Document Anaheim_doc_1464e4e846

Appendices SEIR No. 339 City of Anaheim Response to Comments Appendix B. Revised Traffic Study ---PAGE BREAK--- Appendices The Planning Center October 2010 This page intentionally left blank. ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject aoAcT ToAccfC pTrav obmloT mrepared for CfTv lc AkAebfj mrepared by lctober OMNM ---PAGE BREAK--- ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport i TABib lc prjjAov a bpKN fntroduction a bpKO Analysis pcope and jethodology a bpKP mroject oelated qraffic fmpacts and jitigation ptrategies fntersection fmpacts b Arterial pegment b Caltrans fntersection fmpacts b Caltrans creeway jainlineLoamp fmpacts b NKM N NKN mroject NKO oeport lrganization OKM jbTelalildv S OKN jodel Background OKO jodel Assumptions ooadway ketwork S fnternal qrip Capture T qransit qrip oeduction NM OKP ievel of pervice Analysis NP fCr Analysis NP Arterial pegment sLC Analysis NQ Caltrans fntersection Analysis NR Caltrans creeway and oamp eCj Analysis NR Caltrans creeway teaving Analysis NS PKM NU fntersection Analysis NU Arterial pegment aaily ilp Analysis OM Arterial pegment meak eour ilp Analysis OQ Caltrans oamp qermini fntersection Analysis OQ Caltrans oamp qermini lffJoamp nueuing Analysis OR Caltrans creeway oamp eCj Analysis OT Caltrans creeway jainline eCj Analysis OV Caltrans creeway teaving eCj Analysis PN pummary PR QKM crTrob kl ToAccfC AkAivpfp PS fntersection Analysis PS Arterial pegment aaily ilp Analysis QN Arterial pegment meak eour ilp Analysis QQ Caltrans oamp qermini fntersection Analysis QS Caltrans oamp qermini lffJoamp nueuing Analysis QT ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport ii Caltrans creeway oamp eCj Analysis QV Caltrans creeway jainline eCj Analysis RO Caltrans creeway teaving eCj Analysis RP pummary RU RKM crTrob tfTe ToAccfC AkAivpfp RV fntersection Analysis RV Arterial pegment aaily ilp Analysis SQ Arterial pegment meak eour ilp Analysis ST Caltrans oamp qermini fntersection Analysis SV Caltrans oamp qermini lffJoamp nueuing Analysis TM Caltrans creeway oamp eCj Analysis TO Caltrans creeway jainline eCj Analysis TR Caltrans creeway teaving eCj Analysis TS pummary UO SKM fjmACTp UP SKN fntersection fmpacts UP SKO Arterial pegment UR SKP creeway cacility fmpacts UR oamp qermini UR Caltrans oamp qermini lffJoamp nueuing US creeway oamps US creeway jainline UT creeway teaving pegments UT TKM Aka UU TKN Community cacilities aistrict and qraffic cee mrogram UU TKO cee Assessment and cairJphare for fmprovements UV TKP fntersection fmprovements UV TKQ Arterial pegment fmprovements VP TKR creeway oamp qermini fmprovements VP TKS City of lrange fmprovements VS TKT creeway cacility fmprovements VU TKU lther jitfgation jeasures NMM TKV rnavoidable fmpacts and ptatement of lverriding Considerations NMT City of Anaheim fntersections NMV City of lrange cacilities NNN Caltrans jainline pegmentsI oampsI and teaving pegments NNP UKM NNS mroject oelated qraffic fmpacts and jitigation ptrategies NNS fntersection fmpacts NNS Arterial pegment NNS Caltrans fntersection fmpacts NNS ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport iii Caltrans jainline and oamp fmprovements NNT jitigation jonitoring mrogram NNT VKM NOP NMKM dilppAov lc ToAkpmloTATflk NOQ NNKM AmmbkafCbp NOV Appendix AW mlatinum qriangle iand rse nuantities by qAw Appendix BW fnternal qrip Capture torksheets Appendix CW bxisting meak eour fntersection qraffic Counts Appendix aW bxisting Arterial pegment qraffic Counts Appendix bJNW fCr torksheets under bxisting Conditions Appendix bJOW fCr torksheets under OMPM ko mroject Conditions Appendix bJPW fCr torksheets under OMPM tith mroject Conditions Appendix bJQW fCr torksheets under OMPM tith mroject Conditions EjitigatedF Appendix cW fntersection iane Configurations Appendix dJNW fntersection qurning jovement solumes under OMPM ko mroject Conditions Appendix dJOW fntersection qurning jovement solumes under OMPM tith mroject Conditions Appendix eJNW Caltrans oamp qermini Analysis torksheets under bxisting Conditions Appendix eJOW Caltrans oamp qermini Analysis torksheets under OMPM ko mroject Conditions Appendix eJPW Caltrans oamp qermini Analysis torksheets under OMPM tith mroject Conditions Appendix eJQW Caltrans oamp qermini Analysis torksheets under OMPM tith mroject Conditions EjitigatedF Appendix fJNW eCp creeway oamp Analysis torksheets under bxisting Conditions Appendix fJOW eCp creeway oamp Analysis torksheets under OMPM ko mroject Conditions Appendix fJPW eCp creeway oamp Analysis torksheets under OMPM tith mroject Conditions Appendix fJQW eCp creeway oamp Analysis torksheets under OMPM tith mroject Conditions EjitigatedF Appendix gJNW eCp creeway jainline Analysis torksheets under bxisting Conditions Appendix gJOW eCp creeway jainline Analysis torksheets under OMPM ko mroject Conditions Appendix gJPW eCp creeway jainline Analysis torksheets under OMPM tith mroject Conditions Appendix gJQW eCp creeway jainline Analysis torksheets under OMPM tith mroject Conditions EjitigatedF Appendix hJNW eCp creeway teaving Analysis torksheets under bxisting Conditions Appendix hJOW eCp creeway teaving Analysis torksheets under OMPM ko mroject Conditions Appendix hJPW eCp creeway teaving Analysis torksheets under OMPM tith mroject Conditions Appendix hJQW eCp creeway teaving Analysis torksheets under OMPM tith mroject Conditions EjitigatedF Appendix jJNW Caltrans oamp qermini nueuing Analysis torksheets under bxisting Conditions Appendix jJOW Caltrans oamp qermini nueuing Analysis torksheets under OMPM ko mroject Conditions Appendix jJPW Caltrans oamp qermini nueuing Analysis torksheets under OMPM tith mroject Conditions Appendix kW aifference mlots outlining Aj and mj peak hour volumes under OMOR ko mroject and tith mroject scenarios iist of cigures cigure NJNW oegional Context P cigure NJOW qhe mlatinum qriangle aistricts Q cigure NJPW qhe mlatinum qriangle qraffic Analysis wones R cigure OJNW jixed rse fnternal qrip Capture by V cigure OJOW qransit qrip oeduction mercentages by qAw ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport iv cigure PJNW bxisting meak eour fntersection ilp cigure QJNW OMPM ko mroject meak eour fntersection ilp cigure RJNW OMPM tith mroject meak eour fntersection ilp cigure TJNW fntersection jitigation ptrategies iist of Tables qable NJNW mqjr lverlay wone iand rse aevelopment fntensities O qable OJNW jixed rse fnternal qrip Capture mercentages by U qable OJOW fntersection ievel of pervice qhresholds qable OJPW Arterial pegment aaily Capacity Assumptions qable OJQW Caltrans fntersection ilp Criteria qable OJRW Caltrans creeway jainline and oamp eCj ilp Criteria qable OJSW Caltrans creeway teaving eCj ilp Criteria qable PJNW bxisting meak eour fntersection ilp qable PJOW bxisting Arterial pegment aaily ilp qable PJPW bxisting Arterial pegment meak eour ilp qable PJQW bxisting oamp qermini fntersection ilp qable PJRW bxisting oamp qermini lffJoamp nueuing Analysis qable PJSW bxisting creeway oamp eCj ilp qable PJUW bxisting creeway teaving Aj meak eour eCj ilp qable PJVW bxisting creeway teaving mj meak eour eCj ilp qable QJNW OMPM ko mroject meak eour fntersection ilp qable QJOW OMPM ko mroject Arterial pegment aaily ilp qable QJPW OMPM ko mroject Arterial pegment meak eour qable QJQW OMPM ko mroject oamp qermini fntersection qable QJRW OMPM ko mroject oamp qermini lffJoamp nueuing iength Analysis qable QJSW OMPM ko mroject creeway oamp eCj ilp qable QJTW OMPM ko mroject creeway jainline eCj ilp qable QJUW OMPM ko mroject creeway teaving Aj meak eour eCj ilp qable QJVW OMPM ko mroject creeway teaving mj meak eour eCj ilp qable RJNW OMPM tith mroject meak eour fntersection ilp qable RJOW OMPM tith mroject Arterial pegment aaily ilp qable RJPW OMPM tith mroject Arterial pegment meak eour ilp qable RJQW OMPM tith mroject oamp qermini fntersection ilp qable RJRW OMPM tith mroject oamp qermini lffJoamp nueuing iength Analysis qable RJSW OMPM tith mroject creeway oamp eCj ilp qable RJTW OMPM tith mroject creeway jainline eCj ilp qable RJUW OMPM tith mroject creeway teaving Aj meak eour eCj ilp qable RJVW OMPM tith mroject creeway teaving mj meak eour eCj ilp qable SJNW mroject oelated fntersection fmpacts qable SJOW City of Anaheim mroject oelated Arterial pegment fmpacts qable SJPW City of lrange mroject oelated Arterial pegment fmpacts qable SJQW mroject oelated creeway oamp qermini fmpacts qable TJNW cairJshare Analysis Computational bxample qable TJOW oecommended fntersection jitigation qable TJPW oecommended Arterial pegment jitigation ptrategies qable TJQW oecommended creeway oamp qermini jitigation ptrategies qable TJRW motential fntersection jitigation and cairJphare for lrange qable TJSW motential Arterial pegment jitigation and cairJphare for lrange qable TJTW motential oamp qermini fntersection jitigation and cairJphare for lrange cacilities qable TJUW mroject jitigation jeasures NMU ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport a prjjAov bpKN qhe oevised mlatinum qriangle bxpansion mroject qraffic ptudy has been prepared to analyze and identify impacts related to the buildout of revised land use development assumptions for the City of Anaheim’s mlatinum qriangleI including revised development intensities within the mlatinum qriangle jixed rse lverlay woneK qhe development intensities currently permitted within the mqjr lverlay wone allow up toW · NMIOSS residential units · OIOSQIQMM square feet of commercial uses · RIMRRIRRM square feet of office · M square feet of institutional uses qhe oevised mlatinum qriangle bxpansion mroject Ethe “mroposed mroject≤F will modify and expand the boundaries of the mqjr lverlay wone and increase development intensities within the overlay zone to up toW · NUIVMV residential units · QIVMVISUO square feet of commercial uses · NQIPQMIROO square feet of office · NIRMMIMMM square feet of institutional uses qhis reflects an increase of UISQP residential unitsI OISQRIOUO square feet of commercialI VIOUQIVTO square feet of officeI and NIRMMIMMM square feet of institutional land uses under buildout of the now revised mroposed mrojectK qhis traffic analysis evaluates the proposed development intensities expected throughout the mlatinum qriangle and analyzes the potential impacts that result from the implementation the mroposed mrojectK bpKO AkAivpfp Aka jbTelalildv qhe key traffic study components can be summarized as followsW o Analysis of existing and buildout traffic conditions throughout the mlatinum qriangle o meak hour fntersection Capacity rtilization EfCrF analysis for study area intersections o aaily and peak hour arterial segment solume to Capacity EsLCF ratio analysis for study area arterial segments o analysis for study area freeway ramp termini intersections based on the eighway Capacity janual EeCjF OMMM methodology o meak hour eCj analysis for study area freeway segments and ramps o meak hour eCj weaving analysis o aevelopment of tables and figures to summarize and graphically depict circulation system ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport b performance under existing conditionsI OMPM ko mroject and OMPM tith mroject conditions o fdentification of mitigation measure requirements and summary of levels of service under mitigated conditions bpKP obiATba ToAccfC fjmACTp Aka fntersection fmpacts Based upon the fCr methodology established by the Cities of Anaheim and lrangeI the study determined that PM intersections are impacted by the mroposed mroject and require mitigationK fmprovements have been proposed for all locations and with the implementation of the mitigation strategiesI all intersections within the study area operate at an acceptable level of service EilpFK eoweverI seven of the intersection improvements within the City of Anaheim may not be feasible due to potential constraints and will be included in a ptatement of lverriding Considerations for the mroposed mrojectK qhe ptatement of lverriding Considerations will also apply to the six intersections identified as deficient within the City of lrange under the fCr analysis methodologyK AdditionallyI the City of Anaheim has identified intersections where certain heavy left or right turn movements may impede pedestrian flow and further delay trafficK pix intersections in Anaheim are forecast to have heavy right volumes which justify an additional turn laneK qhere are two intersections with heavy forecast leftJturn volumes for which the City has recommended adding a additional left turn laneK cinallyI the City has identified four locations where unbalanced share of turning volumes between the Aj and mj peak hours or special events justify dynamic lane assignment signs that will allow for some lanes to operate as through lanes during certain times and turn lanes during other timesK fn place of capacity enhancements these locations would benefit from signage improvements to maximize available capacityK Arterial pegment fmpacts Based on the traffic analysisI there are four required arterial segment improvements in the City of AnaheimK lne additional segment is recommended for improvement to allow for continuity on a key eastJwest corridorK qhere are also five arterial segment improvements required to locations in the City of lrangeK A ptatement of lverriding Considerations for the arterial capacity improvements will be developed for locations in lrange as Anaheim does not have jurisdiction to implement improvements in lrangeK Caltrans fntersection fmpacts cive Caltrans ramp termini intersections are forecast to have project impacts as identified through peak hour analysisK qhree locations were also identified by the fCr analysis as deficientK mroposed improvements have been compared to those strategies identified through the fCr analysis and improvements applied to both the types of analysesK Additional mitigation strategies have been proposed for the two locations identified only through the eCj analysisK Caltrans creeway jainlineLoamp fmpacts qhere are several forecast freeway mainline and ramp deficiencies under the OMPM tithout and tith mroposed mroject scenariosK aue to growth in regional background trafficI the forecast volumes are generally consistent under both tith and tithout the mroposed mrojectI with some segments and ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport c ramps experiencing a slight increase in peak hour volumes with implementation of the mroposed mrojectK fmprovements beyond the planned system improvements would be required to return the segments to an acceptable ilpK Capacity improvements to the freeway mainline are not a feasible option for the deficient facilities as improvement to acceptable levels of service would result in addition of capacity above and beyond the ultimate concept identified as feasible by Caltrans and would create potential land use compatibility and air quality impacts to residences and businesses now located near mainline facilitiesK pome of these businesses and residences would potentially have to be condemned and acquired to bring the system up to capacity and because remaining businesses and residences would then be closer to the freewayI such remaining residences and structures would be subject to greater land use incompatibility and air quality impactsK As a result the project is not expected to mitigate the freeway mainline segments to an acceptable ilpK fmpacts to freeway ramp facilities are the result of high traffic volumes on the ramps themselves as well as volumes at or exceeding capacity on the freeway mainline adjacent to the rampsK qhree freeway ramps operate at a deficient ilp under OMPM tith mroject conditions in the mj meak eour and do not operate at a deficient ilp under OMPM ko mroject conditionsK aue to high forecast volumesI addition of a lane to these ramps does not result in acceptable ramp operates under mroposed mroject conditionsK fntelligent qransportation pystems EfqpF and other operational improvements could improve corridor operationsK qhe City of Anaheim will coordinate with Caltrans to identify potential improvements to implement on the ptate facilities to improve operationsK As part of the mroposed mroject approval and certification of the bfoI the City will develop a ptatement of lverriding Considerations for the capacity improvements on freeway mainlines and select freeway ramp facilitiesK ---PAGE BREAK--- This page is intentionally left blank in order to facilitate double sided printing ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 1 NKM NKN A deneral mlan AmendmentI amendments to the mlatinum qriangle jaster iand rse mlan and mlatinum qriangle jixed rse lverlay wone and woning reclassifications have been proposed by the City of Anaheim to modify and expand the boundaries of the mqjr lverlay wone and increase the permitted residentialI officeI commercial and institutional development intensities within the mlatinum qriangle Eherein after also referred to as the “mroposed mroject≤FK Approval of the proposed amendments would result in maximum development intensities of NUIVMV dwelling unitsI NQIPQMIROO square feet of office usesI QIVMVISUO square feet of commercial usesI and NIRMMIMMM square feet of institutional uses which account for the Anaheim oegional fntermodal qransportation Center EAoqfCF within the mqjr lverlay woneK qhe mroposed mroject also adds two new districts to the mqjr lverlay wone Ethe AoqfC and lffice aistrictsF and expands the boundaries of the hatella and lrangewood aistrictsK qhere is no proposed development intensity increase for properties within the mlatinum qriangle that are outside of the expanded mqjr lverlay woneK qhis traffic study analyzes the impacts of the mroposed mrojectK qhe future forecast year used by this traffic study for the mroposed mroject is OMPMK fmportantlyI this traffic analysis includes the cumulative traffic impacts resulting from the current City of lrange deneral mlan land use assumptions and the City of lrange deneral mlan update land use assumptionsK As a resultI the traffic impacts associated with the proposed lrange deneral mlan land uses are reflected in this traffic analysisK Another key assumption is the incorporation of the revisions to the Anaheim oesort ppecific mlan and the Anaheim Convention Center bxpansion being analyzed concurrently with this analysisK qhusI this traffic analysis conservatively includes the City of lrange deneral mlan intensification projectK qhe study analyzes the potential impacts associated with buildout of the proposed revised mlatinum qriangleK motential traffic impacts associated with the redefined development in the mlatinum qriangle were evaluated for two key scenariosW ko mroject and tith mrojectK qhe ko mroject scenario represents the currently adopted land use intensities in the mlatinum qriangle as well as the proposed lrange deneral mlan land use assumptionsI the proposed revisions to the Anaheim oesort ppecific mlanI the Anaheim Convention Center bxpansionI and AoqfC as is currently under study for constructionK qhe tith mroject scenario reflects buildout of the mroposed mrojectK Table NJN displays the mqjr lverlay wone development intensities for each scenarioK cigure NJN illustrates the mlatinum qriangle from a regional perspective while cigure NJO presents the mqjr lverlay wone boundariesI and the mqjr districtsK cigure NJP presents the Anaheim qraffic Analysis jodel EAqAjF traffic analysis zone EqAwF boundaries within the overlay zoneK iand use quantities by qAw are presented in this report as Appendix AK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 2 Table NJNW mTjr lverlay wone iand rse aevelopment fntensities iand rse Adopted Eko mrojectF mroposed mroject fncrease oesidential rnits NMIOSS NUIVMV UISQP Commercial pquare ceet OIOSQIQMM QIVMVISUO OISQRIOUO lffice pquare ceet RIMRRIRRM NQIPQMIROO VIOUQIVTO fnstitutional pquare ceet M NIRMMIMMM NIRMMIMMM pourceW City of Anaheim NKO obmloT lodAkfwATflk qhis report summarizes the existing conditions as well as the deneral mlan buildout of the City of Anaheim’s mlatinum qriangle under ko mroject and tith mroject conditionsK qhe analysis identifies roadway segmentsI intersectionsI freeway mainline segmentsI and ramps that are currently deficientI forecast to be deficient under future baseline conditions or that will become deficient based on the proposed land use changesK qhe report is organized as followsW o Chapter NW fntroduction o Chapter OW jethodology o Chapter PW Base vear Analysis EOMMVF o Chapter QW qraffic Analysis Ecuture corecast ko mrojectF o Chapter RW qraffic Analysis Ecuture corecast tith mrojectF o Chapter SW mroject fmpacts o Chapter TW mroposed jitigation and fmprovement ptrategies o Chapter UW Conclusion o Chapter VW oeferences o Chapter NMW dlossary of qransportation qerms ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport S OKM jbTelalildv OKN jlabi BAChdolrka qhe analysis was performed by application of the Anaheim qraffic Analysis jodel EAqAjF to develop future traffic forecast volumes throughout the mlatinum qriangle and surrounding study areaK AqAj is the traffic forecasting modeling tool for the City of Anaheim and has been certified by the lrange County qransportation Authority as consistent with the lrange County qransportation Analysis jodel ElCqAjFK AqAj relies on lCqAj for the regional component of traffic activity and lCqAj is based on and consistent with the pouthern California Association of dovernments’ EpCAdF regional transportation modelI and thereforeI incorporates adopted regional growth projectionsK fn order to identify trips generated for use in the City of Anaheim’s model AqAjI an employment conversion rate is utilized for office and retail land usesK qhe rate is based on regional demographic information and converts land use quantities to number of employeesK qhe total trip generation or number of trips is then calculated based on the trip purpose for each employeeK oesidential units do not require a conversion rate as they translate directly to dwelling units and residential based trips are calculated based on the trip purpose for each dwelling unitK Based on the citywide land use data and regional socioeconomic growth projectionsI future trip activity is estimated and assigned to the roadway circulation systemK qhe internal trip capture is performed within the model and the outputs based on established methodologiesK qhe applies the model’s projected growth to each turning movement of the existing counts for both OMPM ko mroject and OMPM tith mroject scenariosI forecasting a value that reflects future growthK OKO jlabi ooadway ketwork qhe base highway network used in this analysis remains consistent with networks adopted for various other traffic studies previously carried out for the City of Anaheim within the mlatinum qriangleK qhe existing and future year local circulation system was refined to provide further detail within the mlatinum qriangle to accurately forecast travel activityK fn additionI traffic analysis zones EqAwsF were refined and added to more accurately reflect traffic patterns and access of future development throughout the study areaK wonal connectors were reviewed and updated as appropriate to reflect appropriate development access to the surrounding circulation systemK qhe qAw and zonal connector refinements were incorporated into the ko mroject and mroject alternatives for consistency purposesK qhe baseline OMPM ko mroject network is consistent with the Anaheim deneral mlan circulation network and include the following key assumptions within the immediate project study areaW · lrangewood AvenueI widen from ptate College Boulevard to poJRT to SJlane divided facility · eowell AvenueI improve to QJlane secondary facility · hatella AvenueI widen to UJlane facility between pportstown and talnut ptreet ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport T · talnut ptreet ElrangeFI maintain existing classification · dlassell ptreetLChapman Avenue ElrangeFI maintain existing classification through eistoric lrange mlaza · jetropolitan arive ElrangeFI provide connection between qhe City arive and Chapman Avenue at oampart ptreet · jain ptreet ElrangeFI improve to SJlane major facility between Collins Avenue and Chapman Avenue · qaft Avenue ElrangeFI improve to SJlane major facility between qustin Avenue and City of Anaheim · Ball ooadI improve to SJlane major facility between punkist ptreet and ptate College Boulevard · iewis ptreetI improve to QJlane secondary facility between hatella Avenue and dene Autry tay · Cerritos AvenueI improve to QJlane primary facility between ptate College Boulevard and Anaheim Boulevard · dene Autry tayI extend from current terminus at fJR els ramps westerly to earbor Boulevard qo account for planned projects throughout the study area as development occursI the localized circulation system was refined to incorporate further network assumptions as appropriateK qhe following specific circulation system assumptions were incorporated into the network to account for buildout of the study areaW · mrovision of a connection between aupont arive and oampart ptreet parallel to lrangewood Avenue to provide additional access throughout the study area · Access provision from the ptadium aistrict to ptate College BoulevardLdene Autry tayI lrangewood AvenueI and aouglass ooad · poJRT direct connection with AoqfC · poJRT els drop ramps at Cerritos Avenue fnternal Trip Capture aue to the nature of the mixed use developments incorporated into the City’s vision for the mlatinum qriangle and consistent with other traffic studies in the areaI mixed use internal capture rates for each aistrict Erefer to cigure OJNF with the exception of the lffice aistrict were incorporated into the trip generation for this analysisK qhe lffice aistrict does not satisfy the criteria for internal capture therefore no internal capture has been assumed for this districtK qhe internal capture rates were estimated based on the recommended fnstitute of qransportation bngineers EfqbF jultiJrse aevelopment qrip deneration and fnternal Capture pummary jethodology documented in Chapter T of the qrip deneration eandbookI pecond bdition EfqbI fqb trip generation rates and AqAj trip generation rates are derived and applied for standJalone facilitiesK qhese rates are generally developed for suburban settings with limited transit service and free parkingK fnternally captured trips have the potential to be a significant component in the travel patterns associated with multiJuse developmentsK qhe internal tripJmaking characteristics of multiJuse sites are directly related to the mix of onJsite land usesK qhe combination of residentialI retail and office uses increases the interaction between the various onJsite usesI hence reducing the amount of external site vehicular traffic generated as compared to each land use evaluated fqb considers multiJuse ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 8 developments as developments consisting of two or more fqb land use classifications between which trips can be made without using the offJsite road systemK qhe internal capture rate methodology was applied in AqAj to more accurately account for vehicular trip generation throughout the mlatinum qriangle due to the close proximity of residentialI commercialI and office usesK qhe typical trip rates do not account for these internal tripsI so an internal capture rate has been defined based on the methodology documented by fqbK fnternal capture rates were determined for each individual aistrict based on the proposed land uses within each districtK oates were determined at a aistrict level because internal capture rates generally apply to land uses that promote walking tripsI and many of the mixed use aistricts are not within walking distance of each otherK qhe methodology evaluates the reasonable share of internal trips that will be attracted between the various aistrict developments to determine districtJwide internal capture percentagesK qhese percentages are applied to daily trip generation activity to reflect reduced vehicular trip activity within each aistrictK Table OJN presents the percent trip reduction rate for each aistrictK qhe capture rates range from RKM percent to NVKV percentK aetailed internal trip capture worksheets are included in Appendix BK qhe areas are reflected on cigure OJNK Table OJNW jixed rse fnternal Trip Capture mercentages by aistrict mlatinum Triangle aistrict fnternal Capture hatella aistrict dene Autry aistrict dateway aistrict RKMB lrangewood aistrict UKNB ptadium aistrict Arena aistrict AoqfC aistrict TKUB lffice aistrict MB pourceW City of Anaheim ---PAGE BREAK--- This page is intentionally left blank in order to facilitate double sided printing ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 10 peveral projects have recently applied internal capture rates for mixedJuse developments throughout the CountyK qhe euntington Beach aowntown marking jaster mlan concluded that the downtown experienced a PM to QM percent overall trip reduction due to mixedJuse developmentK qhe Anaheim dardentalk Eformerly mointe Anaheim projectF in the City of Anaheim includes hotelI restaurantI retail and entertainment uses totaling NKR million square feetK qhe traffic analysis presented in the jitigated kegative aeclaration ECity of AnaheimI applied internal capture rates ranging from OM to PM percent as well as mode shift ranges from QR to RR percentK Based on internal capture rates applied in other studiesI a R to OM percent reduction in vehicle activity seems reasonable based on the mix of uses expected to be implemented within the mlatinum qriangleK AdditionallyI recent national studies have developed appropriate internal capture rates for use in transportation projectsK lne studyI the rrban iand fnstitute’sI “drowing Cooler≤ has identified internal trip capture advantages to certain types of mixedJuse development of up to OMJPM percentK Another study by the qransit Cooperative oesearch mrogram EqComF of the qransportation oesearch Board studied the effects of qla on housing and travelK qhe characteristics of certain districts in the mlatinum qriangle are above and beyond criteria established in the fqb duidelines and the internal capture percentages applied to each district are reasonableI and even conservative by some standardsK Transit Trip oeduction qransit trip reductions were applied to land use data in select qAws to account for future transit activity associated with the proposed AoqfC project and increased transit accessibility throughout the mlatinum qriangleK jetrolink and Amtrak have daily service at the existing jetrolinkLAmtrak ptationI located within the ptadium aistrictK qhis station is proposed to be relocated to the AoqfC aistrict as part of the AoqfC projectK jetrolink service is anticipated to expand to more frequent headways throughout the day in the coming years under the jetrolink pervice bxpansion mrogram fn additionI the implementation of bus rapid transit EBoqF has been approved on ptate College Boulevard with a stop at AoqfCK qhe ptate College Boulevard line will be one of the first three Boq lines deployed by lCqA and is tentatively scheduled for implementation in late OMNMK Additional routes have been proposed for future approvalI including a line on hatella AvenueK fn addition to these transit servicesI the mlatinum qriangle is also served by Anaheim oesort qransit and lCqA local bus linesK qhe transit reduction methodology applied to the proposed project is outlined in Appendix B of the fqb qrip deneration eandbookK qhe AoqfC project is proposed as a world class transit centerI as it is anticipated to serve local busesI express busesI Boq routes as well as commuter and intercity railK As suchI the AoqfC aistrict qualifies for a OM percent vehicle trip reduction as the entire aistrict is within walking distance of the stationK All jixed rse aistricts are within walking distance of a proposed Boq corridorI and some are within walking distance of AoqfCK Based on the distance from the high capacity transitI trips generated from certain qAw’s have received a P to T percent reduction dependent upon the density of the zoneI as outlined in qable BKO of the fqb qrip deneration eandbookK Although all districts are in relatively close proximity to major transit facilitiesI the distance between specific developments and transit opportunities do not fall into the NLQ mile assumed walking distance between the development and the Boq or other high capacity transit opportunitiesK qhese developments received no transit reduction cigure OJO outlines the transit reductions applied within the mlatinum qriangle wonesK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 11 lther proposed transit connections within the mlatinum qriangle include the Anaheim cixed duideway and railLmaglev trainsK qhe proposed Anaheim cixed duideway is intended to provide connectivity between the Anaheim oesort with the mlatinum qriangle with a proposed station at or in close proximity to AoqfCK fn additionI AoqfC is proposed to be a transit facility for highJ speed railLmaglev train service to ios Angeles and lntarioK qhese projects are not fully funded and are therefore not included in the transit reduction estimatesK qhe mlatinum qriangle jaster iand rse mlan and mqjr lverlay wone strive to achieve the promotion of accessibility between mixed uses through nonJvehicle related tripJmakingK CoJlocating job and housing centers along transit corridors promote sustainable growthK oeducing transportation costs and impacts to the environment result from shorter trips to work and other destinationsI opportunities to travel conveniently without having to driveI pedestrianJfriendly sidewalksI and amenities like restaurantsI entertainment and shops within walking distanceK oesearch has documented that mixedJuse community residents’ drive as little as oneJfifth the distances of their counterparts in conventional sprawl developmentsK E“iocation