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j.. , constructed in advance of the freeway merge point. The existing gore point between the freeway and on ramp is approximately 1,350 feet from the intersection at Bernal Avenue. This should be adequate to , g accommodate a two lane to one lane merge on the freeway on ramp. BKF has provided a graphic identified as Exhibit A and found in Section 5, Supportive Information of this Proposal, which demonstrates the proposed widening recommendation for the NB on -ramp. Opportunities The intersection level of service would be improved by constructing dual right turn lanes onto the NB on- ramp. Vehicle queues for the westbound right turn movement would be reduced with two right turn lanes, which would improve coordinated traffic signal operations in the Bernal Avenue corridor. The improvement would also add significant capacity to the intersection and allow the development of the Bernal Property. In conjunction with the Project, pedestrian signal equipment could be installed, and the entire intersection could be brought up to current ADA standards as part of the installation of the bicycle and pedestrian facilities being proposed. Key Issues and Design Approach -- -.. . There is a large power pole on the northeast corner of the intersection between the curb ramps. Power poles can be expensive to relocate or underground. A cost effective solution for the project will be to perform western widening so that relocation is not required. it . • There is an existing drainage swale located on the east side of the NB on -ramp. It is unknown whether widening into the swale is possible given the potential run off. It is may be necessary and preferable to widen the ramp on the west side. However, there is a significant slope that leads to the freeway overpass that begins several feet west of the curb line. Widening too far into the slope may require a retaining wall. There is also irrigation equipment just west of the NB on -ramp although this appears to be abandoned. The final design must balance the - ,,. i proper amount of widening on each side of the northbound -- -- - ramp in order to achieve the most cost effective design. — — • • Under existing conditions, although there are a limited number of pedestrians at the I -680 NB ramps intersection, field observations showed that many drivers making a right turn on green incorrectly assumed that they had the right of way when a pedestrian was present in the crosswalk. With dual right turn lanes, additional signage alerting drivers to the presence of pedestrians may be advisable. Similarly, insuring proper r4 :..,.! pedestrian visibility from both right turn lanes and adjusting the - _ 1 , » traffic signal timing to better accommodate pedestrian calls should be evaluated.`