Study Area
Figure 3-2: Collisions at Project Intersections

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CHAPTER 3 | PROJECT RECOMMENDATIONS
47 §¨¦55
National City Blvd
Division S
t
16th St
18th St
Plaza Blvd
Harbor Dr
Main St
A Ave
5th St
National City
Blvd
Hoover Ave
Roosevelt Ave
1st St
3rd St
Ward Rd
Wilson Ave
8th St
Bay Marina Dr
Civic Center Dr
Marina Way
4th St
Mile of Cars
Way
Kimball W
ay
Hoover Ave
UV13
UV7
UV11
UV18
UV9
UV4
UV24
UV15
UV1
UV21
UV26
UV14
UV25
UV17
UV8
UV16
8th St.

Trolley
Stop
24th St.

Trolley Stop
Pacific
Fleet Stop
Harborside
Stop
0 0.5 10.25 Miles
N
Legend
H Trolley Stations Served
Collision Points
D Fatal
( Severe Injury
! Other Injury
Corridor Collision
and Severity Density
Low Density
Medium Low Density
Medium High Density
High Density
OLDCC Study Area
Figure 3-3: Collisions on Project Corridors

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Future
Conditions
4

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NATIONAL CITY RESILIENCY STUDY
50 4.1 TRAFFIC ANAL YSIS
Data was collected in April, 2023 for the Study Area inter - sections along Main Street and 19th Street, as these two locations have projects that proposed modifications to lane geometry and traffic signal operations. These corridors were analyzed to evaluate the effects of the proposed projects. The following Study Area intersections are shown in Figure 4-1 and Figure 4-2.

Main Street Study Intersections

1. Main Street and I-15 F
reeway Ramps

2. Main Street and
Vesta Street

3. Main Street and
Yama Street

4. Main Street and Division Street / Roosevelt Street

5. Na
tional City Boulevard and 1st Street / Osborn Street

6. Division Street and Osborn Street
19th Street Stud
y Intersections

7. 19th
Street and Tidelands Avenue

8. 19th Street and Cleveland
Avenue

9. 19th Street and McKinley
Avenue

10. 19th
Street and Wilson Avenue

4.1.1 ANAL YSIS SCENARIOS
This traffic analysis evaluated the intersections listed above under the following five (5) scenarios:
•
Current
(2023) – Based on Current (2023) traffic counts
collected in April 2023.
•
Future
(2030) Baseline – Based on current traffic vol-
umes and ambient growth along major roadways. This
scenario is based on the roadway geometry and traffic
control assumed for year 2030.
•
Future (2030) Plus Improvements – Future (2030) base
-
line volumes with roadway geometry and traffic control
modifications assumed for the project.
•
Future
(2030) Plus Vesta Bridge – Future (2030) baseline
traffic volumes redistributed as a result of the construc- tion of the Vesta Street Bridge project. This scenario is based on the roadway geometry and traffic control as-
sumed for year 2030.
•
Future (2030) Plus
Vesta Bridge Plus Improvements –
Future (2030) plus Vesta Street Bridge project volumes
with roadway geometry and traffic control assumed for
the project.

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CHAPTER 4 | FUTURE CONDITIONS
51 Figure 4-1: Main Street Study Area

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NATIONAL CITY RESILIENCY STUDY
52 Figure 4-2: 19th Street Study Area

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CHAPTER 4 | FUTURE CONDITIONS
53 Level of
Service Description
Signalized
(Avg. control delay
per vehicle sec/veh.)
Unsignalized
(Avg. control delay
per vehicle sec/veh.)
A
Free flow with no delays. Users are
virtually unaffected by others in the traffic
stream
[ 10 [ 10
B Stable traffic. Traffic flows smoothly with
few delays. 10 – 20 10 – 15
C
Stable flow but the operation of
individual users becomes affected by
other vehicles. Modest delays.
20 – 35 15 – 25
D
Approaching unstable flow. Operation
of individual users becomes significantly
affected by other vehicles. Delays may be
more than one cycle during peak hours.
35 – 55 25 – 35
E Unstable flow with operating conditions
at or near the capacity level. Long delays
and vehicle queuing.
55 – 80 35 – 50
F Forced or breakdown flow that causes
reduced capacity. Stop and go traffic
conditions. Excessive long delays and
vehicle queuing.
80 50
Sources: Transportation Research Board, Highway Capacity Manual 6th Edition, National Research Council, 2016.

Table 4-1. Intersection Level of Service Definitions

4.2 ANAL YSIS METHODOLOGY

4.2.1 LEVEL OF SERVICE ST ANDARDS
Analysis of the study intersections were based on the concept of Level of Service (LOS) and is a qualitative measure used to describe operational conditions, as mentioned in section 2.10.

LOS ranges from A (best), which represents minimal delay, to F (worst), which represents heavy delay and a facility that is operating at or near its functional capacity. Levels of service for this Study were determined using methods defined in the Highway Capacity Manual, 6th Edition (HCM 6) and Highway Capacity Manual, 2000 (HCM 2000) within Synchro analysis software. Intersections with standard signal phasing were analyzed with HCM 6. Intersections with non-standard signal phasing or non-standard intersection control were analyzed using HCM 2000 methodologies due to HCM 6 methodology
limitations within Synchro.

The HCM includes procedures for analyzing side street stop controlled (SSSC) and signalized intersections. The SSSC pro- cedure defines LOS as a function of average control delay for the worst movement. Conversely, the signalized intersection procedures define LOS as a function of average control delay for the intersection as a whole. The LOS standard for the City of San Diego and the City of National City is LOS D.

Table 4-1 relates the operational characteristics associated with each LOS category for signalized and unsignalized in- tersections.

4.2.2 TRA VEL TIME RUN METHODOLOGY
Arterial travel time was evaluated using Synchro’s SimTraffic software. Synchro is a macroscopic analysis tool used to iden- tify operational measures of effectiveness at the intersection level, but is limited to treating each intersection in isolation of

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NATIONAL CITY RESILIENCY STUDY
54 the network. SimTraffic, the microscopic software built into Synchro, analyzes the Synchro model as a network and can identify deficiencies caused by queuing and blocking at up- stream and downstream intersections. Therefore, SimTraffic was used to determine arterial travel times for each of the study corridors based on the average results from three mi- crosimulation runs for the AM and PM peak models.

4.3 CURRENT (2023 CONDITIONS)
Current (2023) Roadway Network
From I-15 to Division Street, Main Street is an east-west, two- lane, local collector. The roadway serves commercial uses and provides access to Gates #29 and #32 of NBSD. Main Street provides connection to the I-15 and I-5 freeways from NBSD.

On-street parking is allowed on both sides of the street and the street is divided by a two-way left-turn lane (TWLTL). There are sidewalks on both sides of the street with sidewalk gaps along the south side and no bicycle facilities along Main Street in the Study Area. The posted speed limit is 30 miles per hour.

From Tidelands Avenue to Wilson Avenue, 19th Street is an east-west, two-lane, local road. From Cleveland Avenue to Wilson Avenue, the roadway is eastbound only. The roadway serves commercial uses and provides access to NBSD Gate #13. There are sidewalks on both sides of the street and there are no bicycle facilities along 19th Street in the Study Area.

The posted speed limit is 30 miles per hour.

4.3.1 CURRENT (2023) PEAK-HOUR TURNING

MOVEMENT VOLUMES
Current (2023) volumes are based on counts collected on April 5, 2023, and are illustrated in Figure 4-3 and Figure 4-4.

Counts can be found in Appendix C.

4.3.2 CURRENT (2023) LEVEL OF SERVICE
Traffic operations were evaluated at the study intersections under current traffic conditions. Results of the analysis are presented in Table 4-2 and Table 4-3.

All study intersections function within acceptable LOS stand- ards under this analysis scenario except for the following in- tersections:
•
#2 – Main Street and
Vesta Street – PM peak only
•
#4 – Main Street and Division Street –
AM and PM peak
» This
intersection will be signalized as part of National
City’s 8th and Roosevelt project.
•
#6
– Division Street and Osborn Street – AM and PM peak

4.3.3 CURRENT (2023) AR TERIAL TRAVEL TIME
Traffic operations were evaluated for the two study corridors under current traffic conditions using SimTraffic to calculate the travel time from one end of each corridor to the other dur- ing each peak hour. Results of the analysis are presented in Table 4-4 and Table 4-5.

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CHAPTER 4 | FUTURE CONDITIONS
55 Figure 4-3: Current (2023) Volumes for Main Street
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
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÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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/
203
32 149
Vesta St
106
28 544
355
75 262
115
72 179
39 Yama St
278
OLDCC Resiliency Grant
1234
161
0 175
I-15 On/Off-
Ramp
92 2
Roosevelt Ave
499
0 179
268
383456 183
00 150
6 260
9 86
Main StMain StMain StNational City
Blvd/Division St
00329113232121
188
10 529 378310 450715
463811790
193 647
0 0 00
00176715
109 494
58 0
113
11 27 124 307
0 223 742
448
144
321 527 88317 219
235
143 489
5678
10 167
6 63
0 72
158
70 12
0 0
0 36
11 54
42 211
141
14 5 13 12
Osborn
St/National City
Blvd
180
112
145
Osborn St
4 150
1397
11 63
9201 30
71 38
5 479
00 1145262430
248
36 4500
66 1094 111321
Cleveland Ave
37 7
Tidelands Ave0
National City
Blvd/E 1st StDivision StW 19th StW 19th St
00231359
00 171
193
0532522
1 149
0 23
6 35
24 15 122 2 57
7 15 138
16 91 380
11 177
52 147 48614 12
9101112
0 12
22 136
30 9
114
69 32
431
694
10 8
877
19 0
0 0
0 0 00
McKinley Ave
25 41
14 Wilson Ave
0 15
0 0
0 9
800
6 12
445
00 001134000
0 0
000
0073 450
0%
0 0
0%
0 W 19th StW 19th St/W 18th St00
12235148
59 291
0 1
0000
0 21 518 320000
0 00
0 0
0 15
22 148
17 52
48 13141516
0 0
0 0
0 0
0 0
5 8
33 128
21 0
0 00
0 0
0 0%
0 0
0%
0 0
000
0 0
000
0 0
0%
0 00
0 0
0 0%
0 00
0 000
00 00000000
000
0 0
0 0
000000
000
0 00
0 0
0 0
0000000
0 0
0 0 0
0 0
0 00
0 0
0 0
0 0
0 0
0 0 0
0 0
0 0
0 0
0 X / Y = AM / PM PEAK HOUR

TURNING VOLUMES
#N/A
Existing Peak-Hour Traffic Volumes#N/A
K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Ex Figure 1-16 Legend
/
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õ/õ/õ/õ/
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÷òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
/
/
/
/
/
/
/
/
/
/
/
/
203
32 149
Vesta St
106
28 544
355
75 262
115
72 179
39 Yama St
278
OLDCC Resiliency Grant
1234
161
0 175
I-15 On/Off-
Ramp
92 2
Roosevelt Ave
499
0 179
268
383456 183
00 150
6 260
9 86
Main StMain StMain StNational City
Blvd/Division St
00329113232121
188
10 529 378310 450715
463811790
193 647
0 0 00
00176715
109 494
58 0
113
11 27 124 307
0 223 742
448
144
321 527 88317 219
235
143 489
5678
10 167
6 63
0 72
158
70 12
0 0
0 36
11 54
42 211
141
14 5 13 12
Osborn
St/National City
Blvd
180
112
145
Osborn St
4 150
1397
11 63
9201 30
71 38
5 479
00 1145262430
248
36 4500
66 1094 111321
Cleveland Ave
37 7
Tidelands Ave0
National City
Blvd/E 1st StDivision StW 19th StW 19th St
00231359
00 171
193
0532522
1 149
0 23
6 35
24 15 122 2 57
7 15 138
16 91 380
11 177
52 147 48614 12
9101112
0 12
22 136
30 9
114
69 32
431
694
10 8
877
19 0
0 0
0 0 00
McKinley Ave
25 41
14 Wilson Ave
0 15
0 0
0 9
800
6 12
445
00 001134000
0 0
000
0073 450
0%
0 0
0%
0 W 19th StW 19th St/W 18th St00
12235148
59 291
0 1
0000
0 21 518 320000
0 00
0 0
0 15
22 148
17 52
48 13141516
0 0
0 0
0 0
0 0
5 8
33 128
21 0
0 00
0 0
0 0%
0 0
0%
0 0
000
0 0
000
0 0
0%
0 00
0 0
0 0%
0 00
0 000
00 00000000
000
0 0
0 0
000000
000
0 00
0 0
0 0
0000000
0 0
0 0 0
0 0
0 00
0 0
0 0
0 0
0 0
0 0 0
0 0
0 0
0 0
0 X / Y = AM / PM PEAK HOUR

TURNING VOLUMES
#N/A
Existing Peak-Hour Traffic Volumes#N/A
K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Ex Figure 1-16 Legend
/
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
/
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷ òø÷/÷ òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
/
/
/
/
/
/
/
/
/
/
/
/
203
32 149
Vesta St
106
28 544
355
75 262
115
72 179
39 Yama St
278
OLDCC Resiliency Grant
1234
161
0 175
I-15 On/Off-
Ramp
92 2
Roosevelt Ave
499
0 179
268
383456 183
00 150
6 260
9 86
Main StMain StMain StNational City
Blvd/Division St
00329113232121
188
10 529 378310 450715
463811790
193 647
0 0 00
00176715
109 494
58 0
113
11 27 124 307
0 223 742
448
144
321 527 88317 219
235
143 489
5678
10 167
6 63
0 72
158
70 12
0 0
0 36
11 54
42 211
141
14 5 13 12
Osborn
St/National City
Blvd
180
112
145
Osborn St
4 150
1397
11 63
9201 30
71 38
5 479
00 1145262430
248
36 4500
66 1094 111321
Cleveland Ave
37 7
Tidelands Ave0
National City
Blvd/E 1st StDivision StW 19th StW 19th St
00231359
00 171
193
0532522
1 149
0 23
6 35
24 15 122 2 57
7 15 138
16 91 380
11 177
52 147 48614 12
9101112
0 12
22 136
30 9
114
69 32
431
694
10 8
877
19 0
0 0
0 0 00
McKinley Ave
25 41
14 Wilson Ave
0 15
0 0
0 9
800
6 12
445
00 001134000
0 0
000
0073 450
0%
0 0
0%
0 W 19th StW 19th St/W 18th St00
12235148
59 291
0 1
0000
0 21 518 320000
0 00
0 0
0 15
22 148
17 52
48 13141516
0 0
0 0
0 0
0 0
5 8
33 128
21 0
0 00
0 0
0 0%
0 0
0%
0 0
000
0 0
000
0 0
0%
0 00
0 0
0 0%
0 00
0 000
00 00000000
000
0 0
0 0
000000
000
0 00
0 0
0 0
0000000
0 0
0 0 0
0 0
0 00
0 0
0 0
0 0
0 0
0 0 0
0 0
0 0
0 0
0 X / Y = AM / PM PEAK HOUR

TURNING VOLUMES
#N/A
Existing Peak-Hour Traffic Volumes#N/A
K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Ex Figure 1-16 Legend

Page 322 of 431 ends

NATIONAL CITY RESILIENCY STUDY
56 Figure 4-4: Current (2023) Volumes for 19th Street
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/ð/ð/ð/ð
/ø/ø/ø/ø
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÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷òø÷/÷ òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
/
/
/
/
/
/
/
/
/
/
/
/
203
32 149
Vesta St
106
28 544
355
75 262
115
72 179
39 Yama St
278
OLDCC Resiliency Grant
1234
161
0 175
I-15 On/Off-
Ramp
92 2
Roosevelt Ave
499
0 179
268
383456 183
00 150
6 260
9 86
Main StMain StMain StNational City
Blvd/Division St
00329113232121
188
10 529 378310 450715
463811790
193 647
0 0 00
00176715
109 494
58 0
113
11 27 124 307
0 223 742
448
144
321 527 88317 219
235
143 489
5678
10 167
6 63
0 72
158
70 12
0 0
0 36
11 54
42 211
141
14 5 13 12
Osborn
St/National City
Blvd
180
112
145
Osborn St
4 150
1397
11 63
9201 30
71 38
5 479
00 1145262430
248
36 4500
66 1094 111321
Cleveland Ave
37 7
Tidelands Ave0
National City
Blvd/E 1st StDivision StW 19th StW 19th St
00231359
00 171
193
0532522
1 149
0 23
6 35
24 15 122 2 57
7 15 138
16 91 380
11 177
52 147 48614 12
9101112
0 12
22 136
30 9
114
69 32
431
694
10 8
877
19 0
0 0
0 0 00
McKinley Ave
25 41
14 Wilson Ave
0 15
0 0
0 9
800
6 12
445
00 001134000
0 0
000
0073 450
0%
0 0
0%
0 W 19th StW 19th St/W 18th St00
12235148
59 291
0 1
0000
0 21 518 320000
0 00
0 0
0 15
22 148
17 52
48 13141516
0 0
0 0
0 0
0 0
5 8
33 128
21 0
0 00
0 0
0 0%
0 0
0%
0 0
000
0 0
000
0 0
0%
0 00
0 0
0 0%
0 00
0 000
00 00000000
000
0 0
0 0
000000
000
0 00
0 0
0 0
0000000
0 0
0 0 0
0 0
0 00
0 0
0 0
0 0
0 0
0 0 0
0 0
0 0
0 0
0 X / Y = AM / PM PEAK HOUR

TURNING VOLUMES
#N/A
Existing Peak-Hour Traffic Volumes#N/A
K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Ex Figure 1-16 Legend
/
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷òø÷/÷òø÷/÷ òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
/
/
/
/
/
/
/
/
/
/
/
/
203
32 149
Vesta St
106
28 544
355
75 262
115
72 179
39 Yama St
278
OLDCC Resiliency Grant
1234
161
0 175
I-15 On/Off-
Ramp
92 2
Roosevelt Ave
499
0 179
268
383456 183
00 150
6 260
9 86
Main StMain StMain StNational City
Blvd/Division St
00329113232121
188
10 529 378310 450715
463811790
193 647
0 0 00
00176715
109 494
58 0
113
11 27 124 307
0 223 742
448
144
321 527 88317 219
235
143 489
5678
10 167
6 63
0 72
158
70 12
0 0
0 36
11 54
42 211
141
14 5 13 12
Osborn
St/National City
Blvd
180
112
145
Osborn St
4 150
1397
11 63
9201 30
71 38
5 479
00 1145262430
248
36 4500
66 1094 111321
Cleveland Ave
37 7
Tidelands Ave0
National City
Blvd/E 1st StDivision StW 19th StW 19th St
00231359
00 171
193
0532522
1 149
0 23
6 35
24 15 122 2 57
7 15 138
16 91 380
11 177
52 147 48614 12
9101112
0 12
22 136
30 9
114
69 32
431
694
10 8
877
19 0
0 0
0 0 00
McKinley Ave
25 41
14 Wilson Ave
0 15
0 0
0 9
800
6 12
445
00 001134000
0 0
000
0073 450
0%
0 0
0%
0 W 19th StW 19th St/W 18th St00
12235148
59 291
0 1
0000
0 21 518 320000
0 00
0 0
0 15
22 148
17 52
48 13141516
0 0
0 0
0 0
0 0
5 8
33 128
21 0
0 00
0 0
0 0%
0 0
0%
0 0
000
0 0
000
0 0
0%
0 00
0 0
0 0%
0 00
0 000
00 00000000
000
0 0
0 0
000000
000
0 00
0 0
0 0
0000000
0 0
0 0 0
0 0
0 00
0 0
0 0
0 0
0 0
0 0 0
0 0
0 0
0 0
0 X / Y = AM / PM PEAK HOUR

TURNING VOLUMES
#N/A
Existing Peak-Hour Traffic Volumes#N/A
K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Ex Figure 1-16 Legend
/
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õ/õ/õ/õ/
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÷òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷òø÷/÷òø÷/÷ òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
/
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/
/
203
32 149
Vesta St
106
28 544
355
75 262
115
72 179
39 Yama St
278
OLDCC Resiliency Grant
1234
161
0 175
I-15 On/Off-
Ramp
92 2
Roosevelt Ave
499
0 179
268
383456 183
00 150
6 260
9 86
Main StMain StMain StNational City
Blvd/Division St
00329113232121
188
10 529 378310 450715
463811790
193 647
0 0 00
00176715
109 494
58 0
113
11 27 124 307
0 223 742
448
144
321 527 88317 219
235
143 489
5678
10 167
6 63
0 72
158
70 12
0 0
0 36
11 54
42 211
141
14 5 13 12
Osborn
St/National City
Blvd
180
112
145
Osborn St
4 150
1397
11 63
9201 30
71 38
5 479
00 1145262430
248
36 4500
66 1094 111321
Cleveland Ave
37 7
Tidelands Ave0
National City
Blvd/E 1st StDivision StW 19th StW 19th St
00231359
00 171
193
0532522
1 149
0 23
6 35
24 15 122 2 57
7 15 138
16 91 380
11 177
52 147 48614 12
9101112
0 12
22 136
30 9
114
69 32
431
694
10 8
877
19 0
0 0
0 0 00
McKinley Ave
25 41
14 Wilson Ave
0 15
0 0
0 9
800
6 12
445
00 001134000
0 0
000
0073 450
0%
0 0
0%
0 W 19th StW 19th St/W 18th St00
12235148
59 291
0 1
0000
0 21 518 320000
0 00
0 0
0 15
22 148
17 52
48 13141516
0 0
0 0
0 0
0 0
5 8
33 128
21 0
0 00
0 0
0 0%
0 0
0%
0 0
000
0 0
000
0 0
0%
0 00
0 0
0 0%
0 00
0 000
00 00000000
000
0 0
0 0
000000
000
0 00
0 0
0 0
0000000
0 0
0 0 0
0 0
0 00
0 0
0 0
0 0
0 0
0 0 0
0 0
0 0
0 0
0 X / Y = AM / PM PEAK HOUR

TURNING VOLUMES
#N/A
Existing Peak-Hour Traffic Volumes#N/A
K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Ex Figure 1-16 Legend

Page 323 of 431 ends

CHAPTER 4 | FUTURE CONDITIONS
57 # Intersection Control
Current (2023)
AM Peak Hour PM Peak Hour
LOS Delay (sec.) LOS Delay (sec.)
Main Street
1* Main St & I-15 Ramps Signal D 37.1 C 27.3
2 Main St & Vesta St Signal C 25.1 F 177.8
3 Main St & Y ama St Signal C 28.0 D 43.8
4 Main St & Division St /
Roosevelt St
(Worst Approach/
Movement)
SSSC F >300
(NB) F >300
(NB)
5*
National City Boulevard
and 1st Street / Osborn
Street
Signal C 29.8 C 23.5
6 Division Street and
Osborn Street AWSC F 149.0 F 53.1
Table 4-2. Current (2023) Level of Service for Main Street Note:
*HCM 2000 Methodology reported. All remaining locations represent HCM 6th methodology.