bfficiencyW keighborhood and pocioJ bconomic Characteristics aetermine Auto lwnership and rse – ptudies in ChicagoI ios Angeles and pan crancisco≤I gohn oobert ClearI eank aittmarI aavid doldsteinI and meter eaasI qransportation mlanning and qechnology gournalI solume ORI kumber NI jarch OMMOFK Caltrans’ qransitJlriented aevelopment EqlaF database documents a OVB reduction in vehicles per household and a PNB reduction in average annual auto mileage per householdK qhe Caltrans website documents five transit oriented development station areas in ios Angeles County and four qla station areas in pan aiego CountyI with zero qla station areas in lrange CountyK qhe trip reduction strategy used for the mlatinum qriangle is based on the recommended fnstitute of qransportation bngineers EfqbF jultiJrse aevelopment qrip deneration and fnternal Capture pummary jethodology documented in Chapter T of the qrip deneration eandbookI pecond bdition EfqbI ---PAGE BREAK--- ? l pANTA ANA ofsEo P4S 4VV PMT PRP PRM PNP P44 PMS PRN P4O PRO P4P P4N P4R PMV SVS P4V PRR PN4 4VS PNO 4VT PR4 4VP P4M OSO PPV ORT PMU 4V4 4VU P4T PNN SVN SVP SVM ORU SVO PNM SVR SV4 P4U 4VR cigure 2-2: Transit Trip oeduction by TAZ µ loANdEtlla AsE dENE ArTov tv CEoofTlp AsE eltEii AsE hATEiiA AsE KATELLA DISTRICT KATELLA DISTRICT dENE AUTRY DISTRICT ORANdEWOOD DISTRICT STADIUM DISTRICT OFFICE DISTRICT OFFICE DISTRICT OFFICE DISTRICT ARENA DISTRICT ARTIC DISTRICT dATEWAY DISTRICT NMB PB NMB NMB OMB NMB NMB NMB NMB NMB NMB NMB NMB NMB OMB OMB OMB OMB NMB NMB NMB NMB NMB NMB NMB NMB PB TB TB TB TB RB NMB NMB NMB PB PB PB PB TB PB RB RB pTATE CliiEdE Bisa iEtfp pT alrdiApp oa OFFICE DISTRICT pT CliifNp AsE medestrian lvercrossing Legend mlatinum Triangle ooadway Adjacent Area oailroad City of Anaheim Traffic Analysis wone BoT AoTfC mroject M MKO jiles Transit Trip oeduction B Ejixed rseF uB uB Transit Trip oeduction B ENon-jixed rseF ---PAGE BREAK--- ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 1P OKP ibsbi lc pbosfCb AkAivpfp fn order to evaluate traffic impacts within the mlatinum qriangle and its immediate vicinityI the following level of service EilpF analyses were performedW § meak hour arterial signalized intersection capacity utilization EfCrF analysis § Arterial segment daily analysis § Arterial segment peak hour analysis § meak hour rampJtermini intersection analysis § creeway ramp mergeJdiverge analysis § creeway mainline segment analysis § creeway mainline weaving analysis fCr Analysis qhe City of Anaheim Criteria for mreparation of qraffic fmpact ptudies requires a volumeJtoJcapacity ratio of MKVMI or ilp aI as the lowest acceptable service level at intersectionsK fntersections that operate at a level of service below ilp a are deemed to be operating at insufficient levelsK qhe City requires study area intersections to be evaluated through an intersection capacity utilization EfCrF analysis that compares forecast peak hour traffic volumes to intersection capacityK A minimum clearance interval of MKMR in association with lane capacities of NITMM vehicles per hour of green time for through and turn lanes was assumed for the fCr calculationsK qhe City of lrange fCr analysis is consistent with the City of Anaheim analysisI as are the ilp thresholdsX therefore the same assumptions were applied for intersection in both jurisdictionsK Table OJO presents the fCr level of service thresholds utilized in this traffic studyK A project is deemed to have a significant impact if the project results in deterioration of the ilp to an unacceptable ilp or an increase in the fCr value of MKMN if the intersection currently operates at ilp b or c under without project conditionsK Table OJOW fntersection ievel of pervice Thresholds ilp fCr A Y MKSM B MKSN – MKTM C MKTN – MKUM a MKUN – MKVM b MKVN – NKMM c > NKMM pourceW City of AnaheimI City of lrange meak hour fCr and level of service EilpF analyses were performed for NMP study intersections J ST intersections in the City of AnaheimI R shared intersections between Anaheim and lrangeI and PN in the City of lrangeK Coordination with the City of lrange identified the preferred intersections for analysis within the City of lrangeK cor purposes of this traffic studyI intersections identified for mitigation are those that are operating at a deficient level of service of ilp b or ilp cK jitigation measuresI discussed later in the report are required to bring deficient intersections and roadway segments to an acceptable ilpK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 14 Arterial pegment sLC Analysis qhe arterial roadway criteria for the City of Anaheim involve the use of average daily traffic EAaqF volume to capacity EsLCF ratiosK ilp C EsLC not to exceed MKUMF is the performance standard that has been adopted for the study area circulation system by the City of AnaheimK qhe City of lrange has utilized ilp a as the performance standard for arterialsK qhe City of lrange applies a sLC analysis for daily traffic conditions similar to Anaheim although daily capacities for lrange arterials differ from those recognized by the City of AnaheimK Although the arterial segment sLC analysis provides a general assessment of overall system performanceI the performance is measured on the ability to serve peak hour traffic demandsK qo identify deficient arterial segmentsI the segments that are identified as deficient under daily conditions are evaluated under peak hour conditions to evaluate the capability of serving forecast peak hour throughputK Arterial segments that operate deficiently under peak hour conditions are candidates for mitigation improvementsK kote that the City of lrange does not provide provisions for peak hour segment analysis but rather uses daily sLC analysis as the basis for improvement requirementsK qhe City of Anaheim applies the rrban ptreets analysis identified in Chapter NR of the eighway Capacity janual EeCjF to determine level of service under peak hour traffic volumes on deficient daily segmentsK qhe peak hour link analysis determines directional Aj and mj peak hour sLC ratios for each link that exceeds the daily ilp thresholdK qhe peak hour capacity is determined by using bquation NRJT of the eCjI multiplying the midJblock number of lanes for each direction by a lane capacity of NIVMM vehicles per hourI then multiplied by the percentage of green time at the controlling signalized intersection for that arterial segmentK qhe percentage of green time is estimated by dividing the directional sLC ratios by the total sLC ratio at signalized intersections along the arterial segmentK qhe highest resulting percentage is the estimated percentage of green time for that arterial segmentK ff the sLC ratio of the arterial segment under peak hour conditions is ilp b or cI improvements should be considered to improve the segment to an acceptable ilpK ilp analysis of forecast daily traffic volumes was applied for the arterial segments throughout the mlatinum qriangle and adjacent facilitiesK qhe segment analysis assumes roadway capacities for each jurisdiction as applied in the current deneral mlans for each City as noted in Table OJPK qhe capacities in Table OJP reflect ilp b capacities and are consistent with those that are applied in daily sLC analysis consistent with methodologies adopted for each jurisdictionK kote that the City of lrange takes advantage of a capacity enhancement for pmart ptreets as designated by the lrange County qransportation AuthorityK cor hatella AvenueI lrange increases daily capacity by five percent to account for pmart ptreet related improvements that enhance throughput along these key corridorsK qhe City of Anaheim does not currently account for capacity enhancements to pmart ptreetsK cor City of Anaheim segmentsI a project is deemed to have a significant impact if the project results in deterioration of the daily ilp to an unacceptable ilp coupled with a continued deficiency under peak hour conditionsK A significant impact is also determined by an increase in the daily fCr value of MKMN if the segment currently operates at ilp b or c under daily without project conditions and the segment is found to be deficient under peak hour conditionsK cor City of lrange segmentsI a project is deemed to have a significant impact if the project results in deterioration of the daily ilp to an ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 1R unacceptable ilp or causes an increase in the daily fCr value of MKMN if the segment currently operates at ilp b or c under daily without project conditionsK Table OJPW Arterial pegment aaily Capacity Assumptions cacility Type Anaheim lrange UJlane aivided TRIMMM TRIMMM SJlane aivided RSIPMM RSIPMM QJlane aivided PTIRMM PTIRMM QJlane rndivided ORIMMM OQIMMM OJlane rndivided NOIRMM NOIMMM pourceW City of lrangeI City of Anaheim Caltrans fntersection Analysis creeway ramp termini intersections were analyzed in Eversion TKMF through the application of eighway Capacity janual EeCjF OMMM methodology per Caltrans requirementsK iane configurations and various other parameters such as signal timing were based on current operating characteristicsK cuture lane configurations were assumed for the ko mroject and tith mroject scenarios per Anaheim deneral mlan buildout conditionsK Table OJQ presents Caltrans intersection delay and ilp standardsK Table OJQW Caltrans fntersection ilp Criteria ilp fntersection aelay Ein pecondsF A ≤ NMKM B > NMKM and ≤ OMKM C > OMKM and ≤ PRKM a > PRKM and ≤ RRKM b > RRKM and ≤ UMKM c ≥ UMKM pourceW CaltransI eCj OMMM Caltrans creeway and oamp eCj Analysis qhe freeway mainline and freeway ramp criteria are based on peak hour eCj density analysisK qhe capacities are based on information contained in the eCj and the Caltrans oamp jeter aesign janualK bxisting count data was provided by Caltrans for the freeway mainline volumesK oamp merge and diverge analysis was carried out by applying eighway Capacity poftware EeCpFI the electronic version of the eCj for freewayJtoJarterial interchangesK According to eCj methodologyI the ramp merge and diverge areas focus on an influential area of NIRMM feetI including the acceleration or deceleration lane and adjacent freeway lanesK qhe methodology incorporates three fundamental stepsW · aetermination of the traffic entering the freeway lanes upstream of the merge or at the beginning of the deceleration lane at divergeX · aetermination of the capacity for the segmentX and ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 1S · aetermination of the density of traffic flow within the ramp influence area and its level of service qhe level of service EilpF for freeway ramps is determined by traffic density based on criteria outlined in the eCjK creeway mainline levels of service are similarly determined from segment densityK Table OJR presents the correlation between ilp and density in terms of passenger cars per mile per lane EpcLmiLlnF for both freeway ramps and basic freeway segmentsK ilp a Edensity not to exceed PRKM pcLmiLln for mainline segments and PRKM pcLmiLln for freeway rampsFI has been established by Caltrans aistrict NO as the operating standard for freeway mainline segments and freeway rampsK Caltrans has determined that freeway segments and ramps that operate below ilp a should be identified and improved to an acceptable ilp although specific criteria to identify project related impacts is not specified in the Caltrans qraffic fmpact ptudy duidelinesK Table OJRW Caltrans creeway jainline and oamp eCj ilp Criteria ilp creeway oamp aensity EpcLmiLlnF Basic creeway pegment aensity EpcLmiLlnF A ≤ NMKM B > NMKM and ≤ OMKM NNKM – NUKM C > OMKM and ≤ OUKM NUKM – OSKM a > OUKM and ≤ PRKM OSKM – PRKM b > PRKM PRKM – QRKM c bxceeds Capacity >QRKM pourceW eCj OMMMI bxhibit ORJQI bxhibit OPJO Caltrans creeway teaving Analysis creeway weaving is defined as the crossing of two streams of traffic traveling in the same direction along a significant length of highway without the aid of traffic control devicesK teaving analysis uses the most current version of the eCj and provides a density for the weaving area within the freeway segment and corresponding ilpK Table OJS specifies the ilp for associated freeway weaving densitiesK Table OJSW Caltrans creeway teaving eCj ilp Criteria ilp creeway teaving pegment aensity EpcLmiLlnF jultilane and CollectorJaistributor teaving pegments aensity EpcLmiLlnF A ≤ NMKM ≤ NOKM B > NMKM and ≤ OMKM > NOKM and ≤ OQKM C > OMKM and ≤ OUKM > OQKM and ≤ POKM a > OUKM and ≤ PRKM > POKM and ≤ PSKM b >PRKM and ≤ QPKM >PSKM and ≤ QMKM c >QPKM >QMKM pourceW eCj OMMM bxhibit OQJO At the request of CaltransI supplemental analysis through a refined methodology was prepared for the ptate eighway pystemK qhis analysisI presented in the pupplemental ptate eighway pystem Analysis oeportI was prepared solely for Caltrans longJrange planning purposes and does not affect the findings of this traffic studyK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 1T qhe following sections present the traffic analysis results for the study intersectionsI arterial segmentsI freeway ramp termini intersectionsI and ramp mergeJdiverge locations and freeway mainline sections reflecting existing conditionsI future forecast ko mroject scenario and tith mroject implementation of the mqjirmK ---PAGE BREAK--- This page is intentionally left blank in order to facilitate double sided printing ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 18 PKM qhe existing conditions analysis establishes the framework for the future forecasts for the mroposed mrojectK qhe analysis is based on existing intersection and arterial segment traffic countsI collected by the City on a typical weekday in OMMUI and included in Appendix C and Appendix aK qhe existing conditions analysis reflects these count volumes as well as existing lane configurations for all circulation system elements in the study areaK fntersection Analysis Table PJN presents fCr and ilp results for the study intersections under existing conditions during the Aj peak hour and mj peak hourK bxisting lane geometrics were assumed in the fCr and ilp analysesK qhe detailed existing fCr worksheets are presented in Appendix bJNK As a result of existing traffic volumesI the following two intersections operate at an unacceptable ilp under existing conditionsW · buclid ptreet at hatella Avenue · Anaheim Boulevard at Ball ooad cigure PJN presents study intersection ilp under existing conditions Erefer to Appendix C for traffic A table summarizing the existing and future lane configurations is included in Appendix cK Table PJNW bxisting meak eour fntersection ilp fa fntersection gurisdiction Aj meak eour mj meak eour fCr ilp fCr ilp fJN buclid ptreet L hatella Avenue Anaheim MKUV a NKMO c fJO kinth ptreet L hatella Avenue Anaheim MKRP A MKRP A fJP talnut ptreet L Ball ooad Anaheim MKRT A MKRR A fJQ talnut ptreet L hatella Avenue Anaheim MKQQ A MKRP A fJR aisneyland arive L Ball ooad Anaheim MKTM B MKTT C fJS aisneyland arive L test ptreet L hatella Avenue Anaheim MKRP A MKRT A fJT earbor Boulevard L sermont Avenue Anaheim MKRS A MKRU A fJU earbor Boulevard L Ball ooad Anaheim MKTP C MKSU B fJV earbor Boulevard L fJR korthbound oamps Anaheim MKRQ A MKRQ A fJNM earbor Boulevard L fJR pouthbound oamps Anaheim MKPO A MKPQ A fJNN earbor Boulevard L aisney tay Anaheim MKPP A MKQN A fJNO earbor Boulevard L hatella Avenue Anaheim MKRR A MKSP B fJNP earbor Boulevard L Convention tay Anaheim MKOV A MKPR A fJNQ earbor Boulevard L lrangewood Avenue Anaheim MKRR A MKRT A fJNR Clementine ptreet L aisney tay Anaheim MKNV A MKOP A fJNS Clementine ptreet L hatella Avenue Anaheim MKRP A MKSM A fJNT fJR pouthbound lff oamp L aisney tay Anaheim MKOM A MKOQ A fJNU Anaheim Boulevard L sermont Avenue Anaheim MKRU A MKSN B fJNV Anaheim Boulevard L Ball ooad Anaheim MKSP B MKVN b fJOM Anaheim Boulevard L Cerritos Avenue Anaheim MKQV A MKTN C fJON Anaheim Boulevard L fJR korthbound oamps Anaheim MKQQ A MKRV A fJOO Anaheim Boulevard L aisney tay Anaheim MKQQ A MKQV A ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 19 Table PJNW bxisting meak eour fntersection ilpI Continued fa fntersection gurisdiction Aj meak eour mj meak eour fCr ilp fCr ilp fJOP Anaheim Boulevard L easter ptreet L hatella Avenue Anaheim MKQT A MKRU A fJOQ easter ptreet L dene Autry tay EfutureF Anaheim kot Applicable fJOR easter ptreet L lrangewood Avenue Anaheim MKRQ A MKSR B fJOS janchester Avenue EfJR pouthbound oampsF L hatella A Anaheim MKRR A MKRO A fJOT Anaheim tay EfJR korthbound oampsF L hatella Avenue Anaheim MKQS A MKRM A fJOU bast ptreet L sermont Avenue Anaheim MKQU A MKRU A fJOV bast ptreet L Ball ooad Anaheim MKRN A MKST B fJPM iewis ptreet L Ball ooad Anaheim MKQN A MKRP A fJPN iewis ptreet L Cerritos Avenue Anaheim MKOU A MKPN A fJPO iewis ptreet L korth Connector ooad EfutureF Anaheim kot Applicable fJPP iewis ptreet L hatella Avenue Anaheim MKQU A MKSO B fJPQ iewis ptreet L Anaheim tay Anaheim MKMV A MKOR A fJPR iewis ptreet L Anaheim Connector EfutureF Anaheim kot Applicable fJPS iewis ptreet L dene Autry tay EfutureF Anaheim kot Applicable fJPT fJR els oamps L dene Autry tay Anaheim MKMT A MKMT A fJPU iewis ptreet L lrangewood Avenue Anaheim MKRP A MKQU A fJPV janchester Avenue L lrangewood Avenue Anaheim MKRO A MKPT A fJQM Anaheim tay L lrangewood Avenue Anaheim MKPS A MKRM A fJQN jarket ptreet L hatella Avenue EfutureF Anaheim kot Applicable fJQO jarket ptreet L dene Autry tay EfutureF Anaheim kot Applicable fJQP lrange Center arive L lrangewood Avenue Anaheim MKPM A MKPU A fJQQ ptate College Boulevard L sermont Avenue Anaheim MKQT A MKQO A fJQR ptate College Boulevard L tagner Avenue Anaheim MKRM A MKQV A fJQS ptate College Boulevard L Ball ooad Anaheim MKRT A MKSR B fJQT ptate College Boulevard L Cerritos Avenue Anaheim MKQS A MKQM A fJQU ptate College Boulevard L eowell Avenue Anaheim MKOV A MKQM A fJQV ptate College Boulevard L hatella Avenue Anaheim MKQP A MKRP A fJRM ptate College Boulevard L dateway Center arive Anaheim MKOS A MKPP A fJRN ptate College Boulevard L dene Autry tay Anaheim MKPM A MKOV A fJRO ptate College Boulevard L Artisan ptreet EfutureF Anaheim kot Applicable fJRP ptate College Boulevard L lrangewood Avenue AnaheimL lrange MKQS A MKQT A fJRQ ptate College Boulevard L lrange Center arive AnaheimL lrange MKON A MKON A fJRR ptate College Boulevard L fJR korthbound oamps lrange MKPP A MKOU A fJRS ptate College Boulevard L fJR pouthbound oamps lrange MKQP A MKOU A fJRT ptate College Boulevard L qhe City arive L Chapman AveK lrange MKTN C MKSS B fJRU punkist ptreet L Ball ooad Anaheim MKUO a MKTV C fJRV punkist ptreet L Cerritos Avenue Anaheim MKOR A MKQN A fJSM punkist ptreet L eowell Avenue Anaheim MKPN A MKPT A fJSN eowell Avenue L hatella Avenue Anaheim MKPU A MKRR A fJSO pportstown L hatella Avenue Anaheim MKPN A MKQN A fJSP aupont arive L lrangewood Avenue Anaheim MKQQ A MKRN A fJSQ oampart ptreet L lrangewood Avenue Anaheim MKRN A MKQQ A fJSR oampart ptreet L Chapman Avenue lrange MKPN A MKPN A fJSS Ball ooad L poJRT korthbound oamps Anaheim MKQP A MKQN A fJST Ball ooad L poJRT pouthbound oamps Anaheim MKSV B MKRT A fJSU poJRT korthbound oamps L hatella Avenue Anaheim MKPS A MKQM A fJSV poJRT pouthbound oamps L hatella Avenue Anaheim MKQM A MKQM A ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 20 Table PJNW bxisting meak eour fntersection ilpI Continued fa fntersection gurisdiction Aj meak eour mj meak eour fCr ilp fCr ilp fJTM lrangewood Avenue L poJRT korthbound oamps lrange MKRO A MKQV A fJTN lrangewood Avenue L poJRT pouthbound oamps lrange MKSN B MKSU B fJTO mhoenix Club arive L Ball ooad Anaheim MKQU A MKRV A fJTP aouglass ooad L hatella Avenue Anaheim MKQN A MKQV A fJTQ hatella Avenue L ptruck Avenue lrange MKOU A MKPQ A fJTR bckhoff ptreet L Collins Avenue lrange MKQO A MKQT A fJTS bckhoff ptreet L lrangewood Avenue lrange MKRS A MKSV B fJTT jain ptreet L qaft Avenue lrange MKSU B MKTP C fJTU jain ptreet L hatella Avenue lrange MKRM A MKRM A fJTV jain ptreet L ptruck Avenue lrange MKRP A MKQU A fJUM jain ptreet L Collins Avenue lrange MKQQ A MKRT A fJUN jain ptreet L lrangewood Avenue lrange MKRQ A MKRU A fJUO jain ptreet L Chapman Avenue lrange MKRO A MKST B fJUP Batavia ptreet L qaft Avenue lrange MKSR B MKST B fJUQ Batavia ptreet L hatella Avenue lrange MKRM A MKRM A fJUR Batavia ptreet L Collins Avenue lrange MKQM A MKQN A fJUS Batavia ptreet L talnut Avenue lrange MKRN A MKQS A fJUT dlassell ptreet L hatella Avenue lrange MKRR A MKSM A fJUU dlassell ptreet L Collins Avenue lrange MKRU A MKRO A fJUV dlassell ptreet L talnut Avenue lrange MKST B MKTR C fJVM pantiago Boulevard L jeats Avenue lrange MKTO C MKSR B fJVN Clementine ptreet L dene Autry tay EfutureF Anaheim kot Applicable fJVO Clementine ptreet L lrangewood Avenue Anaheim MKPP A MKPP A fJVP clower ptreet L Chapman Avenue lrange MKPU A MKQV A fJVQ earbor Boulevard L Chapman Avenue Anaheim MKRR A MKSN B fJVR fJR oamps L Chapman Avenue lrange MKQP A MKQS A fJVS oampart ptreet L qown Center mlace EpouthF Anaheim MKNQ A MKNU A fJVT poJOO bastbound oamps L qhe City arive lrange MKRT A MKRU A fJVU poJOO testbound oampsL jetropolitan arive lrange MKOV A MKQN A fJVV poJRT korthbound oamps L Chapman Avenue lrange MKQM A MKPV A poJRT pouthbound oamps L Chapman Avenue lrange MKRQ A MKRO A ptate College Boulevard L tinston ooad Anaheim MKPU A MKPV A fJNMO qhe City arive L darden drove Boulevard lrange MKRO A MKRR A qhe City arive L jetropolitan arive lrange MKQT A MKPT A pourceW City of Anaheim Arterial pegment aaily ilp Analysis · Table PJO presents average daily traffic EAaqF and ilp for study area arterial segments under existing conditionsK qhe analysis is based on existing traffic countsI collected by the City on a typical weekday in OMMU and OMMVK oefer to Appendix a for traffic countsK ---PAGE BREAK--- This page is intentionally left blank in order to facilitate double sided printing ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 22 Table PJOW bxisting Arterial pegment aaily ilp fa Arterial crom To gurisdiction Traffic Count jidJBlock ianes Total Capacity sLC ilp A J N Anaheim Boulevard hatella Avenue fJR creeway Anaheim NVIPUM Sa RSIPMM MKPQ A A J O Anaheim Boulevard fJR creeway Cerritos Avenue Anaheim PPINSM Sa RSIPMM MKRV A A J P Anaheim Boulevard Cerritos Avenue Ball ooad Anaheim OSITVM Qa PTIRMM MKTN C A J Q Anaheim Boulevard Ball ooad sermont ptreet Anaheim ORIOPM Qa PTIRMM MKST B A J R Anaheim tay ptate College Boulevard lrangewood Avenue lrange PIOOM Pa OUINRM MKNN A A J S Anaheim tay lrangewood Avenue hatella Avenue Anaheim NUINVM Pa OUINRM MKSR B A J T Anaheim tay hatella Avenue Anaheim Boulevard Anaheim NMITPM Pa OUINRM MKPU A A J U Ball ooad talnut ptreet aisneyland arive Anaheim PQIMOM Sa RSIPMM MKSM A A J V Ball ooad aisneyland arive earbor Boulevard Anaheim QQIPOM Sa RSIPMM MKTV C A J NM Ball ooad earbor Boulevard Anaheim Boulevard Anaheim PSIUVM Sa RSIPMM MKSS B A J NN Ball ooad Anaheim Boulevard bast ptreet Anaheim PRIOUM Sa RSIPMM MKSP B A J NO Ball ooad bast ptreet ptate College Boulevard Anaheim PUINNM Sa RSIPMM MKSU B A J NP Ball ooad ptate College Boulevard punkist ptreet Anaheim QMIRMM Qa PTIRMM NKMU c A J NQ Ball ooad punkist ptreet poJRT creeway Anaheim QUIQMM Sa RSIPMM MKUS a A J NR Ball ooadGG poJRT creeway jain ptreet AnaheimL lrange POITQM Sa RSIPMM MKRU A A J NS Cerritos Avenue Anaheim Boulevard iewis ptreet Anaheim NNITNM Qr ORIMMM MKQT A A J NT Cerritos Avenue iewis ptreet ptate College Boulevard Anaheim NMIMPM Qr ORIMMM MKQM A A J NU Cerritos Avenue ptate College Boulevard punkist ptreet Anaheim SINUM Qr ORIMMM MKOR A A J NV Cerritos Avenue punkist ptreet aouglass ooad Anaheim QIROM Qr ORIMMM MKNU A A J OM Chapman Avenue ptate College Boulevard poJRT creeway lrange PMITQM Sa RSIPMM MKRR A A J ON Chapman Avenue poJRT creeway jain ptreet lrange OTIOSM Sa RSIPMM MKQU A A J OO qhe City arive poJOO creeway Chapman Avenue lrange OMIVUM Ua TRIMMM MKOU A A J OP Clementine ptreet lrangewood Avenue dene Autry tay Anaheim kA kA kA kA kA A J OQ Clementine ptreet dene Autry tay hatella Avenue Anaheim kA kA kA kA kA A J OR Clementine ptreet hatella Avenue janchester Avenue Anaheim TIRNM Qr ORIMMM MKPM A A J OS Collins Avenue bckhoff ptreet jain ptreet lrange SISOM Qr OQIMMM MKOU A A J OT Collins Avenue jain ptreet Batavia ptreet lrange NMIUMM Qr OQIMMM MKQR A A J OU Collins Avenue Batavia ptreet dlassell ptreet lrange NQITNM Qr OQIMMM MKSN B A J OV aisney tay earbor Boulevard Clementine ptreet Anaheim TITTM Sa RSIPMM MKNQ A A J PM aisney tay Clementine ptreet Anaheim Boulevard Anaheim NPIUUM Sa RSIPMM MKOR A A J PN aouglass ooad hatella Avenue Cerritos Avenue Anaheim SIVNM Qr ORIMMM MKOU A A J PO bckhoff ptreet lrangewood Avenue Collins Avenue lrange NMIUTM Oa NUITRM MKRU A A J PP dene Autry tay earbor Boulevard Clementine ptreet Anaheim kA kA kA kA kA A J PQ dene Autry tay Clementine ptreet easter ptreet Anaheim kA kA kA kA kA A J PR dene Autry tay easter ptreet fJR creeway Anaheim kA kA kA kA kA A J PS dene Autry tay fJR creeway ptate College Boulevard Anaheim OIOOM Qr ORIMMM MKMV A A J PT earbor Boulevard Chapman Avenue lrangewood Avenue Anaheim PRIRSM Sa RSIPMM MKSP B A J PU earbor Boulevard lrangewood Avenue Convention tay Anaheim PRIUTM Sa RSIPMM MKSQ B A J PV earbor Boulevard Convention tay hatella Avenue Anaheim QMIQPM Sa RSIPMM MKTO C A J QM earbor Boulevard hatella Avenue aisney tay Anaheim PUIQNM Sa RSIPMM MKSU B A J QN earbor Boulevard aisney tay janchester Avenue Anaheim QNIPQM Sa RSIPMM MKTP C A J QO earbor Boulevard janchester Avenue fJR creeway Anaheim PVIQRM Ta SRISOR MKSM A A J QP earbor Boulevard fJR creeway Ball ooad Anaheim QQIPSM Ua TRIMMM MKRV A A J QQ earbor Boulevard Ball ooad sermont ptreet Anaheim OSIVMM Sa RSIPMM MKQU A A J QR easter ptreet Chapman Avenue lrangewood Avenue Anaheim NUINVM Qr ORIMMM MKTP C A J QS easter ptreet lrangewood Avenue hatella Avenue Anaheim NVITSM Qr ORIMMM MKTV C A J QT eowell Avenue ptate College Boulevard punkist ptreet Anaheim QIPVM Qr ORIMMM MKNU A A J QU eowell Avenue punkist ptreet hatella Avenue Anaheim RIUPM Qr ORIMMM MKOP A A J QV hatella Avenue buclid ptreet kinth ptreet Anaheim PNIQTM Sa RSIPMM MKRS A A J RM hatella Avenue kinth ptreet talnut ptreet Anaheim OVIOTM Sa RSIPMM MKRO A ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 2P Table PJOW bxisting Arterial pegment aaily ilpI Continued fa Arterial crom To gurisdiction Traffic Count jidJBlock ianes Total Capacity sLC ilp A J RN hatella Avenue talnut ptreet aisneyland arive Anaheim PRIOQM Sa RSIPMM MKSP B A J RO hatella Avenue aisneyland arive earbor Boulevard Anaheim PTIQQM Sa RSIPMM MKST B A J RP hatella Avenue earbor Boulevard Clementine ptreet Anaheim PVINMM Sa RSIPMM MKSV B A J RQ hatella Avenue Clementine ptreet Anaheim Boulevard Anaheim PUIRNM Sa RSIPMM MKSU B A J RR hatella Avenue Anaheim Boulevard fJR creeway Anaheim PTIUPM Sa RSIPMM MKST B A J RS hatella Avenue fJR creeway iewis ptreet Anaheim PRIMQM Sa RSIPMM MKSO B A J RT hatella Avenue iewis ptreet ptate College Boulevard Anaheim PMIOSM Sa RSIPMM MKRQ A A J RU hatella Avenue ptate College Boulevard pportstown Anaheim POIUMM Sa RSIPMM MKRU A A J RV hatella Avenue pportstown eowell Avenue Anaheim PQIOQM Sa RSIPMM MKSN B A J SM hatella Avenue eowell Avenue poJRT creeway Anaheim PTIVVM Sa RSIPMM MKST B A J SN hatella AvenueGG poJRT creeway jain ptreet AnaheimL lrange OVISNM Sa RSIPMM MKRP A A J SO hatella AvenueG jain ptreet Batavia ptreet lrange PMIOUM Sa RVINNR MKRN A A J SP hatella AvenueG Batavia ptreet dlassell ptreet lrange OVIQVM Sa RVINNR MKRM A A J SQ iewis ptreet dene Autry tay hatella Avenue Anaheim NIQQM Or NOIRMM MKNO A A J SR iewis ptreet hatella Avenue Cerritos Avenue Anaheim TISUM Qr ORIMMM MKPN A A J SS iewis ptreet Cerritos Avenue Ball ooad Anaheim SIQSM Qr ORIMMM MKOS A A J ST jain ptreet Chapman Avenue lrangewood Avenue lrange OMIMVM Qr OQIMMM MKUQ a A J SU jain ptreet lrangewood Avenue Collins Avenue lrange NSIVMM Qr OQIMMM MKTM B A J SV jain ptreet Collins Avenue hatella Avenue lrange NTITMM Qr OQIMMM MKTQ C A J TM jain ptreet hatella Avenue qaft Avenue lrange NNIQQM Qr OQIMMM MKQU A A J TN janchester Avenue Compton Avenue lrangewood Avenue Anaheim SIUQM Pa OUINRM MKOQ A A J TO janchester Avenue lrangewood Avenue hatella Avenue Anaheim NNIMRM Pa OUINRM MKPV A A J TP janchester Avenue hatella Avenue Anaheim Boulevard Anaheim NIQNM Pa OUINRM MKMR A A J TQ lrangewood Avenue earbor Boulevard easter ptreet Anaheim NRIRQM Qr ORIMMM MKSO B A J TR lrangewood Avenue easter ptreet janchester Avenue Anaheim NTIVRM Qr ORIMMM MKTO C A J TS lrangewood AvenueGG janchester Avenue ptate College Boulevard AnaheimL lrange NVIUNM Sa RSIPMM MKPR A A J TT lrangewood Avenue ptate College Boulevard oampart ptreet Anaheim OQIQVM Qr ORIMMM MKVU b A J TU lrangewood AvenueGG oampart ptreet poJRT creeway AnaheimL lrange OPIQVM Qr ORIMMM MKVQ b A J TV lrangewood Avenue poJRT creeway bckhoff ptreet lrange OTITOM Qa PTIRMM MKTQ C A J UM lrangewood Avenue bckhoff ptreet jain ptreet lrange NQINSM Qa PTIRMM MKPU A A J UN mhoenix Club arive eonda Center Ball ooad Anaheim PIUUM Or NOIRMM MKPN A A J UO oampart ptreet Chapman Avenue lrangewood Avenue Anaheim OITTM Or NOIRMM MKOO A A J UP ptate College Boulevard Chapman Avenue fJR creeway lrange OSIVUM Ua TRIMMM MKPS A A J UQ ptate College Boulevard fJR creeway lrangewood Avenue lrange ONIQMM Ua TRIMMM MKOV A A J UR ptate College Boulevard lrangewood Avenue dene Autry tay Anaheim OOINSM Sa RSIPMM MKPV A A J US ptate College Boulevard dene Autry tay hatella Avenue Anaheim OMINOM Sa RSIPMM MKPS A A J UT ptate College Boulevard hatella Avenue eowell Avenue Anaheim OPIVUM Sa RSIPMM MKQP A A J UU ptate College Boulevard eowell Avenue Cerritos Avenue Anaheim OPIQQM Sa RSIPMM MKQO A A J UV ptate College Boulevard Cerritos Avenue Ball ooad Anaheim OPIPOM Sa RSIPMM MKQN A A J VM ptate College Boulevard Ball ooad tagner Avenue Anaheim OQIMOM Sa RSIPMM MKQP A A J VN ptruck Avenue hatella Avenue jain ptreet lrange SITOM Or NOIMMM MKRS A A J VO punkist ptreet eowell Avenue Cerritos Avenue Anaheim PIVMM Qr ORIMMM MKNS A A J VP punkist ptreet Cerritos Avenue Ball ooad Anaheim TITOM Qr ORIMMM MKPN A A J VQ talnut Avenue jain ptreet Batavia ptreet lrange UIRQM Or NOIMMM MKTN C A J VR talnut Avenue Batavia ptreet dlassell ptreet lrange UIMVM Or NOIMMM MKST B pourceW City of Anaheim kAJkot Applicable kotes G pmart ptreet segments in lrange include a RB capacity enhancement GG phared segments capacities are identified by the jurisdiction in which the traffic count was taken ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 24 Arterial pegment meak eour ilp Analysis Table PJP reports the Aj and mj peak hour arterial segment ilp for the deficient arterial segments in AnaheimK qhe table indicates that there are no capacity inadequacies for any of the arterial segments during either the Aj or mj peak hourK Table PJPW bxisting Arterial pegment meak eour ilp fa Arterial crom To gurisdiction Traffic solume jidJ Block ianes Total Capacity sLC ilp Aj meak eour A J NP Ball ooad ptate College Boulevard punkist ptreet Anaheim OISQM Qa PIOSU MKUN a A J NQ Ball ooad punkist ptreet poJRT creeway Anaheim PIQOM Sa QIVMO MKTM B A J TT lrangewood Avenue ptate College Boulevard oampart ptreet Anaheim OIMTM Qr QIVQM MKQO A A J TU lrangewood Avenue oampart ptreet poJRT creeway AnaheimLlrange NIVPM Qr QIVQM MKPV A mj meak eour A J NP Ball ooad ptate College Boulevard punkist ptreet Anaheim OIVMM Qa PISQU MKTV C A J NQ Ball ooad punkist ptreet poJRT creeway Anaheim PIPTM Sa RIQTO MKSO B A J TT lrangewood Avenue ptate College Boulevard oampart ptreet Anaheim OIOUM Qr RIURO MKPV A A J TU lrangewood Avenue oampart ptreet poJRT creeway AnaheimLlrange OINPM Qr RIURO MKPS A pourceW City of Anaheim koteW phared segments capacities are identified by the jurisdiction in which the traffic count was taken Caltrans oamp Termini fntersection Analysis Table PJQ presents the results of peak hour delays and levels of service for the ramp termini intersections under bxisting conditionsK aetailed analysis worksheets are included in Appendix eJNK qhe analysis indicates that all of the Caltrans oamp intersections currently operate at acceptable ilp in either peak hourK rnder all scenariosI freeway ramp termini intersections were evaluated according to both fCr and eCj methodologyK qhe analysis under existing conditions is generally consistent in terms of ilp with the fCr analysis for the ramp termini intersections with the exception of the one deficient location for which the deficiency is generally the result of operational issuesI such as insufficient or excessive signal timings for pedestrian crossingsK Table PJQW bxisting oamp Termini fntersection ilp fa fntersection Aj meak eour mj meak eour aelay ilp aelay ilp f J V earbor Boulevard L fJR korthbound oamps NMKU B NQKQ B f J NM earbor Boulevard L fJR pouthbound oamps TKV A TKR A f J NT fJR pouthbound lff oamp L aisney tay OSKO C ORKR C f J ON Anaheim Boulevard L fJR korthbound oamps NRKQ B ORKU C f J OO Anaheim Boulevard L aisney tay PPKT C NVKO B ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 2R Table PJQW bxisting oamp Termini fntersection ilpI Continued fa fntersection Aj meak eour mj meak eour aelay ilp aelay ilp f J OS janchester Avenue EfJR pouthbound oampsF L hatella Avenue OTKR C NRKV B f J OT Anaheim tay EfJR korthbound oampsF L hatella Avenue NTKV B OMKO C f J PT fJR els oamps L dene Autry tay SKM A SKP A f J RR ptate College Boulevard L fJR korthbound oamps NOKU B NOKR B f J RS ptate College Boulevard L fJR pouthbound oamps NTKQ B NOKR B f J SS Ball ooad L poJRT korthbound oamps NVKP B ONKQ C f J ST Ball ooad L poJRT pouthbound oamps POKN C NTKS B f J SU poJRT korthbound oamps L hatella Avenue NMKQ B TKR A f J SV poJRT pouthbound oamps L hatella Avenue NNKP B UKR A f J TM lrangewood Avenue L poJRT korthbound oamps NRKS B UKP A f J TN lrangewood Avenue L poJRT pouthbound oamps NVKQ B OUKT C f J VR fJR oamps L Chapman Avenue QNKT a QOKQ a f J VT poJOO bastbound oamps L qhe City arive OUKR C OVKS C f J VU poJOO testbound oampsL jetropolitan arive PUKQ a OVKS C f J VV poJRT korthbound oamps L Chapman Avenue NVKN B NVKT B f J NMM poJRT pouthbound oamps L Chapman Avenue PSKQ a PSKN a Caltrans oamp Termini lffJoamp nueuing Analysis Table PJR presents the offJramp queue and control delay determined by for the study area offJramp termini intersections under bxisting conditionsK aetailed queuing analysis worksheets are included in Appendix jJNK qhe analysis indicates that no Caltrans oamp intersections have a queue length that is greater than the existing offJramp storage ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 2S Table PJRW bxisting oamp Termini lffJoamp nueuing Analysis fa oamp Termini fntersection lffJoamp # of ianes lffJoamp ptorage iength EfeetF lffJoamp nueue iength lffJoamp Control aelay EsecF aeficient ptorage iength Aj meak eour mj meak eour Aj meak eour mj meak eour i T o i T o i T o i T o i T o i T o f J V earbor Boulevard L fJR korthbound oamps NKR NKR QMM NIOUM OM NM QM SM NOKO NUKR NRKV PNKT ko f J NM earbor Boulevard L fJR pouthbound oamps O N NIOQM NVM SM SM POKP POKP ko f J NT fJR pB lff oamp L aisney tay NKPP MKPP NKPP VQM PUM PUM NMM NMM M NRM NRM M QPKR QPKP UKO SNKO SPKM VKV ko f J OS janchester Avenue EfJR pouthbound oampsF L hatella Avenue NKR NKR TOM TOM NITNM QM M M QM M SQKM OTKQ QKV SMKV OPKV ko f J OT Anaheim tay EfJR korthbound oampsF L hatella Avenue NKR P MKR NIRQM NIMSM NPM NOM ONM OOM OMKQ NTKR ORKS OMKV ko f J PT fJR els kB oamps L dene Autry tay O NIRNM ko fJR els pB oamps L dene Autry tay O NIPQM M M QKV SKT ko f J RR ptate College Boulevard L fJR korthbound oamps NKR NKR O NIRUM SVM SVM TM TM M TM TM M ROKT QUKS TKV RQKR QVKU UKT ko f J RS ptate College Boulevard L fJR pouthbound oamps NKR MKR O OIVSM OINVM NIRVM QM OPM NPM NMM NQM VM OVKP QTKR PRKN QSKQ ROKP POKN ko f J SS Ball ooad L poJRT korthbound oamps N N NIMPM SUM NUM OQM OUM PM OUKV QOKT RPKM NMKT ko f J ST Ball ooad L poJRT pouthbound oamps MKR NKR NIOVM RTM PVM QMM ORM ORM PRKP QRKM PVKR QSKQ ko f J SU poJRT korthbound oamps L hatella Avenue NKR NKR NIMPM RVM TM RM RM QM NUKQ OMKR NUKU NVKN ko f J SV poJRT pouthbound oamps L hatella Avenue NKR NKR VPM SMM UM TM SM SM NVKR OPKN NUKU OPKQ ko f J TM lrangewood Avenue L poJRT korthbound oamps NKR NKR SRM PRM NPM NVM OM M PUKV RSKQ ONKV NTKO ko f J TN lrangewood Avenue L poJRT pouthbound oamps NKR NKR NIMRM SPM PQM ONM NNM M NQM SM OQT SSKP PPKQ UKQ SUKR OSKM OPKV ko f J VR fJR oamps L Chapman Avenue O N NIMUM OOM OOM M OPM M QSKT VKU QSKM TKQ ko f J VT poJOO bastbound oamps L qhe City arive NKPP MKPP NKPP UTM SRM QMM NSM NTM NRM NRM RSKQ RUKR RUKN RUKQ ko f J VU poJOO testbound oampsL jetropolitan arive O M O VMM OPM TM M NQM M RPKQ VKV RPKM SKQ ko f J VV poJRT korthbound oamps L Chapman Avenue N N NIOQM TSM OM M NM M NQKU PKR NPKU PKM ko f J NMM poJRT pouthbound oamps L Chapman Avenue MKR MKR N RUM NIMMM ONM SM NOM VM PSKR NOKT QTKS PMKT ko ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 2T Caltrans creeway oamp eCj Analysis Table PJS summarizes eCj analysis results for the study area ramps for the Aj and mj peak hoursK qhe eCj reports a density based on the existing freeway mainline segment and ramp mergeLdiverge volumesK aetailed eCj analysis worksheets are included in Appendix fJNK According to the analysisI the following freeway ramps are deficient under either the Aj or mj peak hoursW · fJR korthbound Connector from poJOO bastbound Emj meak eourF · fJR korthbound lnJoamp from Anaheim Boulevard Emj meak eourF · fJR pouthbound Connector to poJOO testbound Emj meak eourF · poJRT korthbound lffJoamp to Ball ooad Emj meak eourF · poJRT korthbound lnJoamp from Ball ooad testbound Emj meak eourF · poJRT pouthbound lffJoamp to hatella Avenue Emj meak eourF · poJOO bastbound lnJoamp from cairview ptreet Emj meak eourF · poJOO bastbound Connector to City ariveLBristol ptreet Emj meak eourF · poJOO bastbound CollectorLaistributor lffJoamp to qhe City arive Emj meak eourF Based on the existing conditions analysisI several ramps currently operate at a deficient level of service and as a result are expected to continue to operate at deficient conditions under future tith and tithout mroject conditionsK qhere are currently no plans to address each of the current deficiencies on the ptate eighway pystem and as a resultI these existing and cumulative impacts will carry forward into the futureK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 28 Table PJSW bxisting creeway oamp eCj ilp fa oamp pegment oamp # of iane AKjK meak eour mKjK meak eour jainline solume oamp solume aensity EpcLmiLlnF ilp jainline solume oamp solume aensity EpcLmiLlnF ilp o J N fJR kB Connector from poJOO bBG O QIRTM NIUMM OTKS C TIORM OIROM > Capacity c o J O fJR kB lffJoamp to Chapman Avenue N SIPTM OTM OPKO C VITTM PTM PPKS a o J P fJR kB lffJoamp to ptate College Boulevard O SINMM ROM NMKN B VIQMM QNM OMKR C o J Q fJR kB els lffJoamp to dene Autry tayLaisney tay N TNM NM SKR A NINTM OM NMKP B o J R fJR kB lnJoamp from ptate College Avenue N RIRUM ONM NVKP B UIVVM PUM PMKM a o J S fJR kB lffJoamp to hatella AvenueGG O RINVM TNM ONKO C UIMPM NINOM POKU a o J T fJR kB lnJoamp from lrangewood Avenue N QIQUM OPM NVKV B SIVNM POM OUKM C o J U fJR kB lnJoamp from hatella Avenue N QITNM OMM ONKN C TIOPM OUM PMKV a o J V fJR kB els lnJoamp from dene Autry tay N TMM NM NQKS B NINRM QM OOKS C o J NM fJR kB lnJoamp from Anaheim Boulevard N QIVNM POM OOKO C TIRNM VPM > Capacity c o J NN fJR kB lffJoamp to earbor Boulevard N RINSM TSM OPKN C UINOM VPM PPKO a o J NO fJR kB lnJoamp from earbor Boulevard N QIQMM OPM NVKS B TINVM RPM POKO a o J NP fJR pB lffJoamp to earbor Boulevard N SIQOM RQM ORKN C TIUUM SQM PMKT a o J NQ fJR pB lnJoamp from earbor Boulevard N RIUUM NINOM POKQ a TIOQM TVM PQKS a o J NR fJR pB lffJoamp to aisney tayLAnaheim Boulevard N TIMMM QRM OSKS C UIMPM QQM PMKO a o J NS fJR pB lffJoamp to hatella AvenueLlrangewood AvenueGG O RIRVM RQM OOKU C SIVPM OMM OUKP a o J NT fJR pB els lffJoamp to dene Autry tay N NIMVM TM NMKO B SPM OM RKU A o J NU fJR pB lnJoamp from Anaheim Boulevard N RIMRM PUM OPKO C SITPM RPM PMKR a o J NV fJR pB lnJoamp from hatella Avenue N RIQPM PNM OQKM C TIOSM PTM PNKN a o J OM fJR pB lffJoamp to ptate College Avenue N SIMSM QQM ONKR C TITOM SOM OUKP a o J ON fJR pB els lnJoamp from dene Autry tay N NIMOM OM OMKO C SNM OM NPKN B o J OO fJR pB lnJoamp from lrangewood Avenue N RISOM OUM OQKQ C TINMM PVM PMKT a o J OP fJR pB lnJoamp from ptate College Boulevard N RIVMM NTM NUKT B TIQVM OVM OPKR C o J OQ fJR pB lnJoamp from Chapman Avenue N SIMTM QPM NVKN B TITUM SMM OPKT C o J OR fJR pB Connector to poJOO tB N SIRMM UQM OSKU C UIPUM NINUM PRKO b o J OS fJR pB Connector to poJOO bB O RISSM URM VKU A TIOMM NINVM NQKO B o J OT poJRT kB lffJoamp to Chapman Avenue N PIQPM NOM OOKV C QIUMM NTM PMKO a o J OU poJRT kB lnJoamp from Chapman Avenue tB N RIRQM OPM NTKS B UIQQM PPM OPKU C o J OV poJRT kB lnJoamp from Chapman Avenue bB N RIPQM OMM NVKN B UINSM OUM OTKN C o J PM poJRT kB lffJoamp to lrangewood Avenue N RITTM SPM ORKN C UITTM OUM POKR a o J PN poJRT kB lnJoamp from lrangewood Avenue tB N RIQNM NSM NUKV B UITSM OUM OVKP a o J PO poJRT kB lnJoamp from lrangewood Avenue bB N RINQM OTM NVKN B UIQVM OTM OUKO a o J PP poJRT kB lffJoamp to hatella Avenue N QITRM TQM ONKV C TITVM RSM PMKS a o J PQ poJRT kB lnJoamp from hatella Avenue tB N QIPNM NRM NVKS B TISUM OQM POKU a o J PR poJRT kB lnJoamp from hatella Avenue bB N QIMNM PMM NVKU B TIOPM QRM PPKM a o J PS poJRT kB lffJoamp to Ball ooad N QIRVM URM ORKM C TIVRM STM PUKV b o J PT poJRT kB lnJoamp from Ball ooad tB N QIOOM PMM OMKR C TIUVM PQM > Capacity c o J PU poJRT kB lnJoamp from Ball ooad bB N PITQM QUM OMKP C TIOUM SNM PQKR a o J PV poJRT pB lffJoamp to Ball ooad N SIRUM NIRNM PNKU a TIPTM VOM PNKO a o J QM poJRT pB lnJoamp from Ball ooad tB N RIMTM OOM OPKM C SIQRM QNM OVKT a o J QN poJRT pB lnJoamp from Ball ooad bB N RIOVM SPM OTKQ C SIUSM RPM POKP a ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 29 Table PJSW bxisting creeway oamp eCj ilpI Continued fa oamp pegment oamp # of iane AKjK meak eour mKjK meak eour jainline solume oamp solume aensity EpcLmiLlnF ilp jainline solume oamp solume aensity EpcLmiLlnF ilp o J QO poJRT pB lffJoamp to hatella Avenue N SIPSM UTM PPKM a TIPUM SVM PSKR b o J QP poJRT pB lnJoamp from hatella Avenue tB N RIQVM OQM OQKT C SISVM QSM PNKN a o J QQ poJRT pB lnJoamp from hatella Avenue bB N RITPM NSM OQKV C TINRM PSM PNKV a o J QR poJRT pB lffJoamp to lrangewood Avenue N SIPRM TNM OSKQ C TITRM TPM PNKR a o J QS poJRT pB lnJoamp from lrangewood Avenue N RISQM OMM NVKP B TIMOM RTM ORKU C o J QT poJRT pB lffJoamp to Chapman Avenue N RIUQM QRM OQKQ C TIRVM SQM PMKQ a o J QU poJRT pB lnJoamp from Chapman Avenue N NINRT PUM NSKP B NISON RPM ONKV C o J QV poJOO bB lffJoamp to cairview ptreet N RIUVM OMM ORKQ C UIMMM OUM PQKT a o J RM poJOO bB lnJoamp from cairview ptreet N RISVM UTM OVKO a TITOM NIOOM > Capacity c o J RN poJOO bB Connector to City ariveLBristol ptreetGG P SIMVM QIQTM OPKV C UIPNM SIOSM > Capacity c o J RO poJOO bB CollectorLaistributor lffJoamp to qhe City arive N QIQTM OVM OTKQ C SIOSM QNM PSKR b o J RP poJOO bB Connector from fJR pBLpoJRT pB O NIUPO NIRMM NTKQ B OIUNS OINMM OTKO C o J RQ poJOO tB Connector to fJR pBLpoJRT pB O PISTM NIQMM VKU A QIUUM NIVSM NSKU B o J RR poJOO tB lnJoamp from qhe City arive N OINMM POM OPKO C OIVQM QQM PNKR a o J RS poJOO tB Connector from fJR pBLpoJRT pB O PISVM OINMM OPKO C RIPVM OIVQM PQKQ a o J RT poJOO tB lffJoamp to easter ptreet O SINNM SMM NMKT B UITTM UQM NTKS B o J RU poJOO tB lnJoamp from easter ptreet N RIRNM QPM ORKM C TIVPM SMM PQKU a G jajor jerge Analysis rtilized to calculate density GG jajor aiverge Analysis rtilized to calculate density pourceW City of AnaheimI Caltrans Caltrans creeway jainline eCj Analysis Table PJT summarizes eCp analysis results for the densities and levels of service for study area mainline segments for the Aj and mj peak hoursK aetailed eCj mainline analysis worksheets are included in Appendix gJNK Consistent with the existing ramp analysisI several segments currently operate at deficient levels of serviceK According to the analysis the following freeway mainline segments are deficient under either the Aj or mj peak hoursW · fJR pouthbound between buclid ptreet and iincoln Avenue Emj meak eourF · fJR korthbound between poJOO and NTth ptreet Emj meak eourF · fJR pouthbound between poJOO and NTth ptreet Emj meak eourF · fJR korthbound between NTth ptreet and drand Avenue Emj meak eourF · fJR pouthbound between NTth ptreet and drand Avenue Emj meak eourF · fJR pouthbound between drand Avenue and Qth ptreet Emj meak eourF · poJRT bastbound between hatella Avenue and Ball ooad Emj meak eourF · poJRT testbound between hatella Avenue and Ball ooad Emj meak eourF · poJRT bastbound between Ball ooad and iincoln Avenue Emj meak eourF · poJOO bastbound between earbor Boulevard and cairview ptreet Emj meak eourF ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport P0 · poJOO testbound between earbor Boulevard and easter ptreet Emj meak eourF Table PJTW bxisting creeway jainline eCj ilp fa creeway pegment korthbound L bastbound pouthbound L testbound AKjK meak eour mKjK meak eour AKjK meak eour mKjK meak eour creeway solume aensity EpcLmiLlnF ilp creeway solume aensity EpcLmiLlnF ilp creeway solume aensity EpcLmiLlnF ilp creeway solume aensity EpcLmiLlnF ilp c J N fJR between poJVN and Brookhurst ptreet RIPTM NTKU B TIUMM OSKT a RIRPM NRKP B TIQSM OMKT C c J O fJR between Brookhurst ptreet and buclid ptreet RISPM NUKT C UIRSM PMKR a SINOM OMKP C TIUVM OTKN a c J P fJR between buclid ptreet and iincoln Avenue RISPM NUKT C UIUVM POKR a SIPTM OTKR a TIVNM QMKO b c J Q fJR between iincoln Avenue and earbor Boulevard RITUM NVKO C VIOMM PQKR a SIQOM ONKQ C TIUUM OTKN a c J R fJR between earbor Boulevard and hatella Avenue RINSM NTKN B UINOM OUKP a RIRVM NUKR C SIVPM OPKO C c J S fJR between hatella Avenue and ptate College Boulevard RINVM NTKO B UIMPM ORKV C SIMSM OMKN C TITOM OSKQ a c J T fJR between ptate College Boulevard and poJOO SINMM NSKT B VIQMM OSKS a TIMMM NVKO C UIVQM OQKV C c J U fJR between poJOO and NTth ptreet TIRTM OMKT C NNIROM PSKR b VISPM OTKO a NOIRSM QQKU b c J V fJR between NTth ptreet and drand Avenue UINPM OOKP C NNISUM PTKS b UISTM OPKV C NNIUQM PUKT b c J NM fJR between drand Avenue and Qth ptreet TIVTM ONKU C NNIOQM PQKU a UIRUM OOKP C NNIVPM PVKQ b c J NN fJR between Qth ptreet and poJRR TIVSM ONKU C NMIVUM PPKP a TISVM ONKM C NMIVPM PPKN a c J NO poJRT between poJOO and lrangewood Avenue RITTM NSKP B UITTM ORKO C RIRPM NUKT C TIMRM OQKO C c J NP poJRT between lrangewood Avenue and hatella Avenue QITRM NSKN B TITVM OTKQ a SIPRM ONKR C TITRM OTKO a c J NQ poJRT between hatella Avenue and Ball ooad QIRVM NVKQ C TIVRM QOKT b SIPSM OUKO a TIPUM PSKN b c J NR poJRT between Ball ooad and iincoln Avenue QISTM NVKT C UIPUM > QRKM c SIRUM OOKQ C TIPTM ORKR C c J NS poJRT between poJVN and iincoln Avenue QIVPM NSKT B UISQM POKM a SIROM NUKQ C TIPVM OMKV C c J NT poJOO between Brookhurst ptreet and buclid ptreet RINQM OMKR C TIMPM OVKU a QIUSM NVKP C SIVTM OVKR a c J NU poJOO between buclid ptreet and earbor Boulevard RIQNM ONKS C TIPMM PNKT a RINVM OMKT C TIRQM PPKR a c J NV poJOO between earbor Boulevard and cairview ptreetLeaster ptreet RIUVM OPKT C UIMMM PTKS b RIRNM OOKM C TIVSM PTKO b c J OM poJOO between cairview ptreetLeaster ptreet and qhe City ariveLfJR SIMVM NVKQ C UIPNM OTKR a SINNM NVKQ C UITTM OVKT a c J ON poJOO between fJR and jain ptreet PIPPM OTKS a QIVOM NVKS C PISTM NQKS B QIUUM NVKQ C c J OO poJOO between jain ptreet and dlassell ptreet PINNM NOKQ B RINOM OMKQ C PITVM NRKN B QIRQM NUKN C c J OP poJOO between dlassell ptreet and poJRR OISMM UKP A QIRNM NQKQ B PIPMM NPKN B PITRM NQKV B pourceW City of AnaheimI Caltrans ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport P1 Caltrans creeway teaving eCj Analysis Tables PJU and PJV summarize eCp analysis results for the weaving areas for the study area freeways for the Aj and mj peak hoursK aetailed eCj weaving analysis worksheets are included in Appendix hJNK rnder the existing conditions scenarioI there are several deficient freeway segments identified in the weaving analysisK qhe segments identified as followsW · fJR korthbound between Anaheim Boulevard lnJoamp and earbor Boulevard lffJoamp Emj meak eourF · fJR korthbound between poJOO Connector and Chapman Avenue lffJoamp Emj meak eourF · fJR korthbound between jain ptreet lnJoamp and poJOO tB Connector Emj meak eourF · fJR korthbound between NTth ptreet lnJoamp and jain ptreet lffJoamp Emj meak eourF · fJR pouthbound between jain ptreet lnJoamp and NTth ptreet L menn tay lffJoamp EAj and mj meak eourF · fJR korthbound between drand Avenue lnJoamp and NTth ptreet lffJoamp Emj meak eourF · fJR pouthbound between menn tay lnJoamp and panta Ana Boulevard lffJoamp Emj meak eourF · fJR korthbound between courth ptreet lnJoamp and drand Avenue lffJoamp Emj meak eourF · fJR pouthbound between panta Ana Boulevard lnJoamp and courth ptreet lffJoamp Emj meak eourF · fJR korthbound between poJRR Connector and cirst ptreet lffJoamp Emj meak eourF · fJR pouthbound between cirst ptreet lnJoamp and poJRR pB Connector Emj meak eourF · poJRT korthbound between hatella Avenue lnJoamp and Ball ooad lffJoamp Emj meak eourF · poJRT pouthbound between Ball ooad lnJoamp and hatella Avenue lffJoamp Emj meak eourF · poJRT korthbound between iincoln Avenue lnJoamp and poJVN bastbound Connector Emj meak eourF · poJOO testbound between earbor Boulevard lnJoamp and buclid ptreet lff oamp Emj meak eourF · poJOO bastbound between cairview ptreetLdarden drove Boulevard lnJoamp and Collector L aistributor qhe City arive lffJoamp EAj and mj meak eourF · poJOO bastbound Collector L aistributor between qhe City arive lnJoamp and Bristol ptreet lffJoamp Emj meak eourF · poJOO testbound between ia seta Avenue lnJoamp and jetropolitan arive lffJoamp Emj meak eourF · poJOO bastbound Collector L aistributor between Bristol ptreet lnJoamp and fJR pB Connector EAj and mj meak eourF ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport P2 Table PJUW bxisting creeway teaving Aj meak eour eCj ilp fa teaving pegment teaving jovement solume aensity EpcLmiLlnF ilp AJC BJa AJa BJC t J N fJR kB bLw Brookhurst ptreet lnJoamp and poJVN bB lffJoamp kot Applicable fJR pB bLw poJVN Connector L jagnolia Avenue lnJoamp and Brookhurst ptreet lffJ oamp t J O fJR kB bLw buclid ptreet lnJoamp and Brookhurst ptreet lffJoamp fJR pB bLw Brookhurst ptreet lnJoamp and buclid ptreet lffJoamp t J P fJR kB bLw iincoln Avenue lnJoamp and buclid ptreet lffJoamp QIVUM NM QPM ONM OMKS B t J Q fJR kB bLw aisneyland arive lnJoamp and iincoln Avenue lffJoamp RIMTM NM QPM OTM ONKQ B fJR pB bLw iincoln Avenue lnJoamp and aisneyland arive lffJoamp kot Applicable t J R fJR pB bLw aisneyland arive lnJoamp and earbor Boulevard lffJoamp RIOSM PM RNM SOM OTKS C t J S fJR kB bLw Anaheim Boulevard lnJoamp and earbor Boulevard lffJoamp QINMM OM TQM PMM OMKV B fJR pB bLw earbor Boulevard lnJoamp and aisney tay lffJoamp kot Applicable t J T fJR kB bLw ptate College Boulevard lnJoamp and hatella Avenue lffJoamp QIOUM NM TMM OMM NVKP B fJR pB bLw hatella Avenue lnJoamp and ptate College Boulevard lffJoamp RIPPM OM QOM OVM OMKM C t J U fJR kB bLw poJOO Connector and Chapman Avenue lffJoamp PIPPM VM NUM NITNM OOKT B fJR pB bLw ptate College Boulevard L Chapman Avenue lnJoamp and poJOO Connector QIUPM NM UPM NSM OQKP C t J V fJR kB bLw jain ptreet lnJoamp and poJOO tB Connector QIUTM PM TUM SPM ORKM C t J NM fJR kB bLw NTth ptreet lnJoamp and jain ptreet lffJoamp RIVSM NM SPM OQM OUKQ C fJR pB bLw jain ptreet lnJoamp and NTth ptreet L menn tay lffJoamp TINTM PM POM RNM PQKN a t J NN fJR kB bLw drand Avenue lnJoamp and NTth ptreet lffJoamp RIUPM OM QSM QSM OTKM C fJR pB bLw menn tay lnJoamp and panta Ana Boulevard lffJoamp SIORM PM QUM QTM PNKS C t J NO fJR kB bLw courth ptreet lnJoamp and drand Avenue lffJoamp RIUUM OM PRM PVM OSKQ C fJR pB bLw panta Ana Boulevard lnJoamp and courth ptreet lffJoamp SIOSM OM RTM PMM OSKO C t J NP fJR kB bLw poJRR Connector and cirst ptreet lffJoamp PITUM NNM SMM OINQM PNKM C fJR pB bLw cirst ptreet lnJoamp and poJRR pB Connector QIMVM PM NISTM SOM OUKU C t J NQ poJRT kB bLw Chapman Avenue lnJoamp and lrangewood Avenue lffJoamp PIVSM NM SOM OOM NUKV B poJRT pB bLw lrangewood Avenue lnJoamp and Chapman Avenue lffJoamp QIUVM NM QQM NVM OPKR B t J NR poJRT kB bLw lrangewood Avenue lnJoamp and hatella Avenue lffJoamp PIUSM NM TPM NRM NUKT B poJRT pB bLw hatella Avenue lnJoamp and lrangewood Avenue lffJoamp RIQVM NM TMM NRM OSKS C t J NS poJRT kB bLw hatella Avenue lnJoamp and Ball ooad lffJoamp PISMM NM UQM NQM NTKU B poJRT pB bLw Ball ooad lnJoamp and hatella Avenue lffJoamp QIUVM PM UQM SMM PPKM a t J NT poJRT kB bLw Ball ooad lnJoamp and iincoln Avenue lffJoamp kot Applicable poJRT pB bLw iincoln Avenue lnJoamp and Ball ooad lffJoamp t J NU poJRT kB bLw iincoln Avenue lnJoamp and poJVN bB Connector PISQM OM VTM PMM NVKT B poJRT pB bLw poJVN tB Connector and iincoln Avenue lffJoamp PISRM SM SUM NIMQM OSKT C t J NV poJOO bB bLw Brookhurst ptreet lnJoamp and buclid ptreet lffJoamp kot Applicable poJOO tB bLw buclid ptreet lnJoamp and Brookhurst ptreet lffJoamp ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport PP Table PJUW bxisting creeway teaving Aj meak eour eCj ilpI Continued fa teaving pegment teaving jovement solume aensity EpcLmiLlnF ilp AJC BJa AJa BJC t J OM poJOO bB bLw buclid ptreet lnJoamp and earbor Boulevard lffJoamp kot Applicable poJOO tB bLw earbor Boulevard lnJoamp and buclid ptreet lffJoamp PIVVM OM URM PPM OQKS C t J ON poJOO bB bLw earbor Boulevard lnJoamp and cairview ptreet lffJoamp kot Applicable poJOO tB bLw easter ptreet L darden drove Boulevard lnJoamp and earbor Boulevard lffJoamp t J OO poJOO bB bLw cairview ptreet L darden drove Boulevard lnJoamp and CollectLaistributor qhe City arive lffJoamp TVM QM QIQPM UPM > Capacity c poJOO tB bLw jetropolitan arive lnJoamp and easter ptreet lffJoamp RIONM OM RUM PMM ONKT B t J OP poJOO bB CollectLaistributor bLw qhe City arive lnJoamp and Bristol ptreet lffJ oamp QIMPM OM NRM QRM PQKV a poJOO tB bLw ia seta Avenue lnJoamp and jetropolitan arive lffJoamp RIRNN NM RQM OUM OVKS C t J OQ poJOO bB CollectLaistributor bLw Bristol ptreet lnJoamp and fJR pB Connector PIMOM QM NIQSM TNM > Capacity c t J OR poJOO bB bLw poJRT pB Connector and qown and Country ooad lffJoamp NIPSM UM QTM NIQOM OMKN B poJOO tB bLw ia seta Avenue lnJoamp and fJR L poJRT kB Connector NITRM PM NIPTM ROM OMKS B t J OS poJOO bB bLw qown and Country ooad lnJoamp and dlassell ptreet lffJoamp OIMSM PM QSM RSM NTKP B poJOO tB bLw dlassell ptreet lnJoamp and ia seta Avenue lffJoamp OITMM OM SPM QQM ONKM B t J OT poJOO bB bLw dlassell ptreet lnJoamp and qustin ptreet lffJoamp kot Applicable poJOO tB bLw qustin ptreet lnJoamp and dlassell ptreet lffJoamp pourceW City of AnaheimI Caltrans ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport P4 Table PJVW bxisting creeway teaving mj meak eour eCj ilp fa teaving pegment teaving jovement solume aensity EpcLmiLlnF ilp AJC BJa AJa BJC t J N fJR kB bLw Brookhurst ptreet lnJoamp and poJVN bB lffJoamp kot Applicable fJR pB bLw poJVN Connector L jagnolia Avenue lnJoamp and Brookhurst ptreet lffJ oamp t J O fJR kB bLw buclid ptreet lnJoamp and Brookhurst ptreet lffJoamp fJR pB bLw Brookhurst ptreet lnJoamp and buclid ptreet lffJoamp t J P fJR kB bLw iincoln Avenue lnJoamp and buclid ptreet lffJoamp TIVVM OM RVM OVM PPKS a t J Q fJR kB bLw aisneyland arive lnJoamp and iincoln Avenue lffJoamp UIONM OM SMM PTM PRKR a fJR pB bLw iincoln Avenue lnJoamp and aisneyland arive lffJoamp kot Applicable t J R fJR pB bLw aisneyland arive lnJoamp and earbor Boulevard lffJoamp SIPVM RM RVM URM PRKU a t J S fJR kB bLw Anaheim Boulevard lnJoamp and earbor Boulevard lffJoamp SIPNM RM UUM UUM PSKT b fJR pB bLw earbor Boulevard lnJoamp and aisney tay lffJoamp kot Applicable t J T fJR kB bLw ptate College Boulevard lnJoamp and hatella Avenue lffJoamp SIRRM OM NINMM PSM PNKR C fJR pB bLw hatella Avenue lnJoamp and ptate College Boulevard lffJoamp SITRM OM SMM PRM POKQ a t J U fJR kB bLw poJOO Connector and Chapman Avenue lffJoamp RIPUM NPM OQM OIPVM PTKO b fJR pB bLw ptate College Boulevard L Chapman Avenue lnJoamp and poJOO Connector RIVVM NM NINTM OUM PPKS a t J V fJR kB bLw jain ptreet lnJoamp and poJOO tB Connector TISMM RM NIMUM UTM > Capacity c t J NM fJR kB bLw NTth ptreet lnJoamp and jain ptreet lffJoamp VINOM OM UUM PPM > Capacity c fJR pB bLw jain ptreet lnJoamp and NTth ptreet L menn tay lffJoamp VIOSM QM QRM TNM > Capacity c t J NN fJR kB bLw drand Avenue lnJoamp and NTth ptreet lffJoamp UIQPM PM SQM SQM > Capacity c fJR pB bLw menn tay lnJoamp and panta Ana Boulevard lffJoamp UIQVM QM STM SSM > Capacity c t J NO fJR kB bLw courth ptreet lnJoamp and drand Avenue lffJoamp UIPNM PM QVM RQM > Capacity c fJR pB bLw panta Ana Boulevard lnJoamp and courth ptreet lffJoamp UITMM OM UMM QOM PTKT b t J NP fJR kB bLw poJRR Connector and cirst ptreet lffJoamp RINTM NSM UPM OIVVM > Capacity c fJR pB bLw cirst ptreet lnJoamp and poJRR pB Connector RIUTM RM OIPPM USM > Capacity c t J NQ poJRT kB bLw Chapman Avenue lnJoamp and lrangewood Avenue lffJoamp SITOM OM OSM PNM OUKN C poJRT pB bLw lrangewood Avenue lnJoamp and Chapman Avenue lffJoamp RIUTM PM SNM RQM PPKR a t J NR poJRT kB bLw lrangewood Avenue lnJoamp and hatella Avenue lffJoamp SIVSM NM RRM OTM PMKS C poJRT pB bLw hatella Avenue lnJoamp and lrangewood Avenue lffJoamp SISUM OM TNM PQM POKU a t J NS poJRT kB bLw hatella Avenue lnJoamp and Ball ooad lffJoamp TIMRM NM SSM OPM PVKP b poJRT pB bLw Ball ooad lnJoamp and hatella Avenue lffJoamp SINVM PM SSM RMM PTKM b t J NT poJRT kB bLw Ball ooad lnJoamp and iincoln Avenue lffJoamp kot Applicable poJRT pB bLw iincoln Avenue lnJoamp and Ball ooad lffJoamp t J NU poJRT kB bLw iincoln Avenue lnJoamp and poJVN bB Connector SIUQM OM NIPSM QOM PSKM b poJRT pB bLw poJVN tB Connector and iincoln Avenue lffJoamp PISUM UM VRM NIQRM PQKN a t J NV poJOO bB bLw Brookhurst ptreet lnJoamp and buclid ptreet lffJoamp kot Applicable poJOO tB bLw buclid ptreet lnJoamp and Brookhurst ptreet lffJoamp t J OM poJOO bB bLw buclid ptreet lnJoamp and earbor Boulevard lffJoamp kot Applicable poJOO tB bLw earbor Boulevard lnJoamp and buclid ptreet lffJoamp RIURM OM NIOMM QTM PTKS b ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport PR Table PJVW bxisting creeway teaving mj meak eour eCj ilpI Continued fa teaving pegment teaving jovement solume aensity EpcLmiLlnF ilp AJC BJa AJa BJC t J ON poJOO bB bLw earbor Boulevard lnJoamp and cairview ptreet lffJoamp kot Applicable poJOO tB bLw easter ptreet L darden drove Boulevard lnJoamp and earbor Boulevard lffJoamp t J OO poJOO bB bLw cairview ptreet L darden drove Boulevard lnJoamp and CollectLaistributor qhe City arive lffJoamp UVM SM SIOMM NINSM > Capacity c poJOO tB bLw jetropolitan arive lnJoamp and easter ptreet lffJoamp TIRNM OM UOM QOM POKQ a t J OP poJOO bB CollectLaistributor bLw qhe City arive lnJoamp and Bristol ptreet lffJoamp RISQM PM ONM SOM > Capacity c poJOO tB bLw ia seta Avenue lnJoamp and jetropolitan arive lffJoamp TIVQN OM TRM PVM > Capacity c t J OQ poJOO bB CollectLaistributor bLw Bristol ptreet lnJoamp and fJR pB Connector QIONM RM OIMRM NIMMM > Capacity c t J OR poJOO bB bLw poJRT pB Connector and qown and Country ooad lffJoamp OINSM NNM SSM NIVVM POKO a poJOO tB bLw ia seta Avenue lnJoamp and fJR L poJRT kB Connector OINVM QM NIVOM TPM OVKV C t J OS poJOO bB bLw qown and Country ooad lnJoamp and dlassell ptreet lffJoamp PISRM QM SQM TVM PMKT C poJOO tB bLw dlassell ptreet lnJoamp and ia seta Avenue lffJoamp PIMOM PM UUM SNM OTKU C t J OT poJOO bB bLw dlassell ptreet lnJoamp and qustin ptreet lffJoamp kot Applicable poJOO tB bLw qustin ptreet lnJoamp and dlassell ptreet lffJoamp pourceW City of AnaheimI Caltrans pummary As noted in the analysis aboveI the local circulation system in the mlatinum qriangle generally operates at an acceptable ilpK qhe regional circulation ptate eighway pystem has several components that currently operate at a deficient ilpK iocations that are deficient under existing conditions will be considered when determining future project related impacts and mitigation measuresK qhe existing conditions assessment for the base year OMMU existing conditions provides the framework for applying the deneral mlan future forecasts to both the ko mroject and tith mroject scenariosK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport PS QKM crTrob kl ToAccfC AkAivpfp qhe analysis for the future forecast scenarios was performed through the application of the Anaheim qraffic Analysis jodel EAqAjF to develop future traffic forecast volumes throughout the mlatinum qriangle study areaK qhe forecasts that represent OMPM conditions are based on citywide land use data and regional socioeconomic growth projectionsK qhese forecasts incorporate the following future key project assumptionsW · Currently adopted mlatinum qriangle jaster iand rse mlan · City of lrange deneral mlan rpdate · oevisions to the Anaheim oesort ppecific mlanI including the Anaheim Convention Center bxpansion · aisneyland oesort ppecific mlan · AoqfC as is currently incorporated into the deneral mlan · oelocation of haiser mermanente hospital cuture trip activity was estimated and assigned to the circulation system based on the existing City of Anaheim deneral mlanK fntersection Analysis qhe intersection analysis considers the effect that growth within the study area will have on the future circulation systemK Table QJN presents fCr and ilp results for the study intersections under OMPM ko mroject forecast conditions during the Aj peak hour and mj peak hourK cuture deneral mlan lane geometrics were assumed in the intersection analysisK cigure QJN presents the OMPM ko mroject conditions study intersection ilpK qhe detailed OMPM ko mroject fCr worksheets are presented in Appendix bJOK qables summarizing the deneral mlan lane geometrics and the ko mroject Aj and mj peak hour turning movement volumes are include in Appendix c and Appendix dJNI respectivelyK rnder these conditionsI the following intersections are forecast to operate at an unacceptable ilpW · kinth ptreet at hatella Avenue · aisneyland arive at Ball ooad · aisneyland ariveLtest ptreet at hatella Avenue · earbor Boulevard at Ball ooad · Anaheim Boulevard at Ball ooad · Anaheim Boulevard at Cerritos Avenue · easter ptreet at dene Autry tay · iewis ptreet at hatella Avenue · jarket ptreet at hatella Avenue · ptate College City arive at Chapman Avenue ElrangeF · oampart ptreet at lrangewood Avenue · lrangewood Avenue at poJRT pouthbound oamps ElrangeF ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport PT · jain ptreet at Collins Avenue ElrangeF · qhe City arive at darden drove Boulevard ElrangeF Table QJNW OMPM ko mroject meak eour fntersection ilp fa fntersection gurisdiction Aj meak eour mj meak eour fCr ilp fCr ilp f J N buclid ptreet L hatella Avenue Anaheim MKUR a MKVM a f J O kinth ptreet L hatella Avenue Anaheim MKVO b MKUU a f J P talnut ptreet L Ball ooad Anaheim MKTM B MKSU B f J Q talnut ptreet L hatella Avenue Anaheim MKUQ a MKUR a f J R aisneyland arive L Ball ooad Anaheim MKUS a MKVN b f J S aisneyland arive L test ptreet L hatella Avenue Anaheim MKVM a MKVO b f J T earbor Boulevard L sermont Avenue Anaheim MKTO C MKTS C f J U earbor Boulevard L Ball ooad Anaheim NKMR c MKVN b f J V earbor Boulevard L fJR korthbound oamps Anaheim MKTN C MKTS C f J NM earbor Boulevard L fJR pouthbound oamps Anaheim MKRT A MKQU A f J NN earbor Boulevard L aisney tay Anaheim MKQS A MKTV C f J NO earbor Boulevard L hatella Avenue Anaheim MKTR C MKUV a f J NP earbor Boulevard L Convention tay Anaheim MKRN A MKTQ C f J NQ earbor Boulevard L lrangewood Avenue Anaheim MKUO a MKUR a f J NR Clementine ptreet L aisney tay Anaheim MKRR A MKRO A f J NS Clementine ptreet L hatella Avenue Anaheim MKSP B MKUN a f J NT fJR pouthbound lff oamp L aisney tay Anaheim MKPV A MKPU A f J NU Anaheim Boulevard L sermont Avenue Anaheim MKUV a MKUO a f J NV Anaheim Boulevard L Ball ooad Anaheim MKUQ a MKVU b f J OM Anaheim Boulevard L Cerritos Avenue Anaheim MKTO C MKVV b f J ON Anaheim Boulevard L fJR korthbound oamps Anaheim MKSR B MKUT a f J OO Anaheim Boulevard L aisney tay Anaheim MKST B MKTT C f J OP Anaheim Boulevard L easter ptreet L hatella Avenue Anaheim MKUQ a MKUT a f J OQ easter ptreet L dene Autry tay Anaheim MKUS a MKVU b f J OR easter ptreet L lrangewood Avenue Anaheim MKTN C MKTV C f J OS janchester Avenue EfJR pouthbound oampsF L hatella Avenue Anaheim MKTN C MKSS B f J OT Anaheim tay EfJR korthbound oampsF L hatella Avenue Anaheim MKTQ C MKUO a f J OU bast ptreet L sermont Avenue Anaheim MKTS C MKSO B f J OV bast ptreet L Ball ooad Anaheim MKUR a MKTS C f J PM iewis ptreet L Ball ooad Anaheim MKTR C MKUT a f J PN iewis ptreet L Cerritos Avenue Anaheim MKTO C MKUN a f J PO iewis ptreet L korth Connector ooad Anaheim MKPS A MKQQ A f J PP iewis ptreet L hatella Avenue Anaheim MKST B MKVR b f J PQ iewis ptreet L Anaheim tay Anaheim MKPN A MKRS A f J PR iewis ptreet L Anaheim Connector EfutureF Anaheim MKRU A MKTV C f J PS iewis ptreet L dene Autry tay Anaheim MKQV A MKSR B f J PT fJR els oamps L dene Autry tay Anaheim MKQM A MKSP B f J PU iewis ptreet L lrangewood Avenue Anaheim MKRV A MKRS A f J PV janchester Avenue L lrangewood Avenue Anaheim MKTS C MKTT C f J QM Anaheim tay L lrangewood Avenue Anaheim MKSN B MKSQ B f J QN jarket ptreet L hatella Avenue Anaheim MKSU B MKUN a f J QO jarket ptreet L dene Autry tay Anaheim MKPT A MKSP B f J QP lrange Center arive L lrangewood Avenue Anaheim MKTM B MKTS C ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport P8 Table QJNW OMPM ko mroject meak eour fntersection ilpI Continued fa fntersection gurisdiction Aj meak eour mj meak eour fCr ilp fCr ilp f J QQ ptate College Boulevard L sermont Avenue Anaheim MKTQ C MKSN B f J QR ptate College Boulevard L tagner Avenue Anaheim MKSR B MKSR B f J QS ptate College Boulevard L Ball ooad Anaheim MKSU B MKUO a f J QT ptate College Boulevard L Cerritos Avenue Anaheim MKUO a MKUN a f J QU ptate College Boulevard L eowell Avenue Anaheim MKRP A MKSU B f J QV ptate College Boulevard L hatella Avenue Anaheim MKUM C MKUM C f J RM ptate College Boulevard L dateway Center arive Anaheim MKSS B MKUM C f J RN ptate College Boulevard L dene Autry tay Anaheim MKTU C MKTR C f J RO ptate College Boulevard L Artisan ptreet Anaheim MKTP C MKSS B f J RP ptate College Boulevard L lrangewood Avenue AnaheimL lrange MKUP a MKUP a f J RQ ptate College Boulevard L lrange Center arive AnaheimL lrange MKSV B MKRT A f J RR ptate College Boulevard L fJR korthbound oamps lrange MKSV B MKSV B f J RS ptate College Boulevard L fJR pouthbound oamps lrange MKVM a MKTU C f J RT ptate College Boulevard L qhe City arive L Chapman Avenue lrange MKUQ a MKVP b f J RU punkist ptreet L Ball ooad Anaheim MKUN a MKUQ a f J RV punkist ptreet L Cerritos Avenue Anaheim MKSV B MKTM B f J SM punkist ptreet L eowell Avenue Anaheim MKRV A MKTV C f J SN eowell Avenue L hatella Avenue Anaheim MKRR A MKUO a f J SO pportstown L hatella Avenue Anaheim MKSN B MKTO C f J SP aupont arive L lrangewood Avenue Anaheim MKTR C MKSR B f J SQ oampart ptreet L lrangewood Avenue Anaheim MKTN C MKVV b f J SR oampart ptreet L Chapman Avenue lrange MKSQ B MKTV C f J SS Ball ooad L poJRT korthbound oamps Anaheim MKST B MKST B f J ST Ball ooad L poJRT pouthbound oamps Anaheim MKUO a MKUM C f J SU poJRT korthbound oamps L hatella Avenue Anaheim MKSM A MKSR B f J SV poJRT pouthbound oamps L hatella Avenue Anaheim MKSP B MKSO B f J TM lrangewood Avenue L poJRT korthbound oamps lrange MKTS C MKTR C f J TN lrangewood Avenue L poJRT pouthbound oamps lrange MKTV C MKVQ b f J TO mhoenix Club arive L Ball ooad Anaheim