Average intersection delay reported for Signal and AWSC intersections; Worst case approach and movement delay reported for SSSC intersections.

Page 324 of 431 ends

NATIONAL CITY RESILIENCY STUDY
58 # Intersection Control
Current (2023)
AM Peak Hour PM Peak Hour
LOS Delay (sec.) LOS Delay (sec.)
19th Street
7 Tidelands Avenue &
19th Street Signal B 10.2 A 7.2
8 Cleveland Avenue &
19th Street
Worst Approach SSSC
C 15.8 C 22.1
Cleveland Avenue &
19th Street
Worst Movement
C 18.3 (EBTL) D 30.4 (EBTL)
9 McKinley Avenue &
19th Street
Worst Approach SSSC
A 9.6 B 11.0
McKinley Avenue &
19th Street
Worst Movement
A 9.6 (NB) B 11.0 (NB)
10 Wilson Avenue & 19th
Street AWSC A 9.2 B 11.8
Note:
*HCM 2000 Methodology reported. All remaining locations represent HCM 6th methodology.

Average intersection delay reported for Signal and AWSC intersections; Worst case approach and movement delay reported for SSSC intersections.

Table 4-3. Current (2023) Level of Service for 19th Street

Page 325 of 431 ends

CHAPTER 4 | FUTURE CONDITIONS
59 Direction Segment
Current (2023)
AM Peak Hour PM Peak Hour
Travel Time (min.) Travel Time (min.)
Main Street
EB 32nd to I-15 Ramps 3.1 4.0
WB I-15 Ramps to 32nd 2.9 3.0
Table 4-4. Current (2023) Arterial Travel Time for Main Street Direction Segment
Current (2023)
AM Peak Hour PM Peak Hour
Travel Time (min.) Travel Time (min.)
19th Street
EB Tidelands Avenue to
McKinley Avenue 0.5 1.0
Table 4-5. Current (2023) Arterial Travel Time for 19th Street

Page 326 of 431 ends

NATIONAL CITY RESILIENCY STUDY
60 4.4 FUTURE (2030) BASELINE CONDITIONS
The Future (2030) baseline conditions are based on existing traffic volumes and ambient growth along major roadways, with roadway geometry and traffic control modifications as- sumed in year 2030. The following two projects that are near- ing construction were assumed to be completed by 2030:
• 8th and Roosevelt Active Transportation Corridor Project • West 19th Street Greenway Improvement Project
Overview of these plans for these projects can be found in Appendix D.

4.4.1 FUTURE (2030) BASELINE PEAK-HOUR

TURNING MOVEMENT VOLUMES
Future (2030) Baseline volumes were determined by apply- ing an annual growth rate to existing (2023) volumes. Annu- al growth rates for roadway segments within the Study Area were derived from the San Diego Association of Governments (SANDAG) Transportation Forecast Information Center (TFIC) data portal. An annual growth rate was calculated for each roadway segment based on Year 2025 and 2050 volumes
from TFIC. The growth rates were averaged with the excep- tion of any segments that were projecting negative growth, to be conservative. The resulting average growth rate for the Study Area was determined to be approximately 0.5 percent.

Therefore, an annual growth rate of 0.5 percent was applied to intersections along the Main Street corridor. For the remain- ing intersections along 19th Street, an annual growth rate of

0.75 percent was applied instead based on discussion with NBSD about anticipated growth that may not be factored into the SANDAG model. The resulting future (2030) volumes are illustrated in Figure 4-5 and Figure 4-6.

4.4.2 FUTURE (2030) BASELINE LEVEL OF SERVICE
Traffic operations were evaluated for the two study corridors under future traffic conditions using SimTraffic to calculate the travel time from one end of each corridor to the other during each peak hour. Results of the analysis are presented in Table 4-6 and Table 4-7.

All study intersections function within acceptable LOS stand- ards under this analysis scenario except for the following in- tersections:
•
#2 – Main Street and
Vesta Street – PM peak only
•
#3 – Main Street and
Yama Street – PM peak only
•
#4 – Main Street and Division Street – PM peak only
•
#6
– Division Street and Osborn Street – AM and PM peak
•
#8 – Cleveland
Avenue and 19th Street – PM peak only

4.4.3 FUTURE (2030) AR TERIAL TRAVEL TIME
Traffic operations were evaluated for the two study corridors under future traffic conditions using SimTraffic to calculate the travel time from one end of each corridor to the other during each peak hour. Results of the analysis are presented in Table 4-8 and Table 4-9.

Page 327 of 431 ends

CHAPTER 4 | FUTURE CONDITIONS
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TURNING VOLUMES
#N/A
Near Term Baseline Peak-Hour Traffic Volumes#N/A
K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Future Baseline Figure 1-16 Legend 0
0 0
0 0
0 0
0 0
0 0 0 0000000
0 0
0 0 0
0 0
0 00
0 0
0 0
0 0
0 000000
000
0 00
0 0
0 0
000
00 00000000
000
0 0
0 0
0 0
0 0
0 0 00
0 0
0%
0 00
0 0
0 0%
0 00
0 0
0 0%
0 0
0%
0 0
00 13141516
0 0
0 0
0 0
0 0
0 0
35 135
23 0
0 23 619 340000
0 00
0 24 156
18 55
51 00
0 0
W 19th StW 19th St/W 18th St00
0037156
00 0
0 0000
00 001236000
0 0
0 00
0077 480
0%
0 0
0%
0 0
10 000
7 13
548
0 0
0 0 00
McKinley Ave
27 44
15 Wilson Ave
0 16
0 0
9101112
0 13
0 144
32 10
121
114
8 447
719
11 9
909
20 0
17 95 394
12 184
54 153 50415 13
2 158
0 25
7 80
1 16 129 3 61
8 45
National City
Blvd/E 1st StDivision StW 19th StW 19th St
00240372
00 178
200
05639165
00 1255465540
262
38 1200
69 1198 115339
Cleveland Ave
39 8
Tidelands Ave0
12 66
10209 32
74 40
6497
15 614 13
Osborn
St/National City
Blvd
187
116
151
Osborn St
5 156
1478
5678
11 173
7 66
0 75
164
73 13
0 0
0 38
12 56
45 223
5 28 129 318
0 231 769
464
150
333 546 92329 227
244
149 507
183741
190 759
61 0
118
12 551
483951894
200 670
0 0 00
00 Yama St
34 155
Vesta St
110
29 564
7 3 63
10 97
Main StMain StHarbor Dr0National City
Blvd/Division St
00341118241126
195
11 548 392
288
OLDCC Resiliency Grant
1234
167
0 182
I-15 On/Off-
Ramp
96 3
Roosevelt Ave
517
0 186
278
470473 190
00 156
211
368
78 272
120
75 186
41 322 466
Figure 4-5: Future (2030) Volumes for Main Street
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32 149
Vesta St
106
28 544
355
75 262
115
72 179
39 Yama St
278
OLDCC Resiliency Grant
1234
161
0 175
I-15 On/Off-
Ramp
92 2
Roosevelt Ave
499
0 179
268
383456 183
00 150
6 260
9 86
Main StMain StMain StNational City
Blvd/Division St
00329113232121
188
10 529 378310 450715
463811790
193 647
0 0 00
00176715
109 494
58 0
113
11 27 124 307
0 223 742
448
144
321 527 88317 219
235
143 489
5678
10 167
6 63
0 72
158
70 12
0 0
0 36
11 54
42 211
141
14 5 13 12
Osborn
St/National City
Blvd
180
112
145
Osborn St
4 150
1397
11 63
9201 30
71 38
5 479
00 1145262430
248
36 4500
66 1094 111321
Cleveland Ave
37 7
Tidelands Ave0
National City
Blvd/E 1st StDivision StW 19th StW 19th St
00231359
00 171
193
0532522
1 149
0 23
6 35
24 15 122 2 57
7 15 138
16 91 380
11 177
52 147 48614 12
9101112
0 12
22 136
30 9
114
69 32
431
694
10 8
877
19 0
0 0
0 0 00
McKinley Ave
25 41
14 Wilson Ave
0 15
0 0
0 9
800
6 12
445
00 001134000
0 0
000
0073 450
0%
0 0
0%
0 W 19th StW 19th St/W 18th St00
12235148
59 291
0 1
0000
0 21 518 320000
0 00
0 0
0 15
22 148
17 52
48 13141516
0 0
0 0
0 0
0 0
5 8
33 128
21 0
0 00
0 0
0 0%
0 0
0%
0 0
000
0 0
000
0 0
0%
0 00
0 0
0 0%
0 00
0 000
00 00000000
000
0 0
0 0
000000
000
0 00
0 0
0 0
0000000
0 0
0 0 0
0 0
0 00
0 0
0 0
0 0
0 0
0 0 0
0 0
0 0
0 0
0 X / Y = AM / PM PEAK HOUR

TURNING VOLUMES
#N/A
Existing Peak-Hour Traffic Volumes#N/A
K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Ex Figure 1-16 Legend

Page 328 of 431 ends

NATIONAL CITY RESILIENCY STUDY
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TURNING VOLUMES
#N/A
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K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Future Baseline Figure 1-16 Legend 0
0 0
0 0
0 0
0 0
0 0 0 0000000
0 0
0 0 0
0 0
0 00
0 0
0 0
0 0
0 000000
000
0 00
0 0
0 0
000
00 00000000
000
0 0
0 0
0 0
0 0
0 0 00
0 0
0%
0 00
0 0
0 0%
0 00
0 0
0 0%
0 0
0%
0 0
00 13141516
0 0
0 0
0 0
0 0
0 0
35 135
23 0
0 23 619 340000
0 00
0 24 156
18 55
51 00
0 0
W 19th StW 19th St/W 18th St00
0037156
00 0
0 0000
00 001236000
0 0
000
0077 480
0%
0 0
0%
0 0
10 000
7 13
548
0 0
0 0 00
McKinley Ave
27 44
15 Wilson Ave
0 16
0 0
9101112
0 13
0 144
32 10
121
114
8 447
719
11 9
909
20 0
17 95 394
12 184
54 153 50415 13
2 158
0 25
7 80
1 16 129 3 61
8 45
National City
Blvd/E 1st StDivision StW 19th StW 19th St
00240372
00 178
200
05639165
00 1255465540
262
38 1200
69 1198 115339
Cleveland Ave
39 8
Tidelands Ave0
12 66
10209 32
74 40
6497
15 614 13
Osborn
St/National City
Blvd
187
116
151
Osborn St
5 156
1478
5678
11 173
7 66
0 75
164
73 13
0 0
0 38
12 56
45 223
5 28 129 318
0 231 769
464
150
333 546 92329 227
244
149 507
183741
190 759
61 0
118
12 551
483951894
200 670
0 0 00
00 Yama St
34 155
Vesta St
110
29 564
7 3 63
10 97
Main StMain StHarbor Dr0National City
Blvd/Division St
00341118241126
195
11 548 392
288
OLDCC Resiliency Grant
1234
167
0 182
I-15 On/Off-
Ramp
96 3
Roosevelt Ave
517
0 186
278
470473 190
00 156
211
368
78 272
120
75 186
41 322 466
Figure 4-6: Future (2030) Volumes for 19th Street
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203
32 149
Vesta St
106
28 544
355
75 262
115
72 179
39 Yama St
278
OLDCC Resiliency Grant
1234
161
0 175
I-15 On/Off-
Ramp
92 2
Roosevelt Ave
499
0 179
268
383456 183
00 150
6 260
9 86
Main StMain StMain StNational City
Blvd/Division St
00329113232121
188
10 529 378310 450715
463811790
193 647
0 0 00
00176715
109 494
58 0
113
11 27 124 307
0 223 742
448
144
321 527 88317 219
235
143 489
5678
10 167
6 63
0 72
158
70 12
0 0
0 36
11 54
42 211
141
14 5 13 12
Osborn
St/National City
Blvd
180
112
145
Osborn St
4 150
1397
11 63
9201 30
71 38
5 479
00 1145262430
248
36 4500
66 1094 111321
Cleveland Ave
37 7
Tidelands Ave0
National City
Blvd/E 1st StDivision StW 19th StW 19th St
00231359
00 171
193
0532522
1 149
0 23
6 35
24 15 122 2 57
7 15 138
16 91 380
11 177
52 147 48614 12
9101112
0 12
22 136
30 9
114
69 32
431
694
10 8
877
19 0
0 0
0 0 00
McKinley Ave
25 41
14 Wilson Ave
0 15
0 0
0 9
800
6 12
445
00 001134000
0 0
000
0073 450
0%
0 0
0%
0 W 19th StW 19th St/W 18th St00
12235148
59 291
0 1
0000
0 21 518 320000
0 00
0 0
0 15
22 148
17 52
48 13141516
0 0
0 0
0 0
0 0
5 8
33 128
21 0
0 00
0 0
0 0%
0 0
0%
0 0
000
0 0
000
0 0
0%
0 00
0 0
0 0%
0 00
0 000
00 00000000
000
0 0
0 0
000000
000
0 00
0 0
0 0
0000000
0 0
0 0 0
0 0
0 00
0 0
0 0
0 0
0 0
0 0 0
0 0
0 0
0 0
0 X / Y = AM / PM PEAK HOUR

TURNING VOLUMES
#N/A
Existing Peak-Hour Traffic Volumes#N/A
K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Ex Figure 1-16 Legend

Page 329 of 431 ends

CHAPTER 4 | FUTURE CONDITIONS
63 # Intersection Control
Future (2030) Baseline
AM Peak Hour PM Peak Hour
LOS Delay (sec.) LOS Delay (sec.)
Main Street
1* Main St & I-15 Ramps Signal C 28.2 C 33.8
2 Main St & Vesta St Signal C 21.5 F 124.5
3 Main St & Y ama St Signal D 50.0 F 117.7
4 Main St & Division St Signal C 28.9 F 88.2
5*
National City Boulevard
& 1st Street / Osborn
Street
Signal C 32.2 C 23.8
6 Division Street &
Osborn Street AWSC F 171.3 F 62.5
Table 4-6. Future (2030) Baseline Level of Service for Main Street Note:
*HCM 2000 Methodology reported. All remaining locations represent HCM 6th methodology.

Average intersection delay reported for Signal and AWSC intersections; Worst case approach and movement delay reported for SSSC intersections.

Page 330 of 431 ends

NATIONAL CITY RESILIENCY STUDY
64 Table 4-7. Future (2030) Baseline Level of Service for 19th Street # Intersection Control
Future (2030) Baseline
AM Peak Hour PM Peak Hour
LOS Delay (sec.) LOS Delay (sec.)
19th Street
7 Tidelands Avenue &
19th Street Signal B 10.5 A 7.3
8 Cleveland Avenue &
19th Street
Worst Approach
SSSC
C 17.0
(EBTL) D 26.7
Cleveland Avenue &
19th Street
Worst Movement
C 19.8
(EBTL) E 38.3
9 McKinley Avenue &
19th Street AWSC A 7.0 A 6.9
10 Wilson Avenue & 19th
Street AWSC A 9.4 B 12.7
Note:
*HCM 2000 Methodology reported. All remaining locations represent HCM 6th methodology.

Average intersection delay reported for Signal and AWSC intersections; Worst case approach and movement delay reported for SSSC intersections.

Page 331 of 431 ends

CHAPTER 4 | FUTURE CONDITIONS
65 Direction Segment
Future (2030)
AM Peak Hour PM Peak Hour
Travel Time (min.) Travel Time (min.)
Main Street
EB I-15 Ramps to 1st Street 3.2 19.3
WB 1st Street to I-15 Ramps 4.5 18.7
Table 4-8. Future (2030) Arterial Travel Time for Main Street Direction Segment
Future (2030)
AM Peak Hour PM Peak Hour
Travel Time (min.) Travel Time (min.)
19th Street
EB Tidelands Avenue to Wilson
Avenue 1.1 1.1
Table 4-9. Future (2030) Arterial Travel Time for 19th Street

Page 332 of 431 ends

NATIONAL CITY RESILIENCY STUDY
66 4.5 FUTURE (2030) PLUS IMPROVEMENTS

CONDITIONS
The Future (2030) Plus Improvements conditions are based on the future baseline conditions, with the following project im- provements to improve intersection and corridor operations:
•
Main Street from I-15 Ramps to Division Street
» Widen Main Street between I-15 Ramps and Division
Street from a 3-lane section to a 5-lane section
•
Main Street and
Yama Street
» Convert
a westbound through lane on Main Street to
a second westbound left-turn lane
» Add second southbound lane on
Yama Street
•
Main Street and Division Street

» Modify signal phasing so tha
t eastbound and west-
bound Main Street and National City Boulevard are
split phased
» Modify eastbound Main Street a
pproach geome-
try to one eastbound left-turn lane, one eastbound
shared through-left lane, and one eastbound shared
through-right lane
» Modify southbound Division Street a
pproach geome-
try to one right turn lane only
•
19th
Street from Tidelands Avenue to Wilson Avenue
» Remove
one eastbound through lane to repurpose
roadway space for a Class IV bikeway (one-way or
two-way)
•
19th
Street and Tidelands Avenue
» Convert eastbound shared through-left lane to exc
lu-
sive left-turn lane
» Extend northbound left-turn lane to 150’

4.5.1 FUTURE (2030) PLUS IMPROVEMENTS PEAK-

HOUR TURNING MOVEMENT VOLUMES
The project improvements will not affect the number of trips or distribution patterns; therefore, the volumes remain un- changed from the Future (2030) Conditions. Future (2030) Plus Improvements volumes are illustrated in Figure 4-5 and Figure 4-6.

4.5.2 FUTURE (2030) PLUS IMPROVEMENTS LEVEL

OF SERVICE
Traffic operations were evaluated at the study intersections under future traffic conditions. Results of the analysis are pre- sented in Table 4-10 and Table 4-11.

All study intersections function within acceptable LOS stand- ards under this analysis scenario except for the following in- tersections:
•
#6
– Division Street and Osborn Street – AM and PM peak

4.5.3 FUTURE (2030) PLUS IMPROVEMENTS
AR

TERIAL TRAVEL TIME
Traffic operations were evaluated for the two study corri- dors under future plus improvements traffic conditions using SimTraffic to calculate the travel time from one end of each corridor to the other during each peak hour. Results of the analysis are presented in Table 4-12 and Table 4-13.

Page 333 of 431 ends

CHAPTER 4 | FUTURE CONDITIONS
67 # Intersection Control
Future (2030) Plus Improvements
AM Peak Hour PM Peak Hour
LOS Delay (sec.) LOS Delay (sec.)
Main Street
1* Main St & I-15 Ramps Signal C 28.2 C 33.8
2 Main St & Vesta St Signal C 30.0 C 21.0
3 Main St & Y ama St Signal C 22.0 D 39.5
4* Main St & Division St Signal C 28.9 C 33.1
5*
National City Boulevard
& 1st Street / Osborn
Street
Signal C 32.1 C 23.9
6 Division Street &
Osborn Street AWSC F 174.5 F 64.0
Table 4-10. Future (2030) Plus Improvements Level of Service for Main Street Note:
*HCM 2000 Methodology reported. All remaining locations represent HCM 6th methodology.

Average intersection delay reported for Signal and AWSC intersections; Worst case approach and movement delay reported for SSSC intersections.

Page 334 of 431 ends

NATIONAL CITY RESILIENCY STUDY
68 Table 4-11. Future (2030) Plus Improvements Level of Service for 19th Street # Intersection Control
Future (2030) Plus Improvements
AM Peak Hour PM Peak Hour
LOS Delay (sec.) LOS Delay (sec.)
19th Street
7 Tidelands Avenue &
19th Street Signal B 10.5 A 7.7
8 Cleveland Avenue &
19th Street
Worst Approach
SSSC
B 13.6 C 15.1
Cleveland Avenue &
19th Street
Worst Movement
C 18.6
(EBL) C 17.1
(EBL)
9 McKinley Avenue &
19th Street AWSC A 7.0 A 6.9
10 Wilson Avenue & 19th
Street AWSC A 9.4 B 12.7
Note:
*HCM 2000 Methodology reported. All remaining locations represent HCM 6th methodology.

Average intersection delay reported for Signal and AWSC intersections; Worst case approach and movement delay reported for SSSC intersections.

Page 335 of 431 ends

CHAPTER 4 | FUTURE CONDITIONS
69 Table 4-12. Future (2030) Plus Improvements Arterial Travel Time for Main Street Direction Segment
Future (2030) Plus Improvements
AM Peak Hour PM Peak Hour
Travel Time (min.) Travel Time (min.)
Main Street
EB 32nd to I-15 Ramps 3.5 4.1
WB I-15 Ramps to 32nd 3.0 3.1
Direction Segment
Future (2030) Plus Improvements
AM Peak Hour PM Peak Hour
Travel Time (min.) Travel Time (min.)
19th Street
EB Tidelands Avenue to
McKinley Avenue 1.1 1.4
Table 4-13. Future (2030) Plus Improvements Arterial Travel Time for 19th Street

Page 336 of 431 ends

NATIONAL CITY RESILIENCY STUDY
70 4.6 FUTURE (2030) PLUS VEST A BRIDGE

CONDITIONS
The Vesta Bridge project will provide a direct bridge connec- tion between the Wet Side of Vesta Street and the Dry Side of Vesta Street over the rail line. As a result of the bridge con- struction, the intersections along Vesta Street at McCandless Boulevard, Harbor Drive, and Knowlton Williams Road will be removed and Gate #7 will also be eliminated. Northbound and southbound through movements will still be allowed along McCandless Boulevard but turning movements to and from
Vesta Street on McCandless Boulevard will no longer be fea- sible.