MKUO a MKUP a f J TP aouglass ooad L hatella Avenue Anaheim MKUR a MKVM a f J TQ hatella Avenue L ptruck Avenue lrange MKSS B MKUM C f J TR bckhoff ptreet L Collins Avenue lrange MKSQ B MKTS C f J TS bckhoff ptreet L lrangewood Avenue lrange MKUP a MKTN C f J TT jain ptreet L qaft Avenue lrange MKSV B MKTV C f J TU jain ptreet L hatella Avenue lrange MKTQ C MKTT C f J TV jain ptreet L ptruck Avenue lrange MKTS C MKSR B f J UM jain ptreet L Collins Avenue lrange MKUR a MKVQ b f J UN jain ptreet L lrangewood Avenue lrange MKRV A MKTP C f J UO jain ptreet L Chapman Avenue lrange MKSS B MKTV C f J UP Batavia ptreet L qaft Avenue lrange MKUS a MKUP a f J UQ Batavia ptreet L hatella Avenue lrange MKTP C MKTP C f J UR Batavia ptreet L Collins Avenue lrange MKUQ a MKUQ a f J US Batavia ptreet L talnut Avenue lrange MKTV C MKUO a f J UT dlassell ptreet L hatella Avenue lrange MKTR C MKUV a f J UU dlassell ptreet L Collins Avenue lrange MKTR C MKTN C f J UV dlassell ptreet L talnut Avenue lrange MKST B MKTN C f J VM pantiago Boulevard L jeats Avenue lrange MKUP a MKTM B ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport P9 Table QJNW OMPM ko mroject meak eour fntersection ilpI Continued fa fntersection gurisdiction Aj meak eour mj meak eour fCr ilp fCr ilp f J VN Clementine ptreet L dene Autry tay Anaheim MKRP A MKTV C f J VO Clementine ptreet L lrangewood Avenue Anaheim MKRR A MKTN C f J VP clower ptreet L Chapman Avenue lrange MKRQ A MKTO C f J VQ earbor Boulevard L Chapman Avenue Anaheim MKST B MKTS C f J VR fJR oamps L Chapman Avenue lrange MKRV A MKSU B f J VS oampart ptreet L qown Center mlace EpouthF Anaheim MKQO A MKRR A f J VT poJOO bastbound oamps L qhe City arive lrange MKSN B MKSU B f J VU poJOO testbound oampsL jetropolitan arive lrange MKSR B MKUV a f J VV poJRT korthbound oamps L Chapman Avenue lrange MKSN B MKRV A f J NMM poJRT pouthbound oamps L Chapman Avenue lrange MKTT C MKTU C f J NMN ptate College Boulevard L tinston ooad Anaheim MKRM A MKRO A f J NMO qhe City arive L darden drove Boulevard lrange MKVT b NKMP c f J NMP qhe City arive L jetropolitan arive lrange MKTU C MKSS B ---PAGE BREAK--- M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L ao lo A Nd b CT o ao melbNfu C ir B a o V4 VO VN NMP VT VU NMO VV VP NMM VS CeAmjAN Asb dbNb ArTov tv dAoabN dolsb Bisa oa NMN BofpTli pT dAoabN dolsb Bisa BAii oa tbpT pT pTATb Cliibdb Bisa BAii oa NfNTe pT eAoBlo Bisa brCifa pT sbojlNT Asb bApT pT iA sbTA Asb plrTe pT ANAebfj Bisa tAiNrT pT TAcT Asb oAjmAoT pT hATbiiA Asb Asb ibtfp pT ibtfp pT CboofTlp Asb CliifNp Asb eApTbo pT tAdNbo Asb Teb CfTv ao jAfN pT pTorCh Asb jbjlov iN bChelcc pT pT diAppbii pT jbjlov iN pT tAiNrT Asb BATAsfA pT dATbtAv ao t cibTCebo Asb tv cfobBoANa pT alrdiApp oa pT ANAebfj tv eltbii Asb jAohbT pT jAfNmiACb ao ao tv CboofTlp Asb hATbiiA Asb AoTfpAN pT CeAmjAN Asb jANCebpTbo Asb T V S N O 4 U R P 44 TV T4 TO SR S4 SP SO R4 RO RM 4P 4O 4N PO OU NU NS UT UU UV SS ST SU TN TM TR TS SV SN 4U SM RS RR TP RV RP U4 TU UO RT UR UM US UN TT NT ON OT OM NM OO NP NO OS NN NR N4 OR O4 OP PM PP 4V RN PN 4T 4M PU PV 4S 4R RU NV OV UP cigure 4-N: O0P0 ko Project Peak eour Intersection iOS M M M M L L L L PR PS P4 PT ? ê ? ê ? l M L pANTf Adl B isa jbATp Asb ? k A N A e b f j Cl N Nb C T lo dbNb ArTov tv ANAebfj tv pA NTA ANA ofsbo dAoabN dolsb ANAebfj pANTA ANA loANdb INSET els oAjmp NORTH ORANGE ibtfp pT j b T o l m lifTAN ao VM VR LEGEND AM LOS PM LOS jajor ooadway oailroad L Acceptable ilp L aeficient ilp M Acceptable ilp M aeficient ilp tater Area Adjacent Area City of Anaheim µ els iane deneral murpose iane INSET M MKO MK4 jiles mlatinum Triangle ---PAGE BREAK--- ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 41 Arterial pegment aaily ilp Analysis Table QJO presents OMPM ko mroject average daily traffic EAaqF and ilp for all study area arterial segmentsK qhere are four segments in the City of lrange operating at ilp b or cI deficient under the City of lrange guidelinesK pegments operating at ilp aI bI or c under daily conditions within the City of Anaheim are further analyzed under Aj and mj peak hour conditions in the following sectionK lne roadway segment is divided into two segmentsI as the current Circulation blement designation has different lane assumptions for different parts of the overall segmentK ff a deficient segment under daily conditions is also deficient under the Aj and mj peak hour conditions then improvements will be necessary to return the segment to an acceptable ilp under peak hour conditionsK qhe table indicates that the following arterial segments operate at a deficient ilp under future forecast ko mroject daily conditionsW · Anaheim Boulevard from fJR to Cerritos Avenue · Anaheim tay from lrangewood Avenue to hatella Avenue · Ball ooad from aisneyland arive to earbor Boulevard · Ball ooad from earbor Boulevard to Anaheim Boulevard · Ball ooad from ptate College Boulevard to punkist ptreet · Ball ooad from punkist ptreet to poJRT · Ball ooad from poJRT to jain ptreet ECity of lrange segmentF · Cerritos Avenue from punkist ptreet to aouglass ooad · Collins Avenue from jain ptreet to Batavia ptreet ECity of lrange segmentF · aouglass ooad from hatella Avenue to Cerritos Avenue · bckhoff ptreet from lrangewood Avenue to Collins Avenue ECity of lrange segmentF · earbor Boulevard from Chapman Avenue to lrangewood Avenue · earbor Boulevard from lrangewood Avenue to Convention tay · earbor Boulevard from Convention tay to hatella Avenue · earbor Boulevard from hatella Avenue to aisney tay · earbor Boulevard from aisney tay to janchester Avenue · earbor Boulevard from janchester Avenue to fJR · hatella Avenue from buclid ptreet to kinth ptreet · hatella Avenue from kinth ptreet to talnut ptreet · hatella Avenue from talnut ptreet to aisneyland arive · hatella Avenue from aisneyland arive to earbor Boulevard · hatella Avenue from janchester Avenue to Anaheim tay · hatella Avenue from pportstown to eowell Avenue · hatella Avenue from eowell Avenue to poJRT · hatella Avenue from poJRT to jain ptreet · iewis ptreet from hatella Avenue to Cerritos Avenue · lrangewood Avenue from earbor Boulevard to easter ptreet · lrangewood Avenue from easter ptreet to janchester Boulevard · mhoenix Club arive from eonda Center to Ball ooad · ptruck Avenue from hatella Avenue to jain ptreet ECity of lrange segmentF ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 42 Table QJOW OMPM ko mroject Arterial pegment aaily ilp fa Arterial crom To gurisdiction Traffic solume jidJBlock ianes Total Capacity sLC ilp A J N Anaheim Boulevard hatella Avenue fJR creeway Anaheim PMIRVM Sa RSIPMM MKRQ A A J O Anaheim Boulevard fJR creeway Cerritos Avenue Anaheim RPINPM Sa RSIPMM MKVQ b A J P Anaheim Boulevard Cerritos Avenue Ball ooad Anaheim QPIVPM Sa RSIPMM MKTU C A J Q Anaheim Boulevard Ball ooad sermont ptreet Anaheim PTISVM Sa RSIPMM MKST B A J R Anaheim tay ptate College Boulevard lrangewood Avenue lrange NPIPSM Pa OUINRM MKQT A A J S Anaheim tay lrangewood Avenue hatella Avenue Anaheim ORIOPM Pa OUINRM MKVM a A J T Anaheim tay hatella Avenue Anaheim Boulevard Anaheim NRISRM Pa OUINRM MKRS A A J U Ball ooad talnut ptreet aisneyland arive Anaheim QNINOM Sa RSIPMM MKTP C A J V Ball ooad aisneyland arive earbor Boulevard Anaheim RSITNM Sa RSIPMM NKMN c A J NM Ball ooad earbor Boulevard Anaheim Boulevard Anaheim QRISNM Sa RSIPMM MKUN a A J NN Ball ooad Anaheim Boulevard bast ptreet Anaheim QQINQM Sa RSIPMM MKTU C A J NO Ball ooad bast ptreet ptate College Boulevard Anaheim QQITOM Sa RSIPMM MKTV C A J NP Ball ooad ptate College Boulevard punkist ptreet Anaheim QSISPM Sa RSIPMM MKUP a A J NQ Ball ooad punkist ptreet poJRT creeway Anaheim RUITVM Sa RSIPMM NKMQ c A J NR Ball ooadGG poJRT creeway jain ptreet AnaheimL lrange RVIMVM Sa RSIPMM NKMR c A J NS Cerritos Avenue Anaheim Boulevard iewis ptreet Anaheim OSIPTM Qa PTIRMM MKTM B A J NT Cerritos Avenue iewis ptreet ptate College Boulevard Anaheim OSIMNM Qa PTIRMM MKSV B A J NU Cerritos Avenue ptate College Boulevard punkist ptreet Anaheim NSIPUM Qr ORIMMM MKSS B A J NV Cerritos Avenue punkist ptreet aouglass ooad Anaheim OOIPMM Qr ORIMMM MKUV a A J OM Chapman Avenue ptate College Boulevard poJRT creeway lrange PTIOOM Sa RSIPMM MKSS B A J ON Chapman Avenue poJRT creeway jain ptreet lrange POISNM Sa RSIPMM MKRU A A J OO qhe City arive poJOO creeway Chapman Avenue lrange PNITNM Ua TRIMMM MKQO A A J OP Clementine ptreet lrangewood Avenue dene Autry tay Anaheim UIMTM Qr ORIMMM MKPO A A J OQ Clementine ptreet dene Autry tay hatella Avenue Anaheim RIRPM Qr ORIMMM MKOO A A J OR Clementine ptreet hatella Avenue janchester Avenue Anaheim UIQMM Qr ORIMMM MKPQ A A J OS Collins Avenue bckhoff ptreet jain ptreet lrange OMIOUM Qr OQIMMM MKUR a A J OT Collins Avenue jain ptreet Batavia ptreet lrange OPIOTM Qr OQIMMM MKVT b A J OU Collins Avenue Batavia ptreet dlassell ptreet lrange ONIPSM Qr OQIMMM MKUV a A J OV aisney tay earbor Boulevard Clementine ptreet Anaheim NRISMM Sa RSIPMM MKOU A A J PM aisney tay Clementine ptreet Anaheim Boulevard Anaheim OQISVM Qr ORIMMM MKQQ A A J PN aouglass ooad hatella Avenue Cerritos Avenue Anaheim OQIRRM Qr ORIMMM MKVU b A J PO bckhoff ptreet lrangewood Avenue Collins Avenue lrange OTIPQM Qr OQIMMM NKNQ c A J PP dene Autry tay earbor Boulevard Clementine ptreet Anaheim OOIVSM Sa RSIPMM MKQN A A J PQ dene Autry tay Clementine ptreet easter ptreet Anaheim OTIUVM Sa RSIPMM MKRM A A J PR dene Autry tay easter ptreet fJR creeway Anaheim POIQOM Sa RSIPMM MKRU A A J PS dene Autry tay fJR creeway ptate College Boulevard Anaheim POIURM Sa RSIPMM MKRU A A J PT earbor Boulevard Chapman Avenue lrangewood Avenue Anaheim QUITUM Sa RSIPMM MKUT a A J PU earbor Boulevard lrangewood Avenue Convention tay Anaheim QSIUVM Sa RSIPMM MKUP a A J PV earbor Boulevard Convention tay hatella Avenue Anaheim QVIVUM Sa RSIPMM MKUV a A J QM earbor Boulevard hatella Avenue aisney tay Anaheim RRIMOM Sa RSIPMM MKVU b A J QN earbor Boulevard aisney tay janchester Avenue Anaheim RPIQVM Ta SRISOR MKVR b A J QO earbor Boulevard janchester Avenue fJR creeway Anaheim RRIQOM Ua TRIMMM MKUQ a A J QP earbor Boulevard fJR creeway Ball ooad Anaheim RTISSM Sa RSIPMM MKTT C A J QQ earbor Boulevard Ball ooad sermont ptreet Anaheim PTIQQM Sa RSIPMM MKST B A J QR easter ptreet Chapman Avenue lrangewood Avenue Anaheim PSIQSM Sa RSIPMM MKSR B A J QS easter ptreet lrangewood Avenue hatella Avenue Anaheim PTINTM Qr ORIMMM MKSS B A J QT eowell Avenue ptate College Boulevard punkist ptreet Anaheim NRIRUM Qr ORIMMM MKSO B A J QU eowell Avenue punkist ptreet hatella Avenue Anaheim SIPUM Sa RSIPMM MKOS A A J QV hatella Avenue buclid ptreet kinth ptreet Anaheim QVIQRM Sa RSIPMM MKUU a ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 4P Table QJOW OMPM ko mroject Arterial pegment aaily ilpI Continued fa Arterial crom To gurisdiction Traffic solume jidJBlock ianes Total Capacity sLC ilp A J RM hatella Avenue kinth ptreet talnut ptreet Anaheim QTIOSM Sa RSIPMM MKUQ a A J RN hatella Avenue talnut ptreet aisneyland arive Anaheim RRIQMM Sa RSIPMM MKVU b A J RO hatella Avenue aisneyland arive earbor Boulevard Anaheim SQIVOM Ua TRIMMM MKUT a A J RP hatella Avenue earbor Boulevard Clementine ptreet Anaheim RTIQUM Ua TRIMMM MKTT C A J RQ hatella Avenue Clementine ptreet Anaheim Boulevard Anaheim RTIRMM Ua TRIMMM MKTT C A J RR hatella Avenue Anaheim Boulevard fJR creeway Anaheim RRIPOM Ua TRIMMM MKTQ C A J RSa hatella Avenue janchester Avenue Anaheim tay Anaheim RUINSM Sa RSIPMM NKMP c A J RSb hatella Avenue Anaheim tay iewis ptreet Anaheim RUINSM Ua TRIMMM MKTU C A J RT hatella Avenue iewis ptreet ptate College Boulevard Anaheim QUIUOM Ua TRIMMM MKSR B A J RU hatella Avenue ptate College Boulevard pportstown Anaheim QTIVUM Ua TRIMMM MKSQ B A J RV hatella Avenue pportstown eowell Avenue Anaheim RQIPUM Sa RSIPMM MKVT b A J SM hatella Avenue eowell Avenue poJRT creeway Anaheim SMIUSM Sa RSIPMM NKMU c A J SN hatella AvenueGG poJRT creeway jain ptreet AnaheimL lrange RQISMM Sa RSIPMM MKVT b A J SO hatella AvenueG jain ptreet Batavia ptreet lrange QTISVM Sa RVINNR MKUN a A J SP hatella AvenueG Batavia ptreet dlassell ptreet lrange QSIMSM Sa RVINNR MKTU C A J SQ iewis ptreet dene Autry tay hatella Avenue Anaheim NSIUMM Qa PTIRMM MKQR A A J SR iewis ptreet hatella Avenue Cerritos Avenue Anaheim OOIPSM Qr ORIMMM MKUV a A J SS iewis ptreet Cerritos Avenue Ball ooad Anaheim OMIUTM Qa PTIRMM MKRS A A J ST jain ptreet Chapman Avenue lrangewood Avenue lrange PVIMRM Sa RSIPMM MKSV B A J SU jain ptreet lrangewood Avenue Collins Avenue lrange OUITPM Sa RSIPMM MKRN A A J SV jain ptreet Collins Avenue hatella Avenue lrange PMIVOM Qa PTIRMM MKUO a A J TM jain ptreet hatella Avenue qaft Avenue lrange ONIRQM Qa PTIRMM MKRT A A J TN janchester Avenue Compton Avenue lrangewood Avenue Anaheim NSIRVM Pa OUINRM MKRV A A J TO janchester Avenue lrangewood Avenue hatella Avenue Anaheim ONIRQM Pa OUINRM MKTT C A J TP janchester Avenue hatella Avenue Anaheim Boulevard Anaheim NNIRMM Pa OUINRM MKQN A A J TQ lrangewood Avenue earbor Boulevard easter ptreet Anaheim OMINPM Qr ORIMMM MKUN a A J TR lrangewood Avenue easter ptreet janchester Avenue Anaheim OQIQUM Qr ORIMMM MKVU b A J TS lrangewood AvenueGG janchester Avenue ptate College Boulevard AnaheimL lrange OUIRPM Sa RSIPMM MKRN A A J TT lrangewood Avenue ptate College Boulevard oampart ptreet Anaheim PUIMUM Sa RSIPMM MKSU B A J TU lrangewood AvenueGG oampart ptreet poJRT creeway AnaheimL lrange QMIMRM Sa RSIPMM MKTN C A J TV lrangewood Avenue poJRT creeway bckhoff ptreet lrange QQISTM Sa RSIPMM MKTV C A J UM lrangewood Avenue bckhoff ptreet jain ptreet lrange NTITRM Sa RSIPMM MKPN A A J UN mhoenix Club arive eonda Center Ball ooad Anaheim NPIRPM Or NOIRMM NKMU c A J UO oampart ptreet Chapman Avenue lrangewood Avenue Anaheim NSIRNM Qr ORIMMM MKSS B A J UP ptate College Boulevard Chapman Avenue fJR creeway lrange QOIPTM Ua TRIMMM MKRS A A J UQ ptate College Boulevard fJR creeway lrangewood Avenue lrange QPIOQM Ua TRIMMM MKRU A A J UR ptate College Boulevard lrangewood Avenue dene Autry tay Anaheim PVISTM Ua TRIMMM MKRP A A J US ptate College Boulevard dene Autry tay hatella Avenue Anaheim PNIMQM Sa RSIPMM MKRR A A J UT ptate College Boulevard hatella Avenue eowell Avenue Anaheim PVIUQM Sa RSIPMM MKTN C A J UU ptate College Boulevard eowell Avenue Cerritos Avenue Anaheim OTIUSM Sa RSIPMM MKQV A A J UV ptate College Boulevard Cerritos Avenue Ball ooad Anaheim ORIUUM Sa RSIPMM MKQS A A J VM ptate College Boulevard Ball ooad tagner Avenue Anaheim PPINPM Sa RSIPMM MKRV A A J VN ptruck Avenue hatella Avenue jain ptreet lrange NQINMM Or NOIMMM NKNU c A J VO punkist ptreet eowell Avenue Cerritos Avenue Anaheim VIVRM Qr ORIMMM MKQM A A J VP punkist ptreet Cerritos Avenue Ball ooad Anaheim NNIOQM Qr ORIMMM MKQR A A J VQ talnut Avenue jain ptreet Batavia ptreet lrange VISPM Or NOIMMM MKUM C A J VR talnut Avenue Batavia ptreet dlassell ptreet lrange VIUTM Or NOIMMM MKUO a koteW G pmart ptreet segment in lrange assumes a RB capacity enhancement GG phared segments capacities are identified by the jurisdiction in which the traffic count was taken kA J kot Applicable ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 44 Arterial pegment meak eour ilp Analysis Table QJP reports the Aj and mj peak hour arterial segment ilp for the deficient arterial segments located in Anaheim forecast under daily OMPM ko mroject conditions identified aboveK qhe table indicates that one arterial segment is projected to operate deficiently during the mj peak hourW · iewis ptreet from hatella Avenue to Cerritos Avenue ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 4R Table QJPW OMPM ko mroject Arterial pegment meak eour ilp fa Arterial crom To gurisdiction Traffic solume jidJBlock ianes Total Capacity sLC ilp Aj meak eour A J O Anaheim Boulevard fJR creeway Cerritos Avenue Anaheim PIOTM Sa RIUNQ MRS A A J S Anaheim tay lrangewood Avenue hatella Avenue Anaheim NISTM Pa PIQOM MKQV A A J V Ball ooad aisneyland arive earbor Boulevard Anaheim PISOM Sa RITMM MKSQ B A J NM Ball ooad earbor Boulevard Anaheim Boulevard Anaheim OISUM Sa RITMM MKQT A A J NP Ball ooad ptate College Boulevard punkist ptreet Anaheim PINMM Sa QISTQ MKSS B A J NQ Ball ooad punkist ptreet poJRT creeway Anaheim QIORM Sa RINPM MKUP a A J NV Cerritos Avenue punkist ptreet aouglass ooad Anaheim OIMTM Qr OIPRS MKUU a A J PN aouglass ooad hatella Avenue Cerritos Avenue Anaheim NIUSM Qr OISSM MKTM B A J PT earbor Boulevard Chapman Avenue lrangewood Avenue Anaheim OIRPM Sa PIUTS MKSR B A J PU earbor Boulevard lrangewood Avenue Convention tay Anaheim OIRSM Sa RIRUS MKQS A A J PV earbor Boulevard Convention tay hatella Avenue Anaheim OITQM Sa RIRUS MKQV A A J QM earbor Boulevard hatella Avenue aisney tay Anaheim OIVRM Sa SIMQO MKQV A A J QN earbor Boulevard aisney tay janchester Avenue Anaheim PIMRM Sa SIMQO MKRM A A J QO earbor Boulevard janchester Avenue fJR creeway Anaheim PINRM Ta UIVNN MKPR A A J QV hatella Avenue buclid ptreet kinth ptreet Anaheim PIRTM Sa RIUNQ MKSN B A J RM hatella Avenue kinth ptreet talnut ptreet Anaheim OITVM Sa TIMSU MKPV A A J RN hatella Avenue talnut ptreet aisneyland arive Anaheim PISRM Sa TIMSU MKRO A A J RO hatella Avenue aisneyland arive earbor Boulevard Anaheim PIQVM Ua VIOTO MKPU A A –RSa hatella Avenue janchester Avenue Anaheim tay Anaheim PISSO M Sa SIQVU MKRS A A J RV hatella Avenue pportstown eowell Avenue Anaheim OIUMM Sa TISPU MKPT A A J SM hatella Avenue eowell Avenue poJRT creeway Anaheim PISVM Sa TISPU MKQU A A J SN hatella Avenue poJRT creeway jain ptreet AnaheimL lrange QIMTM Sa RIOQQ MKTU C A J SR iewis ptreet hatella Avenue Cerritos Avenue Anaheim OINVM Qr PIOSU MKQV A A J TQ lrangewood Avenue earbor Boulevard easter ptreet Anaheim NINNM Qr PIUMM MKOV A A J TR lrangewood Avenue easter ptreet janchester Avenue Anaheim NISNM Qr QIQMU MKRU A A J UN mhoenix Club arive eonda Center Ball ooad Anaheim UVM Or NIQUO MKSM A mj meak eour A J O Anaheim Boulevard fJR creeway Cerritos Avenue Anaheim QITVM Sa RIUNQ MKUO a A J S Anaheim tay lrangewood Avenue hatella Avenue Anaheim PIPMM Pa PIUMM MKUT a A J V Ball ooad aisneyland arive earbor Boulevard Anaheim QIMOM Sa QITUU MKUQ a A J NM Ball ooad earbor Boulevard Anaheim Boulevard Anaheim OIVTM Sa QISTQ MKSQ B A J NP Ball ooad ptate College Boulevard punkist ptreet Anaheim PIRQM Sa RITMM MKSO B A J NQ Ball ooad punkist ptreet poJRT creeway Anaheim QIQOM Sa TIMSU MKSP B A J NV Cerritos Avenue punkist ptreet aouglass ooad Anaheim OIOUM Qr PIOSU MKTM B A J PN aouglass ooad hatella Avenue Cerritos Avenue Anaheim NIVQM Qr OITPS MKTN C A J PT earbor Boulevard Chapman Avenue lrangewood Avenue Anaheim PIORM Sa QIRSM MKTN C A J PU earbor Boulevard lrangewood Avenue Convention tay Anaheim PINOM Sa QIRSM MKSU B A J PV earbor Boulevard Convention tay hatella Avenue Anaheim PIRMM Sa PIVVM MKUU a A J QM earbor Boulevard hatella Avenue aisney tay Anaheim PIQTM Sa RINPM MKSU B A J QN earbor Boulevard aisney tay janchester Avenue Anaheim PISPM Sa RINPM MKTN C A J QO earbor Boulevard janchester Avenue fJR creeway Anaheim PISPM Ta VITMV MKPT A A J QV hatella Avenue buclid ptreet kinth ptreet Anaheim QINRM Sa RITMM MKTP C A J RM hatella Avenue kinth ptreet talnut ptreet Anaheim QIOMM Sa TIUSS MKRP A A J RN hatella Avenue talnut ptreet aisneyland arive Anaheim QIQTM Sa TIUSS MKRT A A J RO hatella Avenue aisneyland arive earbor Boulevard Anaheim RIOQM Ua SIPUQ MKUO a A –RSa hatella Avenue janchester Avenue Anaheim tay Anaheim QIRVM Sa TIVUM MKRU A A J RV hatella Avenue pportstown eowell Avenue Anaheim PISTM Sa TITRO MKQT A A J SM hatella Avenue eowell Avenue poJRT creeway Anaheim QIMQM Sa TITRO MKRO A A J SN hatella Avenue poJRT creeway jain ptreet AnaheimL lrange QISSM Sa RITMM MKUO a A J SR iewis ptreet hatella Avenue Cerritos Avenue Anaheim OISUM Qr OISSM NKMN c A J TQ lrangewood Avenue earbor Boulevard easter ptreet Anaheim NIROM Qr PIUMM MKQM A A J TR lrangewood Avenue easter ptreet janchester Avenue Anaheim NITOM Qr QITUU MKPS A A J UN mhoenix Club arive eonda Center Ball ooad Anaheim NINSM Or NIQUO MKTU C koteW phared segments capacities are identified by the jurisdiction in which the traffic count was taken kA J kot Applicable phared segments capacities are identified by the jurisdiction in which the traffic count was taken ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 4S Caltrans oamp Termini fntersection Analysis Table QJQ presents the eCj results of peak hour delays and levels of service for the ramp termini intersections under OMPM ko mroject conditionsK aetailed analysis worksheets are included in Appendix eJOK qhe analysis indicates that the following one Caltrans oamp intersection operates at an unacceptable ilp in either peak hourK · poJOO testbound oamps at jetropolitan arive Emj meak eourF qhe ramp termini intersections have previously been evaluated based on the fCr methodology and in general the analysis ilp results are consistentK eoweverI for two locationsI the ramp termini intersections of poJOO testbound at jetropolitan arive EfJVUF and lrangewood Avenue L poJRT pouthbound oamps operate at different levels of service when comparing the fCr and eCj analysisK fntersection #VUI poJOO testbound at jetropolitan arive is deficient only under the eCj analysis indicating that the deficiency is generally the result of operational issuesI such as insufficient or excessive signal timings for pedestrian crossingsK fntersection #TNI lrangewood Avenue L poJRT pouthbound oamps is forecast to operate at ilp b under mKjK peak hour fCr analysis while the analysis resulted in a forecast mKjK peak hour ilp a conditionK qhe coordination of signals under the future conditions analysis reduces the delay and provides a better ilpK Table QJQW OMPM ko mroject oamp Termini fntersection ilp fa fntersection Aj meak eour mj meak eour aelay ilp aelay ilp f J V earbor Boulevard L fJR korthbound oamps NMKR B ONKS C f J NM earbor Boulevard L fJR pouthbound oamps NRKO B TKU A f J NT fJR pouthbound lff oamp L aisney tay OOKR C OMKT C f J ON Anaheim Boulevard L fJR korthbound oamps NNKN B QVKV a f J OO Anaheim Boulevard L aisney tay OPKR C OVKS C f J OS janchester Avenue EfJR pouthbound oampsF L hatella Avenue OSKU C OQKV C f J OT Anaheim tay EfJR korthbound oampsF L hatella Avenue NSKP B OTKT C f J PT fJR els oamps L dene Autry tay PMKM C NVKS B f J RR ptate College Boulevard L fJR korthbound oamps ONKU C OOKT C f J RS ptate College Boulevard L fJR pouthbound oamps RQKN a OMKM B f J SS Ball ooad L poJRT korthbound oamps NSKP B NSKT B f J ST Ball ooad L poJRT pouthbound oamps OQKT C OMKQ C f J SU poJRT korthbound oamps L hatella Avenue NSKM B NOKO B f J SV poJRT pouthbound oamps L hatella Avenue OQKV C NNKQ B f J TM lrangewood Avenue L poJRT korthbound oamps NPKO B SKR A f J TN lrangewood Avenue L poJRT pouthbound oamps ORKM C ROKU a f J VR fJR oamps L Chapman Avenue OVKM C PSKQ a f J VT poJOO bastbound oamps L qhe City arive OQKP C OTKM C f J VU poJOO testbound oampsL jetropolitan arive QSKR a SRKN b f J VV poJRT korthbound oamps L Chapman Avenue QKV A QKP A f J NMM poJRT pouthbound oamps L Chapman Avenue QPKV a QOKQ a ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 4T Caltrans oamp Termini lffJoamp nueuing Analysis Table QJR presents the offJramp queue and control delay determined by for the study area offJramp termini intersections under OMPM ko mroject conditionsK aetailed queuing analysis worksheets are included in Appendix jJOK qhe analysis indicates that no Caltrans oamp intersections are forecast to have a queuing length that is greater than the offJramp storage ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 48 Table QJRW OMPM ko mroject oamp Termini lffJoamp nueuing iength Analysis fa oamp Termini fntersection lffJoamp # of ianes lffJoamp ptorage iength EfeetF lffJoamp nueue iength lffJoamp Control aelay EsecF aeficient ptorage iength Aj meak eour mj meak eour Aj meak eour mj meak eour i T o i T o i T o i T o i T o i T o f J V earbor Boulevard L fJR korthbound oamps NKR NKR QMM NIOUM TM NNM NOM OQM OOKR PPKT OQKR RNKV ko f J NM earbor Boulevard L fJR pouthbound oamps O N NIOQM NVM NQM NMM RSKV QSKO ko f J NT fJR pB lff oamp L aisney tay NKPP MKPP NKPP VQM PUM PUM ONM OOM NTM NUM SMKR SOKR RSKR RUKP ko f J OS janchester Avenue EfJR pouthbound oampsF L hatella Avenue NKR NKR TOM TOM NITNM NMM NM RM NMM OM TNKV NUKV ORKU SMKR NUKS ko f J OT Anaheim tay EfJR korthbound oampsF L hatella Avenue NKR P MKR NIRQM NIMSM PMM OSM RNM RTM QOKT PRKR SVKO SMKM ko f J PT fJR els kB oamps L dene Autry tay N O nLa NIRNM NM M QM M PPKM NSKQ QSKN NMKV ko fJR els pB oamps L dene Autry tay O N NIPQM nLa OQM M NPM M RMKS OQKS RVKQ NNKQ ko f J RR ptate College Boulevard L fJR korthbound oamps NKR NKR O NIRUM SVM SVM NUM NVM TM UM UN NRM SVKU RVKP OMKT QVKU QTKP QUKS ko f J RS ptate College Boulevard L fJR pouthbound oamps NKR MKR O OIVSM OINVM NIRVM PM VRM NNM TM RVM VM NTKR NOQKU OMKM OMKR RVKV OMKS ko f J SS Ball ooad L poJRT korthbound oamps NKR NKR NIMPM SUM OQM OQM OPM ONM QRKV RUKM QTKS RQKQ ko f J ST Ball ooad L poJRT pouthbound oamps N O NIOVM RTM ROM PRM PTM ORM QPKR OUKM RRKT PVKO ko f J SU poJRT korthbound oamps L hatella Avenue NKR NKR NIMPM RVM ORM ORM NVM NUM QNKO QVKV QTKQ ROKS ko f J SV poJRT pouthbound oamps L hatella Avenue N O VPM SMM ORM OSM NTM OPM QRKV QPKR QOKU QVKV ko f J TM lrangewood Avenue L poJRT korthbound oamps NKR NKR SRM PRM NPM ONM RM RM PUKS SQKS PVKU QPKO ko f J TN lrangewood Avenue L poJRT pouthbound oamps NKR NKR NIMRM SPM PQM OPM OMM NOM OQM NUM OQT TRKP SNKN PQKV NNSKU VMKN TSKM ko f J VR fJR oamps L Chapman Avenue O N NIMUM OOM OMM OM OQM M OVKO SKO PQKN RKP ko f J VT poJOO bastbound oamps L qhe City arive NKPP MKPP NKPP UTM SRM QMM NUM NVM NSM NTM SOKN SPKP RTKS RVKR ko f J VU poJOO testbound oampsL jetropolitan arive O M O VMM POM NRM OMM QOM PM POKR OOKP NMOKT UKM ko f J VV poJRT korthbound oamps L Chapman Avenue N N NIOQM TSM SM QM M SPKN NRKO SMKV NTKU ko f J NMM poJRT pouthbound oamps L Chapman Avenue MKR MKR N RUM NIMMM OTM QM NPM NNM UTKQ NRKP RMKP OSKV ko ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 49 Caltrans creeway oamp eCj Analysis Table QJS summarizes eCj analysis results for the study area ramps for the Aj and mj peak hoursK mer the Caltrans eighway aesign janualI a OJlane on or offJramp should be provided where volumes exceed NIRMM vehicles per hour during either the Aj or mj peak hourK qhe pouthbound poJRT lffJ oamp to Ball ooad forecast volume exceeds this criteria during the Aj peak hour under ko mroject conditions and should be monitoredX however there is no difference between the ko mroject and tith mroject volumes at this locationI therefore the project has no responsibility for improvements at this locationK aetailed analysis worksheets are included in Appendix fJOK According to the analysisI the following freeway ramps are deficient under either the Aj or mj peak hour OMPM ko mroject conditionsW · fJR korthbound Connector from poJOO bastbound Emj meak eourF · fJR korthbound lffJoamp to Chapman Avenue Emj meak eourF · fJR korthbound lffJoamp to ptate College Boulevard Emj meak eourF · fJR korthbound lnJoamp from ptate College Avenue Emj meak eourF · fJR korthbound lffJoamp to hatella Avenue Emj meak eourF · fJR korthbound els lnJoamp from dene Autry tay Emj meak eourF · fJR korthbound lnJoamp from Anaheim Boulevard Emj meak eourF · fJR korthbound lffJoamp to earbor Boulevard Emj meak eourF · fJR korthbound lnJoamp from earbor Boulevard Emj meak eourF · fJR pouthbound lnJoamp from lrangewood Avenue Emj meak eourF · fJR pouthbound Connector to poJOO testbound Emj meak eourF · poJRT pouthbound lffJoamp to Ball ooad EAj meak eourF · poJRT pouthbound lffJoamp to hatella Avenue EAj and mj meak eourF · poJOO bastbound lffJoamp to cairview ptreet Emj meak eourF · poJOO bastbound lnJoamp from cairview ptreet Emj meak eourF · poJOO bastbound Connector to City ariveLBristol ptreet Emj meak eourF · poJOO bastbound CollectorLaistributor lffJoamp to qhe City arive Emj meak eourF · poJOO testbound lnJoamp from easter ptreet Emj meak eourF ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport R0 Table QJSW OMPM ko mroject creeway oamp eCj ilp fa oamp pegment oamp # of iane AKjK meak eour mKjK meak eour jainline solume oamp solume aensity EpcLmiLlnF ilp jainline solume oamp solume aensity EpcLmiLlnF ilp o J N fJR kB Connector from poJOO bBG O RIPOM NIURM OUKV a VIORM OITVM > Capacity c o J O fJR kB lffJoamp to Chapman Avenue N TINTM PQM ORKM C NOIMQM QOM > Capacity c o J P fJR kB lffJoamp to ptate College Boulevard O SIUPM NINPM NNKV B NNISOM UQM > Capacity c o J Q fJR kB els lffJoamp to dene Autry tayLaisney tay N NIQMM RM NOKQ B NIVRM NQM NTKQ B o J R fJR kB lnJoamp from ptate College Avenue N RITMM OPM NUKV B NMITUM QPM > Capacity c o J S fJR kB lffJoamp to hatella AvenueGG O RIUNM VRM OOKR C VIPSM NISMM PSKO b o J T fJR kB lnJoamp from lrangewood Avenue N QIUSM PTM ONKP C TITSM ROM POKR a o J U fJR kB lnJoamp from hatella Avenue N RIOPM OSM OOKQ C UIOUM QMM PPKV a o J V fJR kB els lnJoamp from dene Autry tayGG N NINTM NTM OOKV C NITNM UNM PSKT b o J NM fJR kB lnJoamp from Anaheim Boulevard N RIQVM QQM OQKN C UISUM NINQM > Capacity c o J NN fJR kB lffJoamp to earbor Boulevard N RITUM UMM OQKO C VIVOM NIMNM PTKU b o J NO fJR kB lnJoamp from earbor Boulevard N QIVUM OVM ONKN C UIVNM TMM > Capacity c o J NP fJR pB lffJoamp to earbor Boulevard N TITSM STM OUKV a UIUPM SVM POKR a o J NQ fJR pB lnJoamp from earbor Boulevard N TIMVM NIOSM OVKN a UINQM VVM OVKT a o J NR fJR pB lffJoamp to aisney tayLAnaheim Boulevard N UIPRM SSM PMKU a VINPM RPM POKT a o J NS fJR pB lffJoamp to hatella AvenueLlrangewood Avenue O SINPM TRM OPKT C TITTM PSM PMKN a o J NT fJR pB els lffJoamp to dene Autry tay N OITSM SOM OQKT C OISVM PUM OQKN C o J NU fJR pB lnJoamp from Anaheim Boulevard N RIPUM QPM OPKS C TIQNM RSM PNKS a o J NV fJR pB lnJoamp from hatella Avenue N RIUNM VMM OUKU a TIVTM TMM PQKS a o J OM fJR pB lffJoamp to ptate College Avenue N SIQTM SPM OOKS C UISQM UQM PMKV a o J ON fJR pB els lnJoamp from dene Autry tay N OIMTM OOM ONKM C OIOSM OTM OPKM C o J OO fJR pB lnJoamp from lrangewood Avenue N RIUQM SUM OTKO C TIUMM UOM PRKM b ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport R1 Table QJSW OMPM ko mroject creeway oamp eCj ilpI Continued fa oamp pegment oamp # of iane AKjK meak eour mKjK meak eour jainline solume oamp solume aensity EpcLmiLlnF ilp jainline solume oamp solume aensity EpcLmiLlnF ilp o J OP fJR pB lnJoamp from ptate College Boulevard N SIROM OPM NVKV B UISOM POM OSKM C o J OQ fJR pB lnJoamp from Chapman Avenue N SITRM QUM OMKN C UIVQM STM ORKN C o J OR fJR pB Connector to poJOO tB N TIOPM UUM OUKM a VISNM NIPOM PUKN b o J OS fJR pB Connector to poJOO bB O SIPRM NIMQM NNKN B UIOVM NIPPM NSKN B o J OT poJRT kB lffJoamp to Chapman Avenue N PITVM NSM OPKO C RINRM NUM OVKU a o J OU poJRT kB lnJoamp from Chapman Avenue tB N SIOTM OSM NTKU B VITNM QOM ORKO C o J OV poJRT kB lnJoamp from Chapman Avenue bB N RITVM OOM NVKM B VIQNM PMM OUKT a o J PM poJRT kB lffJoamp to lrangewood Avenue N SIOTM TNM ORKO C NMINPM PNM PQKP a o J PN poJRT kB lnJoamp from lrangewood Avenue tB N RIUSM OOM NVKO B NMINOM SSM PQKM a o J PO poJRT kB lnJoamp from lrangewood Avenue bB N RIRSM PMM NVKM B VIUOM PMM PMKN a o J PP poJRT kB lffJoamp to hatella Avenue N RIPOM VTM OPKO C VIMOM TRM PPKM a o J PQ poJRT kB lnJoamp from hatella Avenue tB N QITRM OOM NSKS B UITSM RMM OUKO a o J PR poJRT kB lnJoamp from hatella Avenue bB N QIPRM QMM NTKM B UIOTM QVM OSKQ C o J PS poJRT kB lffJoamp to Ball ooad N QITUM VNM OOKM C VIPMM USM PQKR a o J PT poJRT kB lnJoamp from Ball ooad tB N QIPVM QOM NTKP B VIMVM VMM POKR a o J PU poJRT kB lnJoamp from Ball ooad bB N PIUTM ROM NSKT B UIQQM SRM OUKP a o J PV poJRT pB lffJoamp to Ball ooad N UIQPM NITTM PSKR b UIORM NINRM POKS a o J QM poJRT pB lnJoamp from Ball ooad tB N SISSM OQM OSKU C TINMM RMM PMKP a o J QN poJRT pB lnJoamp from Ball ooad bB N SIVMM STM PNKM a TISMM RSM POKR a o J QO poJRT pB lffJoamp to hatella Avenue N UINQM NIMOM PUKO b UIPSM TVM PTKV b o J QP poJRT pB lnJoamp from hatella Avenue tB N TINOM OSM OUKR a TIRTM RMM OSKM C o J QQ poJRT pB lnJoamp from hatella Avenue bB N TIPUM NUM OUKT a UIMTM QSM PPKP a o J QR poJRT pB lffJoamp to lrangewood Avenue N TIVUM UTM PMKP a UIVUM USM PPKR a o J QS poJRT pB lnJoamp from lrangewood Avenue N TINNM OPM OUKO a UINOM SRM PRKM a o J QT poJRT pB lffJoamp to Chapman Avenue N TIPQM RPM OSKQ C UITTM SUM PNKV a o J QU poJRT pB lnJoamp from Chapman Avenue N NIPQM QPM NTKN B NISSM SMM ONKO C o J QV poJOO bB lffJoamp to cairview ptreet N SIVTM OPM OVKO a UIRPM PMM PRKU b o J RM poJOO bB lnJoamp from cairview ptreet N SITQM VUM POKU a UIOPM NIPSM > Capacity c o J RN poJOO bB Connector to City ariveLBristol ptreetGG P SIVVM RIMNM OSKR C UISUM SISVM > Capacity c o J RO poJOO bB CollectorLaistributor lffJoamp to qhe City arive N RIMNM PPM OVKO a SISVM QSM > Capacity c o J RP poJOO bB Connector from fJR pBLpoJRT pB O OISUM OIMVM ORKR C PIMPM OIVRM PQKM a o J RQ poJOO tB Connector to fJR pBLpoJRT pB O QIPQM NIUPM NPKU B SIQTM OIPMM OOKO C o J RR poJOO tB lnJoamp from qhe City arive N OIMMM PUM OOKO C OIQUM QTM OSKV C o J RS poJOO tB Connector from fJR pBLpoJRT pB O QISSM OIMMM OQKN C TIOMM OIQUM PPKM a o J RT poJOO tB lffJoamp to easter ptreet O TIMQM SQM NNKT B NMINRM UTM OMKV C o J RU poJOO tB lnJoamp from easter ptreet N SIQMM RRM OUKO a VIOUM TVM > Capacity c G jajor jerge Analysis rtilized to calculate density pcLmiLln J massenger Cars per jile per iane GG jajor aiverge Analysis rtilized to calculate density ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport R2 Caltrans creeway jainline eCj Analysis Table QJT summarizes eCp analysis results for the densities and levels of service for study area mainline segments for the Aj and mj peak hoursK aetailed analysis worksheets are included in Appendix gJOK According to the analysis the following freeway mainline segments are deficient under either the Aj or mj peak hours of which eleven segments perform deficiently