The Future (2030) Plus Vesta Bridge scenario incorporates the anticipated modifications to the roadway network and travel patterns as a result of the Vesta Street Bridge project.

4.6.1 FUTURE (2030) PLUS VEST A BRIDGE PEAK-

HOUR TURNING MOVEMENT VOLUMES
Traffic volumes were assumed to be redistributed from Gate #7 to nearby gates along Harbor Drive such as Gates #6, #9, and #53 as a result of the Vesta Street bridge project. In ad- dition, vehicles paths using existing roadways to access the gates along Harbor Drive were assumed to be redirected to use the new Vesta Street Bridge which will provide a more direct route to the Wet Side. These vehicles were rerouted to use Gates #29, #32, and #43. The number of vehicles that will be rerouted to use the Vesta Bridge were derived from the Comprehensive Traffic Study Final Report, December 2021

1. The study utilized Streetlight Data to determine the vehicle demand traveling between the Wet Side and Dry Side.

Based on the Streetlight Data and the existing volumes at Gate #7, the Vesta Bridge volumes resulted in 356 vehicles antic- ipated to be traveling from the wet to Dry Side (northbound on Vesta Bridge) and 560 vehicles from the dry to Wet Side (southbound on Vesta Bridge) in the AM peak hour. In the PM peak hour, 935 vehicles are anticipated to travel from the wet to Dry Side (northbound on Vesta Bridge) and 162 vehicles from the dry to Wet Side (southbound on Vesta Bridge). Future (2030) volumes were then adjusted to reflect the removal of Gate #7 and redistribution of volumes to Vesta Bridge. Table 4-14 summarizes the volume adjustments made for each of the gates. Redistribution of volumes at the remaining gates were reviewed and approved by the NBSD.

The resulting Future (2030) Plus Vesta Bridge volumes are il- lustrated in Figure 4-7 and Figure 4-8.
1 Comprehensive Traffic Study Final Report for the Naval Base San Diego, Transportation Engineering Agency and Gannett Fleming, December 2021.

4.6.2 FUTURE (2030) PLUS VEST A BRIDGE LEVEL

OF SERVICE
Traffic operations were evaluated at the study intersections under future traffic conditions. Results of the analysis are pre- sented in Table 4-15 and Table 4-16.

All study intersections function within acceptable LOS stand- ards under this analysis scenario except for the following in- tersections:
•
#2 – Main Street and
Vesta Street – AM and PM peak
•
#3 – Main Street and
Yama Street – AM and PM peak
•
#4 – Main Street and Division Street –
AM and PM peak
•
#6
– Division Street and Osborn Street – AM and PM
peak

4.6.3 FUTURE (2030) PLUS VEST A BRIDGE

ARTERIAL TRAVEL TIME
Traffic operations were evaluated for the two study corri- dors under future plus Vesta Bridge traffic conditions using SimTraffic to calculate the travel time from one end of each corridor to the other during each peak hour. Results of the analysis are presented in Table 4-17 and Table 4-18.

Page 337 of 431 ends

CHAPTER 4 | FUTURE CONDITIONS
71 Gate
AM Peak Hour (Outbound) PM Peak Hour (Inbound)
Net Total Percent Net Total Percent
Gate #6
(32nd Street) -19 -5% -16 -10%
Gate #7
(Harbor Drive) -387 -100% -159 -100%
Gate #9
(8th Street) 116 30% 48 30%
Gate #13
(19th Street) 58 15% 32 20%
Gate #29
(Vesta Street) 135 35% 48 30%
Gate #32
(Y ama Street) 77 20% 32 20%
Gate #43
(Norman Scott) 19 5% 16 10%
Table 4-14. Vesta Bridge Redistribution Percentages to Nearby Gates Note:
*HCM 2000 Methodology reported. All remaining locations represent HCM 6th methodology.

Average intersection delay reported for Signal and AWSC intersections; Worst case approach and movement delay reported for SSSC intersections.

Page 338 of 431 ends

NATIONAL CITY RESILIENCY STUDY
72 Figure 4-7: Future (2030) Volumes Plus Improvements Plus Vesta Street Bridge for Main Street /
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÷òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Future with VSB Figure 1-16 Legend
X / Y = AM / PM PEAK HOUR

TURNING VOLUMES
Horizon Year Baseline Peak-Hour Traffic Volumes#N/A
#N/A
0 0
0 0
0 0
0 0
0 0
00 0
000000
0 0
0 0
0 0
0 0
0 0
0 0
0 0000
000000
00 0
0 0
0 0
0 0
0 0
00 00000000
0% 0
0 0
0 0000
0 0
0 0
0 0
0 000
0 0
00 0% 00
0 0
00 13141516
0 0
0 0%
0 0
0 0
00 0%
0 0
0 0
0 0
0 0
0 0
18 55 19 340000
0 51
00 00
0 0
00 35
135
23 0
0037156
27 50
0 0 23 6
0 0
0 0
24 156
0 0%
0 0
0 00
0063 440000
44 15
001200
W 19th StW 19th St/W 18th St0
0 10
000
7 McKinley Ave
27 13
0 13
516
0 Wilson Ave
0 36
9 909
20 0
0 00 48
0 0
0%
00 1 19 145
9101112
0 0
0 0
12 144
32 10
145
114
12 80
8 165
32 224
0 25
184
61 2830139
8 31 55
3 61
00386916
00 169
207
512
719
10 177 59815 13
15 107 441
W 19th St
Cleveland Ave
390
38 1200
69 11147 122491 3800
116
151
1154400
National City
Blvd/E 1st StDivision StW 19th St
12 56
10209 32
113
Osborn
St/National City
Blvd
198
170
7 40
6156
155
Osborn St
7 62
52 12
177
15 614 13 497
39 8
Tidelands Ave54
73 28 107 312
92 0
5678
11 70
223
5 511
1177
150
753
74 0
129
176
13 Main StMain StHarbor Dr0
601
152
12 National City
Blvd/Division St
1332
296
00341
505
173
753 97406 261
0 483951894
182 691
0 0
0 0
0 00
293 801
05111612859597
135
3 78
272
120
75 18611
542 392359 560656 542538 181
34 0
Yama St
304
12 3
Roosevelt Ave
0 228
2363
0 OLDCC Resiliency Grant
1234
167
0 182
I-15 On/Off-
Ramp
96 155
Vesta St
144
51 564
519
195
517
0 355
278 211
/
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
/
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/
õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
/
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/
/
/
/
/
203
32 149
Vesta St
106
28 544
355
75 262
115
72 179
39 Yama St
278
OLDCC Resiliency Grant
1234
161
0 175
I-15 On/Off-
Ramp
92 2
Roosevelt Ave
499
0 179
268
383456 183
00 150
6 260
9 86
Main StMain StMain StNational City
Blvd/Division St
00329113232121
188
10 529 378310 450715
463811790
193 647
0 0 00
00176715
109 494
58 0
113
11 27 124 307
0 223 742
448
144
321 527 88317 219
235
143 489
5678
10 167
6 63
0 72
158
70 12
0 0
0 36
11 54
42 211
141
14 5 13 12
Osborn
St/National City
Blvd
180
112
145
Osborn St
4 150
1397
11 63
9201 30
71 38
5 479
00 1145262430
248
36 4500
66 1094 111321
Cleveland Ave
37 7
Tidelands Ave0
National City
Blvd/E 1st StDivision StW 19th StW 19th St
00231359
00 171
193
0532522
1 149
0 23
6 35
24 15 122 2 57
7 15 138
16 91 380
11 177
52 147 48614 12
9101112
0 12
22 136
30 9
114
69 32
431
694
10 8
877
19 0
0 0
0 0 00
McKinley Ave
25 41
14 Wilson Ave
0 15
0 0
0 9
800
6 12
445
00 001134000
0 0
000
0073 450
0%
0 0
0%
0 W 19th StW 19th St/W 18th St00
12235148
59 291
0 1
0000
0 21 518 320000
0 00
0 0
0 15
22 148
17 52
48 13141516
0 0
0 0
0 0
0 0
5 8
33 128
21 0
0 00
0 0
0 0%
0 0
0%
0 0
000
0 0
000
0 0
0%
0 00
0 0
0 0%
0 00
0 000
00 00000000
000
0 0
0 0
000000
000
0 00
0 0
0 0
0000000
0 0
0 0 0
0 0
0 00
0 0
0 0
0 0
0 0
0 0 0
0 0
0 0
0 0
0 X / Y = AM / PM PEAK HOUR

TURNING VOLUMES
#N/A
Existing Peak-Hour Traffic Volumes#N/A
K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Ex Figure 1-16 Legend

Page 339 of 431 ends

CHAPTER 4 | FUTURE CONDITIONS
73 Figure 4-8: Future (2030) Volumes Plus Improvements Plus Vesta Street Bridge for 19th Street /
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õ/õ/õ/õ/
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÷òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
/
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/
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/
õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
/
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/
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/
/
/
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/
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/
õ/õ/õ/õ/
ï/ï/ï/ï/
÷òø÷/÷ òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
/
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/
/
/
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/
/
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/
/
/
/
/
/
õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
/ø/ø/ø/ø
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/
K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Future with VSB Figure 1-16 Legend
X / Y = AM / PM PEAK HOUR

TURNING VOLUMES
Horizon Year Baseline Peak-Hour Traffic Volumes#N/A
#N/A
0 0
0 0
0 0
0 0
0 0
00 0
000000
0 0
0 0
0 0
0 0
0 0
0 0
0 0000
000000
00 0
0 0
0 0
0 0
0 0
00 00000000
0% 0
0 0
0 0000
0 0
0 0
0 0
0 000
0 0
00 0% 00
0 0
00 13141516
0 0
0 0%
0 0
0 0
00 0%
0 0
0 0
0 0
0 0
0 0
18 55 19 340000
0 51
00 00
0 0
00 35
135
23 0
0037156
27 50
0 0 23 6
0 0
0 0
24 156
0 0%
0 0
0 00
0063 440000
44 15
001200
W 19th StW 19th St/W 18th St0
0 10
000
7 McKinley Ave
27 13
0 13
516
0 Wilson Ave
0 36
9 909
20 0
000 48
0 0
0%
00 1 19 145
9101112
0 0
0 0
12 144
32 10
145
114
12 80
8 165
32 224
0 25
184
61 2830139
8 31 55
3 61
00386916
00 169
207
512
719
10 177 59815 13
15 107 441
W 19th St
Cleveland Ave
390
38 1200
69 11147 122491 3800
116
151
1154400
National City
Blvd/E 1st StDivision StW 19th St
12 56
10209 32
113
Osborn
St/National City
Blvd
198
170
7 40
6156
155
Osborn St
7 62
52 12
177
15 614 13 497
39 8
Tidelands Ave54
73 28 107 312
92 0
5678
11 70
223
5 511
1177
150
753
74 0
129
176
13 Main StMain StHarbor Dr0
601
152
12 National City
Blvd/Division St
1332
296
00341
505
173
753 97406 261
0 483951894
182 691
0 0
0 0
0 00
293 801
05111612859597
135
3 78
272
120
75 18611
542 392359 560656 542538 181
34 0
Yama St
304
12 3
Roosevelt Ave
0 228
2363
0 OLDCC Resiliency Grant
1234
167
0 182
I-15 On/Off-
Ramp
96 155
Vesta St
144
51 564
519
195
517
0 355
278 211
/
/
/
/
/
/
/
/
/
/
/
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷òø÷/÷òø÷/÷òø÷/÷òø÷/
/öõñö/öõñö/öõñö/öõñö
/ð/ð/ð/ð
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÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
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/ð/ð/ð/ð
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õ/õ/õ/õ/
ï/ï/ï/ï/
÷ òø÷/÷òø÷/÷òø÷/÷òø÷/
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203
32 149
Vesta St
106
28 544
355
75 262
115
72 179
39 Yama St
278
OLDCC Resiliency Grant
1234
161
0 175
I-15 On/Off-
Ramp
92 2
Roosevelt Ave
499
0 179
268
383456 183
00 150
6 260
9 86
Main StMain StMain StNational City
Blvd/Division St
00329113232121
188
10 529 378310 450715
463811790
193 647
0 0 00
00176715
109 494
58 0
113
11 27 124 307
0 223 742
448
144
321 527 88317 219
235
143 489
5678
10 167
6 63
0 72
158
70 12
0 0
0 36
11 54
42 211
141
14 5 13 12
Osborn
St/National City
Blvd
180
112
145
Osborn St
4 150
1397
11 63
9201 30
71 38
5 479
00 1145262430
248
36 4500
66 1094 111321
Cleveland Ave
37 7
Tidelands Ave0
National City
Blvd/E 1st StDivision StW 19th StW 19th St
00231359
00 171
193
0532522
1 149
0 23
6 35
24 15 122 2 57
7 15 138
16 91 380
11 177
52 147 48614 12
9101112
0 12
22 136
30 9
114
69 32
431
694
10 8
877
19 0
0 0
0 0 00
McKinley Ave
25 41
14 Wilson Ave
0 15
0 0
0 9
800
6 12
445
00 001134000
0 0
000
0073 450
0%
0 0
0%
0 W 19th StW 19th St/W 18th St00
12235148
59 291
0 1
0000
0 21 518 320000
0 00
0 0
0 15
22 148
17 52
48 13141516
0 0
0 0
0 0
0 0
5 8
33 128
21 0
0 00
0 0
0 0%
0 0
0%
0 0
000
0 0
000
0 0
0%
0 00
0 0
0 0%
0 00
0 000
00 00000000
000
0 0
0 0
000000
000
0 00
0 0
0 0
0000000
0 0
0 0 0
0 0
0 00
0 0
0 0
0 0
0 0
0 0 0
0 0
0 0
0 0
0 X / Y = AM / PM PEAK HOUR

TURNING VOLUMES
#N/A
Existing Peak-Hour Traffic Volumes#N/A
K:\SND_TPTO\095206016_OLDCC\ANALYSIS\EXCEL\[OLDCC_TA FILE.xlsm]Ex Figure 1-16 Legend

Page 340 of 431 ends

NATIONAL CITY RESILIENCY STUDY
74 # Intersection Control
Future (2030) Plus Vesta Bridge
AM Peak Hour PM Peak Hour
LOS Delay (sec.) LOS Delay (sec.)
Main Street
1* Main St & I-15 Ramps Signal D 40.9 C 33.7
2 Main St & Vesta St Signal F 96.9 F 263.6
3 Main St & Y ama St Signal F 107.3 F >300
4 Main St & Division St Signal E 75.7 F 254.1
5*
National City Boulevard
& 1st Street / Osborn
Street
Signal D 36.8 C 25.2
6 Division Street &
Osborn Street AWSC F 234.1 F >300
Table 4-15. Future (2030) Plus Vesta Bridge Level of Service for Main Street Note:
*HCM 2000 Methodology reported. All remaining locations represent HCM 6th methodology.

Average intersection delay reported for Signal and AWSC intersections; Worst case approach and movement delay reported for SSSC intersections.

Page 341 of 431 ends

CHAPTER 4 | FUTURE CONDITIONS
75 # Intersection Control
Future (2030) Plus Vesta Bridge
AM Peak Hour PM Peak Hour
LOS Delay (sec.) LOS Delay (sec.)
19th Street
7 Tidelands Avenue &
19th Street Signal B 11.3 A 8.2
8 Cleveland Avenue &
19th Street
Worst Approach
SSSC
C 23.4 C 16.2
Cleveland Avenue &
19th Street
Worst Movement
D 27.1
(EBTL) C 19.1
(EBTL)
9 McKinley Avenue &
19th Street AWSC A 6.7 A 6.8
10 Wilson Avenue & 19th
Street AWSC A 9.3 B 12.7
Note:
*HCM 2000 Methodology reported. All remaining locations represent HCM 6th methodology.

Average intersection delay reported for Signal and AWSC intersections; Worst case approach and movement delay reported for SSSC intersections.

Table 4-16. Future (2030) Plus Vesta Bridge Level of Service for 19th Street

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NATIONAL CITY RESILIENCY STUDY
76 Table 4-17. Future (2030) Plus Vesta Bridge Arterial Travel Time for Main Street Direction Segment
Future (2030) Plus Vesta Bridge
AM Peak Hour PM Peak Hour
Travel Time (min.) Travel Time (min.)
Main Street
EB 32nd to I-15 Ramps 5.7 69.9*
WB I-15 Ramps to 32nd 12.7 16.1
Direction Segment
Future (2030) Plus Vesta Bridge
AM Peak Hour PM Peak Hour
Travel Time (min.) Travel Time (min.)
19th Street
EB Tidelands Avenue to
McKinley Avenue 0.9 1.1
Table 4-18. Future (2030) Plus Vesta Bridge Arterial Travel Time for 19th Street Note:
*This level of delay is not realistic as it is anticipated that travelers would choose a different route rather than travel in this level of congestion.

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CHAPTER 4 | FUTURE CONDITIONS
77 4.7 FUTURE (2030) PLUS VEST A BRIDGE

PLUS IMPROVEMENTS CONDITIONS
The Future (2030) Plus Vesta Bridge Plus Improvements con- ditions are based on the future plus Vesta Bridge conditions, with the following project improvements:
•
Main Street from I-15 Ramps to Division Street
» Widen Main Street between I-15 Ramps and Division
Street from a 3-lane section to a 5-lane section
•
Main Street and
Yama Street
» Implement the follo
wing lane geometry
∙ 1 northbound left-turn lane,
1 northbound
right-turn lane
∙ 1 southbound left-turn lane,
1 southbound
shared through-right lane, 1 southbound right-
turn lane
∙ 1 eastbound through lane,
1 eastbound shared
through-right lane
∙ 2 westbound left-turn lanes,
2 westbound
through lanes
» Add second southbound lane on
Yama Street
•
Main Street and
Vesta Street
» Implement the follo
wing lane geometry
∙ 2 northbound left-turn lanes,
1 northbound
shared through-right lane, 1 northbound right-
turn lane
∙ 1 southbound left-turn lane,
1 southbound
shared through-right lane
∙ 1 eastbound left-turn lane,
1 eastbound
through lane, 1 eastbound shared through-
right lane, 1 eastbound right-turn lane
∙ 1 westbound left-turn lane,
1 westbound
through lane, 1 eastbound shared through
-right lane
•
Main Street and Division Street

4.7.1 FUTURE (2030) PLUS VEST A BRIDGE PLUS

IMPROVEMENTS PEAK-HOUR TURNING MOVEMENT

VOLUMES
The project will not affect the number or distribution of trips; therefore, the volumes remain unchanged from the Future (2030) Plus Vesta Street Bridge Conditions. Future (2030) Plus Vesta Bridge Plus Improvements volumes are illustrated in Figure 4-7 and Figure 4-8.

4.7.2 FUTURE (2030) PLUS VEST A BRIDGE PLUS

IMPROVEMENTS LEVEL OF SERVICE
Traffic operations were evaluated at the study intersections under future traffic conditions. Results of the analysis are pre- sented in Table 4-19 and Table 4-20.

All study intersections function within acceptable LOS stand- ards under this analysis scenario.

4.7.3 FUTURE (2030) PLUS VEST A BRIDGE PLUS

IMPROVEMENTS ARTERIAL TRAVEL TIME
Traffic operations were evaluated for the two study corridors under future plus Vesta Bridge plus improvements traffic con- ditions using SimTraffic to calculate the travel time from one end of each corridor to the other during each peak hour. Re- sults of the analysis are presented in Table 4-21 and Table 4-22.

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NATIONAL CITY RESILIENCY STUDY
78 # Intersection Control
Future (2030) Plus Vesta Bridge
Plus Improvements
AM Peak Hour PM Peak Hour
LOS Delay (sec.) LOS Delay (sec.)
Main Street
1* Main St & I-15 Ramps Signal D 40.9 C 33.7
2 Main St & Vesta St Signal D 38.7 C 24.8
3 Main St & Y ama St Signal C 29.7 C 32.9
4 Main St & Division St Signal D 37.9 D 40.2
5*
National City Boulevard
& 1st Street / Osborn
Street
Signal D 36.6 C 25.3
6 Division Street &
Osborn Street Signal D 51.9 D 52.4
Table 4-19. Future (2030) Plus Vesta Bridge Plus Improvements Level of Service for Main Street Note:
*HCM 2000 Methodology reported. All remaining locations represent HCM 6th methodology.

Average intersection delay reported for Signal and AWSC intersections; Worst case approach and movement delay reported for SSSC intersections.

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CHAPTER 4 | FUTURE CONDITIONS
79 # Intersection Control
Future (2030) Plus Vesta Bridge
Plus Improvements
AM Peak Hour PM Peak Hour
LOS Delay (sec.) LOS Delay (sec.)
19th Street
7 Tidelands Avenue &
19th Street Signal B 11.3 A 8.2
8 Cleveland Avenue &
19th Street
Worst Approach
SSSC
C 20.6 C 15.9
Cleveland Avenue &
19th Street
Worst Movement
D 25.6
(EBL) C 18.7
(EBL)
9 McKinley Avenue &
19th Street AWSC A 6.7 A 6.8
10 Wilson Avenue & 19th
Street AWSC A 9.3 B 12.7
Note:
*HCM 2000 Methodology reported. All remaining locations represent HCM 6th methodology.

Average intersection delay reported for Signal and AWSC intersections; Worst case approach and movement delay reported for SSSC intersections.

Table 4-20. Future (2030) Plus Vesta Bridge Plus Improvements Level of Service for 19th Street

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NATIONAL CITY RESILIENCY STUDY
80 Table 4-21. Future (2030) Plus Vesta Bridge Plus Improvements Arterial Travel Time for Main Street Direction Segment
Future (2030) Plus Vesta Bridge
Plus Improvements
AM Peak Hour PM Peak Hour
Travel Time (min.) Travel Time (min.)
Main Street
EB 32nd to I-15 Ramps 3.8 6.7
WB I-15 Ramps to 32nd 3.6 4.1
Direction Segment
Future (2030) Plus Vesta Bridge
Plus Improvements
AM Peak Hour PM Peak Hour
Travel Time (min.) Travel Time (min.)
19th Street
EB Tidelands Avenue to
McKinley Avenue 1.3 1.3
Table 4-22. Future (2030) Plus Vesta Bridge Plus Improvements Arterial Travel Time for 19th Street

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CHAPTER 4 | FUTURE CONDITIONS
81 # Intersection
Existing (2023) Future (2030)
Baseline
Future (2030) +
Improvements
Future (2030) +
Vesta Bridge
Future (2030) +
Vesta Bridge +
Improvements
Control AM PM Control AM PM Control AM PM Control AM PM Control AM PM Main Street
1* Main St & I-15
Ramps Signal D C Signal C C Signal C C Signal D C Signal D C 2 Main St & Vesta St Signal C F Signal C F Signal C C Signal F F Signal D C 3 Main St & Yama St Signal C D Signal D F Signal C D Signal F F Signal C C 4*
Main St &
Division St SSSC
F F
Signal
C F
Signal
C C
Signal
E F
Signal
D D
Worst Movement F F - - - - - - - -
5*
National City
Boulevard & 1st
Street / Osborn
Street
Signal C C Signal C C C C Signal D C Signal D C
6 Division Street &
Osborn Street AWSC F F AWSC F F F F AWSC F F Signal D D Table 4-23. LOS Results Summary for Main Street
Note:
*HCM 2000 Methodology reported. All remaining locations represent HCM 6th methodology.

Average intersection delay reported for Signal and AWSC intersections; Worst case approach and movement delay reported for SSSC intersections.

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NATIONAL CITY RESILIENCY STUDY
82 4.8 TRAFFIC ANAL YSIS SUMMARY
Table 4-23, Table 4-24, Table 4-25, and Table 4-26 present a summary of the results of the LOS and travel time analysis, respectively, for each scenario.

The following conclusions can be drawn from the summary tables on the previous pages:
•
Current
(2023) Conditions show delays exceeding 300
seconds at the worst approach for the intersection of
Main Street and Division Street in both the AM and PM
peak hours. Signalizing the intersection as part of the 8th and Roosevelt project is expected to significantly improve operations at this intersection.
•
Current (2023) and Future (2030) Baseline Conditions
sho
w unacceptable LOS F operations at the intersection
of Division Street and Osbourne Street in both the AM and PM peak hours. Operations are expected to deteriorate at this location with construction of the Vesta Street Bridge project. Signalizing the intersection is recommended to improve the delay to acceptable LOS D.
•
With the construction of the
Vesta Street Bridge in Future
(2030) conditions, the arterial travel time for Main Street going eastbound could take over and hour during the PM
peak (note this level of delay is not realistic as it is antici- pated that travelers would choose a different route rather than travel in this level of congestion). Implementing the recommended improvements along Main Street would
decrease the travel time to approximately 7 minutes.
•
With the construction of the
Vesta Street Bridge in Future
(2030) conditions as shown in Figure 4-17, the intersec- tions of Main Street and Vesta Street, Main Street and
Yama Street, Main Street and Division Street will oper - ate unacceptably at LOS E or F in the AM and PM peak
hours. Lane geometry and signal timing modifications will improve the intersection delays to operate at acceptable LOS D or better.
•
Repurposing one eastbound through lane to a Class IV
bikeway
on 19th Street does not significantly increase ar-
terial travel time or delay. All intersections on 19th Street between Tidelands Avenue and Wilson Avenue operate
acceptably in the Future (2030) Plus Vesta Bridge Plus
Improvements Conditions. The longest travel time is 1.4 minutes in the PM peak hour, in the Future (2030) Plus
Improvements Conditions.

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CHAPTER 4 | FUTURE CONDITIONS
83 Note:
*HCM 2000 Methodology reported. All remaining locations represent HCM 6th methodology.

Average intersection delay reported for Signal and AWSC intersections; Worst case approach and movement delay reported for SSSC intersections.
# Intersection
Existing (2023) Future (2030)
Baseline
Future (2030) +
Improvements
Future (2030) +
Vesta Bridge
uture (2030) + Vesta
Bridge + Improve-
ments
Control AM PM Control AM PM Control AM PM Control AM PM Control AM PM 19th Street
7 Tidelands Avenue
& 19th Street Signal B A Signal B A Signal B A Signal B A Signal B A 8 Cleveland Avenue
& 19th Street
SSSC
C C
SSSC
C D
SSSC
B C
SSSC
C C
SSSC
C C
Worst Movement C D C E C C D C D C
9 McKinley Avenue
& 19th Street
SSSC
A B
SSSC
A A
SSSC
A A
SSSC
A A
SSSC
A A
Worst Movement A B - - - - - - - -
10 Wilson Avenue &
19th Street AWSC A B AWSC A B AWSC A B AWSC A B AWSC A B Table 4-24. LOS Results Summary for 19th Street
Table 4-25. Travel Time Results Summary for Main Street # Intersection
Existing (2023) Future (2030)
Baseline
Future (2030) +
Improvements
Future (2030) +
Vesta Bridge
Future (2030) +
Vesta Bridge +
Improvements

AM PM AM PM AM PM AM PM AM PM
Main Street
EB I-15 Ramps to 1st Street 3.1 4.0 3.2 19.3 3.5 4.1 5.7 69.9 3.8 6.7 WB 1st Street to I-15 Ramps 2.9 3.0 4.5 18.7 3.0 3.1 12.7 16.1 3.6 4.1 # Intersection
Existing (2023) Future (2030)
Baseline
Future (2030) +
Improvements
Future (2030) +
Vesta Bridge
Future (2030) +
Vesta Bridge +
Improvements

AM PM AM PM AM PM AM PM AM PM
19th Street
EB Tidelands Avenue to
Wilson Street 0.5 1.0 1.1 1.1 1.1 1.4 0.9 1.1 1.3 1.3
Table 4-26. Travel Time Results Summary for 19th Street

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Project
Recommendations
5

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NATIONAL CITY RESILIENCY STUDY
86 5.1 RECOMMENDED PROJECT LEVELS 1-3
As previously discussed in Chapter 3, the Team refined the list of projects from 139 to 26 priority projects based on specif- ic criteria related to safety, mobility, congestion management, multimodal options, and connectivity, which are shown in Fig- ure 3-1. This priority list was further refined down to 8 projects through a gradual process of meeting with the Policy Com- mittee and representatives from the City of National City, the City of San Diego, and NBSD over several meetings to identify projects most supported for future implementation. Projects were removed after considering feedback such as maintaining the NBSD fence line, maintaining roadway capacity through- put, and combining existing projects. The combining of existing projects include the Main Street project which merged recom- mendations from the NBSD Comprehensive Traffic Study, the National City Downtown Specific Plan, and the 8th & Roosevelt project.

From the list of top 8 projects, the following project numbers were consolidated: 2, 6, 7, 8, 9, 10, 11, 17, 18, 19, 21. The NC 19th Street conversion to Bike/Ped project addresses pro- jects 16 and 23. Moreover, there is already a planned traffic Level* City Roadway Extents Recommendation
1 NC Bay Marina Drive/
Mile of Cars Way
Cleveland Avenue to
National City Boulevard
Safety and multimodal
connectivity improvements
1 SD/NC Main Street Vesta Street to
Division Street
Intersection and roadway
capacity improvements
2 NC National City
Boulevard
18th
Street to 26th Street Pedestrian and driver safety improvements 2 NC
8th Street
Pedestrian Bridge
(Dry Side)
Paleta Creek to 8th
Street Transit Center
Improve safety through pedestrian and bicycle
bridge connections to Dry Side of NBSD
3 NC 8th Street
(Pre-Signal)
8th Street
Transit Center to
Roosevelt Avenue
Transit Pre-Signals at areas with right-
of-way constraints
3 NC
8th Street
Pedestrian Bridge
(Wet Side)
Harbor Drive to 8th
Street Transit Center
Improve safety through pedestrian and bicycle
bridge connections to Wet Side of NBSD
3 NC 19th Street Tidelands Avenue to
Cleveland Avenue
Safety and multimodal
connectivity improvements
3 NC Civic Center Drive Tidelands Avenue to
Cleveland Avenue
Closes connectivity gap within bicycle
network and provides connectivity with
Bayshore Bikeway
NC = National City | SD = San Diego
Table 5-1. Project List
signal project at 8th Street at Hoover Avenue, so project 12 was removed. It was decided by the stakeholders that project 24, located along Hoover Avenue from 30th Street to Mile of Cars Way, was too far from NBSD, so it was removed from this list.

Since the Study will be approved by the National City Council and not the City of San Diego, the projects wholly within the City of San Diego projects (#1, 3, 4, 5, 15, 20, 22) were not car- ried forward. And finally, the Bayshore Bikeway Phase IV project reduces or eliminates the need for projects 13, 14, 25, 26, so those were also removed from the list.

This chapter summarizes the top priority projects broken down into three different tiers based on the level of support and abil- ity to move forward. The project tiers are summarized in Table 5-1, and the projects are detailed on the following pages. Each project contains a cut-sheet summarizing the purpose of the project, location, and project features for ease of future grant funding applications. The concepts developed for these pro- jects to help streamline the process for the City to implement the project or pursue grant funding are provided in Appendix E.

Each concept incorporates any existing project concepts for the area that are anticipated to be constructed in the near future.

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CHAPTER 5 | PROJECT LEVELS
87 Level 1 Projects
Level 2 Projects
Level 3 Projects
Identified as high priority by project stakeholders. Level 1 includes an approximate 30% conceptual design plan.

Bay Marina Drive/Mile of Cars Way..........88
See Appendix E
Main Street..........90
See Appendix E
Identified as medium priority by project stakeholders. Level 2 includes an approximate 10% conceptual design plan.

National City Boulevard..........92
8th Street Pedestrian Bridge (Dry Side)..........94
Identified as low priority by project stakeholders. Level 3 includes a list of improvements only. The 8th Street
(Pre-Signal) project also includes an approximate 5%
conceptual design plan as well.
8th Street (Pre-Signal)..........96
8th Street Pedestrian Bridge (Wet Side)..........99
19th Street..........100
Civic Center Drive..........102

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NATIONAL CITY RESILIENCY STUDY
88 PROJECT VICINITY ROADWAY CHARACTERISTICS

PROJECT BENEFITS
Posted Speed 35 MPH
Functional Class Major Arterial
Lanes (bi-directional) 4
Average Daily Traffic
(ADT)1 23,650 vehicles
1Based on segment with highest ADT within
the roadway limits
• Improves overall corridor safety
by consolida
ting driveways for
access management.
•
Improves overall corridor safety by reducing
curb radii and adding truck a
prons.

Legend
Study Area
Project Location
Bay Marina Drive/Mile of Cars Way
Cleveland Avenue to National City Boulevard
LEVEL 1

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CHAPTER 5 | PROJECT LEVELS
89 PROJECT DESCRIPTION
The proposed project at Mile of Cars Way/Bay Marina Drive consists of various multimodal safety enhancements. The project improvements include:
•
Adding medians to restrict turning movements and consolida te access points where historical collision data shows
trends of angle collisions.
•
Reducing curb radii and adding truck a
prons, where feasible, to reduce speeds and reduce both number of crashes and severity of crashes. Trucks aprons are to be designed using the typical design vehicle for freeways, typically the WB-67.
•
Add hardened centerlines to channelize traffic as a safety meas ure.
•
Providing high visibility cross
walks, where feasible.

Stakeholder outreach and Policy Committee coordination resulted in lack of consensus on appropriate improvements and the request for this corridor to receive further study in the future. Given the high volumes of motor vehicles, and the need for capacity to not cause excessive delay along the corridor, it was decided to not remove travel lanes for biking facilities. Rather, the consideration was instead to repurpose the sidewalk as a Class I multi-use path with various possible alignments.

The proposed project has two alternative alignments between the I-5 southbound and northbound ramps intersections:
build the path within the north abutment wall of both bridge structures (requires investigation into structural feasibility) or extend the existing sidewalk on the north side of Bay Marina Drive (requires narrowing of travel lanes). The latter alternative would not be preferred as it would require a travel lane reduction, and due to proximity to freeway on- ramps, Caltrans DIB-94 would not apply. Therefore, this alternative would require a design exception.

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NATIONAL CITY RESILIENCY STUDY
90 Main Street
Vesta Street to Division Street

PROJECT VICINITY ROADWAY CHARACTERISTICS

PROJECT BENEFITS
Posted Speed 35 MPH
Functional Class Collector
Lanes (bi-directional) 5
Average Daily Traffic
(ADT)1 14,350 vehicles
1Based on segment with highest ADT within
the roadway limits
• Provides additional ca pacity to roadway for
drivers in conjunction with the Vesta Street
Bridge project.
•
Improves vehicular opera
tions for access
between the freeway and NBSD.

Legend
Study Area
Project Location
Naval Base Gate
Gate 29
Gate 32
LEVEL 1

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CHAPTER 5 | PROJECT LEVELS
91 The proposed project for Main Street includes operational and capacity improvements to accommodate additional traffic entering NBSD Gates #29 (Vesta Street) and #32 (Yama Street) in conjunction with the Vesta Street Bridge project. The Vesta Street Bridge project will provide access between the NBSD Wet and Dry Sides. These project improvements could be implemented prior to construction of the Vesta Street bridge to improve existing congestion issues related to NBSD. The proposed project improvements include:
•
Increasing roadway ca
pacity on Main Street from 3 lanes to 5 lanes by removing on-street parking on both sides of the roadway.
•
Increasing roadway ca
pacity on Division Street between National City Blvd and Osborn Street from 1 eastbound lane to 2 lanes.
•
Increasing intersection turning movement ca
pacity at the following intersections:
» Y
ama Street and Main Street – convert one northbound through lane to 2nd left turn lane. » Roosevelt Street and Main Street – convert one southbound thro ugh lane to a shared through/left turn lane.
•
Increasing roadway ca
pacity on Yama Street south of Main Street from one southbound lane to two lanes. This requires roadway widening on the east side by approximately four’-six’. •
Signalizing the intersection of Division Street and Osborn Street This project would connect with the Na
tional City project improvements for the 8th and Roosevelt project which includes signalization of the National City Blvd and Division Street intersection. This project also incorporates intersection capacity improvements for the Main Street and Vesta Street intersection to accommodate future traffic volumes from the Vesta Street Bridge project. An alternative is presented in the concept sheets which includes an exclusive eastbound right turn lane from Main Street to southbound Vesta Street that would require a Real Estate action by the Navy to modify the perimeter fenceline.

Supporting Documentation: NBSD Comprehensive Traffic Study and National City Downtown Specific Plan

PROJECT DESCRIPTION

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NATIONAL CITY RESILIENCY STUDY
92 National City Boulevard
18th Street to 26th Street

PROJECT VICINITY ROADWAY CHARACTERISTICS

PROJECT BENEFITS
Posted Speed 35 MPH
Functional Class Major Arterial
Lanes (bi-directional) 4
Average Daily Traffic
(ADT)1 14,650 vehicles
1Based on segment with highest ADT within
the roadway limits
• Reduces potential for broadside collisions
between minor street and major
street vehic
les
•
Enhances pedestrian connectivity
and pedestrian safety along
Na
tional City Boulevard
Legend
Study Area
Project Location
LEVEL 2

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CHAPTER 5 | PROJECT LEVELS
93 PROJECT DESCRIPTION
The proposed project for National City Boulevard consists of redesigning intersections from 18th Street to 26th Street for pedestrian improvements. The project improvements include:
•
Closing the median on Na
tional City Boulevard at 26th Street to restrict eastbound and westbound left-turn movements.
•
Implementing Leading P
edestrian Intervals (LPIs) at signalized intersections. •
Implementing truck a
prons, where feasible.
•
Striping parking lane to reduce tra
vel lane widths and slow speeds.

The proposed project would integrate with the existing (in progress) 22nd Street Improvements project which will remove the median, add pedestrian curb extensions at the intersection of National City Boulevard and 22nd Street, and implement a two-way protected bikeway on the south side of 22nd Street.

The Policy Committee was concerned additional pedestrian improvements could negatively affect vehicular throughput and cause congestion. Additional analysis will need to be incorporated as this project moves forward.

Supporting Documentation: National City INTRAConnect Study

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NATIONAL CITY RESILIENCY STUDY
94 Posted Speed 35 MPH
Functional Class Major Arterial
Lanes (bi-directional) 4
Average Daily Traffic
(ADT)1 23,950 vehicles
1Based on segment with highest ADT within
the roadway limits

PROJECT VICINITY ROADWAY CHARACTERISTICS

PROJECT BENEFITS
• Promotes transit use.
•
Provides direct pedestrian access from the
transit center to the Dr
y Side of NBSD.

Legend
Study Area
Project Location
Naval Base Gate
Gate 9
LEVEL 2
8th Street Transit Center Pedestrian
Bridge (Dry Side)
8th Street Transit Center to NBSD over Paleta Creek

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CHAPTER 5 | PROJECT LEVELS
95 PROJECT DESCRIPTION
The proposed project for 8th Street consists of providing a pedestrian connection from the 8th Street Transit Center to the Dry Side over Paleta Creek. There is currently no pedestrian access from the 8th Street Transit Center to the Dry Side of NBSD. As a result, NBSD visitors and employees are not encouraged to use transit to access the southern portion of Dry Side. This proposed project would tie into the mobility hub at the 8th Street Transit Station from the National City Homefront to Waterfront plan, including the National City Clean Mobility Options (CMO) project.

This project will create a multi-use path and pedestrian/bicycle bridge over Paleta Creek and connecting into NBSD at Recreation Way with a new turnstile access gate. The multi-use path would be constructed between the MTS rail line and the NBSD perimeter fenceline. The turnstile into NBSD may require a Real Estate action by the Navy to modify the perimeter fenceline.

The project will require cooperation between NBSD, MTS, and the California Public Utility Commission (CPUC) along the rail line, as well as the City of National City.

Supporting Documentation: NBSD Parking & Traffic Congestion Relief Plan and National City Homefront to Waterfront Plan

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NATIONAL CITY RESILIENCY STUDY
96 8th Street (Pre-Signal)
I-5 South Ramps to Roosevelt Avenue

PROJECT VICINITY ROADWAY CHARACTERISTICS

PROJECT BENEFITS
Posted Speed 35 MPH
Functional Class Major Arterial
Lanes (bi-directional) 4
Average Daily Traffic
(ADT)1 23,950 vehicles
1Based on segment with highest ADT within
the roadway limits
• Provides multimodal connectivity to NBSD.
•
Closes critical multimodal network ga
ps.

Legend
Study Area
Project Location
Naval Base Gate
Gate 9
LEVEL 3

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CHAPTER 5 | PROJECT LEVELS
97 PROJECT DESCRIPTION
The proposed project for 8th Street consists of transit pre-signal lanes to allow for buses to bypass vehicular queues giving the buses priority. Pre-signals allow for provision of priority to buses traveling on dedicated bus lanes by taking advantage of existing infrastructure and utilizing intersection capacity more efficiently. Pre-signals are additional signals placed upstream of signalized intersections to facilitate provision of some level of priority to buses by allowing them to bypass standing queues of cars. The project improvements would include:
•
Adding an eastbound transit pre-signal lane and traffic signal in the existing median a pproximately 400 feet east of
the I-5 south ramps intersection
•
Adding a westbound transit pre-signal lane and traffic signal in the existing median a t the I-5 north
ramp intersection
The project would also integrate improvements along 8th Street from the 8th and Roosevelt Active Transportation Corridor project. There are potential projects to install traffic signals along 8th Street at both the I-5 off-ramp and the I-5 on-ramp, both of which would affect (and perhaps supersede) any pre-signal project along 8th Street and therefore this project requires improvement coordination.

Supporting Documentation: 8th and Roosevelt Active Transportation Project and National City Homefront to Waterfront

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NATIONAL CITY RESILIENCY STUDY
98 PROJECT VICINITY ROADWAY CHARACTERISTICS

PROJECT BENEFITS
Posted Speed 35 MPH
Functional Class Major Arterial
Lanes (bi-directional) 4
Average Daily Traffic
(ADT)1 23,950 vehicles
1Based on segment with highest ADT within
the roadway limits
• Promotes transit use.
•
Provides direct pedestrian access from the
transit center to the
Wet Side of NBSD.

Legend
Study Area
Project Location
Naval Base Gate
Gate 9
8th Street Transit Center Pedestrian Bridge
(Wet Side)
Harbor Drive to 8th Street Transit Center
LEVEL 3

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CHAPTER 5 | PROJECT LEVELS
99 PROJECT DESCRIPTION
The proposed project for 8th Street consists of providing a grade-separated pedestrian and bicycle connection from the 8th Street Transit Center to the Wet Side. This proposed project would tie into the mobility hub and parking structure at the 8th Street Transit Station from the National City Homefront to Waterfront plan. The project would also integrate improvements along 8th Street from the 8th and Roosevelt Active Transportation Corridor project.

This proposed pedestrian and bicycle bridge over Harbor Drive would connect from one of the middle levels of the proposed parking structure with the NBSD 8th Street Wet Side Gate #9. The bridge would be a prefabricated pedestrian/bicycle bridge. A “switchback” wheelchair accessible ramp would connect the bridge with ground level to access NBSD Wet Side Gate #9. The goal is to not increase security personnel requirements at the gate to monitor bike and pedestrian traffic and security checks by using a turnstile access point and possible “caging-in” the access point.

A six-story parking structure that would have a portion of the first floor as retail services, food services and a car rental facility is proposed to be constructed on top of the surface parking lots being utilized by the Navy. A portion of the structure would extend over the existing bus exit street and trolley parking. Levels 1-3 would be for the public and contractor parking (those employees that work on NBSD but do not need to bring in a vehicle). NBSD military and civilian staff would be able to park for free on levels 4 and 5. Level 6 would be reserved for long term NBSD deployment privately owned vehicle parking using tandem vehicle parking and deployment storage lockers for deployed sailors.