also under existing conditions Eindicated by GFW · fJR korthbound between poJVN and Brookhurst ptreet Emj meak eourF · fJR korthbound between Brookhurst ptreet and buclid ptreet Emj meak eourF · fJR korthbound between buclid ptreet and iincoln Avenue Emj meak eourF · fJR pouthbound between buclid ptreet and iincoln Avenue Emj meak eourFG · fJR korthbound between iincoln Avenue and earbor Boulevard Emj meak eourF · fJR korthbound between earbor Boulevard and hatella Avenue Emj meak eourF · fJR korthbound between poJOO and NTth ptreet Emj meak eourFG · fJR pouthbound between poJOO and NTth ptreet EAj and mj meak eourFG · fJR korthbound between NTth ptreet and drand Avenue Emj meak eourFG · fJR pouthbound between NTth ptreet and drand Avenue Emj meak eourFG · fJR korthbound between drand Avenue and Qth ptreet Emj meak eourF · fJR pouthbound between drand Avenue and Qth ptreet Emj meak eourFG · fJR korthbound between Qth ptreet and poJRR Emj meak eourFG · poJRT pouthbound between hatella Avenue and Ball ooad EAj and mj meak eourFG · poJRT korthbound between Ball ooad and iincoln Avenue Emj meak eourFG · poJRT korthbound between poJVN and iincoln Avenue Emj meak eourF · poJOO bastbound between Brookhurst ptreet and buclid ptreet Emj meak eourF · poJOO testbound between Brookhurst ptreet and buclid ptreet Emj meak eourF · poJOO bastbound between buclid ptreet and earbor Boulevard Emj meak eourF · poJOO testbound between buclid ptreet and earbor Boulevard Emj meak eourF · poJOO bastbound between earbor Boulevard and cairview ptreetLeaster ptreet Emj meak eourFG · poJOO testbound between earbor Boulevard and easter ptreet Emj meak eourFG · poJOO testbound between easter ptreet and qhe City ariveLfJR Emj meak eourF Table QJTW OMPM ko mroject creeway jainline eCj ilp fa creeway pegment korthbound L bastbound pouthbound L testbound AKjK meak eour mKjK meak eour AKjK meak eour mKjK meak eour solume aensity EpcLmiLlnF ilp solume aensity EpcLmiLlnF ilp solume aensity EpcLmiLlnF ilp solume aensity EpcLmiLlnF ilp c J N fJR between poJVN and Brookhurst ptreet SIMOM NUKV C VIUOM PRKP b SIVRM NUKO C TISVM OMKO C c J O fJR between Brookhurst ptreet and buclid ptreet SIPMM NVKU C NMIOPM PUKQ b TINNM OOKR C UIUQM OVKR a c J P fJR between buclid ptreet and iincoln Avenue SIPMM NVKU C NMISMM QNKT b TISTM PPKT a UIUSM > QRKM c c J Q fJR between iincoln Avenue and earbor Boulevard SIQSM OMKP C NNIMNM > QRKM c TITSM OQKU C UIUPM OVKR a c J R fJR between earbor Boulevard and hatella Avenue RITUM NUKO C VIVOM PSKM b SINPM NVKP C TITTM OQKV C c J S fJR between hatella Avenue and ptate College Boulevard RIUNM NUKP C VIPSM POKP a SIQTM OMKP C UISQM OUKS a c J T fJR between ptate College Boulevard and poJOO SIUPM NTKT B NNISOM PPKU a UINUM ONKP C NMIMOM OSKS a ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport RP Table QJTW OMPM ko mroject creeway jainline eCj ilpI Continued fa creeway pegment korthbound L bastbound pouthbound L testbound AKjK meak eour mKjK meak eour AKjK meak eour mKjK meak eour solume aensity EpcLmiLlnF ilp solume aensity EpcLmiLlnF ilp solume aensity EpcLmiLlnF ilp solume aensity EpcLmiLlnF ilp c J U fJR between poJOO and NTth ptreet UIPRM ONKS C NQIPUM > QRKM c NOINOM PSKP b NQIQTM > QRKM c c J V fJR between NTth ptreet and drand Avenue UITSM OOKU C NPITMM > QRKM c NMIOPM OTKR a NOIUTM QNKR b c J NM fJR between drand Avenue and Qth ptreet UISOM OOKQ C NPIPNM > QRKM c VIVRM OSKR a NOITNM QMKO b c J NN fJR between Qth ptreet and poJRR UIRUM OOKP C NPIMPM QOKU b UIVMM OPKO C NNISMM PPKQ a c J NO poJRT between poJOO and lrangewood Avenue SIOTM NSKO B NMINPM OTKN a TIMNM ONKU C UIPMM OSKR a c J NP poJRT between lrangewood Avenue and hatella Avenue RIPOM NSKR B VIMOM OVKU a TIVUM ORKO C UIVUM OVKS a c J NQ poJRT between hatella Avenue and Ball ooad QITUM NQKU B VIPMM PNKP a UINQM PSKU b UIPSM PVKM b c J NR poJRT between Ball ooad and iincoln Avenue RIOPM NSKO B NMIMNM PRKS b UIQPM OTKN a UIORM OSKP a c J NS poJRT between poJVN and iincoln Avenue RIMVM NRKU B NMISQM QMKS b VIMSM OPKS C UITOM OOKT C c J NT poJOO between Brookhurst ptreet and buclid ptreet SITMM OSKT a UIMVM PSKM b RISQM ONKU C UIRUM QMKV b c J NU poJOO between buclid ptreet and earbor Boulevard TINPM OVKM a UISPM QNKS b SIONM OQKP C VIOQM > QRKM c c J NV poJOO between earbor Boulevard and cairview ptreetLeaster ptreet SIVTM OUKN a UIRPM QMKQ b SIPTM ORKM C VIPVM > QRKM c c J OM poJOO between cairview ptreetLeaster ptreet and qhe City ariveLfJR SIVVM ONKS C UISUM OUKM a TIMQM ONKU C NMINRM PSKP b c J ON poJOO between fJR and jain ptreet QIUSM NUKT C SIMVM OPKT C QIPQM NSKT B SIQTM ORKR C c J OO poJOO between jain ptreet and dlassell ptreet QIONM NSKO B SIPSM ORKM C QIQMM NTKM B RIUTM OOKU C c J OP poJOO between dlassell ptreet and poJRR PIPOM NMKO A RIPNM NSKQ B QIQQM NTKN B RINUM OMKM C Caltrans creeway teaving eCj Analysis Tables QJU and QJV summarize eCp analysis results for the weaving areas for the study area freeways for the Aj and mj peak hoursK rnder the OMPM ko mroject scenarioI there are several freeway weaves identified as being deficient in either the Aj or mj peak hoursK aetailed eCj weaving analysis worksheets for this alternative are included in Appendix hJOK qhe deficient segments are as followsW · fJR korthbound between iincoln Avenue lnJoamp and buclid ptreet lffJoamp Emj meak eourF · fJR korthbound between aisneyland arive lnJoamp and iincoln Avenue lffJoamp Emj meak eourF · fJR pouthbound between aisneyland arive lnJoamp and earbor Boulevard lffJoamp Emj meak eourF · fJR korthbound between Anaheim Boulevard lnJoamp and earbor Boulevard lffJoamp Emj meak eourF · fJR korthbound between ptate College Boulevard lnJoamp and hatella Avenue lffJoamp Emj meak eourF ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport R4 · fJR pouthbound between hatella Avenue lnJoamp and ptate College Boulevard lffJoamp Emj meak eourF · fJR korthbound between poJOO Connector and Chapman Avenue lffJoamp Emj meak eourF · fJR pouthbound between ptate College Boulevard L Chapman Avenue lnJoamp and poJOO Connector Emj meak eourF · fJR korthbound between jain ptreet lnJoamp and poJOO tB Connector Emj meak eourF · fJR korthbound between NTth ptreet lnJoamp and jain ptreet lffJoamp Emj meak eourF · fJR pouthbound between jain ptreet lnJoamp and NTth ptreet L menn tay lffJoamp EAj and mj meak eourF · fJR korthbound between drand Avenue lnJoamp and NTth ptreet lffJoamp Emj meak eourF · fJR pouthbound between menn tay lnJoamp and panta Ana Boulevard lffJoamp EAj and mj meak eourF · fJR korthbound between courth ptreet lnJoamp and drand Avenue lffJoamp Emj meak eourF · fJR pouthbound between panta Ana Boulevard lnJoamp and courth ptreet lffJoamp Emj meak eourF · fJR korthbound between poJRR Connector and cirst ptreet lffJoamp Emj meak eourF · fJR pouthbound between cirst ptreet lnJoamp and poJRR pouthbound Connector Emj meak eourF · poJRT pouthbound between lrangewood Avenue lnJoamp and Chapman Avenue lffJ oamp Emj meak eourF · poJRT pouthbound between hatella Avenue lnJoamp and lrangewood Avenue lffJoamp Emj meak eourF · poJRT pouthbound between Ball ooad lnJoamp and hatella Avenue lffJoamp EAj and mj meak eourF · poJRT korthbound between iincoln Avenue lnJoamp and poJVN bastbound Connector Emj meak eourF · poJRT pouthbound between poJVN testbound Connector and iincoln Avenue lffJoamp Emj meak eourF · poJOO testbound between earbor Boulevard lnJoamp and buclid ptreet lffJoamp Emj meak eourF · poJOO bastbound between cairview ptreet L darden drove Boulevard lnJoamp and Collector L aistributor qhe City arive lffJoamp EAj and mj meak eourF · poJOO testbound between jetropolitan arive lnJoamp and easter ptreet lffJoamp Emj meak eourF · poJOO bastbound Collector L aistributor between qhe City arive lnJoamp and Bristol ptreet lffJoamp EAj and mj meak eourF · poJOO testbound between ia seta Avenue lnJoamp and jetropolitan arive lffJoamp EAj and mj meak eourF · poJOO bastbound Collector L aistributor between Bristol ptreet lnJoamp and fJR pouthbound Connector EAj and mj meak eourF · poJOO bastbound between poJRT pouthbound Connector and qown and Country ooad lffJ oamp Emj meak eourF · poJOO testbound between ia seta Avenue lnJoamp and fJR L poJRT korthbound Connector Emj meak eourF ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport RR · poJOO bastbound between qown and Country ooad lnJoamp and dlassell ptreet lffJoamp Emj meak eourF · poJOO testbound between dlassell ptreet lnJoamp and ia seta Avenue lffJoamp Emj meak eourF Table QJUW OMPM ko mroject creeway teaving Aj meak eour eCj ilp fa teaving pegment teaving iength EctF teaving jovement solume aensity EpcLmiLlnF ilp AJC BJa AJa BJC t J N fJR kB bLw Brookhurst ptreet lnJoamp and poJVN bB lffJoamp OIVUM kot Applicable fJR pB bLw poJVN Connector L jagnolia Avenue lnJoamp and Brookhurst ptreet lffJoamp PIPVM t J O fJR kB bLw buclid ptreet lnJoamp and Brookhurst ptreet lffJoamp OIUVM fJR pB bLw Brookhurst ptreet lnJoamp and buclid ptreet lffJoamp OIRQM t J P fJR kB bLw iincoln Avenue lnJoamp and buclid ptreet lffJoamp OIMMM RISNM NM QSM OOM ONKV B t J Q fJR kB bLw aisneyland arive lnJoamp and iincoln Avenue lffJoamp NISUM RISNM OM RQM OVM OOKV B fJR pB bLw iincoln Avenue lnJoamp and aisneyland arive lffJoamp PIMSM kot Applicable t J R fJR pB bLw aisneyland arive lnJoamp and earbor Boulevard lffJoamp NIROM SIQMM QM SPM SVM POKU a t J S fJR kB bLw Anaheim Boulevard lnJoamp and earbor Boulevard lffJoamp OIMUM QINPM QM TSM URM OQKM C fJR pB bLw earbor Boulevard lnJoamp and aisney tay lffJoamp OISRM kot Applicable t J T fJR kB bLw ptate College Boulevard lnJoamp and hatella Avenue lffJoamp OIPRM QISQM NM VQM OOM OMKV B fJR pB bLw hatella Avenue lnJoamp and ptate College Boulevard lffJoamp NIUTM QIVVM RM RUM URM OSKR C t J U fJR kB bLw poJOO Connector and Chapman Avenue lffJoamp NITOM PIUUM VM ORM NITSM OQKN C fJR pB bLw ptate College Boulevard L Chapman Avenue lnJoamp and poJOO Connector NIRNM RITOM NM UTM OOM OTKQ C t J V fJR kB bLw jain ptreet lnJoamp and poJOO tB Connector NITQM QIUUM SM UTM NINRM OTKU C t J NM fJR kB bLw NTth ptreet lnJoamp and jain ptreet lffJoamp NIRPM SIQTM NM NIORM OUM PQKN a fJR pB bLw jain ptreet lnJoamp and NTth ptreet L menn tay lffJoamp NIRNM VIMSM PM QQM RTM > Capacity c t J NN fJR kB bLw drand Avenue lnJoamp and NTth ptreet lffJoamp OINNM SIPMM OM RNM QTM OTKT C fJR pB bLw menn tay lnJoamp and panta Ana Boulevard lffJoamp NIOSM TIPSM PM SPM RNM PSKR b t J NO fJR kB bLw courth ptreet lnJoamp and drand Avenue lffJoamp NIUOM SIPRM OM PTM QQM OTKO C fJR pB bLw panta Ana Boulevard lnJoamp and courth ptreet lffJoamp OIRMM TIPRM OM SMM POM OUKU C t J NP fJR kB bLw poJRR Connector and cirst ptreet lffJoamp NITRM QIMQM NOM STM OIPOM POKM a fJR pB bLw cirst ptreet lnJoamp and poJRR pB Connector NIRUM QIUPM QM NIUSM SVM PNKU C t J NQ poJRT kB bLw Chapman Avenue lnJoamp and lrangewood Avenue lffJoamp NIOPM QIOTM NM TMM ORM NUKV B poJRT pB bLw lrangewood Avenue lnJoamp and Chapman Avenue lffJoamp NINQM SIOSM NM ROM OOM OUKN C t J NR poJRT kB bLw lrangewood Avenue lnJoamp and hatella Avenue lffJoamp NIPSM QINQM NM VSM ONM NVKT B poJRT pB bLw hatella Avenue lnJoamp and lrangewood Avenue lffJoamp NITUM SIVQM NM USM NTM PNKR C t J NS poJRT kB bLw hatella Avenue lnJoamp and Ball ooad lffJoamp OINPM PISSM NM VMM ONM NTKM B poJRT pB bLw Ball ooad lnJoamp and hatella Avenue lffJoamp OIQVM SIQUM PM VVM SQM PUKU b t J NT poJRT kB bLw Ball ooad lnJoamp and iincoln Avenue lffJoamp QIVRM kot Applicable poJRT pB bLw iincoln Avenue lnJoamp and Ball ooad lffJoamp RINSM t J NU poJRT kB bLw iincoln Avenue lnJoamp and poJVN bB Connector OIORM PISPM OM NIMRM PVM NUKU B poJRT pB bLw poJVN tB Connector and iincoln Avenue lffJoamp NISOM RIRQM SM TUM NINTM PQKM a t J NV poJOO bB bLw Brookhurst ptreet lnJoamp and buclid ptreet lffJoamp PIPTM kot Applicable poJOO tB bLw buclid ptreet lnJoamp and Brookhurst ptreet lffJoamp RIOTM ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport RS Table QJUW OMPM ko mroject creeway teaving Aj meak eour eCj ilpI Continued fa teaving pegment teaving iength EctF teaving jovement solume aensity EpcLmiLlnF ilp AJC BJa AJa BJC t J OM poJOO bB bLw buclid ptreet lnJoamp and earbor Boulevard lffJoamp OISQM kot Applicable poJOO tB bLw earbor Boulevard lnJoamp and buclid ptreet lffJoamp OIOSM QIURM OM VQM QMM OUKS C t J ON poJOO bB bLw earbor Boulevard lnJoamp and cairview ptreet lffJoamp OITTM kot Applicable poJOO tB bLw easter ptreet L darden drove Boulevard lnJoamp and earbor Boulevard lffJoamp OIRQM t J OO poJOO bB bLw cairview ptreet L darden drove Boulevard lnJoamp and CollectorLaistributor qhe City arive lffJoamp OIPRM NIMRM RM QIVSM VPM > Capacity c poJOO tB bLw jetropolitan arive lnJoamp and easter ptreet lffJoamp OIPVM SIMQM OM SOM PSM OQKQ B t J OP poJOO bB CollectorLaistributor bLw qhe City arive lnJoamp and Bristol ptreet lffJoamp VTM QIROM PM NSM QVM PUKS b poJOO tB bLw ia seta Avenue lnJoamp and jetropolitan arive lffJoamp NIQPM SINPM PM NINSM RPM PVKS b t J OQ poJOO bB CollectorLaistributor bLw Bristol ptreet lnJoamp and fJR pB Connector URM PIPTM QM NISQM UMM > Capacity c t J OR poJOO bB bLw poJRT pB Connector and qown and Country ooad lffJoamp NINUM NIRVM NMM NINUM NIVVM PPKM a poJOO tB bLw ia seta Avenue lnJoamp and fJR L poJRT kB Connector NIUNM NITUM QM NITVM TPM ORKR C t J OS poJOO bB bLw qown and Country ooad lnJoamp and dlassell ptreet lffJoamp NIORM OIUPM QM SOM TOM OQKM C poJOO tB bLw dlassell ptreet lnJoamp and ia seta Avenue lffJoamp NIOTM PIMQM PM UNM ROM OQKV C t J OT poJOO bB bLw dlassell ptreet lnJoamp and qustin ptreet lffJoamp OITUM kot Applicable poJOO tB bLw qustin ptreet lnJoamp and dlassell ptreet lffJoamp PIMQM ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport RT Table QJVW OMPM ko mroject creeway teaving mj meak eour eCj ilp fa teaving pegment teaving iength EctF teaving jovement solume aensity EpcLmiLlnF ilp AJC BJa AJa BJC t J N fJR kB bLw Brookhurst ptreet lnJoamp and poJVN bB lffJoamp OIVUM kot Applicable fJR pB bLw poJVN Connector L jagnolia Avenue lnJoamp and Brookhurst ptreet lffJoamp PIPVM t J O fJR kB bLw buclid ptreet lnJoamp and Brookhurst ptreet lffJoamp OIUVM fJR pB bLw Brookhurst ptreet lnJoamp and buclid ptreet lffJoamp OIRQM t J P fJR kB bLw iincoln Avenue lnJoamp and buclid ptreet lffJoamp OIMMM VISQM OM SQM PMM PUKO b t J Q fJR kB bLw aisneyland arive lnJoamp and iincoln Avenue lffJoamp NISUM VIUPM OM SVM QTM > Capacity c fJR pB bLw iincoln Avenue lnJoamp and aisneyland arive lffJoamp PIMSM kot Applicable t J R fJR pB bLw aisneyland arive lnJoamp and earbor Boulevard lffJoamp NIROM TINTM RM SQM VTM PUKS b t J S fJR kB bLw Anaheim Boulevard lnJoamp and earbor Boulevard lffJoamp OIMUM TIUPM SM VRM NIMUM > Capacity c fJR pB bLw earbor Boulevard lnJoamp and aisney tay lffJoamp OISRM kot Applicable t J T fJR kB bLw ptate College Boulevard lnJoamp and hatella Avenue lffJoamp OIPRM TIPRM OM NIRUM QNM PSKO b fJR pB bLw hatella Avenue lnJoamp and ptate College Boulevard lffJoamp NIUTM TINOM OM UOM SUM PSKN b t J U fJR kB bLw poJOO Connector and Chapman Avenue lffJoamp NITOM SIVSM NQM OUM OISRM > Capacity c fJR pB bLw ptate College Boulevard L Chapman Avenue lnJoamp and poJOO Connector NIRNM SITPM OM NIPMM PMM PSKN b t J V fJR kB bLw jain ptreet lnJoamp and poJOO tB Connector NITQM UIVPM VM NINUM NITUM > Capacity c t J NM fJR kB bLw NTth ptreet lnJoamp and jain ptreet lffJoamp NIRPM NNIPSM OM NIQPM PUM > Capacity c fJR pB bLw jain ptreet lnJoamp and NTth ptreet L menn tay lffJoamp NIRNM NMIQUM RM SSM UTM > Capacity c t J NN fJR kB bLw drand Avenue lnJoamp and NTth ptreet lffJoamp OINNM VIVTM QM TMM TNM > Capacity c fJR pB bLw menn tay lnJoamp and panta Ana Boulevard lffJoamp NIOSM VINUM QM TUM TPM > Capacity c t J NO fJR kB bLw courth ptreet lnJoamp and drand Avenue lffJoamp NIUOM VIVRM PM RMM SNM > Capacity c fJR pB bLw panta Ana Boulevard lnJoamp and courth ptreet lffJoamp OIRMM VIOUM PM UNM QTM PUKN b t J NP fJR kB bLw poJRR Connector and cirst ptreet lffJoamp NITRM SIQMM NUM VPM PIPRM > Capacity c fJR pB bLw cirst ptreet lnJoamp and poJRR pB Connector NIRUM SIONM RM OIQQM VTM > Capacity c t J NQ poJRT kB bLw Chapman Avenue lnJoamp and lrangewood Avenue lffJoamp NIOPM TITPM OM OVM QMM PMKM C poJRT pB bLw lrangewood Avenue lnJoamp and Chapman Avenue lffJoamp NINQM TIMMM PM SRM SOM PSKS b t J NR poJRT kB bLw lrangewood Avenue lnJoamp and hatella Avenue lffJoamp NIPSM TISQM PM TOM SPM PQKM a poJRT pB bLw hatella Avenue lnJoamp and lrangewood Avenue lffJoamp NITUM TISUM OM UQM QQM PTKM b t J NS poJRT kB bLw hatella Avenue lnJoamp and Ball ooad lffJoamp OINPM TIVTM PM UPM QTM PPKU a poJRT pB bLw Ball ooad lnJoamp and hatella Avenue lffJoamp OIQVM TIMQM PM TSM RPM PUKR b t J NT poJRT kB bLw Ball ooad lnJoamp and iincoln Avenue lffJoamp QIVRM kot Applicable poJRT pB bLw iincoln Avenue lnJoamp and Ball ooad lffJoamp RINSM t J NU poJRT kB bLw iincoln Avenue lnJoamp and poJVN bB Connector OIORM UIQSM QM NIQUM SSM > Capacity c poJRT pB bLw poJVN tB Connector and iincoln Avenue lffJoamp NISOM QIRTM VM VUM NISPM PSKR b t J NV poJOO bB bLw Brookhurst ptreet lnJoamp and buclid ptreet lffJoamp PIPTM kot Applicable poJOO tB bLw buclid ptreet lnJoamp and Brookhurst ptreet lffJoamp RIOTM ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport R8 Table QJVW OMPM ko mroject creeway teaving mj meak eour eCj ilpI Continued fa teaving pegment teaving iength EctF teaving jovement solume aensity EpcLmiLlnF ilp AJC BJa AJa BJC t J OM poJOO bB bLw buclid ptreet lnJoamp and earbor Boulevard lffJoamp OISQM kot Applicable poJOO tB bLw earbor Boulevard lnJoamp and buclid ptreet lffJoamp OIOSM TIQPM PM NIOOM RSM > Capacity c t J ON poJOO bB bLw earbor Boulevard lnJoamp and cairview ptreet lffJoamp OITTM kot Applicable poJOO tB bLw easter ptreet L darden drove Boulevard lnJoamp and earbor Boulevard lffJoamp OIRQM t J OO poJOO bB bLw cairview ptreet L darden drove Boulevard lnJoamp and CollectorLaistributor qhe City arive lffJoamp OIPRM SIVPM TM PVM NIOVM > Capacity c poJOO tB bLw jetropolitan arive lnJoamp and easter ptreet lffJoamp OIPVM UIUPM OM URM QRM PSKQ b t J OP poJOO bB CollectorLaistributor bLw qhe City arive lnJoamp and Bristol ptreet lffJoamp VTM UIQPM QM OOM SVM > Capacity c poJOO tB bLw ia seta Avenue lnJoamp and jetropolitan arive lffJoamp NIQPM VIMOM QM NIONM SSM > Capacity c t J OQ poJOO bB CollectorLaistributor bLw Bristol ptreet lnJoamp and fJR pB Connector URM TIMVM SM OIOVM NINMM > Capacity c t J OR poJOO bB bLw poJRT pB Connector and qown and Country ooad lffJoamp NINUM NIQUM NRM NISSM OIUMM > Capacity c poJOO tB bLw ia seta Avenue lnJoamp and fJR L poJRT kB Connector NIUNM PIMVM SM OIOQM NIMUM > Capacity c t J OS poJOO bB bLw qown and Country ooad lnJoamp and dlassell ptreet lffJoamp NIORM QIONM TM TRM NIPPM > Capacity c poJOO tB bLw dlassell ptreet lnJoamp and ia seta Avenue lffJoamp NIOTM PIUTM QM NINPM UPM PTKR b t J OT poJOO bB bLw dlassell ptreet lnJoamp and qustin ptreet lffJoamp OITUM kot Applicable poJOO tB bLw qustin ptreet lnJoamp and dlassell ptreet lffJoamp PIMQM pummary As demonstrated in the traffic analysisI the performance of circulation system in the mlatinum qriangle study area is forecast to deteriorate under OMPM ko mroject conditions when compared with existing conditionsK qhe following section analyzes the study under the OMPM buildout conditionsI with the application of the mroposed mrojectK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport R9 RKM crTrob tfTe ToAccfC AkAivpfp qhe analysis for the OMPM with project scenario was performed through the application of the Anaheim qraffic Analysis jodel EAqAjF to develop future traffic forecast volumes throughout the mlatinum qriangle and surrounding study area with the buildout land uses assumed from the full buildout of the mroposed mrojectK Based on the citywide land use data and regional socioeconomic growth projectionsI future trip activity with implementation of the mroposed mroject is estimated and assigned to the circulation systemK bxternal to the mlatinum qriangle throughout the City of AnaheimI adopted land uses are assumedK cor the City of lrangeI mroposed mroject land uses under the current deneral mlan rpdate Elctober OMMUF have been incorporated into AqAjK fntersection Analysis qhe intersection analysis describes the effect of future growth on the study area intersectionsI with the mroposed mrojectK Table RJN presents fCr and ilp results for the study intersections under OMPM tith mroject conditions during the Aj peak hour and mj peak hourK cigure RJN presents the study intersection locations and ilp under future forecast tith mroject conditionsK As both the ko mroject and tith mroject OMPM analysis reflect the circulation system buildoutI future lane geometrics were assumed in the fCr and ilp analysesK qhe detailed fCr worksheets for the tith mroject conditions are presented in Appendix bJPK qables summarizing the Adopted deneral mlan lane geometrics and the tith mroject Aj and mj peak hour turning movement volumes are included in Appendix c and Appendix dJOI respectivelyK rnder these conditionsI the following intersections are forecast to operate at an unacceptable ilpI including six intersections located within the City of lrange and one shared intersection between Anaheim and lrangeW · buclid ptreet at hatella Avenue · kinth ptreet at hatella Avenue · aisneyland arive at Ball ooad · aisneyland ariveLtest ptreet at hatella Avenue · earbor Boulevard at Ball ooad · earbor Boulevard at hatella Avenue · Anaheim Boulevard at sermont Avenue · Anaheim Boulevard at Ball ooad · Anaheim Boulevard at Cerritos Avenue · Anaheim Boulevard at fJR kB oamps · Anaheim BoulevardLeaster ptreet at hatella Avenue · easter ptreet at dene Autry tay · Anaheim tay EfJR korthbound oampsF at hatella Avenue · iewis ptreet at Cerritos Avenue · iewis ptreet at hatella Avenue · iewis ptreet at Anaheim Connector EfutureF · ptate College Boulevard at Cerritos Avenue · ptate College Boulevard at hatella Avenue ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport S0 · ptate College Boulevard at dateway Center arive · ptate College Boulevard at dene Autry tay · ptate College Boulevard at lrangewood Avenue EAnaheimLlrangeF · ptate College City arive at Chapman Avenue ElrangeF · punkist ptreet at eowell Avenue · eowell Avenue at hatella Avenue · pportstown at hatella Avenue · oampart ptreet at lrangewood Avenue · lrangewood Avenue at poJRT pouthbound oamps ElrangeF · aouglass ooad at hatella Avenue · jain ptreet at Collins Avenue ElrangeF · dlassell ptreet at hatella Avenue ElrangeF · qhe City arive at darden drove Boulevard ElrangeF Table RJNW OMPM tith mroject meak eour fntersection ilp fa fntersection gurisdiction Aj meak eour mj meak eour fCr ilp fCr ilp f J N buclid ptreet L hatella Avenue Anaheim MKUT a MKVQ b f J O kinth ptreet L hatella Avenue Anaheim MKVR b MKVT b f J P talnut ptreet L Ball ooad Anaheim MKTP C MKTO C f J Q talnut ptreet L hatella Avenue Anaheim MKUV a MKUU a f J R aisneyland arive L Ball ooad Anaheim MKUT a MKVO b f J S aisneyland arive L test ptreet L hatella Avenue Anaheim MKVS b MKVQ b f J T earbor Boulevard L sermont Avenue Anaheim MKTR C MKTU C f J U earbor Boulevard L Ball ooad Anaheim NKNM c MKVS b f J V earbor Boulevard L fJR korthbound oamps Anaheim MKTQ C MKTV C f J NM earbor Boulevard L fJR pouthbound oamps Anaheim MKSN B MKRN A f J NN earbor Boulevard L aisney tay Anaheim MKRN A MKUS a f J NO earbor Boulevard L hatella Avenue Anaheim MKUN a MKVQ b f J NP earbor Boulevard L Convention tay Anaheim MKSN B MKUN a f J NQ earbor Boulevard L lrangewood Avenue Anaheim MKUR a MKVM a f J NR Clementine ptreet L aisney tay Anaheim MKRT A MKRT A f J NS Clementine ptreet L hatella Avenue Anaheim MKSS B MKVM a f J NT fJR pouthbound lff oamp L aisney tay Anaheim MKRM A MKQR A f J NU Anaheim Boulevard L sermont Avenue Anaheim MKVO b MKUV a f J NV Anaheim Boulevard L Ball ooad Anaheim MKUU a NKMN c f J OM Anaheim Boulevard L Cerritos Avenue Anaheim MKUS a NKMP c f J ON Anaheim Boulevard L fJR korthbound oamps Anaheim MKSS B MKVR b f J OO Anaheim Boulevard L aisney tay Anaheim MKTN C MKUR a f J OP Anaheim Boulevard L easter ptreet L hatella Avenue Anaheim MKVM a MKVO b f J OQ easter ptreet L dene Autry tay Anaheim MKVR b NKNS c f J OR easter ptreet L lrangewood Avenue Anaheim MKTV C MKUP a f J OS janchester Avenue EfJR pouthbound oampsF L hatella Avenue Anaheim MKTT C MKUM C ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport S1 Table RJNW OMPM tith mroject meak eour fntersection ilpI Continued fa fntersection gurisdiction Aj meak eour mj meak eour fCr ilp fCr ilp f J OT Anaheim tay EfJR korthbound oampsF L hatella Avenue Anaheim MKVR b MKVM a f J OU bast ptreet L sermont Avenue Anaheim MKTU C MKSQ B f J OV bast ptreet L Ball ooad Anaheim MKUS a MKUN a f J PM iewis ptreet L Ball ooad Anaheim MKTV C MKVM a f J PN iewis ptreet L Cerritos Avenue Anaheim MKUR a MKVR b f J PO iewis ptreet L korth Connector ooad Anaheim MKQN A MKRM A f J PP iewis ptreet L hatella Avenue Anaheim MKUR a NKOU c f J PQ iewis ptreet L Anaheim tay Anaheim MKQN A MKUV a f J PR iewis ptreet L Anaheim Connector EfutureF Anaheim MKTQ C NKMT c f J PS iewis ptreet L dene Autry tay Anaheim MKSQ B MKUQ a f J PT fJR els oamps L dene Autry tay Anaheim MKRP A MKTS C f J PU iewis ptreet L lrangewood Avenue Anaheim MKSO B MKSM A f J PV janchester Avenue L lrangewood Avenue Anaheim MKTS C MKUN a f J QM Anaheim tay L lrangewood Avenue Anaheim MKTR C MKSS B f J QN jarket ptreet L hatella Avenue Anaheim MKTQ C MKUS a f J QO jarket ptreet L dene Autry tay Anaheim MKQO A MKSV B f J QP lrange Center arive L lrangewood Avenue Anaheim MKTQ C MKTT C f J QQ ptate College Boulevard L sermont Avenue Anaheim MKTS C MKSR B f J QR ptate College Boulevard L tagner Avenue Anaheim MKTM B MKSU B f J QS ptate College Boulevard L Ball ooad Anaheim MKTP C MKVM a f J QT ptate College Boulevard L Cerritos Avenue Anaheim MKVS b MKUT a f J QU ptate College Boulevard L eowell Avenue Anaheim MKST B MKUO a f J QV ptate College Boulevard L hatella Avenue Anaheim MKVQ b MKVV b f J RM ptate College Boulevard L dateway Center arive Anaheim NKMQ c NKNV c f J RN ptate College Boulevard L dene Autry tay Anaheim NKMO c MKUQ a f J RO ptate College Boulevard L Artisan ptreet Anaheim MKTP C MKTM B f J RP ptate College Boulevard L lrangewood Avenue AnaheimL lrange MKVN b MKVT b f J RQ ptate College Boulevard L lrange Center arive AnaheimL lrange MKTO C MKRV A f J RR ptate College Boulevard L fJR korthbound oamps lrange MKTT C MKTQ C f J RS ptate College Boulevard L fJR pouthbound oamps lrange MKVM a MKUM C f J RT ptate College Boulevard L qhe City arive L Chapman Avenue lrange MKUU a MKVS b f J RU punkist ptreet L Ball ooad Anaheim MKUS a MKUV a f J RV punkist ptreet L Cerritos Avenue Anaheim MKTV C MKTS C f J SM punkist ptreet L eowell Avenue Anaheim MKSV B MKVP b f J SN eowell Avenue L hatella Avenue Anaheim MKSO B MKVR b f J SO pportstown L hatella Avenue Anaheim MKTT C MKVU b f J SP aupont arive L lrangewood Avenue Anaheim MKTR C MKSR B f J SQ oampart ptreet L lrangewood Avenue Anaheim MKTU C NKNP c f J SR oampart ptreet L Chapman Avenue lrange MKTP C MKUQ a f J SS Ball ooad L poJRT korthbound oamps Anaheim MKSU B MKTP C f J ST Ball ooad L poJRT pouthbound oamps Anaheim MKUR a MKUU a ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport S2 Table RJNW OMPM tith mroject meak eour fntersection ilpI Continued fa fntersection gurisdiction Aj meak eour mj meak eour fCr ilp fCr ilp f J SU poJRT korthbound oamps L hatella Avenue Anaheim MKSU B MKTP C f J SV poJRT pouthbound oamps L hatella Avenue Anaheim MKTN C MKSV B f J TM lrangewood Avenue L poJRT korthbound oamps lrange MKTU C MKUN a f J TN lrangewood Avenue L poJRT pouthbound oamps lrange MKUQ a NKMQ c f J TO mhoenix Club arive L Ball ooad Anaheim MKUO a MKUT a f J TP aouglass ooad L hatella Avenue Anaheim NKMQ c NKMV c f J TQ hatella Avenue L ptruck Avenue lrange MKST B MKUN a f J TR bckhoff ptreet L Collins Avenue lrange MKSS B MKTS C f J TS bckhoff ptreet L lrangewood Avenue lrange MKVM a MKVM a f J TT jain ptreet L qaft Avenue lrange MKSV B MKUU a f J TU jain ptreet L hatella Avenue lrange MKUM C MKUN a f J TV jain ptreet L ptruck Avenue lrange MKUM C MKST B f J UM jain ptreet L Collins Avenue lrange MKUU a MKVS b f J UN jain ptreet L lrangewood Avenue lrange MKSR B MKTU C f J UO jain ptreet L Chapman Avenue lrange MKST B MKUU a f J UP Batavia ptreet L qaft Avenue lrange MKUU a MKUS a f J UQ Batavia ptreet L hatella Avenue lrange MKTT C MKTT C f J UR Batavia ptreet L Collins Avenue lrange MKUS a MKUS a f J US Batavia ptreet L talnut Avenue lrange MKUP a MKUR a f J UT dlassell ptreet L hatella Avenue lrange MKTT C MKVO b f J UU dlassell ptreet L Collins Avenue lrange MKTS C MKTQ C f J UV dlassell ptreet L talnut Avenue lrange MKSV B MKTO C f J VM pantiago Boulevard L jeats Avenue lrange MKUS a MKTM B f J VN Clementine ptreet L dene Autry tay Anaheim MKRU A MKUR a f J VO Clementine ptreet L lrangewood Avenue Anaheim MKSN B MKTS C f J VP clower ptreet L Chapman Avenue lrange MKRS A MKTU C f J VQ earbor Boulevard L Chapman Avenue Anaheim MKSV B MKUP a f J VR fJR oamps L Chapman Avenue lrange MKSM A MKTP C f J VS oampart ptreet L qown Center mlace EpouthF Anaheim MKSV B MKUV a f J VT poJOO bastbound oamps L qhe City arive lrange MKSN B MKTP C f J VU poJOO testbound oampsL jetropolitan arive lrange MKSV B MKVM a f J VV poJRT korthbound oamps L Chapman Avenue lrange MKSP B MKSR B f J NMM poJRT pouthbound oamps L Chapman Avenue lrange MKTU C MKUP a f J NMN ptate College Boulevard L tinston ooad Anaheim MKRR A MKRU A f J NMO qhe City arive L darden drove Boulevard lrange MKVT b NKMV c f J NMP qhe City arive L jetropolitan arive lrange MKTU C MKSS B ---PAGE BREAK--- M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L ao lo A Nd b CT o ao melbNfu C ir B a o V4 VO VN NMP VT VU NMO VV VP NMM VS CeAmjAN Asb dbNb ArTov tv dAoabN dolsb Bisa oa NMN BofpTli pT dAoabN dolsb Bisa BAii oa tbpT pT pTATb Cliibdb Bisa BAii oa NfNTe pT eAoBlo Bisa brCifa pT sbojlNT Asb bApT pT iA sbTA Asb plrTe pT ANAebfj Bisa tAiNrT pT TAcT Asb oAjmAoT pT hATbiiA Asb Asb ibtfp pT ibtfp pT CboofTlp Asb CliifNp Asb eApTbo pT tAdNbo Asb Teb CfTv ao jAfN pT pTorCh Asb jbjlov iN bChelcc pT pT diAppbii pT jbjlov iN pT tAiNrT Asb BATAsfA pT dATbtAv ao t cibTCebo Asb tv cfobBoANa pT alrdiApp oa pT ANAebfj tv eltbii Asb jAohbT pT jAfNmiACb ao ao tv CboofTlp Asb hATbiiA Asb AoTfpAN pT CeAmjAN Asb jANCebpTbo Asb T V S N O 4 U R P 44 TV T4 TO SR S4 SP SO R4 RO RM 4P 4O 4N PO OU NU NS UT UU UV SS ST SU TN TM TR TS SV SN 4U SM RS RR TP RV RP U4 TU UO RT UR UM US UN TT NT ON OT OM NM OO NP NO OS NN NR N4 OR O4 OP PM PP 4V RN PN 4T 4M PU PV 4S 4R RU NV OV UP cigure 5-1W O0P0 tith Project Peak eour Intersection iOS M M M M L L L L PR PS P4 PT ? ê ? ê ? l M L pANTf Adl B isa jbATp Asb ? k A N A e b f j Cl N Nb C T lo dbNb ArTov tv ANAebfj tv pA NTA ANA ofsbo dAoabN dolsb ANAebfj pANTA ANA loANdb INSET els oAjmp NORTH ORANGE ibtfp pT j b T o l m lifTAN ao VM VR LEGEND AM LOS PM LOS jajor ooadway oailroad L Acceptable ilp L aeficient ilp M Acceptable ilp M aeficient ilp tater Area Adjacent Area City of Anaheim µ els iane deneral murpose iane INSET M MKO MK4 jiles mlatinum Triangle ---PAGE BREAK--- ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport S4 Arterial pegment aaily ilp Analysis Table RJO presents OMPM tith mroject average daily traffic EAaqF and ilp for all study area arterial segmentsK qhere are five segments in the City of lrange operating at ilp b or cI the threshold for deficiency within the City of lrangeK pegments operating at ilp aI bI or c under daily conditions within the City of Anaheim are further analyzed under Aj and mj peak hour conditions in the following sectionK qhe table indicates that the following arterial segments operate at a deficient ilp under future forecast tith mroject conditionsW · Anaheim Boulevard from fJR to Cerritos Avenue · Anaheim Boulevard from Cerritos Avenue to Ball ooad · Anaheim tay from lrangewood Avenue to hatella Avenue · Ball ooad from aisneyland arive to earbor Boulevard · Ball ooad from earbor Boulevard to Anaheim Boulevard · Ball ooad from Anaheim Boulevard to bast ptreet · Ball ooad from bast ptreet to ptate College Boulevard · Ball ooad from ptate College Boulevard to punkist ptreet · Ball ooad from punkist ptreet to poJRT · Ball ooad from poJRT to jain ptreet ECity of lrange segmentF · Cerritos Avenue from punkist ptreet to aouglass ooad · Collins Avenue from jain ptreet to Batavia ptreet ECity of lrange segmentF · Collins Avenue from Batavia ptreet to dlassell ptreet ECity of lrange segmentF · aouglass ooad from hatella Avenue to Cerritos Avenue · bckhoff ptreet from lrangewood Avenue to Collins Avenue ECity of lrange segmentF · dene Autry tay from fJR to ptate College Boulevard · earbor Boulevard from Chapman Avenue to lrangewood Avenue · earbor Boulevard from lrangewood Avenue to Convention tay · earbor Boulevard from Convention tay to hatella Avenue · earbor Boulevard from hatella Avenue to aisney tay · earbor Boulevard from aisney tay to janchester Avenue · earbor Boulevard from janchester Avenue to fJR · eowell Avenue from ptate College Boulevard to punkist ptreet · hatella Avenue from buclid ptreet to kinth ptreet · hatella Avenue from kinth ptreet to talnut ptreet · hatella Avenue from talnut ptreet to aisneyland arive · hatella Avenue from aisneyland arive to earbor Boulevard · hatella Avenue from janchester Avenue to Anaheim tay · hatella Avenue from Anaheim tay to iewis ptreet · hatella Avenue from pportstown to eowell Avenue · hatella Avenue from eowell Avenue to poJRT iewis ptreet from hatella Avenue to Cerritos Avenue · janchester Avenue from lrangewood Avenue to hatella Avenue · lrangewood Avenue from earbor Boulevard to easter ptreet · lrangewood Avenue from easter ptreet to janchester Boulevard · lrangewood Avenue from ptate College Boulevard to oampart ptreet · lrangewood Avenue from oampart ptreet to poJRT creeway ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport SR · mhoenix Club arive from eonda Center to Ball ooad · oampart ptreet from Chapman Avenue to lrangewood Avenue · ptate College Boulevard from hatella Avenue to eowell Avenue · ptruck Avenue from hatella Avenue to jain ptreet ECity of lrange segmentF Table RJOW OMPM tith mroject Arterial pegment aaily ilp fa Arterial crom To gurisdiction Traffic solume jidJBlock ianes Total Capacity sLC ilp A J N Anaheim Boulevard hatella Avenue fJR creeway Anaheim PNIMUM Sa RSIPMM MKRR A A J O Anaheim Boulevard fJR creeway Cerritos Avenue Anaheim RRIPOM Sa RSIPMM MKVU b A J P Anaheim Boulevard Cerritos Avenue Ball ooad Anaheim QSINVM Sa RSIPMM MKUO a A J Q Anaheim Boulevard Ball ooad sermont ptreet Anaheim PVINSM Sa RSIPMM MKTM B A J R Anaheim tay ptate College Boulevard lrangewood Avenue lrange NRINPM Pa OUINRM MKRQ A A J S Anaheim tay lrangewood Avenue hatella Avenue Anaheim OSISRM Pa OUINRM MKVR b A J T Anaheim tay hatella Avenue Anaheim Boulevard Anaheim NUINNM Pa OUINRM MKSQ B A J U Ball ooad talnut ptreet aisneyland arive Anaheim QOIPVM Sa RSIPMM MKTR C A J V Ball ooad aisneyland arive earbor Boulevard Anaheim RUISVM Sa RSIPMM NKMQ c A J NM Ball ooad earbor Boulevard Anaheim Boulevard Anaheim QTIQSM Sa RSIPMM MKUQ a A J NN Ball ooad Anaheim Boulevard bast ptreet Anaheim QSIPVM Sa RSIPMM MKUO a A J NO Ball ooad bast ptreet ptate College Boulevard Anaheim QTIRQM Sa RSIPMM MKUQ a A J NP Ball ooad ptate College Boulevard punkist ptreet Anaheim QUIRVM Sa RSIPMM MKUS a A J NQ Ball ooad punkist ptreet poJRT creeway Anaheim SNIUMM Sa RSIPMM NKNM c A J NR Ball ooadGG poJRT creeway jain ptreet AnaheimL lrange SMIORM Sa RSIPMM NKMT c A J NS Cerritos Avenue Anaheim Boulevard iewis ptreet Anaheim PMINPM Qa PTIRMM MKUM C A J NT Cerritos Avenue iewis ptreet ptate College Boulevard Anaheim OVIRNM Qa PTIRMM MKTV C A J NU Cerritos Avenue ptate College Boulevard punkist ptreet Anaheim NVIUTM Qr ORIMMM MKTV C A J NV Cerritos Avenue punkist ptreet aouglass ooad Anaheim OSIUOM Qr ORIMMM NKMT c A J OM Chapman Avenue ptate College Boulevard poJRT creeway lrange PUIQMM Sa RSIPMM MKSU B A J ON Chapman Avenue poJRT creeway jain ptreet lrange PPIVPM Sa RSIPMM MKSM A A J OO qhe City arive poJOO creeway Chapman Avenue lrange PPIMPM Ua TRIMMM MKQQ A A J OP Clementine ptreet lrangewood Avenue dene Autry tay Anaheim VIMNM Qr ORIMMM MKPS A A J OQ Clementine ptreet dene Autry tay hatella Avenue Anaheim RITOM Qr ORIMMM MKOP A A J OR Clementine ptreet hatella Avenue janchester Avenue Anaheim UIQTM Qr ORIMMM MKPQ A A J OS Collins Avenue bckhoff ptreet jain ptreet lrange OMIUPM Qr OQIMMM MKUT a A J OT Collins Avenue jain ptreet Batavia ptreet lrange OPISRM Qr OQIMMM MKVV b A J OU Collins Avenue Batavia ptreet dlassell ptreet lrange ONIUOM Qr OQIMMM MKVN b A J OV aisney tay earbor Boulevard Clementine ptreet Anaheim NTIMQM Sa RSIPMM MKPM A A J PM aisney tay Clementine ptreet Anaheim Boulevard Anaheim OSISSM Sa RSIPMM MKQT A A J PN aouglass ooad hatella Avenue Cerritos Avenue Anaheim OUIRQM Qr ORIMMM NKNQ c A J PO bckhoff ptreet lrangewood Avenue Collins Avenue lrange OTITSM Qr OQIMMM NKNS c A J PP dene Autry tay earbor Boulevard Clementine ptreet Anaheim OQIVQM Sa RSIPMM MKQQ A A J PQ dene Autry tay Clementine ptreet easter ptreet Anaheim PMIUMM Sa RSIPMM MKRR A A J PR dene Autry tay easter ptreet fJR creeway Anaheim PUITUM Sa RSIPMM MKSV B A J PS dene Autry tay fJR creeway ptate College Boulevard Anaheim QRISSM Sa RSIPMM MKUN a A J PT earbor Boulevard Chapman Avenue lrangewood Avenue Anaheim RMIPMM Sa RSIPMM MKUV a A J PU earbor Boulevard lrangewood Avenue Convention tay Anaheim QTIQQM Sa RSIPMM MKUQ a A J PV earbor Boulevard Convention tay hatella Avenue Anaheim RMIPRM Sa RSIPMM MKUV a A J QM earbor Boulevard hatella Avenue aisney tay Anaheim RSITPM Sa RSIPMM NKMN c A J QN earbor Boulevard aisney tay janchester Avenue Anaheim RQIRMM Sa RSIPMM MKVT b ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport SS Table RJOW OMPM tith mroject Arterial pegment aaily ilpI Continued fa Arterial crom To gurisdiction Traffic solume jidJBlock ianes Total Capacity sLC ilp A J QO earbor Boulevard janchester Avenue fJR creeway Anaheim RTIOQM Ta SRISOR MKUT a A J QP earbor Boulevard fJR creeway Ball ooad Anaheim RVIOVM Ua TRIMMM MKTV C A J QQ earbor Boulevard Ball ooad sermont ptreet Anaheim PUIOQM Sa RSIPMM MKSU B A J QR easter ptreet Chapman Avenue lrangewood Avenue Anaheim PUIMNM Sa RSIPMM MKSU B A J QS easter ptreet lrangewood Avenue hatella Avenue Anaheim PVIUPM Sa RSIPMM MKTN C A J QT eowell Avenue ptate College Boulevard punkist ptreet Anaheim OOIMMM Qr ORIMMM MKUU a A J QU eowell Avenue punkist ptreet hatella Avenue Anaheim TIVNM Qr ORIMMM MKPO A A J QV hatella Avenue buclid ptreet kinth ptreet Anaheim RMIVMM Sa RSIPMM MKVM a A J RM hatella Avenue kinth ptreet talnut ptreet Anaheim QUINTM Sa RSIPMM MKUS a A J RN hatella Avenue talnut ptreet aisneyland arive Anaheim RSIVPM Sa RSIPMM NKMN c A J RO hatella Avenue aisneyland arive earbor Boulevard Anaheim STINNM Ua TRIMMM MKUV a A J RP hatella Avenue earbor Boulevard Clementine ptreet Anaheim RVIMTM Ua TRIMMM MKTV C A J RQ hatella Avenue Clementine ptreet Anaheim Boulevard Anaheim RVISRM Ua TRIMMM MKUM C A J RR hatella Avenue Anaheim Boulevard fJR creeway Anaheim RTIROM Ua TRIMMM MKTT C A J RSa hatella Avenue janchester Avenue Anaheim tay Anaheim TNIMVM Sa RSIPMM NKOS c A J RSb hatella Avenue Anaheim tay iewis ptreet Anaheim TNIMVM Ua TRIMMM MKVR b A J RT hatella Avenue iewis ptreet ptate College Boulevard Anaheim RTIUSM Ua TRIMMM MKTT C A J RU hatella Avenue ptate College Boulevard pportstown Anaheim RNIVOM Ua TRIMMM MKSV B A J RV hatella Avenue pportstown eowell Avenue Anaheim SOIPNM Sa RSIPMM NKNN c A J SM hatella Avenue eowell Avenue poJRT creeway Anaheim TNINVM Sa RSIPMM NKOS c A J SN hatella AvenueGG poJRT creeway jain ptreet AnaheimL lrange SOIVMM Sa RSIPMM NKNO c A J SO hatella AvenueG jain ptreet Batavia ptreet lrange RNIRTM Sa RVINNR MKUT a A J SP hatella AvenueG Batavia ptreet dlassell ptreet lrange QVIORM Sa RVINNR MKUP a A J SQ iewis ptreet dene Autry tay hatella Avenue Anaheim ORITNM Qa PTIRMM MKSV B A J SR iewis ptreet hatella Avenue Cerritos Avenue Anaheim POIVMM Qr ORIMMM NKPO c A J SS iewis ptreet Cerritos Avenue Ball ooad Anaheim OOIVRM Qa PTIRMM MKSN B A J ST jain ptreet Chapman Avenue lrangewood Avenue lrange QMIRRM Sa RSIPMM MKTO C A J SU jain ptreet lrangewood Avenue Collins Avenue lrange OVIQNM Sa RSIPMM MKRO A A J SV jain ptreet Collins Avenue hatella Avenue lrange PNIPSM Qa PTIRMM MKUQ a A J TM jain ptreet hatella Avenue qaft Avenue lrange ONITPM Qa PTIRMM MKRU A A J TN janchester Avenue Compton Avenue lrangewood Avenue Anaheim NSIMRM Pa OUINRM MKRT A A J TO janchester Avenue lrangewood Avenue hatella Avenue Anaheim OPIUNM Pa OUINRM MKUR a A J TP janchester Avenue hatella Avenue Anaheim Boulevard Anaheim NQITQM Pa OUINRM MKRO A A J TQ lrangewood Avenue earbor Boulevard easter ptreet Anaheim ONIQUM Qr ORIMMM MKUS a A J TR lrangewood Avenue easter ptreet janchester Avenue Anaheim ORIVNM Qr ORIMMM NKMQ c A J TS lrangewood AvenueGG janchester Avenue ptate College Boulevard AnaheimL lrange PQIQNM Sa RSIPMM MKSN B A J TT lrangewood Avenue ptate College Boulevard oampart ptreet Anaheim RMIPUM Sa RSIPMM MKUV a A J TU lrangewood AvenueGG oampart ptreet poJRT creeway AnaheimL lrange QTISSM Sa RSIPMM MKUR a A J TV lrangewood Avenue poJRT creeway bckhoff ptreet lrange QVIMVM Sa RSIPMM MKUT a A J UM lrangewood Avenue bckhoff ptreet jain ptreet lrange NVISNM Sa RSIPMM MKPR A A J UN mhoenix Club arive eonda Center Ball ooad Anaheim NPIRNM Or NOIRMM NKMU c A J UO oampart ptreet Chapman Avenue lrangewood Avenue Anaheim OOIRNM Qr ORIMMM MKVM a A J UP ptate College Boulevard Chapman Avenue fJR creeway lrange QRIUSM Ua TRIMMM MKSN B A J UQ ptate College Boulevard fJR creeway lrangewood Avenue lrange QUIMSM Ua TRIMMM MKSQ B A J UR ptate College Boulevard lrangewood Avenue dene Autry tay Anaheim QSIVMM Ua TRIMMM MKSP B ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport ST Table RJOW OMPM tith mroject Arterial pegment aaily ilpI Continued fa Arterial crom To gurisdiction Traffic solume jidJBlock ianes Total Capacity sLC ilp A J US ptate College Boulevard dene Autry tay hatella Avenue Anaheim PQIVOM Sa RSIPMM MKSO B A J UT ptate College Boulevard hatella Avenue eowell Avenue Anaheim QSIQTM Sa RSIPMM MKUP a A J UU ptate College Boulevard eowell Avenue Cerritos Avenue Anaheim PNINPM Sa RSIPMM MKRR A A J UV ptate College Boulevard Cerritos Avenue Ball ooad Anaheim OUIRTM Sa RSIPMM MKRN A A J VM ptate College Boulevard Ball ooad tagner Avenue Anaheim PRINMM Sa RSIPMM MKSO B A J VN ptruck Avenue hatella Avenue jain ptreet lrange NRIRMM Or NOIMMM NKOV c A J VO punkist ptreet eowell Avenue Cerritos Avenue Anaheim NOISNM Qr ORIMMM MKRM A A J VP punkist ptreet Cerritos Avenue Ball ooad Anaheim NOIMMM Qr ORIMMM MKQU A A J VQ talnut Avenue jain ptreet Batavia ptreet lrange VITNM Or NOIMMM MKUN a A J VR talnut Avenue Batavia ptreet dlassell ptreet lrange VIUSM Or NOIMMM MKUO a koteW G pmart ptreet segments in lrange include a RB capacity enhancement GG phared segments capacities are identified by the jurisdiction in which the traffic count was taken kA J kot Applicable Arterial pegment meak eour ilp Analysis Table RJP presents the Aj and mj peak hour ilp for the deficient arterial segments forecast under OMPM tith mroject conditions identified above in the City of AnaheimK qhe table indicates that there are four segments projected to operate at ilp b or c during the Aj or mj peak hourW · Cerritos Avenue from punkist ptreet to aouglass ooad · aouglass ooad from hatella Avenue to Cerritos Avenue · iewis ptreet from hatella Avenue to Cerritos Avenue · hatella Avenue from janchester Avenue to Anaheim tay Table RJPW OMPM tith mroject Arterial pegment meak eour ilp fa Arterial crom To gurisdiction Traffic solume jidJBlock ianes Total Capacity sLC ilp Aj meak eour A J O Anaheim Boulevard fJR creeway Cerritos Avenue Anaheim PIPOM Sa RIRUS MKRV A A J P Anaheim Boulevard Cerritos Avenue Ball ooad Anaheim OIUTM Sa RIRUS MKRN A A J S Anaheim tay lrangewood Avenue hatella Avenue Anaheim NIUOM Pa QIPTM MKQO A A J V Ball ooad aisneyland arive earbor Boulevard Anaheim PITUM Sa RIPRU MKTN C A J NM Ball ooad earbor Boulevard Anaheim Boulevard Anaheim OITRM Sa RIPRUI MKRN A A J NN Ball ooad Anaheim Boulevard bast ptreet Anaheim PIOMM Sa QITUU MKST B A J NO Ball ooad bast ptreet ptate College Boulevard Anaheim PIPNM Sa QISTQ MKTN C A J NP Ball ooad ptate College Boulevard punkist ptreet Anaheim PIORM Sa QISTQ MKTM B A J NQ Ball ooad punkist ptreet poJRT creeway Anaheim QIROM Sa TIOUS MKSO B A J NV Cerritos Avenue punkist ptreet aouglass ooad Anaheim OIPUM Qr OIRUQ MKVO b A J PN aouglass ooad hatella Avenue Cerritos Avenue Anaheim OINRM Qr NIUOQ NKNU c A J PS dene Autry tay fJR creeway ptate College Boulevard Anaheim PIPMM Sa QIRSM MKTO C A J PT earbor Boulevard Chapman Avenue lrangewood Avenue Anaheim OIRRM Sa RIPRU MKQU A A J PU earbor Boulevard lrangewood Avenue Convention tay Anaheim OIRSM Sa RIUNQ MKQQ A A J PV earbor Boulevard Convention tay hatella Avenue Anaheim OITPM Sa RIUNQ MKQT A A J QM earbor Boulevard hatella Avenue aisney tay Anaheim OIVVM Sa SIMQO MKQV A A J QN earbor Boulevard aisney tay janchester Avenue Anaheim PINQM Sa SIMQO MKRO A A J QO earbor Boulevard janchester Avenue fJR creeway Anaheim PIOUM Ta UIVNN MKPT A A J QT eowell Avenue ptate College Boulevard punkist ptreet Anaheim NITOM Qr OIRMU MKSV B ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport S8 Table RJPW OMPM tith mroject Arterial pegment meak eour ilpI Continued fa Arterial crom To gurisdiction Traffic solume jidJBlock ianes Total Capacity sLC ilp Aj meak eour A J QV hatella Avenue buclid ptreet kinth ptreet Anaheim PIRRM Sa RIPRU MKUN a A J RM hatella Avenue kinth ptreet talnut ptreet Anaheim OITUM Sa TIVUM MKRP A A J RN hatella Avenue talnut ptreet aisneyland arive Anaheim PITPM Sa NMISQM MKQP A A J RO hatella Avenue aisneyland arive earbor Boulevard Anaheim PIRVM Ua TISMM MKTN C A J RSa hatella Avenue janchester Avenue Anaheim tay Anaheim RIPSM Sa RIRUS MKVS b A J RSb hatella Avenue Anaheim tay iewis ptreet Anaheim RIPSM Ua TIQQU MKTO C A J RV hatella Avenue pportstown eowell Avenue Anaheim QIMOM Sa TIROQ MKRP A A J SM hatella Avenue eowell Avenue poJRT creeway Anaheim QIRPM Sa TIROQ MKSM A A J SN hatella Avenue poJRT creeway jain ptreet AnaheimL lrange QIVSM Sa SIPUQ MKTU C A J SR iewis ptreet hatella Avenue Cerritos Avenue Anaheim OIVTM Qr PIMQM MKVV b A J TO janchester Avenue lrangewood Avenue hatella Avenue Anaheim OINMM Pa OIRMU MKUQ a A J TQ lrangewood Avenue earbor Boulevard easter ptreet Anaheim NIOMM Qr PIUMM MKPO A A J TR lrangewood Avenue easter ptreet janchester Avenue Anaheim OIMMM Qr RINSU MKPV A A J TT lrangewood Avenue ptate College Boulevard oampart ptreet Anaheim PIOUM Sa SINRS MKRP A A J TU lrangewood Avenue oampart ptreet poJRT creeway Anaheim PITPM Sa SISNO MKRS A A J UN mhoenix Club arive eonda Center Ball ooad Anaheim NINQM Or NIQUO MKTT C A J UO oampart ptreet Chapman Avenue lrangewood Avenue Anaheim OIMNM Qr OIVSQ MKSU B A J UT ptate College Boulevard hatella Avenue eowell Avenue Anaheim OIQVM Sa PITSO MKSS B mj meak eour A J O Anaheim Boulevard fJR creeway Cerritos Avenue Anaheim RIMVM Sa RITMM MKUV a A J P Anaheim Boulevard Cerritos Avenue Ball ooad Anaheim QIPMM Sa TIVMO MKUU a A J S Anaheim tay lrangewood Avenue hatella Avenue Anaheim PISNM Pa QINUM MKUS a A J V Ball ooad aisneyland arive earbor Boulevard Anaheim QINMM Sa RINPM MKUM C A J NM Ball ooad earbor Boulevard Anaheim Boulevard Anaheim PINMM Sa PIVVM MKTU C A J NN Ball ooad Anaheim Boulevard bast ptreet Anaheim PIRRM Sa SINRS MKRU A A J NO Ball ooad bast ptreet ptate College Boulevard Anaheim PIROM Sa SINRS MKRT A A J NP Ball ooad ptate College Boulevard punkist ptreet Anaheim PIUMM Sa RIUNQ MKSR B A J NQ Ball ooad punkist ptreet poJRT creeway Anaheim QITTM Sa TIOVS MKSR B A J NV Cerritos Avenue punkist ptreet aouglass ooad Anaheim OIRTM Qa PIOSU MKTV C A J PN aouglass ooad hatella Avenue Cerritos Avenue Anaheim OIOVM Qr OIRMU MKVN b A J PS dene Autry tay fJR creeway ptate College Boulevard Anaheim QIONM Sa RIPRU MKTV C A J PT earbor Boulevard Chapman Avenue lrangewood Avenue Anaheim PIPVM Sa PIUTS MKUT a A J PU earbor Boulevard lrangewood Avenue Convention tay Anaheim PIOSM Sa QIQQS MKTP C A J PV earbor Boulevard Convention tay hatella Avenue Anaheim PIRUM Sa QINMQ MKUT a A J QM earbor Boulevard hatella Avenue aisney tay Anaheim PIRSM Sa QIVMO MKTP C A J QN earbor Boulevard aisney tay janchester Avenue Anaheim PITPM Sa QIVMO MKTS C A J QO earbor Boulevard janchester Avenue fJR creeway Anaheim PIUNM Ta VIVTR MKPU A A J QT eowell Avenue ptate College Boulevard punkist ptreet Anaheim OINPM Qr OIUNO MKTS C A J QV hatella Avenue buclid ptreet kinth ptreet Anaheim QIPOM Sa RIPRU MKUN a A J RM hatella Avenue kinth ptreet talnut ptreet Anaheim QIOSM Sa TIVUM MKRP A A J RN hatella Avenue talnut ptreet aisneyland arive Anaheim QIRQM Sa NMISQM MKQP A A J RO hatella Avenue aisneyland arive earbor Boulevard Anaheim RIPUM Ua TISMM MKTN C A J RSa hatella Avenue janchester Avenue Anaheim tay Anaheim RIPSM Sa RIRUS MKVS b A J RSb hatella Avenue Anaheim tay iewis ptreet Anaheim RIPSM Ua TIQQU MKTO C ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport S9 Table RJPW OMPM tith mroject Arterial pegment meak eour ilpI Continued fa Arterial crom To gurisdiction Traffic solume jidJBlock ianes Total Capacity sLC ilp mj meak eour A J RV hatella Avenue pportstown eowell Avenue Anaheim QIMOM Sa TIROQ MKRP A A J SM hatella Avenue eowell Avenue poJRT creeway Anaheim QIRPM Sa TIROQ MKSM A A J SN hatella Avenue poJRT creeway jain ptreet AnaheimL lrange QIVSM Sa SIPUQ MKTU C A J SR iewis ptreet hatella Avenue Cerritos Avenue Anaheim PIMOM Qr PIMQM MKVV b A J TO janchester Avenue lrangewood Avenue hatella Avenue Anaheim OINMM Pa OIRMU MKUQ a A J TQ lrangewood Avenue earbor Boulevard easter ptreet Anaheim NIROM Qr PIUMM MKQM A A J TR lrangewood Avenue easter ptreet janchester Avenue Anaheim OIMMM Qr RINSU MKPV A A J TT lrangewood Avenue ptate College Boulevard oampart ptreet Anaheim PIOUM Sa SINRS MKRP A A J TU lrangewood Avenue oampart ptreet poJRT creeway Anaheim PITPM Sa SISNO MKRS A A J UN mhoenix Club arive eonda Center Ball ooad Anaheim NINQM Or NIQUO MKTT C A J UO oampart ptreet Chapman Avenue lrangewood Avenue Anaheim OIMNM Qr OIVSQ MKSU B A J UT ptate College Boulevard hatella Avenue eowell Avenue Anaheim QIPVM Sa RIVOU MKTQ C kA J kot Applicable koteW phared segments capacities are identified by the jurisdiction in which the traffic count was taken Caltrans oamp Termini fntersection Analysis Table RJQ below presents the results of peak hour delays and levels of service for the ramp termini intersections under the future forecast tith mroject conditionsK aetailed analysis worksheets are included in Appendix eJPK qhe table indicates that five Caltrans ramp intersections operate at an unacceptable ilp in either the Aj or mj peak hourW · Anaheim Boulevard at fJR kB oamps Emj peak hourF · janchester Avenue EfJR pouthbound oampsF at hatella Avenue Emj peak hourF · Anaheim tay EfJR pouthbound oampsF at hatella Avenue Emj peak hourF · lrangewood Avenue at poJRT pouthbound oamps Emj peak hourF · poJOO testbound oamps at jetropolitan arive Emj meak eourF qhe ramp termini intersections have previously been evaluated based on the fCr methodology and in general the analysis ilp results are consistentK eoweverI two ramp termini intersections in particular operate at different levels of service when comparing the fCr and eCj analysisW janchester Avenue EfJR pouthbound oampsF at hatella AvenueI poJOO testbound at jetropolitan arive EfJVUFK qhese intersections are deficient only under the eCj analysis indicating that the deficiency is generally the result of operational issuesI such as insufficient or excessive signal timings for pedestrian crossingsK cor these deficient locationsI improvement strategies for the above locations will be applied for both analysis methodologiesK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport T0 Table RJQW OMPM tith mroject oamp Termini fntersection ilp fa fntersection Aj meak eour mj meak eour aelay ilp aelay ilp fJV earbor Boulevard L fJR korthbound oamps NNKM B ONKU C fJNM earbor Boulevard L fJR pouthbound oamps UKU A VKQ A fJNT fJR pouthbound lff oamp L aisney tay ONKT C NSKV B fJON Anaheim Boulevard L fJR korthbound oamps NMKR B UPKN c fJOO Anaheim Boulevard L aisney tay ORKQ C QSKP a fJOS janchester Avenue EfJR pouthbound oampsF L hatella Avenue QMKU a TRKT b fJOT Anaheim tay EfJR korthbound oampsF L hatella Avenue OQKS C UUKV c fJPT fJR els oamps L dene Autry tay PRKR a NUKR B fJRR ptate College Boulevard L fJR korthbound oamps POKN C OTKO C fJRS ptate College Boulevard L fJR pouthbound oamps RQKN a OQKO C fJSS Ball ooad L poJRT korthbound oamps NRKS B NQKT B fJST Ball ooad L poJRT pouthbound oamps OQKV C OQKU C fJSU poJRT korthbound oamps L hatella Avenue NNKQ B NNKV B fJSV poJRT pouthbound oamps L hatella Avenue NVKV B NMKV B fJTM lrangewood Avenue L poJRT korthbound oamps NOKQ B VKQ A fJTN lrangewood Avenue L poJRT pouthbound oamps PMKM C UNKN c fJVR fJR oamps L Chapman Avenue OPKO C OVKS C fJVT poJOO bastbound oamps L qhe City arive OPKV C PNKO C fJVU poJOO testbound oampsL jetropolitan arive RNKV a SUKO b fJVV poJRT korthbound oamps L Chapman Avenue RKN A QKS A poJRT pouthbound oamps L Chapman Avenue QTKV a RQKR a Caltrans oamp Termini lffJoamp nueuing Analysis Table RJR presents the offJramp queue and control delay determined by for the study area offJramp termini intersections under OMPM tith mroject conditionsK aetailed queuing analysis worksheets are included in Appendix jJPK qhe analysis indicates that no Caltrans oamp intersections are forecast to have a queuing length that is greater than the offJramp storage ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport T1 Table RJRW OMPM tith mroject oamp Termini lffJoamp nueuing iength Analysis fa oamp Termini fntersection lffJoamp # of ianes lffJoamp ptorage iength EfeetF lffJoamp nueue iength Control aelay EsecF aeficient ptorage iength Aj meak eour mj meak eour Aj meak eour mj meak eour i T o i T o i T o i T o i T o i T o f J V earbor Boulevard L fJR korthbound oamps NKR NKR QMM NIOUM UM NOM NSM POM OPKM PRKS PMKO SMKV ko f J NM earbor Boulevard L fJR pouthbound oamps O N NIOQM NVM NQM NOM RSKV RSKV ko f J NT fJR pB lff oamp L aisney tay NKPP MKPP NKPP VQM PUM PUM OPM OQM OMM OMM SNKQ SSKR RSKP RTKR ko f J OS janchester Avenue EfJR pouthbound oampsF L hatella Avenue NKR NKR TOM TOM NITNM NMM NM OMM NMM TM SUKT NVKN TVKN PVKQ OSKV ko f J OT Anaheim tay EfJR korthbound oampsF L hatella Avenue NKR P MKR NIRQM NIMSM PPM POM STM SVM QUKT QNKO ko f J PT fJR els kB oamps L dene Autry tay N O nLa NIRNM OM M QM M OVKR NOKS QSKO UKU ko fJR els pB oamps L dene Autry tay O N NIPQM nLa OVM NM NTM M QUKO NOKO STKT NPKQ ko f J RR ptate College Boulevard L fJR korthbound oamps NKR NKR O NIRUM SVM SVM OPM OQM NRM UM UQ NSM USKM QMKR RQKM RMKQ SQKQ ko f J RS ptate College Boulevard L fJR pouthbound oamps NKR MKR O OIVSM OINVM NIRVM RM NIMMM NNM TM SOM NMM NUKO NOUKP OMKM OMKR SSKN ONKO ko f J SS Ball ooad L poJRT korthbound oamps NKR NKR NIMPM SUM OQM OQM OPM OOM QRKV RUKO QRKM RSKT ko f J ST Ball ooad L poJRT pouthbound oamps N O NIOVM RTM RQM PTM QNM OQM QTKP OVKV STKM PRKU ko f J SU poJRT korthbound oamps L hatella Avenue NKR NKR NIMPM RVM ORM ORM OMM OMM QNKV RNKP QVKR RVKO ko f J SV poJRT pouthbound oamps L hatella Avenue N O VPM SMM OQM PNM NTM OQM QNKP QUKU QPKV RPKS ko f J TM lrangewood Avenue L poJRT korthbound oamps NKR NKR SRM PRM NQM ONM TM TM PVKT SUKM RMKT SMKU ko f J TN lrangewood Avenue L poJRT pouthbound oamps NKR NKR NIMRM SPM PQM OQM OMM NRM PNM OTM OQT VNKO TOKR QTKS NSOKO NOTKO ko f J VR fJR oamps L Chapman Avenue O N NIMUM OOM OMM SM OQM M OVKO NNKR PQKN RKP ko f J VT poJOO bastbound oamps L qhe City arive NKPP MKPP NKPP UTM SRM QMM NUM NVM NSM NTM SOKN SPKP RTKS RVKR ko f J VU poJOO testbound oampsL jetropolitan arive O M O VMM POM NSM PMM QOM PM PMKU OUKU NMOKT UKN ko f J VV poJRT korthbound oamps L Chapman Avenue N N NIOQM TSM TM M QM M SPKP NQKQ SMKV NTKU ko f J NMM poJRT pouthbound oamps L Chapman Avenue MKR MKR N RUM NIMMM OTM RM NPM PRM UTKQ NSKO RMKP NOVKQ ko ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport T2 Caltrans creeway oamp eCj Analysis Table RJS summarizes eCj analysis results for the study area ramps for the Aj and mj peak hoursK mer the Caltrans eighway aesign janualI a OJlane on or offJramp should be provided where volumes exceed NIRMM vehicles per hour during either the Aj or mj peak hourK qhe pouthbound poJRT lffJ oamp to Ball ooad forecast volume exceeds this criteria during the Aj peak hour and should be monitoredX however there is no difference between the ko mroject and tith mroject volumes at this locationI therefore the project has no responsibility for improvements at this locationK aetailed analysis worksheets are included in Appendix fJPK According to the analysis the following freeway ramps are deficient under either the Aj or mj peak hour OMPM tith mroject conditionsW · fJR korthbound Connector from poJOO bastbound Emj meak eourF · fJR korthbound lffJoamp to Chapman Avenue Emj meak eourF · fJR korthbound lffJoamp to ptate College Boulevard Emj meak eourF · fJR korthbound lnJoamp from ptate College Avenue Emj meak eourF · fJR korthbound lffJoamp to hatella Avenue Emj meak eourF · fJR korthbound els lnJoamp from dene Autry tay Emj meak eourF · fJR korthbound lnJoamp from Anaheim Boulevard Emj meak eourF · fJR korthbound lffJoamp to earbor Boulevard Emj meak eourF · fJR korthbound lnJoamp from earbor Boulevard Emj meak eourF · fJR pouthbound lnJoamp from hatella Avenue Emj meak eourF · fJR pouthbound lnJoamp from lrangewood Avenue Emj meak eourF · fJR pouthbound Connector to poJOO testbound Emj meak eourF · poJRT korthbound lffJoamp to Ball ooad Emj meak eourF · poJRT pouthbound lffJoamp to Ball ooad EAj meak eourF · poJRT pouthbound lffJoamp to hatella Avenue EAj and mj meak eourF · poJRT pouthbound lnJoamp from lrangewood Avenue Emj meak eourF · poJOO bastbound lffJoamp to cairview ptreet Emj meak eourF · poJOO bastbound lnJoamp from cairview ptreet Emj meak eourF · poJOO bastbound Connector to City ariveLBristol ptreet Emj meak eourF · poJOO bastbound CollectorLaistributor lffJoamp to qhe City arive Emj meak eourF · poJOO testbound lnJoamp from easter ptreet Emj meak eourF As compared to the ko mroject scenarioI there are three additional deficient ramps under the tith mroject scenarioI the pouthbound fJR lnJramp from hatella AvenueI the korthbound poJRT lffJ oamp to Ball ooad and the pouthbound poJRT lnJoamp from lrangewood AvenueI all under mj meak eour conditionsK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport TP Table RJSW OMPM tith mroject creeway oamp eCj ilp fa oamp pegment oamp # of iane AKjK meak eour mKjK meak eour jainline solume oamp solume aensity EpcLmiLlnF ilp jainline solume oamp solume aensity EpcLmiLlnF ilp o J N fJR kB Connector from poJOO bBG O RIPOM OIMOM PMKO a VIPVM OIUMM > Capacity c o J O fJR kB lffJoamp to Chapman Avenue N TINTM PQM ORKM C NOINVM QOM > Capacity c o J P fJR kB lffJoamp to ptate College Boulevard O SIUPM NIPRM NPKQ B NNITTM UVM > Capacity c o J Q fJR kB els lffJoamp to dene Autry tayLaisney tay N NIROM NNM NPKR B OIMRM NSM NUKP B o J R fJR kB lnJoamp from ptate College Avenue N RITMM OPM NUKV B NMIUUM QQM > Capacity c o J S fJR kB lffJoamp to hatella AvenueGG O RIUNM NIMRM OOKR C VIQSM NITQM PSKS b o J T fJR kB lnJoamp from lrangewood Avenue N QIUSM PTM ONKP C TITSM RTM POKV a o J U fJR kB lnJoamp from hatella Avenue N RIOPM OSM OOKQ C UIOVM QNM PQKN a o J V fJR kB els lnJoamp from dene Autry tay N NIORM OOM OQKS C NIUMM VPM PVKN b o J NM fJR kB lnJoamp from Anaheim Boulevard N RIQVM QQM OQKN C UITMM NIOVM > Capacity c o J NN fJR kB lffJoamp to earbor Boulevard N RITUM UOM OQKP C NMIMVM NIMNM PUKQ b o J NO fJR kB lnJoamp from earbor Boulevard N QIVUM OVM ONKN C VIMUM TQM > Capacity c o J NP fJR pB lffJoamp to earbor Boulevard N TIUTM TMM OVKQ a UIUPM TMM POKS a o J NQ fJR pB lnJoamp from earbor Boulevard N TINTM NIOSM OVKP a UINQM NIMOM PMKM a o J NR fJR pB lffJoamp to aisney tayLAnaheim Boulevard N UIQPM TPM PNKQ a VINRM RVM PPKN a o J NS fJR pB lffJoamp to hatella AvenueLlrangewood AvenueGG O SIOPM VQM OQKN C TITTM QNM PMKN a o J NT fJR pB els lffJoamp to dene Autry tay N OIVNM UMM OSKN C OISVM QRM OQKN C o J NU fJR pB lnJoamp from Anaheim Boulevard N RIPUM QQM OPKT C TIQNM RVM PNKU a o J NV fJR pB lnJoamp from hatella Avenue N RIUNM VSM OVKP a TIVTM UNM > Capacity c o J OM fJR pB lffJoamp to ptate College Avenue N SIQTM SQM OOKT C UISQM UTM PNKM a o J ON fJR pB els lnJoamp from dene Autry tay N OINTM OQM OOKM C OIPTM PPM OQKP C o J OO fJR pB lnJoamp from lrangewood Avenue N RIUQM TMM OTKP C TIUMM VMM PRKS b o J OP fJR pB lnJoamp from ptate College Boulevard N SIRPM OQM OMKM B UISTM POM OSKO C o J OQ fJR pB lnJoamp from Chapman Avenue N SITTM QUM OMKN C UIVVM STM ORKO C o J OR fJR pB Connector to poJOO tB N TIORM VRM OUKQ a VISNM NIPOM PUKN b o J OS fJR pB Connector to poJOO bB O SIPRM NIMSM NNKO B UIOVM NIPRM NSKO B o J OT poJRT kB lffJoamp to Chapman Avenue N PIUVM NSM OPKT C RIPQM NUM PMKS a o J OU poJRT kB lnJoamp from Chapman Avenue tB N SINTM OSM NTKS B VITUM QPM ORKR C o J OV poJRT kB lnJoamp from Chapman Avenue bB N RIVRM OOM NVKQ B VIQSM POM OVKN a ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport T4 Table RJSW OMPM tith mroject creeway oamp eCj ilpI Continued fa oamp pegment oamp # of iane AKjK meak eour mKjK meak eour jainline solume oamp solume aensity EpcLmiLlnF ilp jainline solume oamp solume aensity EpcLmiLlnF ilp o J PM poJRT kB lffJoamp to lrangewood Avenue N SIQPM TOM ORKU C NMIONM POM PQKS a o J PN poJRT kB lnJoamp from lrangewood Avenue tB N SIMNM PQM NVKV B NMIOQM SVM PQKT a o J PO poJRT kB lnJoamp from lrangewood Avenue bB N RITNM PMM NVKQ B VIUVM PRM PMKU a o J PP poJRT kB lffJoamp to hatella Avenue N RIPOM VTM OPKO C VINUM TTM PPKT a o J PQ poJRT kB lnJoamp from hatella Avenue tB N QITRM OQM NSKU B UIVNM ROM OUKU a o J PR poJRT kB lnJoamp from hatella Avenue bB N QIPRM QMM NTKM B UIQNM RMM OTKM C o J PS poJRT kB lffJoamp to Ball ooad N RINQM VNM OOKP C VIUQM VUM PSKV b o J PT poJRT kB lnJoamp from Ball ooad tB N QITRM QOM NUKO B VIRNM VMM PPKV a o J PU poJRT kB lnJoamp from Ball ooad bB N QIOPM ROM NTKS B UIUSM SRM OVKT a o J PV poJRT pB lffJoamp to Ball ooad N UITOM NITTM PTKQ b UIORM NIONM POKV a o J QM poJRT pB lnJoamp from Ball ooad tB N SIVRM OQM OTKU C TINMM ROM PMKR a o J QN poJRT pB lnJoamp from Ball ooad bB N TINVM STM POKM a TISMM RUM POKT a o J QO poJRT pB lffJoamp to hatella Avenue N UIQVM NINMM QMKN b UIPSM UMM PTKV b o J QP poJRT pB lnJoamp from hatella Avenue tB N TIPVM OSM OVKQ a TIRTM RNM POKM a o J QQ poJRT pB lnJoamp from hatella Avenue bB N TISRM NUM OVKS a UIMTM RNM PPKT a o J QR poJRT pB lffJoamp to lrangewood Avenue N TIVUM UTM PMKP a VINSM VPM PQKQ a o J QS poJRT pB lnJoamp from lrangewood Avenue N TINNM ORM OUKQ a UIOPM TMM > Capacity c o J QT poJRT pB lffJoamp to Chapman Avenue N TIPSM RPM OSKR C UIVPM SUM POKQ a o J QU poJRT pB lnJoamp from Chapman Avenue N NIPTM QPM NTKP B NITVM SMM OOKP C o J QV poJOO bB lffJoamp to cairview ptreet N TINPM OSM PMKM a UIRPM PMM PRKU b o J RM poJOO bB lnJoamp from cairview ptreet N SIUTM VUM PPKO a UIOPM NIPSM > Capacity c o J RN poJOO bB Connector to City ariveLBristol ptreetGG P TIMMM RIMNM OSKS C VINNM SISVM > Capacity c o J RO poJOO bB CollectorLaistributor lffJoamp to qhe City arive N RIMNM PPM OVKO a SISVM QSM > Capacity c o J RP poJOO bB Connector from fJR pBLpoJRT pB O OIVMM OIMVM OSKS C PIOPM OIVRM PRKM a o J RQ poJOO tB Connector to fJR pBLpoJRT pB O QIQSM NIVQM NQKU B SISPM OIQMM OPKO C o J RR poJOO tB lnJoamp from qhe City arive N OIMMM PUM OOKO C OIRTM QVM OTKV C o J RS poJOO tB Connector from fJR pBLpoJRT pB O QITOM OIMMM OQKP C TIOUM OIRTM PPKV a o J RT poJOO tB lffJoamp to easter ptreet O TIMQM SRM NNKT B NMIPQM UTM ONKR C o J RU poJOO tB lnJoamp from easter ptreet N SIQMM RRM OUKO a VIQTM UNM > Capacity c G jajor jerge Analysis rtilized to calculate density GG jajor aiverge Analysis rtilized to calculate density ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport TR Caltrans creeway jainline eCj Analysis Table RJT summarizes OMPM Aj and mj peak hour tith mroject eCj analysis results for study area mainline segmentsK aetailed eCj worksheets for the OMPM tith mroject scenario are included in Appendix gJPK qhe following freeway mainline segments are deficient under either the Aj or mj peak hoursW · fJR korthbound between poJVN and Brookhurst ptreet Emj meak eourF · fJR korthbound between Brookhurst ptreet and buclid ptreet Emj meak eourF · fJR korthbound between buclid ptreet and iincoln Avenue Emj meak eourF · fJR pouthbound between buclid ptreet and iincoln Avenue EAj and mj meak eourF · fJR korthbound between iincoln Avenue and earbor Boulevard Emj meak eourF · fJR korthbound between earbor Boulevard and hatella Avenue Emj meak eourF · fJR korthbound between poJOO and NTth ptreet Emj meak eourF · fJR pouthbound between poJOO and NTth ptreet EAj and mj meak eourF · fJR korthbound between NTth ptreet and drand Avenue Emj meak eourF · fJR pouthbound between NTth ptreet and drand Avenue Emj meak eourF · fJR korthbound between drand Avenue and Qth ptreet Emj meak eourF · fJR pouthbound between drand Avenue and Qth ptreet Emj meak eourF · fJR korthbound between Qth ptreet and poJRR Emj meak eourF · poJRT pouthbound between hatella Avenue and Ball ooad EAj and mj meak eourF · poJRT korthbound between Ball ooad and iincoln Avenue Emj meak eourF · poJRT korthbound between poJVN and iincoln Avenue Emj meak eourF · poJOO bastbound between Brookhurst ptreet and buclid ptreet Emj meak eourF · poJOO testbound between Brookhurst ptreet and buclid ptreet Emj meak eourF · poJOO bastbound between buclid ptreet and earbor Boulevard Emj meak eourF · poJOO testbound between buclid ptreet and earbor Boulevard Emj meak eourF · poJOO bastbound between earbor Boulevard and cairview ptreet Emj meak eourF · poJOO testbound between earbor Boulevard and easter ptreet Emj meak eourF · poJOO testbound between easter ptreet and qhe City ariveLfJR Emj meak eourF then comparing the ko mroject and tith mroject scenariosI there are no additional deficiencies under tith mroject conditionsK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport TS Table RJTW OMPM tith mroject creeway jainline eCj ilp fa creeway pegment korthbound L bastbound pouthbound L testbound AKjK meak eour mKjK meak eour AKjK meak eour mKjK meak eour solume aensity EpcLmiLlnF ilp solume aensity EpcLmiLlnF ilp solume aensity EpcLmiLlnF ilp solume aensity EpcLmiLlnF ilp c J N fJR between poJVN and Brookhurst ptreet SIMOM NUKV C NMIMQM PSKV b TIOMM NUKV C UIMNM ONKM C c J O fJR between Brookhurst ptreet and buclid ptreet SIPMM NVKU C NMIQOM QMKM b TIPSM OPKQ C UIUQM OVKR a c J P fJR between buclid ptreet and iincoln Avenue SIPMM NVKU C NMIUPM QQKN b TIUPM PRKN b UIUSM > QRKM c c J Q fJR between iincoln Avenue and earbor Boulevard SIQSM OMKP C NNIOQM > QRKM c TIUTM ORKP C UIUPM OVKR a c J R fJR between earbor Boulevard and hatella Avenue RITUM NUKO C NMIMVM PTKP b SIOPM NVKS C TITTM OQKV C c J S fJR between hatella Avenue and ptate College Boulevard RIUNM NUKP C VIQSM POKV a SIQTM OMKP C UISQM OUKS a c J T fJR between ptate College Boulevard and poJOO SIUPM NTKT B NNITTM PQKS a UIONM ONKQ C NMIMOM OSKV a c J U fJR between poJOO and NTth ptreet UIQTM OOKM C NQIRVM > QRKM c NOINOM PSKP b NQIVMM > QRKM c c J V fJR between NTth ptreet and drand Avenue UIUMM OOKV C NPITUM > QRKM c NMIOPM OTKR a NPIOOM QQKQ b c J NM fJR between drand Avenue and Qth ptreet UISQM OOKQ C NPIPUM > QRKM c VIVRM OSKR a NPIMRM QOKV b c J NN fJR between Qth ptreet and poJ RR UIRVM OOKP C NPIMTM QPKN b UIVMM OPKO C NNIUVM PQKV a c J NO poJRT between