During coordination meetings with NBSD, two concerns were raised. First, the conceptual ramp from the bridge down to the ground on the west-side of Harbor Drive would require some reconfiguration of the perimeter fence requiring a Real Estate action by the Navy. At this time there is not the perceived user demand to support the loss of land area inside the perimeter fence. Second, displacement of existing surface parking for Navy purposed has not been vetted and any temporary or long-term reduction in parking would not be currently supported and would require a Real Estate action by the Navy to modify the existing leases.

Initial concept development information for the project can be found in the National City Homefront to Waterfront Plan.

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NATIONAL CITY RESILIENCY STUDY
100
19th Street
Tidelands Avenue to Cleveland Avenue

PROJECT VICINITY ROADWAY CHARACTERISTICS

PROJECT BENEFITS
Posted Speed 30 MPH
Functional Class Collector
Lanes (bi-directional) 4
Average Daily Traffic
(ADT)1 10,400 vehicles
1Based on segment with highest ADT within
the roadway limits
• Provides multimodal connectivity to NBSD.
•
Closes critical multimodal network ga
ps.

Legend
Study Area
Project Location
Naval Base Gate
Gate 13
LEVEL 3

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CHAPTER 5 | PROJECT LEVELS
101

PROJECT DESCRIPTION
The proposed project for 19th Street will provide multimodal connectivity between the proposed Bayshore Bikeway project along McKinley Avenue, the W 19th Street Greenway project that will prohibit vehicles on 19th Street between McKinley Avenue and 18th Street, and Gate 13 of NBSD. The project improvements include:
•
Constructing one-way protected bikeways in each direction on 19th Street which requires repurposing of the
outermost eastbound vehicular lane and narrowing lane widths for the two westbound lanes. •
Increasing ca
pacity for the northbound left turn movement from Tidelands Avenue to 19th Street. •
Implementing bikeway design enhancements a
t Tidelands Avenue and 19th Street.

This project would complement and connect to an existing project along 19th Street at the east end of the corridor. At that point, under I-5, the street would be closed to motor vehicle traffic and motor vehicles would be channelized to instead use 18th Street to travel under I-5. Due to the limited capacity on the feeder street to 19th Street, there would be minimal capacity issues with this current 19th Street project.

It is anticipated that driveway consolidation will occur in the future along the south side of 19th Street, which will help minimize conflict points with eastbound bicyclists. A pinch point will occur at the rail crossing where the bike lane will be reduced to five feet. Modular low-profile speed humps are recommended to be installed at the driveways to slow turning vehicles.

While the traffic analysis conducted as part of this Study did not identify existing or future congestion issues, NBSD is concerned that future ship maintenance within the south portion of the base could place higher vehicular demand on this roadway and want to make sure bicycle and pedestrian improvements would be compatible.

Supporting Documentation: Port of San Diego Harbor Drive Multimodal Corridor Study and National City Homefront to Waterfront Plan

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NATIONAL CITY RESILIENCY STUDY
102
Civic Center Drive
Tidelands Avenue to Cleveland Avenue

PROJECT VICINITY ROADWAY CHARACTERISTICS

PROJECT BENEFITS
Posted Speed 30 MPH
Functional Class Collector
Lanes (bi-directional) 2
Average Daily Traffic
(ADT)1 5,250 vehicles
1Based on segment with highest ADT within
the roadway limits
• Closes connectivity ga p within bicycle network
•
Provides connectivity with Bayshore BikewayLegend
Study Area
Project Location
LEVEL 3

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CHAPTER 5 | PROJECT LEVELS
103

PROJECT DESCRIPTION
The proposed project for Civic Center Drive consists of bicycle connectivity improvements. The project improvements include:
•
Adding Class IV bike lanes between
Tidelands Avenue and Harbor Drive to close the gap between the existing Bayshore Bikeway (Tidelands alignment) and the proposed bike lanes on Civic Center Drive, east of Harbor Drive The proposed project would be consistent with the Bayshore Bikeway project and the Civic Center Drive Protected Bikeway project at the intersection of Civic Center Drive and McKinley Avenue. This project is low priority however if it moves forward, modular low-profile speed humps are recommended to be installed at the driveways to slow turning vehicles.

Supporting Documentation: National City INTRAConnect Study, the Bayshore Bikeway project, and Harbor Drive 2.0

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Stakeholder
Engagement
6

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NATIONAL CITY RESILIENCY STUDY
106

6.1 ST AKEHOLDER ENGAGEMENT
The purpose of the Resiliency Study was in part to encour - age coordination and collaboration between the City of Na- tional City, Naval Base San Diego, and other public agencies (SANDAG, San Diego Metropolitan Transit System [MTS], Burl- ington Northern Santa Fe Railway [BNSF], Port of San Diego [Port], and City of San Diego) in the identification of issues and prioritization of potential solutions related to transportation, traffic, and parking. To fulfill this effort, the Team established a Policy Committee that will make final recommendations to the (National City) City Council for approval, utilized members from SANDAG’s Military Working Group (MWG) as an adviso- ry group, and coordinated and collaborated as needed with other public agencies to build consensus on project priorities that address transportation, traffic, and parking needs around NBSD. The following summarizes how these efforts propelled the Resiliency Study.

6.2 PUBLIC INFORMA TION MEETINGS
Presentation at the Public Library May 22, 2023
The Team presented an overview of the project and initial existing conditions analysis to five attendees. The small size provided an intimate venue where residents dove into their individual challenges where they live, work, and frequent. One of the participants currently works at NBSD and expressed frustration with congestion in the morning. Another person works near Hoover Avenue and Mile of Cars Way, serving
persons with disabilities, many of whom walk from the 24th Street Transit Station.

Community Breakfast Meeting #1, June 10, 2023
The Team presented at the quarterly community breakfast to 28 attendees. The project covered an overview, existing con- ditions, and highlighted next steps. The Team also discussed one of the future conditions of the 8th Street Mobility Hub.

Attendees were eagerly anticipating the launch of the NEV shuttle program which has since been partially implemented and considered an ‘Existing Condition’ in this Study.

Community Breakfast Meeting #2, September 9, 2023
On September 9, 2023, the Team presented preliminary pro- ject recommendations to 101 community members, volun-
teers, and City staff as one of seven project presentations at the Martin Luther King (MLK) Community Center. The project team responded to community member questions prior to and during the presentation. Questions focused around project schedule and process for next steps and project implemen- tation.

6.3 SAND AG MILITARY WORKING GROUP
(MWG) MEETINGS
MWG Meeting #1, May 8, 2023
The project team presented an overview of the Resiliency Study to the MWG, focusing on the existing conditions analysis and next steps. This forum resulted in formulating connections with City of San Diego staff to collaborate outside of the group to discuss alignment with current planning efforts.

MWG Meeting #2, September 11,2023
The project team presented a follow-up of the May 8th meet- ing to the MWG, focusing on the project development, con- cepts, and engineering drawings. There was no formal vote taken but there was positive feedback and general support of the study from meeting attendees, with one question about an upcoming launch of shuttle buses in National City.

6.4 POLICY COMMITTEE MEETINGS
The Policy Committee was made up of Ya-Chi Huang of NBSD CPLO, Mayor Ron Morrision of National City, and Steve Man- ganiello, Director of Public Works at National City. The Poli- cy Committee met four times on the dates listed below. The Policy Committee helped make final recommendations to the (National City) City Council for approval and provide a venue for project partners at both the City and NBSD to collaborate.

Meeting #1: May 30, 2023
The first Policy Committee meeting included the City of Na- tional City Mayor and Public Works staff and one project man- ager community planner from NBSD. The meeting served as initial coordination for all team members and to identify initial concerns with the methodology KTUA is applying for the study.

Various topics used for the study included review of prior stud- ies, definition of the study area extents, collisions mapping analysis and project prioritization scoring methodology. All projects being considered are off of NBSD property but will benefit NBSD personnel getting to and from the base as they travel through National City. Various corridors were identified as top priorities for National City and NBSD including 19th Street, 8th Street, Civic Center Drive, National City Boulevard, Cleveland Boulevard, Bay Marina Drive, and Hoover Street.

Meeting #2: June 22, 2023
The second Policy Committee meeting included the City of Na- tional City Mayor, Vice-Mayor, and Public Works staff as well as a representative from NBSD and all other team members.

This Policy Committee meeting focused on an update on pub- lic engagement and a review of the progress on the design drawings. The following corridors were reviewed: National City Blvd, 8th Street, Cleveland Avenue, 19th Street, Bay Marina Drive, Main Street and Civic Center Drive. The Team received

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CHAPTER 6 | STAKEHOLDER ENGAGEMENT
107
feedback from the City of National City and NBSD on edits and changes to make to the concept plans, in anticipation of the next meeting. A follow-on meeting was scheduled for addi- tional review of the concepts.

Meeting #3: August 23, 2023
The third Policy Committee meeting focused on concept level site plans at the prioritized project locations that were iden- tified in prior Policy Committee meetings and coordination of the overall project next steps including public meetings. Com- ments on concept plans, used for updating the plans, were provided for the following corridors: 8th Street, 19th Street, Bay Marina Drive, Main Street and Civic Center Drive. A fol- low-on meeting was scheduled for additional review and up- date of the concept plans.

Meeting #4: December 4, 2023
The fourth Policy Committee meeting focused on the final re- port, including all concept level site plans at the prioritized project locations that were identified in the prior Policy Com- mittee meetings. Comments on concept plans were provided and next steps to finishing the project were discussed.

6.5 CITY OF SAN DIEGO MEETINGS
Meeting #1: June 7, 2023
This meeting guided San Diego projects that benefit the mil- itary installation to float to the top of the priority list. The City of San Diego team provided insight for priority projects in alignment with their draft Mobility Master Plan. It was decided a follow-up meeting would be beneficial so San Diego can cross-reference their project list to see if other projects should be added.

Meeting #2: July 6, 2023
This meeting included a discussion on issues related to mo- torists, pedestrians, cyclists, and parking issues as part of the Navy’s Resiliency Grant for NBSD. The meeting focused on the Main Street project, from Yama Street to Vesta Street.

The City of San Diego mentioned that the Main Street project would make a useful connection to the Chollas Creek Bike- way project that they are working on, closing a missing gap.

No decisions or official feedback was given at this meeting. A follow-up meeting was scheduled for additional review of the concepts.

Meeting #3: September 18, 2023
This third meeting with San Diego allowed the project team to discuss progress on the Main Street and 19th Street concepts, traffic analysis, and the Vesta Street bridge redistribution. The City of San Diego staff was satisfied with the direction of the projects.

6.6 CITY OF NA TIONAL CITY MEETINGS
During the course of the project, there were nine (9) check-in meetings with the head of the Department of Public Works from the City of National City to give updates as to the pro- gress of the plan. Team members received input and advice from City of National City staff and incorporated that feedback into the Study. Meetings occurred on the following dates: April 19, April 27, May 2, May 9, May 16, May 22, July 25, October 5, and October 19.

6.7 MEETINGS WITH NA VAL BASE SAN

DIEGO (NBSD)
During the course of the project, there were nine (9) check-in meetings with a representative from Naval Base San Diego (NBSD) to give updates as to the progress of the plan. Team members received input and advice and incorporated that feedback into the plan. Meetings occurred on the following dates: April 13, April 18, May 2, May 9, May 16, July 11, Au- gust 11, October 3, and October 23.

6.8 SITE VISIT WITH CITY OF NA TIONAL

CITY AND NBSD
In addition to the aforementioned meetings, the Team met with the City of National City, OLDCC, and NBSD for a Site Visit on February 22, 2023, at the 8th Street Trolley Station.

The site visit was to have an introduction to the project and to walk along the project site and discuss the plan as well as potential projects, starting with projects located at or near the 8th Street trolley station.

6.9 MEETING WITH C ALTRANS AND
SANDAG
For this meeting the Team met with the Harbor Drive 2.0 de- sign team, representing Caltrans and their partners, includ- ing the Port, SANDAG, the San Diego MTS, and the Burlington Northern Santa Fe (BNSF) Railway. This meeting was mostly informational, starting with the consulting team explaining their progress on the National City Resiliency plan and related concept plans. That was followed with the Harbor Drive 2.0 design team explaining the design details behind the Harbor Drive 2.0 project and the Vesta Street Bridge Project and dis- cussing the potential funding and construction schedules for both projects. They provided valuable information so the Na- tional City Resiliency Team could ensure any of their potential projects align with and complement the Harbor Drive 2.0 pro- ject and the Vesta Street bridge project.

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Appendix
APP .

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CITY OF NATIONAL CITY RESILIENCY PLAN
110
Study Year Type Extents Description
1 National City Balanced
Plan EIR 2021 Roadway
Between existing
alignment of Marina
Way and intersection
of 32nd Street and
Tidelands Avenue
"Realign Marina Way from its existing
alignment to form a curve that rounds out to
the west
when traveling toward the Balanced Plan
area and connect to the proposed new park
entrance"
2 National City Balanced
Plan EIR 2021 Roadway 32nd Street, east of
Tidelands Avenue Road Closure
3 National City Balanced
Plan EIR 2021 Roadway Goesno Place, south of
32nd Street Road closure to vehicular traffic
4 National City Balanced
Plan EIR 2021 Roadway
East of Tidelands
Avenue, south of 32nd
Street
Shift terminus of Tidelands Avenue to the
east
5 National City Balanced
Plan EIR 2021 Roadway Tidelands Avenue, south
of 32nd Street Close current terminus of Tidelands Avenue 6 National City Balanced
Plan EIR 2021
Within the existing
alignment of Marina
way
Create north-south public access corridor,
primarily for pedestrians and bicyclists
7 National City Balanced
Plan EIR 2021 Pedestrian
Within the existing
alignment of 32nd
Street
Create east-west public access corridor,
primarily for pedestrians but may also
include an ancillary bicycle path
8 National City Balanced
Plan EIR 2021 Roadway
Tidelands Avenue,
between Bay Marina
Drive and 32nd Street
Road Closure
9 National City Balanced
Plan EIR 2021 Roadway
West 28th Street
between Tidelands
Avenue and Quay
Avenue
Road Closure
10 National City Balanced
Plan EIR 2021 Roadway East of Goesno Place Relocate road 11 NBSD Installation
Development Plan 2017 Roadway Vesta Street over Harbor
Dr
Construct Vesta Street raised pedestrian and
vehicular bridge
12 Homefront to Waterfront
Plan 2020 19th Ave from Tidelands
Ave to McKinley Ave
"Road diet between Tidelands Ave and
McKinley Ave
• Install two-way cycle track between
McKinley Ave and Wilson Ave
• Pedestrian recommendations include high
visibility crosswalks, traffic calming and
curb extensions"
Appendix A. Compiled Project List from Previously Proposed Plans and Studys

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APP . | APPENDIX
111
Study Year Type Extents Description
13 2010 SANDAG San
Diego Regional Bike
Plan
2010 Bike E Harbor Dr north of
32nd St Construct a class I multi-use bike path
14 2010 SANDAG San
Diego Regional Bike
Plan
2010 Bike Main St and Division St Construct a class III bike route 15 2010 SANDAG San
Diego Regional Bike
Plan
2010 Bike Roosevelt Ave from
Division St to 8th St Construct a class I multi-use bike path 16 2010 SANDAG San
Diego Regional Bike
Plan
2010 Bike Harbor Dr south of
Woden Rd Construct a class II bike lane
17 Homefront to Waterfront
Plan 2020 Transit 32nd St transit station
"Formal drop-off locations for:
• Trolley Kiss and Ride
Uber/Lyft and carpool pick-ups at:
• Southbound 32nd St with turn-around
circle added at the Exchange Gas Station
access road
• Northbound 32nd St with drop-off
striped at the currently closed gate #6/5B;
Westbound Harbor Drive - refurbished drop-
off
waiting plaza
• Gate 5B ADA improvements to allow the
gate to be reopened to process bike and
pedestrian access
• Accessible ramps for wheelchairs and
bikes added to the existing pedestrian
bridge; SANDAG intends to remove the
pedestrian bridge with the Bayshore
Bikeway; they will be
replaced with intersection bulb-outs,
median refuges, LPI’s and high visibility
crosswalks"
18 2010 SANDAG San
Diego Regional Bike
Plan
2010 Bike Tideland Ave south of
8th Ave Construct a class I multi-use bike path

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CITY OF NATIONAL CITY RESILIENCY PLAN
112
Study Year Type Extents Description
19 Homefront to Waterfront
Plan 2020 Transit 8th Street transit station
"Six-story Transportation Center
• Paid contractor/public parking on levels
1-3
• Navy parking on levels 4-5
• Deployed sailor parking with PV shade
shelters and deployment lockers on level 6
• Bottom-floor services, hospitality and
retail
• Primary structure entrance/ticketing plaza
• Central Courtyard for ventilation, natural
lighting and day uses
• Gates to control courtyard (locked at
night)
• 3rd to 6th floor parking over existing bus-
way and MTS parking
• 3rd to 6th floor parking over existing bus-
way and MTS parking
• Parking structure elevators
• Drop-off for the transportation center
• Pedestrian bridge across rail line and
Harbor Dr. to 8th Street gate"
20 2010 SANDAG San
Diego Regional Bike
Plan
2010 Bike
Civic Center Dr from
Tideland Ave to Wilson
Ave
Construct a class III bike route
21 2010 SANDAG San
Diego Regional Bike
Plan
2010 Bike Coolidge Ave to W 8th
St and east Construct a class III bike route
22 INTRAConnect 2020 W 19th St and Wilson
Ave Add stop sign if warranted
23 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Sampson St and Harbor
Dr
Reconfiguration of intersection to improve
operations and bike/ped access to
shipyards
24 2010 SANDAG San
Diego Regional Bike
Plan
2010 Bike
Bay Marina Dr between
Cleveland Ave and the
railroad
Construct a class II bike lane
25 2010 SANDAG San
Diego Regional Bike
Plan
2010 Bike
Mile of Cars Way
eastbound from railroad
and Wilson Ave between
W 22nd St and Mile of
Cars Way
Construct a class III bike route
26 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Sampson St and Logan
Ave
Add a new traffic signal and restriping to
accommodate exclusive left turn lanes in SB
and NB directions

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APP . | APPENDIX
113
Study Year Type Extents Description
27 City of San Diego's
2019 Bike Network
Map, INTRAConnect
Plan
2019 Bike Marina Way from E 24th
St to W 32nd St Construct a class I multi-use path
28 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Schley St and Harbor Dr
Reconfiguration of intersection to improve
operations and bike/ped access to
shipyards
29 City of San Diego's
2019 Bike Network
Map, INTRAConnect
Plan
2019 Bike W 33rd St from Hoover
Ave to National City Blvd Construct a class II bike lane 30 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 28th St and Harbor Dr
"• Reconfiguration of intersection to
accommodate 3 SB left turn lanes
• Reconfiguration of intersection to provide
dual EB left turn lanes"
31 City of San Diego's
2019 Bike Network
Map, INTRAConnect
Plan
2019 Bike Hoover Ave from Mile of
Cars Way to W 30th St Construct a class II bike lane
32 City of San Diego's
2019 Bike Network
Map, INTRAConnect
Plan
2019 Bike
Harbor Dr curve near
Civic Center Dr ending
at McKinley Ave
Construct a class I multi-use path
33 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Roadway 28th St and Boston Ave
Relocate on-ramp from Boston Ave to
28th St to reduce community impacts and
improve freight mobility
34 City of San Diego's
2019 Bike Network
Map, INTRAConnect
Plan
2019 Bike
McKinley Ave from W
14th St to Bay Marina
Dr
Construct a class IV bikeway
35 Homefront to Waterfront
Plan 2020
Bay Marina Dr/Mile of
Cars Way from McKinley
Ave to Hoover Ave/24th
St
"Bike safety enhancements such as:
• Bike priority lanes, modified bike priority
lanes or shared lane markings
• Pedestrian recommendations include
high visibility crosswalks, curb extensions,
RRFBs or PHBs
• Optional: Ramped 10’ wide prefabricated
bridge for bicycles and pedestrians; support
system will need to work in Caltrans
approved locations and be able to be a
minimum of 10’ under power cables on the
east side and 20’ over the freeway. It will
need to meet a <8% grade"

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CITY OF NATIONAL CITY RESILIENCY PLAN
114
Study Year Type Extents Description
36 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 32nd St and Harbor Dr
"• Add additional and/or extended left-turn
pocket from EB Harbor Dr to 32nd St to
improve operations for all movements by
shortening phase time for left turns
• Add additional and/or extended left-turn
pocket from WB Harbor Dr to Naval Base
Gate 6 on 32nd St
• Perform an intersection study to
optimize operations for all users, including
pedestrians with removal of bridges
• Add additional right-turn pocket from SB
32nd St to Harbor Dr
• Add additional right-turn pocket from EB
Harbor Dr to Naval Base Gate 6 (32nd St)"
37 Homefront to Waterfront
Plan 2020 Hoover Ave from Mile of
Cars Way to W 30th St
"• Road diet and traffic calming between
Mile of Cars Way and 30th Street to install
bike lanes
• Pedestrian recommendations include high
visibility crosswalks
• Install truck aprons to slow turning
speeds"
38 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 8th St and Harbor Dr
"• Add additional and/or extended left-turn
pocket to improve access from WB Harbor
Dr to Naval Base Gate 9 on 8th St
• Reconfigure WB 8th St to allow 3 thru
lanes to Naval Base Gate 9"
39 Homefront to Waterfront
Plan 2020 Pedestrian National City Blvd from
E 24th St to W 33rd St
"• Signal timing changes throughout
• Leading pedestrian intervals and
countdown pedestrian signals throughout"
40 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Civic Center Dr and
Harbor Dr
Add dual EB left turn lanes to increase
capacity for traffic from nearby I-5 SB off-
ramp
41 Homefront to Waterfront
Plan 2020 30th St from Hoover St
to National City Blvd
"• Road diet between Hoover Ave and
National City Blvd to install bike lanes
• Pedestrian recommendations include high
visibility crosswalks, curb extensions and
pedestrian-friendly signal improvements at
signalized intersections"
42 INTRAConnect 2020 Pedestrian National City Blvd from 18th St to 26th St
Redesign intersection crossing to
accommodate peds and add high visibility
crosswalks and placemaking
43 INTRAConnect 2020 Harding Ave Add traffic calming, stop sign, if warranted 44 MMAS: National City
Downtown Specific
Plan (2017)
2017 Harbor Dr at 8th Street Pedestrian and bicycle connections to NBSD gate

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APP . | APPENDIX
115
Study Year Type Extents Description
45 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Roadway 28th St
Reconfigure to increase capacity and
improve access between Harbor Dr and
Main St; also reconfigure to increase
capacity and improve access between Main
St and National Ave; initial study assumed 2
NB and 3 SB lanes with raised median
46 MMAS: National City
Downtown Specific
Plan (2017)
2017 8th St at I-5 SB off-
ramp
Signalize intersection and eliminate free
right-turn
47 MMAS: National City
Downtown Specific
Plan (2017)
2017 8th St and Hoover
Avenue Signalize intersection
48 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Bike Boston Ave from 29th St
to 32nd St
Construct a class I multi-use path from 29th
St to 32nd St
49 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Bike 8th St from Harbor Dr to
National City
"• Construct class II bike lanes connecting
Harbor Dr, 8th St Trolley/bus station, and
National City communities
• Pedestrian upgrades including rail
crossing gates, curb ramps, and wayfinding
facilities."
50 MMAS: Port CIP
Caltrans Trade Corridors
Improvement Fund
N/A Roadway 32nd St from Harbor
Drive to I-5
Grade Separated Improvements: a partially
raised tee intersection for turning movement
from Harbor Drive to I-5
51 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Roadway 8th Ave
Add facilities to access the Naval Base
Dry-Side form 8th St for bike/ped users and
automobiles, if feasible
52 MMAS: Port CIP
Caltrans Trade Corridors
Improvement Fund
N/A Roadway Civic Center Drive and
I-5
"• Create a direct connection with Harbor
Drive and Tidelands Avenue
• Signalize Wilson Avenue at Civic Center
Drive
• Add northbound lane on Wilson Avenue
• Widen Northbound 1-5 ramp"
53 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Bike
Cleveland Ave form
Civic Center Dr to Bay
Marina Dr
Construct class II bike lanes connecting
Civic Center Dr to Bay Marina Dr
54 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Pepper Park
Bike/ped connection to Pepper Park
extension proposed in National City Marina
District Balanced Land Use Study
55 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Pedestrian 24th St/Bay Marina Dr Pedestrian upgrades including rail crossing gates, curb ramps, and wayfinding facilities

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116
Study Year Type Extents Description
56 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Main St and Yama St
In conjunction with Vesta St Bridge,
operational and capacity improvements
where feasible and real-time wait signs
57 National City Downtown
Specific Plan 2017 Division St and Main St
and Roosevelt Ave
"• Reconfigure Roosevelt Ave where
National City Blvd meets Main St and where
Division St comes in from the north
• Realign so there is a favorable design
for signalization and safe traffic lane
alignments"
58 NBSD Comprehensive
Traffic Study 2021 Norman Scott Rd and
Division St
"Install a single lane roundabout with the
following
configuration:
• Eastbound Approach: Thru/Right
• Westbound Approach: Thru (Free Bypass
Lane) – Left
• Northbound Approach: Left – Right (Yield
Bypass Lane and 100 feet of storage "
59 National City Downtown
Specific Plan (2017) 2017 Bike City Center Drive to
Northern City Limits
"• Class I multi-use path on west side of
Harbor Drive from Civic Center Drive to
Northern City Limits
• Class II bicycle lane on east side of Harbor
Drive from Civic Center Drive to Northern
City Limits"
60 National City Downtown
Specific Plan (2017) 2017 Pedestrian Harbor Drive to D
Avenue Urban trail
61 National City Downtown
Specific Plan (2017) 2017 Bike Harbor Drive to
Roosevelt Avenue
Construct a two-way cycle track on 8th
Street between Harbor Drive and Roosevelt
Avenue, connection with Bayshore Bikeway
and NBSD
62 MMAS: City of
San Diego Capital
Improvement Program
(CIP GIS Shapefile)
(2017)
2017 Bike Dorothy Petway Park to
Harbor Dr
The project will construct a multi-use path,
traversing portions of two City of San Diego
communities, Southeastern San Diego and
Barrio Logan; the project runs from the
Dorothy Petway Neighborhood Park at its
eastern terminus to Harbor Drive
63 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Bike Marina Way and
McKinley Ave
Relocation of the Bayshore Bikeway from
Tidelands Ave to Marina Way and McKinley
Ave
64 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Roadway Cleveland Ave and
Marina Way
Cleveland Ave-Marina Way Connection
across Bay Marino Dr
65 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Roadway Main St from Vesta St to
Yama St
In conjunction with Vesta St bridge,
operational and capacity improvements to
accommodate additional traffic entering
Naval Base at Gates 29 and 32

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APP . | APPENDIX
117
Study Year Type Extents Description
66 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Freight
Harbor Dr between
Cesar Chavez Pkwy
and connections to I-5.

Dedicated lanes and signal priority for truck
freight. Includes freight signal priority, queue
jumps, delineators and signage; generally
aligned in the #1 lanes and median. And
resurfacing.
67 National City Downtown
Specific Plan;
Homefront to Waterfront
Plan
2017 Transit
Area between Gate 32,
W 32nd St, Kidd St, and
Highland Ave
Incorporate an NEV shuttle system around
the central National City area
68 NBSD Comprehensive
Traffic Study 2021 Cummings Rd and Vesta
St
"• Remove pedestrian warning signs on
every approach
• Install R1-3P ALL WAY plaque below each
STOP sign
• Restripe faded centerline and STOP
legend pavement markings
• Install compliant curb ramps and DWS at
every crosswalk end
• Install a stop line at least 4 feet in
advance of the crosswalk on the northbound
approach
• Install right lane use markings for right
turn lane on the southbound approach
• Install R3-7 RIGHT LANE MUST TURN
RIGHT sign in advance of the intersection"
69 NBSD Final ECF
Evaluation 2016
Gate -
Signing
and
Striping
Gate 2 ECF just south of
Harbor Dr and Surface
Navy Blvd intersection
"• Remove all non-roadway signs on the
perimeter
fence and sliding gates
• Install SDDCTEA 55-15 compliant gate
closure signing on the sliding gates
• Replace non-compliant NO PEDESTRIAN
TRAFFIC signs with R5-10c
• Remove the non-compliant pedestrian
crossing sign and install W11-2 sign and
W16-7p plaque at the mid-block crosswalk
at the bridge
• Relocate the EFO button to where it is
more easily accessible
• Remove the planters in the median or
provide curbing within the painted median
to provide a minimum 2 feet spacing from
the face of the planter to the face of curb
 Properly eradicate the STOP legend and
STOP line pavement markings at the ID
check lane"
70 MMAS: SANDAG
Regional Plan (2015) 2015 Transit North Park to 32nd St Trolley Station
Connection from North Park to 32nd St
Trolley Station via Golden Hill

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This page is left intentionally blank.

Study Year Type Extents Description
71 NBSD Comprehensive
Traffic Study 2021
Gate -
Signing
and
Striping
Gate 6A adjacent to
Harbor Dr
"• Replace the flexible delineator posts with
ones that are all white
with retroreflective sheeting. Restripe the
lane line dividing the
two inbound lanes with a white line. Ensure
the yellow line is
completely eradicated and not painted over.
• Replace all non-compliant signs posted
throughout the gate area
with ones that use Type III sheeting or
better. Replace the ACTIVE
BARRIERS AHEAD sign with a W3-3a-TEA
sign and install that sign
in the approach zone.
• Remove the 5-mph pavement marking. If
desired, install a W3-10a-TEA
CHECKPOINT sign with an advisory speed
plaque
mounted below. Install the sign in the
approach zone prior to the
bypass lane and ID check lanes.
• If a STOP sign is used at the ID check
area, install a STOP sign with
supplemental placard below which reads

PROCEED ONLY WHEN
DIRECTED BY GUARD. The sign assembly
should be located on the
on the right-hand side.
• Delineate the AVBs using retroreflective,
alternating, vertical
red/white stripes on the barriers and install
envelope markings in
accordance with TEA Pamphlet 55-15
• Install a R1-1 STOP sign on the right hand
of the truck bypass lane
with a 24-inch stop line adjacent to the
STOP sign. If desired, a
STOP legend can then be installed prior to
the stop line.
• Replace or remove the STOP sign at the
Harbor Drive exit. Install
a STOP sign on the right-hand side.
• Replace the two indication signal heads
found throughout the
ECF area with ones that have three
indications (red-yellow-green)
and provide sufficient yellow time to

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APP . | APPENDIX
119
Study Year Type Extents Description
72 NBSD Final ECF
Evaluation 2016
Gate -
Signing
and
Striping
Gate 6 ECF just south of
Harbor Dr and 32nd St
"• Military police need to enforce illegal
parking within the visitor center lot,
specifically illegal commercial vehicle
parking
• Consider striping 2-3 commercial vehicle
parking stalls within the visitor center lot
• Remove non-compliant AVB sign in the
approach zone and install AVB warning
signs per SDDCTEA Pamphlet 55-15
between the AVBs and ID check
• Install gate closure signing per SDDCTEA
Pamphlet 55-15 on the swing gates 
Relocate the reversible lane bollards at
least 2 feet from the travel way or remove
bollards altogether and replace with traffic
cones  Remove the speed bumps in the
approach zone
• Remove the speed bumps in the response
zone of the outbound lanes  Remove
temporary barriers in approach zone and
inspection area and utilize traffic cones to
close inbound processing lanes
• Replace traffic cones in poor condition
 Replace the existing turnstile pedestrian
gate with an automated turnstile pedestrian
gate  Properly eradicate the STOP legend
and STOP line pavement markings at the
ID check area Replace non-compliant AVB
signals with SDDCTEA Pamphlet 55-15
approved signals
• Install safety loops for each AVB "
73 NBSD Final ECF
Evaluation 2016 Gate -
Capacity
Gate 6 south of 32nd St
and Harbor Dr
"Construct new ECF with the following:
• 5 inbound processing lanes with ID check
islands
• Gatehouse and automated pedestrian gate
• Bi-directional POV inspection area
• New “Florida-T” signalized internal
intersection
• New AVBs using SDDCTEA staggered AVB
scheme "
74 NBSD Final ECF
Evaluation 2016 Gate -
Capacity
Gate 15 on 28th and Le
Hardy
Provide an additional processing lane and
install AVBs per required response time

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120
Study Year Type Extents Description
75 NBSD Final ECF
Evaluation 2016
Gate -
Signing
and
Striping
Gate 9 ECF west of
8th St and East Harbor
Drive
"• Remove all non-roadway signs on the
perimeter fence and sliding gates
• Install SDDCTEA 55-15 compliant gate
closure signing on the sliding gates 
Replace the sliding gate motors to allow
automated opening and closing
• Replace traffic cones in poor condition
• Deactivate and remove all AVBs signs,
signals and posts
• Remove all bollards in the approach zone
protecting AVB signal posts; As per the Port
of San Diego Harbor Drive MCS, add real-
time wait signs where feasible"
76 NBSD Final ECF
Evaluation 2016
Gate -
Signing
and
Striping
Gate 13/19th St and
Tidelands Ave
"• Install lane use signs on all approaches
• Install a DO NOT STOP ON TRACKS (R8-8)
sign at all at-grade railroad crossings
• Restripe faded pavement markings
• Upgrade existing curb ramps to include
detectable warning surfaces
• Stripe crosswalks between curb ramps as
appropriate "
77 NBSD Comprehensive
Traffic Study 2021 Ped Main St and Vesta St
"• Restripe all faded pavement markings
• Install pedestrian signals with countdown
display
• Replace pedestrian push buttons
• Install crosswalk markings on westbound
approach
• Install curb ramps with a DWS on NW and
NE corners
• Install a signal head overhead on a
mast arm like what exists on eastbound
approach"
78 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Schley St and 26th St Add a diverter island on 26th St to restrict NB traffic from Schley St
79 MMAS: City of
San Diego Capital
Improvement Program
(CIP GIS Shapefile)
(2017)
2017 Main St and Vesta St Traffic signal improvements
80 NBSD Comprehensive
Traffic Study 2021 Roadway Knowlton Williams Rd
and Vesta St
Reconfigure the inbound truck lane and
reverse the flow of the access road behind
the NAVSUP building to accommodate traffic
from Gate 6A once Knowlton Road closes at
Vesta St for the new Vesta Bridge

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APP . | APPENDIX
121
Study Year Type Extents Description
81 NBSD Final ECF
Evaluation 2016 Gate -
Capacity
Gate 13 east of Kidd St
and 19th St
"Construct new ECF with the following:
• 3 inbound processing lanes with ID check
islands
• POV inspection area
• Gatehouse and automated pedestrian gate
• One-way road network with Kidd
Street (inbound only) and Wombley Street
(outbound only)
• New AVBs using SDDCTEA STOP control
scheme "
82 NBSD Final ECF
Evaluation 2016
Gate -
Signing
and
Striping
Gate 13 north of 19th St
and Kidd St
"• Install SDDCTEA 55-15 compliant gate
closure signing on the sliding gates
• Install additional lighting at the ID check
area
• Relocate the EFO button to where it is
more easily accessible "
83 NBSD Parking Traffic
Overview 2018 Transit
Near the pedestrian
bridge west of parking
lot 1Q along Harbor Dr
Improve the existing shuttle origination
point near west end of the Pedestrian
Bridge into a Mobility Hub capable of
supporting multiple shuttles concurrently
with personnel weather shelters and provide
bicycle racks
84 National City Downtown
Specific Plan 2017 Parking National City
"• Restrict and enforce parking with
permitting and begin to convert parallel
parking to angled parking
• Establish parking bonus for off-street
parking/shared parking
• Establish paid parking
• Expand Residential Permit Zones
• Implement oversized vehicle parking
restrictions
• Implement active monitoring
• Transition to digital permitting
• Create a parking manager position
• Establish a parking benefit district
• Invest revenue into parking and
transportation improvements"
85 INTRAConnect 2020 Ped Wilson Road Add crosswalks, if warranted 86 NBSD Parking Traffic
Overview 2018 Parking
Parking lot south of
Harbor Dr and 32nd
Street intersection
Design and implement a parking structure
in Lot 1Q to net at least 800 new spaces.

Integrate the parking structure and mobility
hub.
87 NBSD Comprehensive
Traffic Study 2021 Knowlton Williams Rd
and Vesta St
"• Install a W17-1 SPEED HUMP sign with a
W16-7PL arrow
• Restripe markings throughout the
intersection
• Install an R4-7 KEEP RIGHT sign at the
nose of median on northbound approach"

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122
Study Year Type Extents Description
88 NBSD Final ECF
Evaluation 2016 Gate -
Capacity
Gate 15 on 28th and Le
Hardy
"Construct new ECF with the following:
• 3 inbound processing lanes with ID check
islands
• Gatehouse and automated pedestrian gate
• New AVBs using SDDCTEA STOP control
scheme "
89 NBSD Comprehensive
Traffic Study 2021 Pedestrian E Harbor Dr and Vesta
St
Restripe all faded pavement markings,
Remove NO PEDESTRIAN CROSSING sign
and replace with a R9-3, modify curb ramp,
construct a DWS, provide a minimum 3-foot
unobstructed bath to the sidewalk for the
SW corner curb ramp
90 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Freight Base-wide
"• Freight truck geofencing reight signal
priority
• Community web portal for less queueing
and better logistics
• Inland port facility to facilitate freight
movement
• Regional truck parking strategy
• Innovative truck parking and rest facilities
• Truck parking information management
system for reserved parking
• Marine-based services between the Port
and other locations to reduce pressure on
truck and rail corridors."
91 National City Downtown
Specific Plan 2017
In the residential area
just east of the I-5 in
National City
Proposed Multi-Modal Corridor
92 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Ped 28th St rail crossing
Installation of quad gates and pedestrian
gates at rail crossing to improve visibility
and operations
93 Homefront to Waterfront
Plan 2020
W 32nd St from
Tidelands Ave to Marina
Way
"• Traffic calming and bike priority lanes to
connect Pepper Park to Marina Way Drive
and Tidelands Ave
• Pedestrian recommendations include high
visibility crosswalks and curb extensions"
94 MMAS: City of
San Diego Capital
Improvement Program
(CIP GIS Shapefile)
(2017)
2017 Ped 32nd St and Norman
Scott Rd
"• Upgrade curb ramps
• Install ped countdown timers"
95 Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Ped 28th St and Harbor Dr
Enhanced pedestrian facilities to
accommodate shipyard demand including
widened crosswalks, curb extensions, curb
ramps, and potential pedestrian scramble

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APP . | APPENDIX
123
Study Year Type Extents Description
96 NBSD Comprehensive
Traffic Study 2021
Gate -
Signing
and
Striping
Gate 29 on Vesta St
South of Main St
"• Install compliant gate closure signage
and horizontal panels with
retroreflective, alternating, vertical red/white
stripes for both the
inbound and outbound directions
• Replace the retroreflective sheeting on the
gate arm for the
outbound direction
• Install a crash cushion at the front of the
foremost object
protecting the automated vehicle processing
infrastructure for
each travel direction. Delineate the barrier
ends using an OM-3
object marker. If desired, install additional
barriers to fill in any
gaps between the automated vehicle
processing infrastructure.

Note they must connect end-to-end.
• Delineate the AVBs using retroreflective,
alternating, vertical
red/white stripes on the barriers
• Replace the two section signal heads with
ones that have three
indications (red-yellow-green) and provide
sufficient yellow time
to transition to the red indication
• Replace the “DIM LIGHTS FOR SENTRY”
sign with the standard
USE PARKING LIGHTS AT GATE (R1"
97 NBSD Final ECF
Evaluation 2016 Gate 15 at 28th St and
Le Hardy St
"• Install NO LEFT TURN sign on the 28th
Street median facing the outbound lane of
Gate 15
• Restripe STOP line, STOP legend, and
crosswalk on the westbound (outbound)
approach "
98 INTRAConnect 2020 Ped Hoover Ave Street lighting and crosswalks, if warranted 99 NBSD Comprehensive
Traffic Study 2021 Ped E Harbor Dr and Vesta
St
"• Restripe all faded pavement markings
• Remove NO PEDESTRIAN CROSSING sign
and replace with a R9-3
• Modify curb ramp, construct a DWS, and
provide a minimum 3-foot unobstructed
path to the sidewalk for the SW corner curb
ramp"
100
National City Downtown
Specific Plan;
Homefront to Waterfront
Plan
2017 Transit Near 8th Ave and rail
crossing NEV shuttle charging and solar panels

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124
Study Year Type Extents Description
101 NBSD Final ECF
Evaluation 2016 Gate 15 at 28th Street
and Le Hardy St
"• Install SDDCTEA 55-15 compliant gate
closure signing on the swing gates
• Remove the non-compliant pedestrian
crossing sign and install W11-2 and W16-
7p sign at the mid-block crosswalk after
the ID check area for the both inbound and
outbound lanes
• Remove the LEFT TURN ONLY sign and
install ONE WAY signing per Figure 2B-16 of
the CA MUTCD
• Remove WARNING PEDESTRIAN
CROSSING sign on the outbound lane 
Remove temporary barriers in approach
zone and ID check area  Deactivate and
remove all AVBs signs, signals and posts
• Remove all bollards in the approach zone
protecting AVB signal posts and being used
as passive barrier
• Replace traffic cones in poor condition
 Replace the existing turnstile pedestrian
gate with an automated turnstile pedestrian
gate  Restripe the mid-block crosswalk
after the ID
check area "
102
Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Transit Base-wide
Allow transit bus access on the Naval Base,
with potential Navy contribution toward
operating cost. Currently done in Norfolk, VA
103 NBSD Final ECF
Evaluation 2016 Gate -
Capacity
Gate 2 on Surface Navy
Blvd between Harbor Dr
and Norman Scott Rd
"Construct an additional inbound processing
lane and site AVBs at the recommended
location for the long-term Gate 2 conceptual
design
"
104 NBSD Parking Traffic
Overview 2018 Parking Parking lot west of gate
6 along Harbor Dr
"• Design and implement a parking
structure in Lot 1U to net at least 2,000
new spaces
• Add an additional shuttle stop to the
Central and Southern routes at the
structure"
105
KTUA: National City
Downtown Specific
Plan (2017)
2017 Land Use 8th Ave and Roosevelt
Ave
Downtown Specific Plan adds 5,000 units
NOT captured in SANDAG population
projections.
106 NBSD Final ECF
Evaluation 2016 Gate -
Capacity
Gate 9 west of Harbor
Dr and 8th St
"Construct new ECF with the following :
• 3 inbound processing lanes with ID check
islands
• POV inspection area
• Gatehouse
• New AVBs using SDDCTEA STOP control
scheme "

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APP . | APPENDIX
125
Study Year Type Extents Description
107 NBSD Final ECF
Evaluation 2016 Gate -
Capacity
Gate 6 south of 32nd St
and Harbor Dr
Modify the current POV inspection area to
accommodate vehicle processing
108 MMAS: SANDAG
Regional Plan (2015) 2015 Transit Palomar St to 12th &
Imperial
Phase I - Blue Line Frequency
Enhancements and rail grade separations
at 28th St, 32nd St, E St, H St Palomar St,
and Blue/Orange Track Connection at 12th/
Imperial
109 NBSD Final ECF
Evaluation 2016 Gate -
Capacity
Gate 2 on Surface Navy
Blvd between Harbor Dr
and Norman Scott Rd
"Construct new ECF with the following:
• 3 inbound processing lanes with ID check
islands
• Gatehouse
• New AVBs using SDDCTEA STOP control
scheme "
110 NBSD Final ECF
Evaluation 2016 Gate -
Capacity
Gate 13 east of Kidd St
and 19th St
"• Construct an additional receiving lane
on Kidd Street and establish a one-way pair
road with Kidd Street (inbound only) and
Wombley Street (outbound only)
• Install AVBs per required response time "
111 NBSD Final ECF
Evaluation 2016
Gate -
Signing
and
Striping
Gate 6/32nd St and E
Harbor Dr
"• Install a YIELD sign on the NB
channelized right turn
• Install overhead NO COMMERCIAL
VEHICLE right and left turn signs on the EB
and WB approaches of Harbor Drive
• Install a vertical clearance warning sign
on the pedestrian overpass structures in
addition to the painted heights
• Replace the overhead guide sign “NAVAL

BASE PASS DECAL INFORMATION NEXT
LIGHT” for the WB approach that meets
CA MUTCD letter height requirements 
Restripe SB approach railroad crossing
markings"

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126
Study Year Type Extents Description
112 NBSD Comprehensive
Traffic Study 2021 Gate -
Pedestrian
Gate 5A on S 32nd
Street South of Harbor
Dr and 32nd Street
"• In the short-term, close the bypass door
so personnel can only
gain access by using the card reader. For
the long-term, there are
two options to address the issue:
1) Redesign the gate with the typical
features of a pedestrian
turnstile gate that restricts access at all
times
2) Utilize a sally port design. This design
can be implemented by
installing a remotely activated door closer
on the existing
bypass door and a new remotely activated
door in the
doorway.
• Install a crash cushion at the front of the
pedestrian guard booth.