poJOO and lrangewood Avenue SIQPM NSKS B NMIONM OTKQ a TIMNM ONKU C UIRRM OTKS a c J NP poJRT between lrangewood Avenue and hatella Avenue RIPOM NSKR B VINUM PMKS a TIVUM ORKO C VINSM PMKR a c J NQ poJRT between hatella Avenue and Ball ooad RINQM NRKV B VIUQM PQKR a UIQVM QMKQ b UIPSM PVKM b c J NR poJRT between Ball ooad and iincoln Avenue RIOPM NSKO B NMIPVM PUKR b UITOM OUKQ a UIORM OSKP a c J NS poJRT between poJVN and iincoln Avenue RIMVM NRKU B NMIVQM QPKS b VIQNM OQKT C UITOM OOKT C c J NT poJOO between Brookhurst ptreet and buclid ptreet SIUTM OTKS a UIMVM PSKM b RISQM ONKU C UITOM QOKS b c J NU poJOO between buclid ptreet and earbor TIPNM PMKO a UISPM QNKS b SIONM OQKP C VIQVM > QRKM c c J NV poJOO between earbor Boulevard and cairview ptreetLeaster ptreet TINPM OVKM a UIRPM QMKQ b SIPTM ORKM C VIRVM > QRKM c c J OM poJOO between cairview ptreetLeaster ptreet and qhe City ariveLfJR TIMMM ONKT C VINNM PMKM a TIMQM ONKU C NMIPQM PTKT b c J ON poJOO between fJR and jain ptreet QIVUM NVKO C SIMVM OPKT C QIQSM NTKO B SISPM OSKP a c J OO poJOO between jain ptreet and dlassell ptreet QIOVM NSKR B SIPSM ORKM C QIRUM NTKS B RIUUM OOKU C c J OP poJOO between dlassell ptreet and poJRR PIQVM NMKU A RIRUM NTKO B QIQQM NTKN B RIONM OMKN C Caltrans creeway teaving eCj Analysis Tables RJU and RJV summarize eCj analysis results for the weaving areas for the study area freeways for the Aj and mj peak hoursK rnder the OMPM tith mroject scenarioI there are several freeway weaves identified as being deficient in either the Aj or mj peak hoursK Coordination with Caltrans will be required for proposed capacity or operational improvements to the freeway mainline segments or rampsI which may improve the weaving ilpK aetailed eCj weaving analysis ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport TT worksheets for the OMPM tith mroject scenario are included in Appendix hJPK qhe deficient weaving segments are as followsW · fJR korthbound between iincoln Avenue lnJoamp and buclid ptreet lffJoamp Emj meak eourF · fJR korthbound between aisneyland arive lnJoamp and iincoln Avenue lffJoamp Emj meak eourF · fJR pouthbound between aisneyland arive lnJoamp and earbor Boulevard lffJoamp Emj meak eourF · fJR korthbound between Anaheim Boulevard lnJoamp and earbor Boulevard lffJoamp Emj meak eourF · fJR korthbound between ptate College Boulevard lnJoamp and hatella Avenue lffJoamp Emj meak eourF · fJR pouthbound between hatella Avenue lnJoamp and ptate College Boulevard lffJoamp Emj meak eourF · fJR korthbound between poJOO Connector and Chapman Avenue lffJoamp Emj meak eourF · fJR pouthbound between ptate College Boulevard L Chapman Avenue lnJoamp and poJOO Connector Emj meak eourF · fJR korthbound between jain ptreet lnJoamp and poJOO tB Connector Emj meak eourF · fJR korthbound between NTth ptreet lnJoamp and jain ptreet lffJoamp Emj meak eourF · fJR pouthbound between jain ptreet lnJoamp and NTth ptreet L menn tay lffJoamp EAj and mj meak eourF · fJR korthbound between drand Avenue lnJoamp and NTth ptreet lffJoamp Emj meak eourF · fJR pouthbound between menn tay lnJoamp and panta Ana Boulevard lffJoamp EAj and mj meak eourF · fJR korthbound between courth ptreet lnJoamp and drand Avenue lffJoamp Emj meak eourF · fJR pouthbound between panta Ana Boulevard lnJoamp and courth ptreet lffJoamp Emj meak eourF · fJR korthbound between poJRR Connector and cirst ptreet lffJoamp Emj meak eourF · fJR pouthbound between cirst ptreet lnJoamp and poJRR pouthbound Connector Emj meak eourF · poJRT pouthbound between lrangewood Avenue lnJoamp and Chapman Avenue lffJ oamp Emj meak eourF · poJRT pouthbound between hatella Avenue lnJoamp and lrangewood Avenue lffJoamp Emj meak eourF · poJRT korthbound between hatella Avenue lnJoamp and Ball ooad lffJoamp Emj meak eourF · poJRT pouthbound between Ball ooad lnJoamp and hatella Avenue lffJoamp EAj and mj meak eourF · poJRT korthbound between iincoln Avenue lnJoamp and poJVN bastbound Connector Emj meak eourF · poJRT pouthbound between poJVN testbound Connector and iincoln Avenue lffJoamp Emj meak eourF ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport T8 · poJOO testbound between earbor Boulevard lnJoamp and buclid ptreet lffJoamp Emj meak eourF · poJOO bastbound between cairview ptreet L darden drove Boulevard lnJoamp and Collector L aistributor qhe City arive lffJoamp EAj and mj meak eourF · poJOO testbound between jetropolitan arive lnJoamp and easter ptreet lffJoamp Emj meak eourF · poJOO bastbound Collector L aistributor between qhe City arive lnJoamp and Bristol ptreet lffJoamp EAj and mj meak eourF · poJOO testbound between ia seta Avenue lnJoamp and jetropolitan arive lffJoamp EAj and mj meak eourF · poJOO bastbound Collector L aistributor between Bristol ptreet lnJoamp and fJR pouthbound Connector EAj and mj meak eourF · poJOO bastbound between poJRT pouthbound Connector and qown and Country ooad lffJ oamp Emj meak eourF · poJOO testbound between ia seta Avenue lnJoamp and fJR L poJRT korthbound Connector Emj meak eourF · poJOO bastbound between qown and Country ooad lnJoamp and dlassell ptreet lffJoamp Emj meak eourF tithin the deficient weaving segments identified aboveI the following two freeway weaving segments become deficient under the tith mroject scenario and are not deficient under the ko mroject scenarioW · poJRT korthbound between hatella Avenue lnJoamp and Ball ooad lffJoamp Emj meak eourF ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport T9 Table RJUW OMPM tith mroject creeway teaving Aj meak eour eCj ilp fa teaving pegment teaving iength EctF teaving jovement solume aensity EpcLmiLlnF ilp AJC BJa AJa BJC t J N fJR kB bLw Brookhurst ptreet lnJoamp and poJVN bB lffJoamp OIVUM kot Applicable fJR pB bLw poJVN Connector L jagnolia Avenue lnJoamp and Brookhurst ptreet lffJ oamp PIPVM t J O fJR kB bLw buclid ptreet lnJoamp and Brookhurst ptreet lffJoamp OIUVM fJR pB bLw Brookhurst ptreet lnJoamp and buclid ptreet lffJoamp OIRQM t J P fJR kB bLw iincoln Avenue lnJoamp and buclid ptreet lffJoamp OIMMM RISMM NM QSM OPM ONKV B t J Q fJR kB bLw aisneyland arive lnJoamp and iincoln Avenue lffJoamp NISUM RISNM OM RQM OVM OOKV B fJR pB bLw iincoln Avenue lnJoamp and aisneyland arive lffJoamp PIMSM kot Applicable t J R fJR pB bLw aisneyland arive lnJoamp and earbor Boulevard lffJoamp NIROM SIQVM QM SSM SUM POKV a t J S fJR kB bLw Anaheim Boulevard lnJoamp and earbor Boulevard lffJoamp OIMUM QINNM QM TUM URM OQKN C fJR pB bLw earbor Boulevard lnJoamp and aisney tay lffJoamp OISRM kot Applicable t J T fJR kB bLw ptate College Boulevard lnJoamp and hatella Avenue lffJoamp OIPRM QIRQM NM NIMQM OOM ONKN B fJR pB bLw hatella Avenue lnJoamp and ptate College Boulevard lffJoamp NIUTM QIVOM RM RVM VNM OSKU C t J U fJR kB bLw poJOO Connector and Chapman Avenue lffJoamp NITOM PITOM NMM OQM NIVOM OQKS C fJR pB bLw ptate College Boulevard L Chapman Avenue lnJoamp and poJOO Connector NIRNM RISSM NM VQM OPM OTKT C t J V fJR kB bLw jain ptreet lnJoamp and poJOO tB Connector NITQM RIMRM SM UQM NINNM OTKV C t J NM fJR kB bLw NTth ptreet lnJoamp and jain ptreet lffJoamp NIRPM SISOM NM NINTM OQM PPKS a fJR pB bLw jain ptreet lnJoamp and NTth ptreet L menn tay lffJoamp NIRNM VINNM PM QQM ROM > Capacity c t J NN fJR kB bLw drand Avenue lnJoamp and NTth ptreet lffJoamp OINNM SIPPM OM RNM QTM OTKU C fJR pB bLw menn tay lnJoamp and panta Ana Boulevard lffJoamp NIOSM TIPTM PM SNM ROM PSKR b ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 80 Table RJUW OMPM tith mroject creeway teaving Aj meak eour eCj ilpI Continued fa teaving pegment teaving iength EctF teaving jovement solume aensity EpcLmiLlnF ilp AJC BJa AJa BJC t J NO fJR kB bLw courth ptreet lnJoamp and drand Avenue lffJoamp NIUOM SIPTM OM PTM QQM OTKP C fJR pB bLw panta Ana Boulevard lnJoamp and courth ptreet lffJoamp OIRMM TIPTM OM RUM POM OUKU C t J NP fJR kB bLw poJRR Connector and cirst ptreet lffJoamp NITRM QIMVM NOM STM OIOUM PNKV C fJR pB bLw cirst ptreet lnJoamp and poJRR pB Connector NIRUM QIUPM QM NIUSM SVM PNKU C t J NQ poJRT kB bLw Chapman Avenue lnJoamp and lrangewood Avenue lffJoamp NIOPM QIPVM NM TNM ORM NVKQ B poJRT pB bLw lrangewood Avenue lnJoamp and Chapman Avenue lffJoamp NINQM SIOQM NM ROM OQM OUKO C t J NR poJRT kB bLw lrangewood Avenue lnJoamp and hatella Avenue lffJoamp NIPSM QIMPM OM VRM POM OMKM B poJRT pB bLw hatella Avenue lnJoamp and lrangewood Avenue lffJoamp NITUM SIVQM NM USM NTM PNKR C t J NS poJRT kB bLw hatella Avenue lnJoamp and Ball ooad lffJoamp OINPM QIMMM NM VMM OPM NUKP B poJRT pB bLw Ball ooad lnJoamp and hatella Avenue lffJoamp OIQVM SITRM PM NIMTM SQM > Capacity c t J NT poJRT kB bLw Ball ooad lnJoamp and iincoln Avenue lffJoamp QIVRM kot Applicable poJRT pB bLw iincoln Avenue lnJoamp and Ball ooad lffJoamp RINSM t J NU poJRT kB bLw iincoln Avenue lnJoamp and poJVN bB Connector OIORM PISOM OM NIMRM QMM NUKU B poJRT pB bLw poJVN tB Connector and iincoln Avenue lffJoamp NISOM RIUPM SM USM NIMVM PRKO a t J NV poJOO bB bLw Brookhurst ptreet lnJoamp and buclid ptreet lffJoamp PIPTM kot Applicable poJOO tB bLw buclid ptreet lnJoamp and Brookhurst ptreet lffJoamp RIOTM t J OM poJOO bB bLw buclid ptreet lnJoamp and earbor Boulevard lffJoamp OISQM poJOO tB bLw earbor Boulevard lnJoamp and buclid ptreet lffJoamp OIOSM QIVPM OM UUM PUM OUKS C t J ON poJOO bB bLw earbor Boulevard lnJoamp and cairview ptreet lffJoamp OITTM kot Applicable poJOO tB bLw easter ptreet L darden drove Boulevard lnJoamp and earbor Boulevard lffJoamp OIRQM t J OO poJOO bB bLw cairview ptreet L darden drove Boulevard lnJoamp and CollectorLaistributor qhe City arive lffJoamp OIPRM NIMSM RM QIVSM VPM > Capacity c poJOO tB bLw jetropolitan arive lnJoamp and easter ptreet lffJoamp OIPVM SIMPM OM SPM PSM OQKR C t J OP poJOO bB CollectorLaistributor bLw qhe City arive lnJoamp and Bristol ptreet lffJ oamp VTM QIROM PM NSM QVM PUKS b poJOO tB bLw ia seta Avenue lnJoamp and jetropolitan arive lffJoamp NIQPM SINTM PM NIOPM QVM > Capacity c t J OQ poJOO bB CollectorLaistributor bLw Bristol ptreet lnJoamp and fJR pB Connector URM PIPTM QM NISQM UMM > Capacity c t J OR poJOO bB bLw poJRT pB Connector and qown and Country ooad lffJoamp NINUM NITMM NMM NINVM NIVVM PPKU a poJOO tB bLw ia seta Avenue lnJoamp and fJR L poJRT kB Connector NIUNM NIUNM QM NIVMM TNM OSKR C t J OS poJOO bB bLw qown and Country ooad lnJoamp and dlassell ptreet lffJoamp NIORM OIVTM PM SRM SQM OQKN C poJOO tB bLw dlassell ptreet lnJoamp and ia seta Avenue lffJoamp NIOTM PINTM PM UQM RQM OSKO C t J OT poJOO bB bLw dlassell ptreet lnJoamp and qustin ptreet lffJoamp OITUM kot Applicable poJOO tB bLw qustin ptreet lnJoamp and dlassell ptreet lffJoamp PIMQM ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 81 Table RJVW OMPM tith mroject creeway teaving mj meak eour eCj ilp fa teaving pegment teaving iength EctF teaving jovement solume aensity EpcLmiLlnF ilp AJC BJa AJa BJC t J N fJR kB bLw Brookhurst ptreet lnJoamp and poJVN bB lffJoamp OIVUM kot Applicable fJR pB bLw poJVN Connector L jagnolia Avenue lnJoamp and Brookhurst ptreet lffJoamp PIPVM t J O fJR kB bLw buclid ptreet lnJoamp and Brookhurst ptreet lffJoamp OIUVM fJR pB bLw Brookhurst ptreet lnJoamp and buclid ptreet lffJoamp OIRQM t J P fJR kB bLw iincoln Avenue lnJoamp and buclid ptreet lffJoamp OIMMM VIUSM OM SRM PMM PVKN b t J Q fJR kB bLw aisneyland arive lnJoamp and iincoln Avenue lffJoamp NISUM NMIMTM OM SUM QTM > Capacity c fJR pB bLw iincoln Avenue lnJoamp and aisneyland arive lffJoamp PIMSM kot Applicable t J R fJR pB bLw aisneyland arive lnJoamp and earbor Boulevard lffJoamp NIROM TINRM RM SRM VUM PUKT b t J S fJR kB bLw Anaheim Boulevard lnJoamp and earbor Boulevard lffJoamp OIMUM TIURM SM VRM NIOPM > Capacity c fJR pB bLw earbor Boulevard lnJoamp and aisney tay lffJoamp OISRM kot Applicable t J T fJR kB bLw ptate College Boulevard lnJoamp and hatella Avenue lffJoamp OIPRM TIPMM OM NITOM QOM PTKM b fJR pB bLw hatella Avenue lnJoamp and ptate College Boulevard lffJoamp NIUTM SIVUM OM URM TVM PSKT b t J U fJR kB bLw poJOO Connector and Chapman Avenue lffJoamp NITOM TIMUM NQM OUM OISSM > Capacity c fJR pB bLw ptate College Boulevard L Chapman Avenue lnJoamp and poJOO Connector NIRNM SITPM OM NIPMM PMM PSKN b t J V fJR kB bLw jain ptreet lnJoamp and poJOO tB Connector NITQM VINRM NMM NIMSM NIURM > Capacity c t J NM fJR kB bLw NTth ptreet lnJoamp and jain ptreet lffJoamp NIRPM NNIRUM OM NIPUM PRM > Capacity c fJR pB bLw jain ptreet lnJoamp and NTth ptreet L menn tay lffJoamp NIRNM NMIUSM QM SUM UQM > Capacity c t J NN fJR kB bLw drand Avenue lnJoamp and NTth ptreet lffJoamp OINNM NMIMPM QM TMM TNM > Capacity c fJR pB bLw menn tay lnJoamp and panta Ana Boulevard lffJoamp NIOSM VIQVM QM UMM SVM > Capacity c t J NO fJR kB bLw courth ptreet lnJoamp and drand Avenue lffJoamp NIUOM VIVSM PM RRM SNM > Capacity c fJR pB bLw panta Ana Boulevard lnJoamp and courth ptreet lffJoamp OIRMM VIRPM PM URM QTM PVKP b t J NP fJR kB bLw poJRR Connector and cirst ptreet lffJoamp NITRM SIQPM NUM VPM PIPRM > Capacity c fJR pB bLw cirst ptreet lnJoamp and poJRR pB Connector NIRUM SIQQM RM OIQTM VTM > Capacity c t J NQ poJRT kB bLw Chapman Avenue lnJoamp and lrangewood Avenue lffJoamp NIOPM TITUM OM PMM QNM PMKP C poJRT pB bLw lrangewood Avenue lnJoamp and Chapman Avenue lffJoamp NINQM TIONM QM SQM SSM PUKM b t J NR poJRT kB bLw lrangewood Avenue lnJoamp and hatella Avenue lffJoamp NIPSM TITRM PM TQM SSM PQKU a poJRT pB bLw hatella Avenue lnJoamp and lrangewood Avenue lffJoamp NITUM TITRM PM VMM QUM PUKO b t J NS poJRT kB bLw hatella Avenue lnJoamp and Ball ooad lffJoamp OINPM UIPTM PM VRM QVM PSKO b poJRT pB bLw Ball ooad lnJoamp and hatella Avenue lffJoamp OIQVM TIMNM PM TTM RRM PUKS b t J NT poJRT kB bLw Ball ooad lnJoamp and iincoln Avenue lffJoamp QIVRM kot Applicable poJRT pB bLw iincoln Avenue lnJoamp and Ball ooad lffJoamp RINSM t J NU poJRT kB bLw iincoln Avenue lnJoamp and poJVN bB Connector OIORM UISVM PM NISMM SOM > Capacity c poJRT pB bLw poJVN tB Connector and iincoln Avenue lffJoamp NISOM QIRTM VM VUM NISPM PSKR b t J NV poJOO bB bLw Brookhurst ptreet lnJoamp and buclid ptreet lffJoamp PIPTM kot Applicable poJOO tB bLw buclid ptreet lnJoamp and Brookhurst ptreet lffJoamp RIOTM t J OM poJOO bB bLw buclid ptreet lnJoamp and earbor Boulevard lffJoamp OISQM poJOO tB bLw earbor Boulevard lnJoamp and buclid ptreet lffJoamp OIOSM TISMM PM NIOTM RVM > Capacity c ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 82 Table RJVW OMPM tith mroject creeway teaving mj meak eour eCj ilpI Continued fa teaving pegment teaving iength EctF teaving jovement solume aensity EpcLmiLlnF ilp AJC BJa AJa BJC t J ON poJOO bB bLw earbor Boulevard lnJoamp and cairview ptreet lffJoamp OITTM kot Applicable poJOO tB bLw easter ptreet L darden drove Boulevard lnJoamp and earbor Boulevard lffJoamp OIRQM t J OO poJOO bB bLw cairview ptreet L darden drove Boulevard lnJoamp and CollectorLaistributor qhe City arive lffJoamp OIPRM NINPM TM SISOM NIOVM > Capacity c poJOO tB bLw jetropolitan arive lnJoamp and easter ptreet lffJoamp OIPVM VIMMM OM URM QTM PTKO b t J OP poJOO bB CollectorLaistributor bLw qhe City arive lnJoamp and Bristol ptreet lffJoamp VTM SIMNM QM OOM SVM > Capacity c poJOO tB bLw ia seta Avenue lnJoamp and jetropolitan arive lffJoamp NIQPM VINUM QM NIONM STM > Capacity c t J OQ poJOO bB CollectorLaistributor bLw Bristol ptreet lnJoamp and fJR pB Connector URM QIQNM SM OIOVM NINNM > Capacity c t J OR poJOO bB bLw poJRT pB Connector and qown and Country ooad lffJoamp NINUM NIQVM NRM NISRM OIUMM > Capacity c poJOO tB bLw ia seta Avenue lnJoamp and fJR L poJRT kB Connector NIUNM PINOM SM OIPQM NINNM > Capacity c t J OS poJOO bB bLw qown and Country ooad lnJoamp and dlassell ptreet lffJoamp NIORM QIOQM TM TRM NIPMM > Capacity c poJOO tB bLw dlassell ptreet lnJoamp and ia seta Avenue lffJoamp NIOTM QIMMM QM NIMRM TVM PRKR a t J OT poJOO bB bLw dlassell ptreet lnJoamp and qustin ptreet lffJoamp OITUM kot Applicable poJOO tB bLw qustin ptreet lnJoamp and dlassell ptreet lffJoamp PIMQM pummary As demonstrated in the traffic analysisI the circulation system in the mlatinum qriangle study area is forecast to deteriorate under both the OMPM buildout ko mroject and tith mroject scenariosK qhe increased intensities of the buildout of the mroposed mroject contribute to deficiencies when compared to the current deneral mlan buildoutK rnder the City of Anaheim’s traffic analysis guidelinesI project related significant impacts would require mitigation to an acceptable ilpK Chapter S identifies project related impacts while Chapter T demonstrates that the proposed improvements allow the system to operate at an acceptable ilpK aetailed mitigation fCr worksheets and analysis worksheets for intersections are included in Appendix bJQ and eJQI respectivelyK ---PAGE BREAK--- This page is intentionally left blank in order to facilitate double sided printing ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 8P SKM fjmACTp SKN fjmACTp According to the fCr traffic analysisI PM intersections are forecast to operate at ilp b or c under the buildout of the mroposed mrojectK lne additional intersectionI earbor Boulevard at hatella AvenueI operates at ilp bI but this intersection is identified in the lrange County qransportation Authority ElCqAF Congestion janagement mlan ECjmF as a Cjm locationK mer Cjm guidelinesI intersectionsI major regional arterialsI and Caltrans facilities operating at ilp b identified within the Cjm are considered acceptable under Cjm duidelines and pursuant to the City of Anaheim traffic study guidelinesK qhusI no mitigation measures are proposed for this locationK ptudy area intersections are presented in Table SJN and intersections with a project related impact are identifiedK jitigation measures for deficient intersections are addressed in Chapter TKMK Table SJNW mroject oelated fntersection fmpacts fa fntersection gurisdiction OMMU Baseline OMPM ko mroject OMPM tith mroject mroject oelated fmpact Aj meak mj meak Aj meak mj meak Aj meak mj meak fCr ilp fCr ilp fCr ilp fCr ilp fCr ilp fCr ilp f J N buclid ptreet L hatella Avenue Anaheim MKUV a NKMO c MKUR a MKVM a MKUT a MKVQ b ves f J O kinth ptreet L hatella Avenue Anaheim MKRP A MKRP A MKVO b MKUU a MKVR b MKVT b ves f J R aisneyland arive L Ball ooad Anaheim MKTM B MKTT C MKUS a MKVN b MKUT a MKVO b ves f J S aisneyland arive L test ptreet L hatella Avenue Anaheim MKSP B MKSM A MKVM a MKVO b MKVS b MKVQ b ves f J U earbor Boulevard L Ball ooad Anaheim MKTP C MKSU B NKMR c MKVN b NKNM c MKVS b ves f J NU Anaheim Boulevard L sermont Avenue Anaheim MKRU A MKSN B MKUV a MKUO a MKVO b MKUV a ves f J NV Anaheim Boulevard L Ball ooad Anaheim MKSP B MKVN b MKUU a MKVO b MKUU a NKMN c ves f J OM Anaheim Boulevard L Cerritos Avenue Anaheim MKQV A MKTN C MKTQ C MKVV b MKUS a NKMP c ves f J ON Anaheim Boulevard L fJ R korthbound oamps Anaheim MKQN A MKRV A MKTV C MKUT a MKSS B MKVR b ves f J OP Anaheim Boulevard L easter ptreet L hatella Avenue Anaheim MKQT A MKRU A MKUQ a MKUT a MKVM a MKVO b ves f J OQ easter ptreet L dene Autry tay Anaheim kot Applicable MKUS a MKVU b MKVR b NKNS c ves f J OT Anaheim tay EfJR korthbound oampsF L hatella Avenue Anaheim MKQS A MKRM A MKTQ C MKUO a MKVR b MKVM a ves f J PN iewis ptreet L Cerritos Avenue Anaheim MKOU A MKPN A MKTO C MKUN a MKUR a MKVR b ves f J PP iewis ptreet L hatella Avenue Anaheim MKQU A MKSO B MKST B MKVR b MKUR a NKOU c ves f J PR iewis ptreet L Anaheim Connector EfutureF Anaheim kot Applicable MKRU A MKTV C MKTQ C NKMT c ves ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 84 Table SJNW mroject oelated fntersection fmpactsI Continued fa fntersection gurisdiction OMMU Baseline OMPM ko mroject OMPM tith mroject mroject oelated fmpact Aj meak mj meak Aj meak mj meak Aj meak mj meak fCr ilp fCr ilp fCr ilp fCr ilp fCr ilp fCr ilp f J QT ptate College Boulevard L Cerritos Avenue Anaheim MKQV A MKRM A MKUN a MKUO a MKVS b MKUT a ves f J QV ptate College Boulevard L hatella Avenue Anaheim MKQP A MKRP A MKUM C MKUM C MKVQ b MKVV b ves f J RM ptate College Boulevard L dateway Center arive Anaheim MKOS A MKPP A MKSS B MKUM C NKMQ c NKNV c ves f J RN ptate College Boulevard L dene Autry tay Anaheim MKPM A MKOV A MKTU C MKTR C NKMO c MKUQ a ves f J RP ptate College Boulevard L lrangewood Avenue AnaheimL lrange MKQS A MKQT A MKUP a MKUP a MKVN b MKVT b ves f J RT ptate College Boulevard L qhe City arive L Chapman Avenue lrange MKTN C MKSS B MKUQ a MKVP b MKUU a MKVS b ves f J SM punkist ptreet L eowell Avenue Anaheim MKPN A MKPT A MKRV A MKTV C MKSV B MKVP b ves f J SN eowell Avenue L hatella Avenue Anaheim MKPU A MKRN A MKRR A MKTU C MKSO B MKVP b ves f J SO pportstown L hatella Avenue Anaheim MKPN A MKQN A MKSN B MKTO C MKTT C MKVU b ves f J SQ oampart ptreet L lrangewood Avenue Anaheim MKRN A MKQQ A MKTN C MKVV b MKTU C NKNP c ves f J TN lrangewood Avenue L poJRT pouthbound oamps lrange MKSN B MKSU B MKTV C MKVQ b MKUQ a NKMQ c ves f J TP aouglass ooad L hatella Avenue Anaheim MKQN A MKQV A MKUR a MKVM a NKMQ c NKMV c ves f J UM jain ptreet L Collins Avenue lrange MKQQ A MKRT A MKUR a MKVQ b MKUU a MKVS b ves f J UT dlassell ptreet L hatella Avenue lrange MKRR A MKSM A MKTR C MKUV a MKTT C MKVO b ves f J NMO qhe City arive L darden drove Boulevard lrange MKQO A MKQU A MKUS a MKVP b MKUU a MKVS b ves G Cjm fntersection ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 8R SKO AoTbofAi fjmACTp Based on the arterial segment traffic analysisI there are four arterial segments with significant impacts with implementation of the mroposed mroject within the City of AnaheimK Table SJO displays the deficient arterial segments in AnaheimK qhese arterial segments will require mitigation to operate at an acceptable ilp through upgrading segment classification to provide additional capacityK Table SJ P presents the five arterial segments in lrange that have a project related impact based on the City of lrange criteriaK Table SJOW City of Anaheim mroject oelated Arterial pegment fmpacts fa Arterial crom To OMMU Baseline OMPM ko mroject OMPM tith mroject mroject fmpact AaT sLC ilp AaT sLC ilp AaT sLC ilp A J NU Cerritos Avenue punkist ptreet aouglass ooad QIROM MKNU A OOIPMM MKUV a OSIUSM NKMT c ves A JPN aouglass ooad hatella Avenue Cerritos Avenue SIVNM MKOU A OQIRRM MKVU b OUIRQM NKNQ c ves A J RSa hatella Avenue janchester Avenue Anaheim tay PRIMQM MKSO B RUINSM NKMP c TNIMVM NKOS c ves A J SR iewis ptreet hatella Avenue Cerritos Avenue TISUM MKPN A OOIPSM MKUV a POIVMM NKOS c ves Table SJPW City of lrange mroject oelated Arterial pegment fmpacts fa Arterial crom To OMMU Baseline OMPM ko mroject OMPM tith mroject mroject fmpact AaT sKLC ilp AaT sLC ilp AaT sLC ilp A J NR Ball ooad poJRT creeway jain ptreet POITQM MKRU A RVIMVM NKMR c SMIORM NKMT c ves A J OT Collins Avenue jain ptreet Batavia ptreet NMIUMM MKQR A OPIOTM MKVT b OPISRM MKVV b ves A J OU Collins Avenue Batavia ptreet dlassell ptreet NQITNM MKSN B ONIPSM MKUV a ONIUOM MKVN b ves A J PO bckhoff ptreet lrangewood Avenue Collins Avenue NMIUTM MKRU A OTIPQM NKNQ c OTITSM NKNS c ves A J VN ptruck Avenue hatella Avenue jain ptreet SITOM MKRS A NQINMM NKNU c NRIRMM NKOV c ves SKP cobbtAv cACfifTv fjmACTp oamp Termini rnder future ko mroject conditions many Caltrans facilities operate at a deficient level of serviceK qhe implementation of the mlatinum qriangle lverlay wone results in continued deficient operations on the freeway ramp facilities within the study areaK Table SJQ displays the freeway ramp termini locations where implementation of the mroposed mroject results in deficient operations as compared to acceptable operations under ko mroject conditionsK qhree locationsI fJONI Anaheim Boulevard at fJR korthbound oampsI fJOTI Anaheim tay EfJR korthbound oampsF at hatella AvenueI and fJTNI lrangewood Avenue at poJRT pouthbound oamps correlate to intersection deficiencies already identified through the fCr analysisK fmprovements to these intersections should mitigate the identified deficiencies under both the capacity EfCrF and operational analysis methodologyK AdditionallyI janchester Avenue EfJR pouthbound oampsF L hatella Avenue was not previously identified as deficient under the fCr analysis but is deficient under the eCj analysis under tith mroject conditions and acceptable under ko mroject conditionsK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 8S qhese locations will have to be improved to operate at an acceptable ilpK jitigation strategies will be addressed in Chapter TKMK Table SJQW mroject oelated creeway oamp Termini fmpacts fa fntersection OMMU Baseline OMPM ko mroject OMPM tith mroject fmpact Aj meak eour mj meak eour Aj meak eour mj meak eour Aj meak eour mj meak eour aelay ilp aelay ilp aelay ilp aelay ilp aelay ilp aelay ilp f J ON Anaheim Boulevard L fJR korthbound oamps NRKQ B ORKU C NNKN B QVKV a NMKR B UPKN c mroject f J OS janchester Avenue EfJR pouthbound oampsF L hatella Avenue OTKR C NRKV B OSKU C OQKV C QMKU a TRKT b mroject f J OT Anaheim tay EfJR korthbound oampsF L hatella Avenue NTKV B OMKO C NSKP B OTKT C OQKS C UUKV c mroject f J TN lrangewood Avenue L poJRT pouthbound oamps NVKQ B OUKT C ORKM C ROKU a PMKM C UNKN c mroject f J VU poJOO testbound oampsL jetropolitan arive PUKQ a OVKS C QSKR a SRKN b RNKV a SOKU b Cumulative Caltrans oamp Termini lffJoamp nueuing According to the analysisI there are no offJramps where the expected queuing length from the tith mroject scenario is longer than the ramp capacityI therefore there are no adverse impacts to the mainline as a result of offJramp intersection queues and no deficiencies requiring mitigationK qhere was one location where as a result of ramp termini intersection delayI a mitigation strategy was proposed on the offJramp itself which did not adversely impact the queue aetailed queuing analysis worksheets for mitigated intersections are included in Appendix jJQK creeway oamps Based on the analysisI there are three ramps that become deficient under the tith mroject scenarioW · fJR pouthbound lnJoamp from hatella Avenue Emj meak eourF · poJRT korthbound lffJoamp to Ball ooad Emj meak eourF · poJRT pouthbound lnJoamp from lrangewood Avenue Emj meak eourF As many ramps operate at a deficient level of service under ko mroject conditionI these deficiencies are cumulative impacts outside of the responsibility of the mroposed mrojectK fn additionI freeway ramp performance is directly related to the performance of the mainline segments for freewaysI and as suchI mitigation to increase ramp capacity likely would not mitigate cumulative traffic deficienciesI as the mainline volumes would still result in deficient operationsK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 8T creeway jainline qhere are no freeway segments that are forecast to be deficient under OMPM tith mroject conditions but were not deficient under OMPM ko mroject conditionsK Caltrans currently does not have any additional improvements identified or planned for the identified deficient segments on the fJRI poJRTI and poJOO freewaysK According to the most current ooute Concept oeports for fJR and poJOOI and consistent with the future proposed improvements to poJRTI improvements to these facilities are contingent on the availability of revenue from regionalI stateI and federal transportation funding sourcesK fn additionI the City does not have jurisdiction over the ptate eighway pystem andI thereforeI cannot directly implement mitigation measures associated with project related impacts on mainline segmentsK qhe next section will discuss mitigation strategies in further detail and the potential for inclusion of a ptatement of lverriding Considerations in the bnvironmental aocument for ptate eighway pystem impactsK creeway teaving pegments aue to the high forecast mainline traffic activityI most freeway weaving segments are deficient under the OMPM ko mroject scenarioK qwo weaving segments become deficient under OMPM tith mroject conditions that were not forecast to be deficient under OMPM ko mroject conditionsW · fJR pouthbound between hatella Avenue lnJoamp and ptate College Boulevard lffJoamp Emj meak eourF · poJRT korthbound between hatella Avenue lnJoamp and Ball ooad lffJoamp Emj meak eourF ft should be noted that one weaving segment improves to acceptable levels under OMPM tith mroject conditionsK pince freeway weaving segment operations are dependent upon mainline and ramp capacitiesI reducing congestion on these facilities contributes to higher weaving speeds and could lead to an improved weaving ilpK fmproving weaving facilities through the addition of auxiliary lanes within the weaving area could provide additional capacity and reduce the weaving densityK lperational improvements through improved signage or other fqp measures may also be developed in consultation with Caltrans in order to improve the weaving ilpK ---PAGE BREAK--- This page is intentionally left blank in order to facilitate double sided printing ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 88 TKM Aka TKN afpTofCT Aka ToAccfC cbb moldoAj qhe City of Anaheim has historically utilized a variety of strategies to provide improvements to the citywide circulation systemK qhe City currently has a traffic fee program in place to fund deneral mlan improvements assumed under buildout ko mroject and tith mroject conditionsK qhe City has a policy that as development occurs throughout the CityI traffic studies are prepared to demonstrate the need for implementation of the improvements identified in the deneral mlanI and developer fees and other local dedicated taxes will contribute to those improvements as neededK qhe feeI initially developed in NVVP and updated as needed to include new facilities and updated Capital fmprovement mrogramsI provides a proper nexus between increased development in the City and associated traffic impacts to the citywide circulation systemK aevelopers contribute fees to the CityI which uses the fund to implement circulation improvements in the City or as the City of Anaheim’s local match for leveraging funding from lCqA and Caltrans for circulation system improvementsK eenceI the general plan improvements assumed in the buildout of the mlatinum qriangleI prior to the approval of this planI are expected to be paid for and implemented through the City’s existing traffic impact fee programK AdditionallyI the City of Anaheim currently has a Community cacilities aistrict ECcaF in place associated with development in the mlatinum qriangleK All projectsI regardless of sizeI are required to contribute to the CcaK qhe Cca is expected to contribute funds to all infrastructure needs in the mlatinum qriangleI including transportationK kearly all of the mitigation measures in this study within the mlatinum qriangle and the City of lrange are already identified within the CcaK qhe Cca is programmed to provide funding for improvements in the mlatinum qriangle identified previously and this study has identified additional improvements that will need to funded on a fairJshare basisK rnder this qraffic ptudy and bfoI the City will provide fairJshare funding for all of the intersection improvements in the City of lrange and the additional deficient intersections within the City of Anaheim not currently identified within the CcaI as well as fairJshare funding to implement appropriate Caltrans facility improvementsK ff the costs of identified improvements cannot be covered by the total funding allocation under the existing CcaI other fee programs or update of the existing fee programs may have to be implemented to complete the recommended improvementsK cor locations within the City of Anaheim and lrangeI the fairJshares for improvements will dictate the fairJshare costI prioritiesI and timeframe of the improvementsK cor intersections or arterial segments where the mlatinum qriangle bxpansion mroject contributes a higher share of traffic to the buildout of the areaI those improvements will be a higher priorityK qhe City has proposed improvement strategies that return all intersections to an acceptable ilp under the OMPM tith mroject scenarioK qhe fairJshare calculations identify that the mroposed mroject contributes a range of TB to QQB of trips to study area intersectionsK qhe mroposed mroject would contribute that percentage toward the costs of the recommended improvementsK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 89 fntersection and arterial segment improvements in the City of lrange will have fees contributed to them by the mroposed mrojectI commensurate with the fairJshare analysisK Although these improvements will be overridden in the bfo because Anaheim does not have jurisdiction over the facilitiesI the project will be responsible for contributions for the appropriate fairJshare toward the recommended improvementsK qhose specific improvements and fairJshares for facilities in the City of lrange and Caltrans facilities are discussed later in this chapterK TKO cbb Aka cAfoJpeAob clo qhe City of Anaheim has applied a fairJshare methodology to evaluate the financial responsibility of mitigating mlatinum qriangle project impactsK qhe methodology is consistent with that outlined in the Caltrans duide for the mreparation of Traffic fmpact ptudiesK Appendix directing users to use a formula to calculate equitable share responsibility for the traffic impacts of proposed projectsK cor impacts that are located in adjacent cities where the intersection becomes deficient under the tith mroject conditionI a fairJshare to an improvement cost that achieves acceptable performance is warrantedK qhe fairJshare calculation is based on the difference between the cuture tith mroject and cuture ko mroject total intersection entering volumes divided by the total growth entering volume from bxisting to cuture tith mroject conditionsK qhe fairJshare proportion is based on the value associated with the peak hour for which the deficiency has been identifiedK A computational example of the fairJshare analysis is provided in Table TKNK Table TJNW cairJshare Analysis