Remove the bollards placed along the curb
line in the approach
zone. If it is desired to protect pedestrians
walking on the
sidewalk, then install a compliant guardrail
system. "
113 National City Balanced
Plan EIR 2021 Roadway
Between the existing
rail yard along the west
side of Marina Way and
the east side of the
National Distribution
Center, north of the
Balanced Plan area,
to the existing rial line
north of the existing
32nd Street and west of
Tidelands Avenue
Railroad Reconfiguration
114 NBSD Comprehensive
Traffic Study 2021 Pedestrian Main St and Vesta St
Restripe all faded pavement markings,
install pedestrian signals with countown
display, replace pedestrian push buttons,
install crosswalk markings on westbound
approach, install curb ramps with a DWS
on NW and NE corners, install a signal head
overhead on a mast arm like what exists on
easbound approach
115 Homefront to Waterfront
Plan 2020 Transit Multiple locations in
National City
Add primary and curbside mobility hubs
throughout the area
116 Homefront to Waterfront
Plan 2020 Transit
8th St (Highland to
Paradise Valley), L Ave
(8th to 30th), 30th (NCB
to Bonita)
Transit route improvements

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APP . | APPENDIX
127
Study Year Type Extents Description
117 MMAS: SANDAG
Regional Plan (2015) 2015 Freight National City: National City Marine Terminal
National City Marine Terminal (NCMT)
Marine Cargo Staging and Handling
Projects, including but not limited to:
construct garages for additional roll-on/
roll-off cargo storage, wharf extension to
create two new berths, and improvements
to facilitate "marine highway" cargo
118 INTRAConnect 2020 Ped W 18th Street Pedestrian safety improvements including singing, lighting, and traffic calming
119
MMAS: City of
San Diego Capital
Improvement Program
(CIP GIS Shapefile)
(2017)
2017 32nd St and Norman
Scott Rd
"• Install signal poles with longer mast
arms
• Remove signal poles off medians
• Upgrade vehicle heads to 12"" LED
• Install Polara APS"
120 INTRAConnect 2020 Ped Civic Center Dr near
Harbor Dr
Increase number of pedestrian crossings,
add bulb outs and LPIs
121
MMAS: National City
Downtown Specific
Plan (2017)
2017 Transit
8th Street and Yama
Street, Connections to
NBSD
Electric shuttle system
122 NBSD Comprehensive
Traffic Study 2021 Gate -
Capacity
Gate 29 on Vesta St
South of Main St
"• 3 ID check lanes for POV traffic
• Canopy that extends over all ID check
lanes
• Two-Way POV inspection lane
• Canopy that extends over entire
inspection area
• Post-ID check rejection designed for SU-
30 trucks
• WB-67 trucks can be rejected through the
POV inspection lane
• Passive barrier to create a contiguous
perimeter
• Overwatch provided at internal
intersection and intersection south of
the proposed Vesta Street bridge (i.e.,
Cummings Road and Vesta Street) Fully; real
time wait signs (as added by the Port of San
Diego MCS."
123 MMAS: SANDAG
Regional Plan (2015) 2015 Bike National City Marina to
32nd St Bayshore Bikeway
124 NBSD Final ECF
Evaluation 2016 Gate 9 west of Harbor
Dr and 8th St
"• Work with local jurisdiction to change the
Harbor Drive northbound leading protected
left turn phase to lagging protected left turn
phase
• Restripe the southbound through
movement along Cummings Road to
improve sight distance
"

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CITY OF NATIONAL CITY RESILIENCY PLAN
128
Study Year Type Extents Description
125 NBSD Comprehensive
Traffic Study 2021 Cummings Road and
Vesta St
"Install traffic signals with the following lane
configuration and phasing:
• Eastbound Approach - Left-Thru-Right
with protected/permitted left turn phase and
restripe to provide separate left-turn lane
• Westbound Approach - Left-Thru-Right
with protected/permitted left turn phase
and widen to provide separate left-turn lane
and restripe thru lane to convert to a shared
Thru-Right
• Northbound Approach - Left-Thru-Right
• Southbound Approach - Left-Thru-Right
with protected/permitted left turn phase and
widen to provide an additional outbound
(northbound) lane"
126 NBSD Final ECF
Evaluation 2016
Gate -
Signing
and
Striping
Gate 2 and East Harbor
Drive
"• Replace non-compliant DO NOT ENTER
signs on the General Dynamics parking lot
driveway
• Install tire shredder signs underneath DO
NOT ENTER signs
• Install ADA compliant curb ramps, push
buttons, and sidewalk in the median and on
the General Dynamics parking lot side of the
intersection
• Restripe the EB right turn lane on Harbor
Drive to accommodate bicyclists
• Work with General Dynamics to reverse
the one-way flow of the parking lot closest
to Harbor Drive and construct a median in
the parking lot driveway to force exiting
drivers to turn right
"
127 NBSD Final ECF
Evaluation 2016
Gate -
Signal
Updates
Gate 9/8th St and East
Harbor Drive
"• Switch the NB protected left turn phase
from leading to lagging to help alleviate
queuing during the AM peak hour
• Install additional traffic loops on the EB
approach (installation outbound lanes) to
extend the points of detection closer to the
installation perimeter fence "
128
Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Gate -
Capacity
Gate 6A west of Harbor
Dr
Left-turn pocket from WB Harbor Dr to Gate
6A (truck-only gate south of 32nd St)
129
Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Freight E Belt St around the
shipyard area
Evaluate roadways and shipyards for
additional opportunities to establish bus/
truck loading, parking, and queueing areas

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APP . | APPENDIX
129
Study Year Type Extents Description
130
Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Freight Harbor Dr
Dedicated lanes and signal priority for truck
freight. Includes freight signal priority, queue
jumps, delineators and signage; generally
aligned in the #1 lanes and median
131 NBSD Parking Traffic
Overview 2018 Parking Parking lot west of gate
6 along Harbor Dr
Design and implement a parking structure
in Lot 1U to net at least 2,000 new spaces.

Add an additional shuttle stop to the Central
and Southern routes at the structure.
132 NBSD Parking Traffic
Overview 2018 Transit
Near the pedestrian
bridge west of parking
lot 1Q along Harbor Dr
Improve the existing shuttle origination
point near west end of the Pedestrian
Bridge into a Mobility Hub capable of
supporting multiple shuttles concurrently
with personnel weather shelters and provide
bicycle racks.
133 MMAS: December 2018
Workshop NBC Table 2018 Transit East Side of Bay: NBC
Park and Ride on the east side of the bay
with a direct service connection to the NBC
bases
134 MMAS: SANDAG
Regional Plan (2015) 2015 Roadway I-15: I-15 to Kinder
Morgan MV Terminal I-15 Access to Kinder Morgan MV Terminal 135 NBSD Parking Traffic
Overview 2018 W 8th Street to Dry-Side
"• Install a new pedestrian turnstile with
ADA gate for bicycles at the northwest
corner of the Defense Logistics Agency
(DLA) compound
• Add a new pedestrian/bicycle bridge over
the 7th Street Channel
• Add a multi-use path to McCandless Blvd
to provide transit users access to Dry-side
that does not currently exist"
136 NBSD Parking Traffic
Overview 2018
Pedestrian bridge just
east of parking lot 1Q,
connecting to McKean
St
Expand the existing pedestrian bridge for
bicycle usage by including on- and off
-ramps and widening the bridge deck
137 1-5 Fly Over CP N/A Interstate East Harbor Drive to Main Street
Interchange to be created between Harbor
Drive and Main Street with a bridge
structure, raised roadway, and retaining
walls
138 NBSD Installation
Development Plan 2017 Interstate East Harbor Drive and
32nd Street Construct an I-15 flyover ramp
139
Port of San Diego
Harbor Drive
Multimodal Corridor
Study
2020 Boston Ave
Traffic calming improvements including
potential bike boulevard between 26th and
28th

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CITY OF NATIONAL CITY RESILIENCY PLAN
130
Appendix B. Top 26 Prioritized Project Descriptions
Primary
Corridors and
Intersections
Location
(Start)
Location
(End)
Sourced
Plan Project Description
1 32nd St Harbor Dr Main St Port CIP
Grade Separated Improvements: a partially
raised tee intersection for turning movement
from Harbor Drive to I-5
2 8th Street Transit
Station N/A N/A NC HF-
2WF
“Six-story Transportation Center
• Paid contractor/public parking on levels 1-3
• Navy parking on levels 4-5
• Deployed sailor parking with PV shade
shelters and deployment lockers on level 6
• Bottom-floor services, hospitality and retail
• Primary structure entrance/ticketing plaza
• Central Courtyard for ventilation, natural
lighting and day uses
• Gates to control courtyard (locked at night)
• 3rd to 6th floor parking over existing bus-
way and MTS parking
• 3rd to 6th floor parking over existing bus-
way and MTS parking
• Parking structure elevators
• Drop-off for the transportation center
• Pedestrian bridge across rail line and Harbor
Dr. to 8th Street gate”

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APP . | APPENDIX
131
Primary
Corridors and
Intersections
Location
(Start)
Location
(End)
Sourced
Plan Project Description
3 32nd St @
Transit Station N/A N/A NC HF-
2WF
“Formal drop-off locations for:
• Trolley Kiss and Ride
Uber/Lyft and carpool pick-ups at:
• Southbound 32nd St with turn-around circle
added at the Exchange Gas Station access road
• Northbound 32nd St with drop-off striped at
the currently closed gate #6/5B;
Westbound Harbor Drive
Refurbished drop-off waiting plaza
• Gate 5B ADA improvements to allow the gate
to be reopened to process bike and pedestrian
access
• Accessible ramps for wheelchairs and bikes
added to the existing pedestrian bridge;
SANDAG intends to remove the pedestrian
bridge with the Bayshore Bikeway; they will be
replaced with intersection bulb-outs, median
refuges, LPI’s and high visibility crosswalks”
4 28th St Harbor Dr Main St Port
HDMC
Reconfigure to increase capacity and improve
access between Harbor Dr and Main St; also
reconfigure to increase capacity and improve
access between Main St and National Ave;
initial study assumed 2 NB and 3 SB lanes with
raised median
5 28th St @ Boston
Ave N/A N/A Port
HDMC
Relocate on-ramp from Boston Ave to 28th St
to reduce community impacts and improve
freight mobility
6 Division St @
Main St N/A N/A NC DT
“• Reconfigure Roosevelt Ave where National
City Blvd meets Main St and where Division St
comes in from the north
• Realign so there is a favorable design for
signalization and safe traffic lane alignments”

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CITY OF NATIONAL CITY RESILIENCY PLAN
132
Primary
Corridors and
Intersections
Location
(Start)
Location
(End)
Sourced
Plan Project Description
7 Main St Vesta St Yam a St Port
HDMC
In conjunction with Vesta St bridge,
operational and capacity improvements to
accommodate additional traffic entering Naval
Base at Gates 29 and 32
8 Civic Center Dr
(Project #1)
Tidelands
Ave
Wilson
Ave
SANDAG
Bike Construct a class III bike route
9 Bay Marina Dr -
Mile of Cars
McKinley
Ave
Hoover
Ave
NC HF-
2WF
“Bike safety enhancements such as:
• Bike priority lanes, modified bike priority
lanes or shared lane markings
• Pedestrian recommendations include high
visibility crosswalks, curb extensions, RRFBs
or PHBs
• Optional: Ramped 10’ wide prefabricated
bridge for bicycles and pedestrians; support
system will need to work in Caltrans approved
locations and be able to be a minimum of 10’
under power cables on the east side and 20’
over the freeway. It will need to meet a <8%
grade”
10 Main St @ Y ama
St N/A N/A Port
HDMC
In conjunction with Vesta St Bridge,
operational and capacity improvements where
feasible and real-time wait signs
11 Civic Center Dr
(Project #2)
Tidelands
Ave
Wilson
Ave Port CIP
“• Create a direct connection with Harbor
Drive and Tidelands Avenue
• Signalize Wilson Avenue at Civic Center
Drive
• Add northbound lane on Wilson Avenue
• Widen Northbound 1-5 ramp”
12 8th St @ Hoover
Ave N/A N/A Port
HDMC Signalize intersection
13 Bay Marina Dr Cleveland
Ave Railroad SANDAG
Bike Construct a class IV bike lane

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APP . | APPENDIX
133
Primary
Corridors and
Intersections
Location
(Start)
Location
(End)
Sourced
Plan Project Description
14 Cleveland Ave Civic
Center Dr
Bay
Marina Dr
Port
HDMC
Construct class II bike lanes connecting Civic
Center Dr to Bay Marina Dr
15 Boston Ave 29th St 32nd St NC DT Construct a class I multi-use path from 29th St to 32nd St
16 19th St Harbor Dr McKinley
Ave NC DT Urban trail
17 Bay Marina Dr Cleveland
Ave
Marina
Way
Port
HDMC
Cleveland Ave-Marina Way Connection across
Bay Marina Dr
18 19th St Tidelands
Ave
McKinley
Ave
NC HF-
2WF
“Road diet between Tidelands Ave and
McKinley Ave
• Install two-way cycle track between
McKinley Ave and Wilson Ave
• Pedestrian recommendations include high
visibility crosswalks, traffic calming and curb
extensions”
19 19th St @
Tidelands Ave N/A N/A Port
HDMC
Reconfigure intersection to add dual NB left
turn lanes adn exclusive SB right turn lane on
Tideland Ave for access to Naval Base Gate 13
on 19th St.
20 Sampson St @
Harbor Blvd N/A N/A Port
HDMC
Reconfiguration of intersection to improve
operations and bike/ped access to shipyards
21 National City
Blvd 18th St 26th St INTRA-
Connect
Redesign intersection crossing to
accommodate peds and add high visibility
crosswalks and placemaking

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CITY OF NATIONAL CITY RESILIENCY PLAN
134
Primary
Corridors and
Intersections
Location
(Start)
Location
(End)
Sourced
Plan Project Description
22 Sampson St @
Logan Ave N/A N/A Port
HDMC
Add a new traffic signal and restriping to
accommodate exclusive left turn lanes in SB
and NB directions
23 19th St @ Wilson
St N/A N/A INTRA-
Connect Add stop sign if warranted
24 Hoover Ave Mile of
C ars Way 30th St Port
HDMC
“• Road diet and traffic calming between Mile
of Cars Way and 30th Street to install bike
lanes
• Pedestrian recommendations include high
visibility crosswalks
• Install truck aprons to slow turning speeds”
25 Harbor Dr to
McKinley Bike
Path
Civic
Center Dr
McKinley
Ave SD Bike Construct a class I multi-use path
26 Mckinley Ave 14th St Bay
Marina Dr SD Bike Construct a class IV bikeway

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APP . | APPENDIX
135
Appendix C. Current (2023) Peak-Hour Turning Movement
Volumes

1. West 19th Street & Cleveland Avenue

2. West 19th Street & McKinley Avenue
National Data & Surveying ServicesIntersection Turning Movement Count Location: Cleveland Ave & W 19th St
City: National City Project ID:

Control: 1-Way Stop(EB) Date:

NS/EW Streets:
01000100 0 . 5 0 . 5 100000

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL 6:00 AM 2 5 1 8 1 0 088 7 6 085600000 164
6:15 AM 5 2 2 0 6047 7 7 054200000 177
6:30 AM 1 5 1 7 71 1 5 6 5 0 183200000 125
6:45 AM 2 2 1 4 90 1 8 1 5 4 5 043500000 135
7:00 AM 2 4 1 9 90 3 1 1 1 3 8 023200000 139
7:15 AM 1 6 2 1 31 1 1 1 1 3 0 022400000 101
7:30 AM 1 8 3 2 40 2 3 1 6 2 0 033400000 123
7:45 AM 1 6 4 4 40 2 0 2 3 2 2 062100000 138
8:00 AM 9 1 7 40 1 5 1 0 1 2 125410000 80
8:15 AM 1 0 4 2 80 1 5 1 0 1 1 028500000 111
8:30 AM 9 2 1 60 1 5 1 9 1 3 000300000 86
8:45 AM 4 1 5 70 1 9 1 0 1 1 02 1 1 200000 81

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL TOTAL VOLUMES : 220 280 77 2 19 4 146 405 2 44 49 40 1 0 0 0 0 1460 APPROACH %'s : 38.00% 48.36% 13.30% 0.35% 25.97% 19.54% 54.22% 0.27% 32.84% 36.57% 29.85% 0.75% PEAK HR : 06:00 AM 33 TOTAL
PEAK HR VOL : 114 69 32 1 45 36 248 1 25 15 15 0 0 0 0 0 601 PEAK HR FACTOR : 0.548 0.863 0.80 0 0.250 0.625 0.60 0 0.805 0.25 0 0.781 0.75 0 0.625 0.00 0 0.000 0.000 0.000 0.000 Headers NBL NBT NBR NBU SB L SBT SBR SBU EB L EBT EBR EBU WB L WBT WBR WBU 01000100 0 . 5 0 . 5 100000

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL 2:00 PM 7830 2 7 1 3 1 0 09 4 3 2 3 00000 143
2:15 PM 4 10 2 0 33 27 16 0 2 32 26 0 0 0 0 0 152
2:30 PM 0 11 7 0 43 66 13 0 9 49 38 0 0 0 0 0 236
2:45 PM 3940 3 2 3 0 806 2 0 2 8 00000 140
3:00 PM 3 10 7 0 31 53 10 0 4 41 33 0 0 0 0 0 192
3:15 PM 0560 3 5 6 2 1 1 03 2 8 2 3 00000 173
3:30 PM 2890 3 6 5 0 606 4 5 3 5 00000 197
3:45 PM 0770 3 0 4 6 304 2 0 1 8 00000 135
4:00 PM 5750 3 4 4 1 705 3 5 2 3 00000 162
4:15 PM 4650 3 0 3 9 203 2 0 1 5 00000 124
4:30 PM 1390 3 5 4 2 702 1 1 1 8 00000 128
4:45 PM 55 1 2 0 3 9 3 9 403 1 0 600000 123

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL TOTAL VOLUMES : 34 89 76 0 405 508 97 0 56 35 4 2 8 6 00000 1905 APPROACH %'s : 17.09% 44.72% 38.19% 0.00% 40.10% 50.30% 9.60% 0.00% 8.05% 50.86% 41.09% 0.00% PEAK HR : 02:30 PM 12:00 AM TOTAL
PEAK HR VOL : 6 35 24 0 141 211 42 0 22 138 122 0 0 0 0 0 741 PEAK HR FACTOR : 0.500 0.795 0.85 7 0.000 0.820 0.799 0.808 0.000 0.611 0.70 4 0.803 0.00 0 0.000 0.000 0.000 0.000 23-040053-012
4/5/2023
Data - Total
Cleveland Ave Cleveland Ave W 19th St W 19th St
AM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
06:00 AM - 07:00 AM

0.8490.692 0.897 0.724
PM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
02:30 PM - 03:30 PM

0.7850.813 0.807 0.734
National Data & Surveying ServicesIntersection Turning Movement Count Location: McKinley Ave & W 19th St
City: National City Project ID:

Control: 2-Way Stop(NB/SB) Date:

NS/EW Streets:
0100010002000000

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL 6:00 AM 002032005 1 1 500000 28
6:15 AM 001042003 1 2 100000 23
6:30 AM 013012002 1 5 600000 30
6:45 AM 042003002 2 1 900000 41
7:00 AM 035035006 3 0 1 0 00000 62
7:15 AM 015024001 1 4 300000 30
7:30 AM 013062001 2 2 400000 39
7:45 AM 011022000 2 6 300000 35
8:00 AM 011024001 2 1 300000 33
8:15 AM 021050003 2 4 300000 38
8:30 AM 034080001 1 8 200000 36
8:45 AM 012031004 2 8 400000 43

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL TOTAL VOLUMES : 0 18 30 0 39 27 0 0 29 242 53 0 0 0 0 0 438 APPROACH %'s : 0.00% 37.50% 62.50% 0.00% 59.09% 40.91% 0.00% 0.00% 8.95% 74.69% 16.36% 0.00% PEAK HR : 06:45 AM 36 TOTAL
PEAK HR VOL : 0 9 15 0 11 14 0 0 10 87 26 0 0 0 0 0 172 PEAK HR FACTOR : 0.000 0.563 0.75 0 0.000 0.458 0.700 0.000 0.000 0.417 0.725 0.65 0 0.000 0.000 0.000 0.000 0.000 Headers NBL NBT NBR NBU SB L SBT SBR SBU EB L EBT EBR EBU WB L WBT WBR WBU 0100010002000000

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL 2:00 PM 010021001 6 6 400000 75
2:15 PM 013021001 6 2 600000 76
2:30 PM 015063000 9 8 000000 113
2:45 PM 001091000 5 5 000000 66
3:00 PM 005034001 7 5 400000 92
3:15 PM 004044001 6 3 100000 77
3:30 PM 003042001 8 9 200000 101
3:45 PM 0230 1 1 1000 5 8 200000 77
4:00 PM 010041001 6 5 300000 75
4:15 PM 003034001 5 6 100000 68
4:30 PM 013064001 5 1 500000 71
4:45 PM 003031000 5 5 300000 65

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL TOTAL VOLUMES : 0 7 33 0 57 27 0 0 8 793 31 0 0 0 0 0 956 APPROACH %'s : 0.00% 17.50% 82.50% 0.00% 67.86% 32.14% 0.00% 0.00% 0.96% 95.31% 3.73% 0.00% PEAK HR : 02:30 PM 12:00 AM TOTAL
PEAK HR VOL : 01 1 5 0 2 2 1 2 002 2 9 1 500000 3 4 8
PEAK HR FACTOR : 0.000 0.250 0.750 0.000 0.611 0.75 0 0.000 0.000 0.500 0.742 0.313 0.00 0 0.000 0.000 0.000 0.000 23-040053-013
4/5/2023
Data - Total
McKinley Ave McKinley Ave W 19th St W 19th St
AM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
06:45 AM - 07:45 AM

0.6940.750 0.781 0.668
PM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
02:30 PM - 03:30 PM

0.7700.667 0.850 0.760

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CITY OF NATIONAL CITY RESILIENCY PLAN
136
National Data & Surveying ServicesIntersection Turning Movement Count Location: Tidelands Ave & W 19th St
City: National City Project ID:

Control: Signalized Date:

NS/EW Streets:
1100110002000200

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL 6:00 AM 3 2 94004 5 4 000102 1 0 8 50 219
6:15 AM 4 8 1 0 0003 3 8 000002 1 0 7 20 210
6:30 AM 3 1 73022 2 7 000100 5 5 00 128
6:45 AM 2 5 42035 2 0 001000 5 1 60 117
7:00 AM 1 6 1 1 0004 1 1 000000 4 6 10 89
7:15 AM 1 4 800047010001 3 5 00 70
7:30 AM 4610273000002 2 1 60 52
7:45 AM 8520163000003 1 2 10 41
8:00 AM 0620110200000010 13
8:15 AM 2520130023001340 26
8:30 AM 0 1 0 01050001001340 25
8:45 AM 0 1 4 00022113200220 29

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL TOTAL VOLUMES : 180 95 16 1 10 46 165 3 4 8 4 0 12 443 32 0 1019 APPROACH %'s : 61.64% 32.53% 5.48% 0.34% 4.46% 20.54% 73.66% 1.34% 25.00% 50.00% 25.00% 0.00% 2.46% 90.97% 6.57% 0.00% PEAK HR : 06:00 AM 33 TOTAL
PEAK HR VOL : 136 30 9 0 5 14 139 0 0 1 2 0 4 321 13 0 67 4 PEAK HR FACTOR : 0.708 0.750 0.563 0.00 0 0.417 0.700 0.644 0.000 0.000 0.250 0.500 0.000 0.500 0.743 0.54 2 0.000 Headers NBL NBT NBR NBU SB L SBT SBR SBU EB L EBT EBR EBU WB L WBT WBR WBU 1100110002000200

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL 2:00 PM 27202 1 0 11 2 2 4 4 801050 105
2:15 PM 0 1 2 0019009 3 5 1 3 04130 87
2:30 PM 07102 1 1 20 1 6 5 2 2 3 01340 122
2:45 PM 02201 1 2 00 1 2 2 5 901220 68
3:00 PM 0 1 0 402810 1 2 4 4 1 3 00250 101
3:15 PM 04002610 1 3 2 8 1 2 01010 68
3:30 PM 06415 1 3 00 1 3 5 3 1 5 00110 112
3:45 PM 041016006 3 4 801030 64
4:00 PM 03101700 1 2 3 9 1 3 01230 82
4:15 PM 030005002 3 0 1 0 00010 51
4:30 PM 0210631025102200 25
4:45 PM 0320550000100010 17

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL TOTAL VOLUMES : 2 63 18 1 28 95 6 1 119 389 126 0 12 13 29 0 902 APPROACH %'s : 2.38% 75.00% 21.43% 1.19% 21.54% 73.08% 4.62% 0.77% 18.77% 61.36% 19.87% 0.00% 22.22% 24.07% 53.70% 0.00% PEAK HR : 02:00 PM 12:00 AM TOTAL
PEAK HR VOL : 2 28 5 0 6 42 3 1 59 156 53 0 7 6 14 0 382 PEAK HR FACTOR : 0.250 0.583 0.625 0.00 0 0.750 0.875 0.375 0.25 0 0.670 0.750 0.576 0.000 0.438 0.500 0.700 0.000 23-040053-011
4/5/2023
Data - Total
Tidelands Ave Tidelands Ave W 19th St W 19th St
AM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
06:00 AM - 07:00 AM

0.7690.754 0.681 0.750 0.735
PM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
02:00 PM - 03:00 PM

0.7830.729 0.867 0.736 0.844

3. West 19th Street & Tidelands Avenue

4. Main Street & 32nd Street
National Data & Surveying ServicesIntersection Turning Movement Count Location: 32nd St & Main St
City: San Diego Project ID:

Control: Signalized Date:

NS/EW Streets:
1 0 . 5 0 . 5 0110012001200

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL 6:00 AM 14 3 12 0 10 45 0 0 2 27 35 0 118 93 8 0 367
6:15 AM 18 5 3 0 9 43 0 0 2 23 30 0 100 79 15 0 327
6:30 AM 32 8 15 0 12 26 2 0 1 23 46 0 110 85 9 0 369
6:45 AM 25 7 7 0 9 31 0 0 0 26 36 0 109 90 10 0 350
7:00 AM 26 3 17 0 11 29 2 0 0 34 29 0 95 89 7 0 342
7:15 AM 40 3 23 0 17 33 0 0 1 30 57 0 107 121 21 0 453
7:30 AM 38 14 19 0 17 27 2 0 0 23 53 0 90 149 17 0 449
7:45 AM 28 6 13 0 18 12 3 0 2 27 47 0 75 149 24 0 404
8:00 AM 30 9 13 0 15 6 4 0 3 19 36 0 54 180 31 0 400
8:15 AM 24 9 17 0 15 9 1 0 1 23 18 0 60 188 20 0 385
8:30 AM 38 7 19 0 15 7 4 0 1 28 21 0 57 147 24 0 368
8:45 AM 22 7 27 0 23 15 8 0 2 21 17 0 53 91 17 0 303

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL TOTAL VOLUMES : 335 81 185 0 171 283 26 0 15 30 4 425 0 102 8 1461 203 0 451 7 APPROACH %'s : 55.74% 13.48% 30.78% 0.00% 35.63% 58.96% 5.42% 0.00% 2.02% 40.86% 57.12% 0.00% 38.19% 54.27% 7.54% 0.00% PEAK HR : 07:15 AM 38 TOTAL
PEAK HR VOL : 136 32 68 0 67 78 9 0 6 99 193 0 326 599 93 0 170 6 PEAK HR FACTOR : 0.850 0.571 0.73 9 0.000 0.931 0.591 0.563 0.00 0 0.500 0.825 0.84 6 0.000 0.762 0.832 0.750 0.000 Headers NBL NBT NBR NBU SB L SBT SBR SBU EB L EBT EBR EBU WB L WBT WBR WBU 1 0 . 5 0 . 5 0110012001200

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL 2:00 PM 33 24 72 0 14 13 4 0 4 62 29 0 40 36 13 0 344
2:15 PM 52 22 61 0 26 11 4 0 8 79 37 0 34 41 17 0 392
2:30 PM 48 26 69 0 27 12 6 0 6 129 28 0 42 69 32 0 494
2:45 PM 41 21 59 0 26 10 4 0 8 131 32 0 30 56 30 0 448
3:00 PM 45 19 66 0 36 23 2 0 7 159 25 0 36 54 29 0 501
3:15 PM 66 39 54 0 43 23 5 0 8 18 4 20 0 44 47 35 0 568 3:30 PM 53 36 70 0 42 28 4 0 12 198 31 0 41 53 31 0 599 3:45 PM 49 26 55 0 32 22 4 1 11 175 39 0 37 58 25 0 534 4:00 PM 32 22 50 0 40 17 3 0 3 18 4 47 0 33 40 34 0 505 4:15 PM 41 26 61 0 51 8 3 0 11 192 43 0 54 39 15 0 544
4:30 PM 39 21 44 0 26 15 3 0 5 160 55 0 28 39 21 0 456
4:45 PM 42 17 53 0 30 13 2 0 4 146 37 0 28 31 11 0 414

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL TOTAL VOLUMES : 541 299 71 4 0 393 195 44 1 87 1799 423 0 447 563 293 0 5799 APPROACH %'s : 34.81% 19.24% 45.95% 0.00% 62.09% 30.81% 6.95% 0.16% 3.77% 77.91% 18.32% 0.00% 34.31% 43.21% 22.49% 0.00% PEAK HR : 03:15 PM 12:00 AM TOTAL
PEAK HR VOL : 200 123 229 0 157 90 16 1 34 741 137 0 155 198 125 0 220 6 PEAK HR FACTOR : 0.758 0.788 0.818 0.000 0.913 0.80 4 0.800 0.250 0.708 0.936 0.729 0.000 0.881 0.853 0.893 0.00 0 03:15 PM - 04:15 PM

0.9210.868 0.892 0.946 0.948
PM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
07:15 AM - 08:15 AM

0.9420.831 0.770 0.847 0.960
AM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
23-040053-001
4/5/2023
Data - Total
32nd St 32nd St Main St Main St

Page 403 of 431 ends

APP . | APPENDIX
137

5. Main Street & I-5 On/Off-Ramp
National Data & Surveying ServicesIntersection Turning Movement Count Location: I-15 On/Off-Ramp & Main St
City: San Diego Project ID:

Control: Signalized Date:

NS/EW Streets:
0000 0 . 5 0 0 . 5 012000210

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL 6:00 AM 0 0 0 0 32 0 149 0 7 33 0 0 0 81 35 0 337
6:15 AM 0 0 0 0 41 0 127 0 5 32 0 0 0 83 39 0 327
6:30 AM 0 0 0 0 44 0 115 0 14 28 0 0 0 96 38 0 335
6:45 AM 0 0 0 0 51 0 112 0 5 40 0 0 0 105 40 0 353
7:00 AM 0 0 0 0 48 0 105 0 16 58 0 0 0 90 45 0 362
7:15 AM 0 0 0 0 58 0 117 0 13 53 0 0 0 12 4 52 0 417
7:30 AM 0 0 0 0 65 0 117 0 14 45 0 0 0 133 81 0 455
7:45 AM 0 0 0 0 42 0 126 0 11 45 0 0 0 136 70 0 430
8:00 AM 0 0 0 0 14 0 139 0 8 50 0 0 0 136 65 0 412
8:15 AM 0 0 0 0 13 0 107 0 27 42 0 0 0 150 57 0 396
8:30 AM 0 0 0 0 16 0 95 0 27 48 0 0 0 122 37 0 345
8:45 AM 0 0 0 0 16 0 57 0 20 52 0 0 0 115 38 0 298

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL TOTAL VOLUMES : 0 0 0 0 440 0 136 6 0 167 526 0 0 0 1371 597 0 446 7 APPROACH %'s : 24.36% 0.00% 75.64% 0.00% 24.10% 75.90% 0.00% 0.00% 0.00% 69.66% 30.34% 0.00% PEAK HR : 07:15 AM 38 TOTAL
PEAK HR VOL : 0 0 0 0 179 0 499 0 46 193 0 0 0 529 268 0 171 4 PEAK HR FACTOR : 0.000 0.000 0.000 0.000 0.688 0.000 0.897 0.000 0.821 0.91 0 0.000 0.000 0.000 0.972 0.827 0.000 Headers NBL NBT NBR NBU SB L SBT SBR SBU EB L EBT EBR EBU WB L WBT WBR WBU 0000 0 . 5 0 0 . 5 012000210

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL 2:00 PM 0 0 0 0 24 0 35 0 74 93 0 0 0 84 43 1 354
2:15 PM 0 0 0 0 21 0 40 0 64 117 0 0 0 69 61 0 372
2:30 PM 0 0 0 0 21 0 46 0 68 147 0 0 0 110 79 0 471
2:45 PM 0 0 0 0 63 0 43 0 90 14 4 0 0 0 88 43 0 471
3:00 PM 0 0 0 0 37 0 44 0 116 16 4 0 0 0 88 43 0 492
3:15 PM 0 0 0 0 54 0 28 0 107 192 0 0 0 92 38 0 511
3:30 PM 0 0 0 0 78 0 45 0 102 217 0 0 0 87 44 0 573
3:45 PM 0 0 0 0 103 0 40 0 93 165 0 0 0 67 43 0 511
4:00 PM 0 0 0 0 54 0 36 0 96 195 0 0 0 90 30 0 501
4:15 PM 0 0 0 0 44 0 19 0 74 211 0 0 0 76 38 0 462
4:30 PM 0 0 0 0 54 0 39 0 82 17 4 0 0 0 58 30 0 437
4:45 PM 0 0 0 0 79 0 30 0 85 170 0 0 0 56 19 0 439

NL NT N R NU S L ST SR SU E L ET E R EU W L WT W R WU TOTAL TOTAL VOLUMES : 0 0 0 0 632 0 445 0 1051 1989 0 0 0 965 511 1 559 4 APPROACH %'s : 58.68% 0.00% 41.32% 0.00% 34.57% 65.43% 0.00% 0.00% 0.00% 65.34% 34.60% 0.07% PEAK HR : 03:15 PM 12:00 AM TOTAL
PEAK HR VOL : 0 0 0 0 289 0 149 0 398 769 0 0 0 336 155 0 209 6 PEAK HR FACTOR : 0.000 0.000 0.000 0.000 0.701 0.00 0 0.828 0.000 0.930 0.886 0.000 0.000 0.000 0.913 0.881 0.00 0 23-040053-004
4/5/2023
Data - Total
I-15 On/Off-Ramp I-15 On/Off-Ramp Main St Main St
AM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
07:15 AM - 08:15 AM

0.9420.931 0.905 0.931
PM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
03:15 PM - 04:15 PM

0.9140.766 0.915 0.937

Page 404 of 431 ends

CITY OF NATIONAL CITY RESILIENCY PLAN
138
Project Descriptions:

Project provides streetscape, lighting, signage, mobility options, urban greening, and stormwater runoff to the north side of 8th Street between Harbor Drive and Roosevelt Avenue, the west side of Roosevelt Avenue between 8th Street and Main Street, and the south side of Main Street between Roosevelt Avenue and Yama Street. The project also includes parking improvements, traffic signal modifications/additions, and at-grade crossing improvements.

1. 8th and Roosevelt Active Transportation Corridor Project

2. West 19th Street Greenway Improvement Project
Project Descriptions:

Improvements to West 19th Street, between Cleveland Avenue and Wilson Avenue. Improvements to West 18th Street between McKinley Avenue and Wilson Avenue.

Work to Be Done:

1. Class I bikeway and pedestrian path along West 19th Street, between McKinley Avenue and Wilson Avenue.

2. Pedestrian and site amenities along West 19th Street, between McK- inley Avenue and Wilson Avenue.

3. Signing and striping modifications on West 19th Street, between Cleveland Avenue and Wilson Avenue.

4. Electrical and lighting modifications on West 19th Street, between McKinley Avenue and Wilson Avenue.

Work to be Done:

1. Shared-use path

2. Sidewalk

3. Curb extensions at 8th Street
& Roosevelt Avenue and at
Division Street & Main Street

4. Landscape

5. Irrigation

6. Lighting

7. Water quality basin

8. Parking

9. Traffic signal improvements

10. At-grade crossing
modifications
Appendix D. Future Baseline Conditions for 8th and
Roosevelt Active Transportation Corridor Project and West 19th Street Greenway Improvement Project

5. Landscape and irrigation modifications on West 19th Street, between McKinley Avenue and Wilson Avenue.

6. Temporary water pollution controls on West 19th Street, between McKinley Avenue and Wilson Avenue.

7. Signing and striping modifications on West 18th Street, between McKinley Avenue and Wilson Avenue.

Page 405 of 431 ends

APP . | APPENDIX
139
Level 1
Mile of Cars Way, Alternative 1
Mile of Cars Way, Alternative 2
Main Street, Alternative 1
Main Street, Alternative 2
Level 2
National City Boulevard
8th Street (Dry Side)
Level 3
W. 19th Street, Alternative 1
W. 19th Street, Alternative 2
8th Street (Wet Side)
Appendix E. Project Concepts

Page 406 of 431 ends

Office of Local Defense Community Cooperation
November 2023
0 GRAPHIC SCALE IN FEET
30 15 30 60 NORTH

MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE SHEET 2 MATCHLINE - SEE BELOW LEFT
Bay Marina Drive and Mile of Cars Way Between Cleveland Avenue and National City Blvd | Page 1/2 Project Concept Alternative 1

BAY MARINA DR

CLEVELAND AVE
I-5 ON RAMP
I-5 OFF RAMP
10'
11'
11'
11'
11'
12'
6' 11'

10.5'
11'
11'
11'

10.5'
5'
12'

14.0'

PROPOSED BAYSHORE BIKEWAY BY OTHERS

12.0'
R10'
R22'
R2'
R5'

MULTI-USE PATH
MOVE CURB 7' SOUTH

MULTI-USE PATH
MOVE CURB 8' SOUTH
11'

10.5'
11'
11'
12'
11'

10.5'
5'
R30'
R30'

MILE OF CARS WAY
I-5 ON RAMP

WILSON AVE
I-5 OFF RAMP
DWY
4'
11'
11'

10.5'
12'
11'
4'
11'
11'

10.5'
12'
11'
11'
15'
11'
10'

15.5'
11'
11'
16'
16'
18'
11'

HOOVER AVE

15.5'
11'

10.5'
11'
11'
12'
11'

10.5'
5'
R5' MEDIAN
R50'
R30'
R30'
24TH STREET TROLLEY

STATION AND TRANSIT CENTER
400' NORTH OF INTERSECTION
R20'

TRUCK APRON

Page 407 of 431 ends

Office of Local Defense Community Cooperation
November 2023
0 GRAPHIC SCALE IN FEET
30 15 30 60 NORTH

BAY MARINA DR

CLEVELAND AVE
I-5 ON RAMP
I-5 OFF RAMP
10'
11'
11'
11'
11'
12'
6' 11'

10.5'
11'
11'
11'

10.5'
5'
12'

14.0'

PROPOSED BAYSHORE BIKEWAY BY OTHERS

12.0'
R10'
R22'
R2'
R5'

MULTI-USE PATH
MOVE CURB 7' SOUTH

MULTI-USE PATH
MOVE CURB 8' SOUTH
11'

10.5'
11'
11'
12'
11'

10.5'
5'
R30'
R30'

MILE OF CARS WAY
I-5 ON RAMP

WILSON AVE
I-5 OFF RAMP
DWY
4'
11'
11'

10.5'
12'
11'
4'
11'
11'

10.5'
12'
11'
11'
15'
11'
10'

15.5'
11'
11'
16'
16'
18'
11'

HOOVER AVE

15.5'
11'

10.5'
11'
11'
12'
11'

10.5'
5'
R5' MEDIAN
R50'
R30'
R30'
24TH STREET TROLLEY

STATION AND TRANSIT CENTER
400' NORTH OF INTERSECTION
R20'

TRUCK APRON
Office of Local Defense Community Cooperation
November 2023
0 GRAPHIC SCALE IN FEET
30 15 30 60 NORTH

MATCHLINE - SEE ABOVE RIGHT

MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE SHEET 1
OF ALTERNATIVE 1 OR
ALTERNATIVE 2
Bay Marina Drive and Mile of Cars Way Between Cleveland Avenue and National City Blvd | Page 2/2 Project Concept Alternative 1

HOOVER AVE

MILE OF CARS WAY

REPLACE/RELOCATE

EXISTING INLET

REPLACE/ RELOCATE EXISTING

INLET STRUCTURE
11'
10'

15.5'
11'

HOOVER AVE

TRANSPORTATION AVE

15.5'
12'
10'
14'
12'
14'
2'
12'
12'
14'
12'
14'
MEDIAN
R30'
R30'
E 24TH ST
NATIONAL CITY BLVD.

NATIONAL CITY BLVD.

MILE OF CARS WAY
12'
10'
14'
12'
14'
2'

Page 408 of 431 ends

Office of Local Defense Community Cooperation
November 2023
0 GRAPHIC SCALE IN FEET
30 15 30 60
NORTH

MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE SHEET 2
ON ALTERNATIVE 1

MATCHLINE - SEE BELOW LEFT
Bay Marina Drive and Mile of Cars Way Between Cleveland Avenue and National City Blvd | Page 1/2 Project Concept Alternative 2

BAY MARINA DR

CLEVELAND AVE
I-5 ON RAMP
I-5 OFF RAMP
10'
11'
11'
11'
11'
12'
6'

14.0'

PROPOSED BAYSHORE BIKEWAY BY OTHERS

12.0'
R10'
R22'
R2'

12.0'

RETAINING WALL
R30'MULTI-USE PATH
MOVE CURB 8' SOUTH
R30'

REMOVE CURTAIN

WALL AND PLACE

SHARED USE PATH

BEHIND ABUTMENT

MILE OF CARS WAY
I-5 ON RAMP

WILSON AVE
I-5 OFF RAMP
DWY
4'
11'
11'

10.5'
12'
11'
4'
11'
11'

10.5'
12'
11'
11'
15'
11'
10'

15.5'
11'
11'
16'
16'
18'
11'

15.5'
MEDIAN
R50' R30'
R30'
R20'

TRUCK APRON
24TH STREET TROLLEY

STATION AND TRANSIT CENTER
400' NORTH OF INTERSECTION

Page 409 of 431 ends

National City City CouncilJanuary 16, 2024

National City City Council
January 16, 2024