Computational bxample pample fntersection kl aifference from bxisting aifference from ko mroject cairJ share fCr kBi kBq kBo pBi pBq pBo bBi bBq bBo tBi tBq tBo qlqAi Aj MKRP NRO SQ TN PN NOU PR OR NOSU NTN TS SMO PM OISRP mj MKRP NTQ NQP SN ON UO PT SN UPM OMV VT NPTR RQ PINQQ dbkboAi miAk Brfialrq Aj MKVO ORM TM PVM PM NQM QM PM OQNM ORM OQM SVM PM QIRTM NIVNT mj MKUU QTM NSM QNM OM VM QM SM NMRM PMM QSM OOSM SM RIPUM OIOPS tfqe Aj MKVR ORM TM PVM PM NQM QM PM ORPM OSM OSM SVM PM QITOM OIMST NRM TKPB mj MKVT RRM NSM QNM OM VM QM SM NMTM PMM ROM OPPM SM RISNM OIQSS OPM VKPB qhe example above indicates that the project’s fairJshare on the proposed improvement at this intersection is oaw model roadway link difference plots showing the volume differences between the ko mroject and tith mroject scenarios are included in Appendix kK ft should be notedI howeverI that fairJshares are calculated based on volumesI not raw model volumesK TKP fn summaryI throughout the study areaI PM intersections are forecast to operate at a deficient ilp under OMPM tith mroject conditionsK fncluded in the PM intersections are three Caltrans ramp termini intersectionsK As a general ruleI mitigation measures for arterials or intersections begin with identification of any measures that might have been recommended as part of other traffic studies in the area or were proposed under previous analysesI particularly those contained in the previously certified bfo prepared for the mlatinum qriangleI bfo koK PPOK qhese mitigation measures are then ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 90 applied to determine whether they result in roadway segment or intersection operation within acceptable thresholdsK ff mitigation measures were not previously identified either as part of a traffic study or planned future improvementsI mitigation is achieved by identifying new improvements that will provide adequate capacity for the critical movement for an intersection or for arterial segmentsK Critical movements are conflicting intersection turning movements that are identified to have the highest fCr for opposing movementsX iKeKI each of the approaches at a fourJlegged intersection will contain a critical movement that conflicts with an opposing movementK pince the combination of the fCr values for each critical movement defines the fCrI providing additional through lanes or turning lanes is dependent upon whether the critical movement is a through or turn Eleft or rightF movementK qhe decision of whether additional lanes should be auxiliary lanes that just add capacity to the intersection without widening the street segment or extended to adjacent intersections is dependent upon the performanceI proximityI and improvement needs of adjacent intersectionsK jitigation measures are further analyzed for feasibilityK A preliminary feasibility assessment is reliant upon potential costJeffectiveness and rightJofJway acquisitionK oightJofJway acquisitions are least preferred because they incur relocation and compensation costs for displaced residences and businessesI which are additional burdens to the communityK eenceI wherever feasibleI additional capacity for through movements or turn movements are facilitated through reJstriping or widening provided the intersection has sufficient receiving lanes as vehicles pass through the intersectionK Table TJO provides a list of improvements for the deficient intersections within the Cities of Anaheim and lrangeK fmprovement strategies for locations within the City of lrange will require coordination with the City and a fairJshare determined for the City of Anaheim’s contributions to the cost of the improvements in lrangeK cigure TJN exhibits the improvement locations and identified mitigation strategyK iane geometries for the intersections within mlatinum qriangle including mitigation strategies are included in Appendix cK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 91 Table TJOW oecommended fntersection jitigation jeasures fa fntersection gurisdiction OMPM tith mroject pcenario tithout jitigation OMPM tith mroject pcenario tith jitigation oecommended jitigation ptrategy Aj mj Aj mj fCr ilp fCr ilp fCr ilp fCr ilp f J N buclid ptreet L hatella Avenue Anaheim MKUT a MKVQ b MKUT a MKUV a oestripe kBo to kBqI widen kB departure for QMM feet f J O kinth ptreet L hatella Avenue Anaheim MKVR b MKVT b MKUU a MKUM C Add Ond kBi Eoestripe #N pB laneF f J R aisneyland arive L Ball ooad Anaheim MKUT a MKVO b MKUP a MKUT a Add kBiW oestripe kB to OiI OqI No and pB to OiI OqX oemove pplit mhase f J S aisneyland arive L test ptreet L hatella Avenue Anaheim MKVS b MKVQ b MKUQ a MKVM a oestripe bBo to bBqI oestripe tBo to tBq and add Qth tB lane to the pimba parking lot entrance f J U earbor Boulevard L Ball ooad Anaheim NKNM c MKVS b MKVM a MKVM a Add kBqI pBqI bBqI bBo f J NU Anaheim Boulevard L sermont Avenue Anaheim MKVO b MKUV a 0.TS C 0.89 a Add pBq f J NV Anaheim Boulevard L Ball ooad Anaheim MKUU a NKMN c 0.82 a 0.90 a Add kBoI bBiI bBo f J OM Anaheim Boulevard L Cerritos Avenue Anaheim MKUS a NKMP c 0.S8 B 0.8S a Add kBiI pBiI tBoI oestripe tB approach to OiI NqoI No f J ON Anaheim Boulevard L fJR kB oamps Anaheim MKSS B MKVR b 0.RR A 0.8R a Add pBq Ein medianF f J OP Anaheim Boulevard L easter ptreet L hatella Avenue Anaheim MKVM a MKVO b MKVM a MKVM a Add tBo f J OQ easter ptreet L dene Autry tay Anaheim MKVR b NKNS c MKTU C MKUT a Add tBiI pBiI pBo f J OS janchester Avenue EfJR pouthbound oampsF L hatella Avenue Anaheim MKTT C MKUM C MKTT C MKTN C Add bBqI tBq Epart of mitigation measure to widen hatella under fJRF f J OT Anaheim tay EfJR kB oampsF L hatella Avenue Anaheim MKVR b MKVM a MKUN a MKTU C Add bBqI tBq Epart of mitigation measure to widen hatella under fJRF f J PN iewis ptreet L Cerritos Avenue Anaheim MKUR a MKVR b MKUR a MKUV a Add tBo f J PP iewis ptreet L hatella Avenue Anaheim MKUR a NKOU c MKTM B MKUP a Add kBiI kBqI pBiI pBoI tBqX oestripe pB to OiI NqI NqoI No f J PR iewis ptreet L Anaheim Connector EfutureF Anaheim MKTQ C NKMT c MKSM A MKUR a Add bBi f J QT ptate College Boulevard L Cerritos Avenue Anaheim MKVS b MKUT a MKUU a MKTQ C Add kBiI pBiI bBi f J QV ptate College Boulevard L hatella Avenue Anaheim MKVQ b MKVV b MKVM a MKUR a Add tBoI bBoX oestripe pB to OiI OqI OoX bB to PiI PqI No f J RM ptate College Boulevard L dateway Center arive Anaheim NKMQ c NKNV c MKUV a MKTU C Add tBi and kBo f J RN ptate College Boulevard L dene Autry tay Anaheim NKMO c MKUQ a MKVM a MKTP C Add pBo f J RP ptate College Boulevard L lrangewood Avenue AnaheimL lrange MKVN b MKVT b MKUU a MKVM a Add kBo and tBq f J RT ptate College Boulevard L qhe City arive L Chapman Avenue lrange MKUU a MKVS b MKUP a MKUM C oestripe tBq to tBqo f J SM punkist ptreet L eowell Avenue Anaheim MKSV B MKVP b MKSV B MKVM a Add pBiI restripe pB to NiI NiqI No f J SN eowell Avenue L hatella Avenue Anaheim MKSO B MKVP b MKSO B MKUO a Add tBo f J SO pportstown L hatella Avenue Anaheim MKTT C MKVU b MKTP C MKUV a oestripe kBqo to kBqI kBqiI Add iane f J SQ oampart ptreet L lrangewood Avenue Anaheim MKTU C NKNP c MKTP C MKUM C Add kB cree oightI Add pBi ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 92 Table TJOW oecommended fntersection jitigation jeasuresI Continued fa fntersection gurisdiction OMPM tith mroject pcenario tithout jitigation OMPM tith mroject pcenario tith jitigation oecommended jitigation ptrategy Aj mj Aj mj fCr ilp fCr ilp fCr ilp fCr ilp f J TN lrangewood Avenue L poJRT pB oamps lrange MKUQ a NKMQ c MKTV C MKUV a Add tBi EoestripeF f J TP aouglass ooad L hatella Avenue Anaheim MKVT b NKMV c MKTU C MKUT a Add kBq and pBqX oeconfigure kBqo to kBqI oeconfigure pBqo to pBqX Add bBq and tBo f J UM jain ptreet L Collins Avenue lrange MKUU a MKVS b MKUU a MKUT a Add Ond tBi f J UT dlassell ptreet L hatella Avenue lrange MKTT C MKVO b MKTS C MKVM a oestripe pBo to pBq and tiden pB departure for QMM feet f J NMO qhe City arive L darden drove Boulevard lrange MKVT b NKMV c MKST B MKVM a Add pBi by oestriping #N kB laneFX oestripe bBq to bBi aelays caused by heavy turning movementsI including the pedestrian component of the proposed projectI are not factored into fCr calculationsI and therefore are not reflected in the ilp analysis performed in this studyK pince the mlatinum qriangle is expected to have heavy pedestrian trafficI intersections within the mlatinum qriangle could have considerable delays if heavy turn movements are not appropriately addressedK eeavy volumes without exclusive lanes are projected at several intersections with acceptable levels of serviceK tith high pedestrian volumes expected within the project areaI through movements and the movements are projected to be heavily delayedK qhe addition of a lane will result in increased pedestrian crossing timesI but will improve pedestrian and vehicular safetyK qhe identified movements at the following intersections have peakJhour volumes in excess of PMM vehicles without an exclusive lane and are located in mixedJuse districts where heavy pedestrian volumes are expectedW · iewis ptreetL dene Autry tay – westbound right turn lane · Anaheim tayL lrangewood Avenue – westbound second right turn lane · ptate College BoulevardL eowell Avenue – northbound right turn lane · ptate College BoulevardL dateway – westbound · ptate College BoulevardL Artisan Court – westbound · aupont ariveL lrangewood Avenue – eastbound AdditionallyI heavy leftJturn volumes are projected at intersections with only one leftJturn laneK bxcessive queue at leftJturn lanes can result in throughJmoving vehicles being blocked by leftJturning vehiclesK An additional leftJturn lane can accommodate about NUM percent of the volume that can be served by a single leftJturn lane with the same amount of green timeK qhe reduction in green time for the left turn allows for more time to be assigned to other movementsK qhe second leftJ turn lane would result in fewer delays for all movements and a smaller leftJturn pocketI increasing the length of the landscaped medianK qhe following locations are recommended to have an additional leftJturn laneW · ptate College Boulevard and eowell Avenue – southbound second left turn lane · lrangewood AvenueL oampart ptreet – westbound second leftJturn lane ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 9P Certain intersections will have an unbalanced share of turning volumes between the Aj and mj peak hoursK AdditionallyI events at Angel ptadium and eonda Center can generate traffic patterns that are unique for events onlyK aynamic lane assignment signs will allow for some lanes to operate as through lanes during certain times and turn lanes during other timesK qhe following locations will benefit from these signs in place of capacity enhancementsW · ptate College BoulevardLhatella Avenue – southbound and eastbound approaches · ptate College BoulevardLdene Autry tay – eastbound approach · lrangewood AvenueLpoJRT pB oamps – eastbound approach · aouglass ooadL hatella Avenue – eastbound and southbound approaches TKQ AoTbofAi Based on the OMPM tith mroject traffic analysisI four arterial segment improvements in the City of Anaheim are required and five in the City of lrangeK Table TJP presents the arterial segments with the proposed improvementsK lne additional segment on Cerritos Avenue between ptate College Boulevard and punkist ptreet is recommended to be upgraded from four lane secondary arterial to four lane primary arterial with bike lanesK qhis upgrade is recommended so that Cerritos Avenue has a consistent classification for its entire lengthI and for this segment of Cerritos Avenue to be consistent with the lrange County jaster mlan of Arterial eighwaysK Table TJPW oecommended Arterial pegment jitigation ptrategies fa Arterial crom To OMPM tith mroject pcenario tithout jitigation OMPM tith mroject pcenario tith jitigation sLC ilp sLC ilp jitigation ptrategy AJNU Cerritos Avenue ptate College Boulevard punkist ptreet MKTV C MKRP A rpgrade to Q lane primary arterial wL bike lanes AJNV Cerritos Avenue punkist ptreet aouglass ooad NKMT c MKTO C rpgrade to Q lane primary arterial wL bike lanes AJPN aouglass ooad hatella Avenue Cerritos Avenue NKNQ c MKTS C rpgrade to Q lane primary arterial wL bike lanes AJRSa hatella Avenue janchester Avenue Anaheim tay NKOS c MKVR b rpgrade to U lane ptadium A J SR iewis ptreet hatella Avenue Cerritos Avenue NKPO c MKUU a rpgrade to Q lane primary arterial wL bike lanes A J NR Ball ooad poJRT creeway jain ptreet NKMT c ko mitigation recommended A JOT Collins Avenue jain ptreet Batavia ptreet MKVV b MKSP B rpgrade to QJlane divided arterial A JOU Collins Avenue Batavia ptreet dlassell ptreet MKVN b MKRU A rpgrade to QJlane divided arterial A JPO bckhoff ptreet lrangewood Avenue Collins Avenue NKNS c MKTQ C rpgrade to QJlane divided arterial A JVN ptruck Avenue hatella Avenue jain ptreet NKOV c MKSR B rpgrade to QJlane undivided arterial pourceW City of Anaheim TKR cobbtAv oAjm Tbojfkf Table TJQ presents the freeway ramp termini intersections with the mitigation measures that have been identified through the fCr analysisK qhree locationsI fJONI Anaheim Boulevard at fJR korthbound oampsI fJOTI Anaheim tay EfJR korthbound oampsF at hatella AvenueI and fJTNI lrangewood Avenue at poJRT pouthbound oamps correlate to intersection deficiencies already identified through the fCr analysisK AdditionallyI janchester Avenue EfJR pouthbound oampsF L ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 94 hatella Avenue was not previously identified as deficient under the fCr analysis but is deficient under the eCj analysis under tith mroject conditions and acceptable under ko mroject conditionsK As noted aboveI hatella Avenue is expected to be widened to eight lanes between janchester AvenueI and Anaheim tay as part of the improvement for intersection #OTI and upgraded to an ptadium pmart ptreet to facilitate traffic operationsK qhe proposed improvement for intersection #OSI janchester Avenue EfJR pouthbound oampsF at hatella Avenue would be affected by this arterial upgrade and the intersection widened to add a Qth bastbound and Qth testbound through laneK qhis improvement strategy returns the intersection to an acceptable ilp under the analysisK qhe implementation of the mitigation measures for these ramp termini intersections will return all to an acceptable ilpK Table TJQW oecommended creeway oamp Termini jitigation ptrategies fa fntersection OMPM tith mroject tith mroposed jitigation Aj meak eour mj meak eour Aj meak eour mj meak eour jitigation jeasures aelay ilp aelay ilp aelay ilp aelay ilp f J ON Anaheim Boulevard L fJR kB oamps NMKR B UPKN c NQKN B RNKS a Add Qth pBqG f J OS janchester Avenue EfJR pouthbound oampsF L hatella Avenue QMKU a TRKT b PVKO a QOKM a Add Qth bBqI Add Qth tBq f J OT Anaheim tay EfJR korthbound oampsF L hatella Avenue OQKS C UUKV c NTKP B RQKQ a Add Qth bBqI Add Rth tBqG f J TN lrangewood Avenue L poJRT pouthbound oamps PMKM C UNKN c OSKR C QNKN a Add tBiEoestripeFG f J VU poJOO testbound oampsL jetropolitan arive RNKV a SUKO b RMKM a PSKR a oestripe tBq to Prd tBi G jitigation strategy identical to that proposed for fCr analysis ---PAGE BREAK--- This page is intentionally left blank in order to facilitate double sided printing ---PAGE BREAK--- ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ao lo A kd b CT o ao melbkfu C ir B a o NMO CeAmjAk Asb dbkb ArTov tv dAoabk dolsb Bisa oa BofpTli pT OS BAii oa tbpT pT pTATb Cliibdb Bisa BAii oa kfkTe pT eAoBlo Bisa brCifa pT sbojlkT Asb bApT pT iA sbTA Asb plrTe pT AkAebfj Bisa tAikrT pT TAcT Asb oAjmAoT pT hATbiiA Asb Asb ibtfp pT ibtfp pT CboofTlp Asb Cliifkp Asb eApTbo pT tAdkbo Asb Teb CfTv ao jAfk pT pTorCh Asb jbjlov ik bChelcc pT pT diAppbii pT jbjlov ik pT tAikrT Asb BATAsfA pT dATbtAv ao tv alrdiApp oa pT AkAebfj tv eltbii Asb jAohbT pT jAfkmiACb ao ao tv CboofTlp Asb hATbiiA Asb AoTfpAk pT CeAmjAk Asb jAkCebpTbo Asb S N O U R S4 SO RM 4N NU UT TN SN SM TP RP RT UM ON OT OM PS O4 OP PP 4V RN PN 4T NV cigure 7-1: Intersection Mitigation Strategies ? ê ? ê ? l pA kTA AkA ofsbo dAoabk dolsb AkAebfj pAkTA AkA loAkdb j b T o l m lifTAk ao #NW - oestripe kBo to kBT #OW Add Ond kBi #RW - Add kBiX oestripe kB to OiI OTI No - oestripe pB to OiI OT - oemove pplit mhase #SW - oestripe bBo to bBT C tBo to tBT - Add 4th tB lane to the pimba parking lot entrance #UW - Add kBTI pBT - Add bBTI bBo #NUW - Add pBT #NVW - Add kBo - Add bBiI bBo #OMW - Add kBiI pBiI tBo - oestripe tB approach to OiI NToI No #ONW - Add pBT #OPW - Add tBo #OS - Add bBTI tBT #O4W - Add tBiI - Add pBiI pBo #OTW - Add bBTI tBT #PNW - Add tBo #PPW - Add kBiI kBTI pBiI pBoI tBT - oestripe pB to OiI NTI NToI No #PRW - Add bBi #4TW - Add kBiI pBiI bBi #4VW - Add tBoI bBoX - oestripe pB to OiI OTI Oo - oestripe bB to PiI PTI No #RMW - Add tBi - Add kBo #RNW - Add pBo #SOW - oestripe kBTo to kBTI kBoI Add Ond kBo #SMW - Add pBiI restripe pB to NiI NiTI No #SNW - Add tBo #S4W - Add kB cree oight - Add pBi #TNW - Add tBi ErestripeF #RTW - oestripe tBT to tBTo #NMOW - Add pBi Eby restriping #N kB laneF - oestripe bBT to bBi #TPW - Add kBT and pBT - oeconfigure kBTo to kBT - oeconfigure pBTo to pBT - Add bBT and tBo #UMW - Add Ond tBi #UTW - oestripe pBo to pBT and widen pB departure for 4MM feet #RPW - Add kBo - Add tBT ---PAGE BREAK--- ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 9S TKS CfTv lc loAkdb qhe mroposed mroject results in cumulative impacts to seven intersections located within the City of lrange and includes one shared intersection with Anaheim and two ramp termini intersectionsK pome of the identified improvements are not included within the City of lrange development impact fee programK qhe mroposed mroject would contribute the associated intersection fairJshare percentage toward the costs of the recommended improvementsK qhe fairJshare calculationsI presented in Table TJRI show that the mroposed mroject contributes between UB and OTB of trips to lrange intersections and PQB of trips to the shared Anaheim and lrange intersectionK qhe Cities of lrange and Anaheim will need to enter into or amend an existing a cooperative agreement to determine the implementation of these improvementsK ft should be noted that the mitigation identified in qable TJQ does not include the ramp termini intersections in lrange that were found to have a cumulative impact under the eCp analysisK qhese intersections will be discussed later in this sectionK Table TJRW motential fntersection jitigation and cairJphare for lrange cacilities fa fntersection gurisdiction OMPM tith mroject OMPM tith mroject EjitigatedF mroposed jitigation ptrategy mossible jitigation fssues cairJphare mercentage Aj mj Aj mj fCr ilp fCr ilp fCr ilp fCr ilp f J RP ptate College Boulevard L lrangewood Avenue AnaheimL lrange MKVN b MKVT b MKUU a MKVM a Add kBo and tBq jedianI Corner business P4B f J RT ptate College Boulevard L qhe City arive L Chapman Avenue lrange MKUU a MKVS b MKUP a MKUM C oestripe tBq to tBqo tithin olt 1SB f J TN lrangewood Avenue L poJRT pB oamps lrange MKUQ a NKMQ c MKTV B MKUV a Add tBi EoestripeF tithin olt 2TB f J UM jain ptreet L Collins Avenue lrange MKUU a MKVS b MKUU a MKUT a Add Ond tBi markingI landscaping 8B f J UT dlassell ptreet L hatella Avenue lrange MKTT C MKVO b MKTS B MKVM a oestripe pBo to pBq and tiden pB departure for QMM feet ptreet parking 9B f J NMO qhe City arive L darden drove Boulevard lrange MKVT b NKMV c MKST B MKVM a Add pBi by oestriping #N kB laneX oestripe bBq to bBi tithin olt 9B cor arterial segment improvements within the City of lrangeI the facilities identified in Table TJS would require improvements to ensure acceptable operationsK cuture forecasts for the arterial segments in lrange are generally consistent with the forecast volumes presented by the City of lrange in their deneral mlan rpdate qraffic Analysis Eoevised gune As suchI the segment of Ball ooad Ereferred to as qaft Avenue in the lrange analysisF identified in Table TJS was identified as deficient in the lrange deneral mlan rpdate qraffic Analysis with no specific capacity enhancing mitigation proposedK oatherI the City of lrange determined that intersection improvements along Ball ooadLqaft Avenue that were proposed in the deneral mlan bfo as mitigation would likely improve the arterial segment ilp to acceptable levelsK As suchI the City proposed monitoring of the arterial segment to ensure that the intersection improvements result in the expected arterial ilp improvementK ff widening were needed in the future Eas determined by ongoing monitoring effortsF projects would need to be undertaken as a coordinated effort between the City of Anahaim and the City of lrangeI and would be subject to fairJshare contributions from the mlatinum qriangle mrojectK cor the segment of Collins Avenue between Batavia ptreet and dlassell ptreetI improvements to a fourJlane divided facility was recommendedK qhe segments of bckhoff ptreetI and ptruck Avenue ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 9T were not found to be deficient in the lrange deneral mlan rpdateK qhe segment of Collins Avenue between jain ptreet and Batavia ptreet was also not found to be deficient in the lrange deneral mlan rpdateK qhe City of Anaheim does not have jurisdiction over the deficient circulation system components in the City of lrangeK keverthelessI the City shall fund appropriate fairJshares of the identified improvementsK qhe City shall endeavor to work with the City of lrange in developing a joint fee program whereby crossJmunicipal boundary impacts can be mitigated by development that is occurring in the adjoining jurisdictionK eoweverI because the City of Anaheim cannot guarantee that the City of lrange will cooperate in the development of such a fee program or utilize funds collected by the City of Anaheim for City of lrange impacts for the intended purpose of such fundsI a ptatement of lverriding Considerations will be developed for the deficient lrange arterial segments in the bnvironmental aocumentationK Table TJSW motential Arterial pegment jitigation and cairJphare for lrange cacilities fa Arterial crom To tith mroject AaT sJC aaily ilp mroposed jitigation ptrategy jit sLC jit ilp cairJ phare A J NR Ball ooad poJRT creeway jain ptreet SMIORM NKMT c ko mitigation recommendedG QKOB A J OT Collins Avenue jain ptreet Batavia ptreet OPISRM MKVV b rpgrade to QJlane divided arterial MKSP B PKMB A J OU Collins Avenue Batavia ptreet dlassell ptreet ONIUOM MKVN b rpgrade to QJlane divided arterial MKRU A SKRB A J PO bckhoff ptreet lrangewood Avenue Collins Avenue OTITSM NKNS c rpgrade to QJlane divided arterial MKTQ C OKRB A J VN ptruck Avenue hatella Avenue jain ptreet NRIRMM NKOV c rpgrade to QJlane undivided arterial MKSR B G lrange determined that intersection improvements along Ball ooadLqaft Avenue Eproposed in the deneral mlan bfo as mitigationF would likely improve the arterial segment ilp to acceptable levelsK As suchI the City proposed monitoring of the arterial segments to ensure that the intersection improvements result in the expected arterial ilp improvementK ff widening were needed in the future Eas determined by ongoing monitoring effortsF projects would need to be undertaken as a coordinated effort between Anaheim and lrangeI and would be subject to fairJshare contributions from the mlatinum qriangle project cor ramp termini intersections within the City of lrangeI the facilities identified in Table TJT would require improvements to ensure acceptable operationsK eoweverI as the City of lrange did not utilize the eCj methodology in their deneral mlanI the operational deficiencies described were not addressedK iocations that operate at an acceptable ilp under the fCr analysis should be monitored to determine appropriate strategies toward improving flow through signal timing and coordinationK qhe City of Anaheim does not have jurisdiction over the deficient circulation system components in the City of lrangeI thus a ptatement of lverriding Considerations will be developed for the deficient lrange arterial segments in the bnvironmental aocumentationK phould the City of lrange decide to improve the operational capacity of any of the locations aboveI the City of Anaheim will be subject to a fairJshare contribution towards the improvement costK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 98 Table TJTW motential oamp Termini fntersection jitigation and cairJphare for lrange cacilities fa fntersection OMPM tith mroject tith mroposed jitigation cairJ phare Aj meak eour mj meak eour Aj meak eour mj meak eour mroposed jitigation ptrategy aelay ilp aelay ilp aelay ilp aelay ilp f J TN lrangewood Avenue L poJRT pouthbound oampsG PMKM C UNKN c 2S.R C 41.1 a Add tBiEoestripeFG OTB f J VU poJOO testbound oampsL jetropolitan arive RNKV a SUKO b RMKM a PSKR a oestripe tBq to Prd tBi TB G Consistent with mitigation strategy under fCr analysis TKT cobbtAv cACfifTv As identified in the OMPM traffic analysisI there are several freeway mainline and ramp deficiencies under the OMPM ko mroject and OMPM tith mroject scenariosK cor the OMPM tith mroject scenarioI the traffic volume on all freeway segments within the study area increases when compared with bxisting ConditionsK qhe future mroposed mroject forecast volumes are generally consistent with the ko mroject scenario forecast volumesI with some segments and ramps experiencing a slight increase in the peak hourK fmprovements beyond the planned system improvements will be required to maintain an acceptable ilp for the ptate eighway pystemK motential improvement measures would include the addition of oneI twoI or three lanes to freeway mainline segmentsK eoweverI capacity improvements to the freeway mainline are not feasible improvement optionsK qhe rationale is that Caltrans has not identified any further improvements through a Corridor ptudy beyond those already assumed in the buildout analysis for fJRI poJRTI and poJOO and the City has no control over ptate facilitiesK Additional capacity improvements are infeasible due to physicalI rightJofJwayI and other environmental constraintsK cor exampleI the expansion of the identified freeway segments would involve significant rightJofJ way acquisitionI which would involve either the acquisition of residences andLor businessesI or this would involve bringing the freeway facilities close to such residences and businessesK ft is not a legal prerogative and policy of the City to support further freeway widening when such widening would have negative impacts on adjacent businesses and residencesK ptate facilities located within the City have been significantly expanded over the past several years and City businesses and areas which were subject to an acquisition or which were located near acquisitions have not fully recovered from the acquisition activitiesK As an exampleI remnant residential and commercial parcels exist along fJR at the buclid ptreet exitK lther examples also existK fn additionI bringing ptate facilities closer to residences and businesses is also not a social or legal prerogative of the CityK cor exampleI many standard tract homes are located adjacent to poJRTX the existence of such standardI suburban tract homes adjacent to a freeway creates incompatible land use and air quality impactsK qhe City does not desire to further exacerbate these land use and air quality incompatibility issues by encouraging the expansion of freeway facilities adjacent to tract housesK iastlyI the mroposed mroject is consistent with recent ptate legislation EeKgKI pB PTRF to reduce the average vehicle miles traveled as the mroject is designed to coJlocate housing and employment opportunitiesK As a result of these policy prerogatives and identified constraintsI the project is not expected to mitigate the freeway mainline segments to an acceptable ilpK As part of the mroposed mroject approval and certification of the bfoI the City will develop a ptatement of lverriding Considerations for the capacity improvements of freeway mainlines and freeway ramp facilitiesK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 99 keither the ptate or any other agencyI such as lCqAI currently has a program in place for construction of the mainlineI rampI and weaving segment improvements at the OMPM time horizon to satisfy baseline congested conditionsX nor is there currently any mechanism in place that would ensure that funds contributed to Caltrans or to the ptate to ameliorate impacts on freeway mainlines will be used for their intended purposeK fn additionI the traffic on the ptate eighway pystem is regional in nature and the deficiencies are the result of expected regional growthK Caltrans has not entered into an agreement with the City and Caltrans has not adopted a program by which Caltrans can ensure that developer fairJshare contributions will assist in the funding of potential capacity or operational improvements on the study area ptate eighway pystemK Because the fJR and poJOO are at their Conceptual BuildoutI and lCqA and ptate funding is committed to the planned widening of poJ RTI there is no guarantee that impact fees from the mroposed mroject will be dedicated to the improvements of the study area ptate eighway pystemK cinallyI because the fJRI poJRTI and poJOO are exclusively controlled by the ptateI there is no mechanism by which the City can construct or guarantee the construction of any improvements to fJRI poJRTI and poJOOK mursuant to Caltrans’ duide for the mreparation of Traffic fmpact ptudies EOMMOFI consultation between the City of Anaheim and Caltrans will be necessary to reach consensus on any potential operational improvement measures that can be implemented in the study area to assist in mitigation of traffic increases related to implementation of the mroposed mrojectK qhree freeway rampsI fJR pouthbound lnJoamp from hatella AvenueI poJRT korthbound lffJoamp to Ball ooad and poJRT pouthbound lnJoamp from lrangewood AvenueI are deficient under OMPM tith mroject conditions in the mj meak eour and operate at acceptable levels of service under OMPM ko mroject conditionsK lperationallyI adding a lane to either of these ramps does not result in acceptable ramp operations under OMPM tith mroject conditionsK fmpacts to freeway ramp facilities are the result of high forecast volumes on the ramps themselves coupled with high forecast volumes on the freeway mainline adjacent to the ramp facilitiesI thereforeI the traffic on the mainline must be reduced or the capacity of the mainline facility must be enhanced through the addition of an auxiliary lane to improve freeway ramp performanceK qhe weaving analysis revealed that several weaving areas operate at deficient levels of service under OMPM tith and ko mroject conditions as a result of high mainline forecast volumes and cumulative growthK qo address cumulative deficiencies associated with the freeway mainline and weaving segmentsI freeway capacity enhancements such as widening the facilities by one lane in each direction would require considerationW · fJR between poJVN and poJRR – widen by N lane each direction EfairJshares range from approximately OJNOBF · poJRT korthbound between poJVN and hatella Avenue – widen by N lane EfairJshares range from approximately · poJRT pouthbound between poJVN and poJOO oamps – widen by N lane EfairJshare approximately NSBF · poJOO testbound between Brookhurst ptreet and jain ptreet – widen by N lane EfairJshares range from approximately · poJOO bastbound between Brookhurst ptreet and dlassell ptreet – widen by N lane EfairJ share negligibleF ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 100 jitigation strategies have been recommended to reduce the level of impact to less than significant levelsK motential additional capacity enhancements include the implementation of auxiliary lanes within weaving areas to improve operations on the mergeLdiverge areas as well as the mainline and weaving areasK cairJshares have been computed for all freeway mainlineI mergeLdivergeI and weaving segments per the methodology outlined in the Caltrans duide for the mreparation of Traffic fmpact ptudiesK Appendix “B≤K qhe guidelines are not intended to establish a legal standard for determining equitable responsibilityI but rather to provide a starting point for discussions with Caltrans to address the traffic mitigation and fairJshare responsibilitiesK qhe utilization of fntelligent qransportation pystems EfqpF and signage improvements could potentially improve the flow and operational capacity of Caltrans facilitiesI but would not reduce the impacts to less than significant levelsK qhusI the impact will remain significant and unavoidableK TKU lTebo jbAprobp fn order to address the proposed measures in the previous sectionsI a series of mitigation measures will be drafted and incorporated into the pbfoK qhese mitigation measuresI once finalizedI will apply to any owner or developer of real property within the boundaries of the mlatinum qriangle jaster iand rse mlanK qhis section will generally describe the mitigation measures that will be developed for the pbfo in regards to transportation and trafficK mroject ievel Traffic fmpact Analysis qhe mitigation measures previously identified are developed at a program level that considers the complete buildout of the mlatinum qriangle as well as the deneral mlan of the City of AnaheimK ft is expected that development will occur over a large period of time throughout the mlatinum qriangleK qhereforeI for any development expected to generate a significant number of tripsI a project level traffic study shall be requiredK qhis study is intended to ensure that appropriate transportation improvements are built as necessaryK NK mrior to approval of a aevelopment Agreement for any project forecast to generate NMM or more peak hour tripsI as determined by the City qraffic and qransportation janager utilizing Anaheim qraffic Analysis jodel qrip deneration oatesI property ownerLdevelopers shall prepare traffic improvement phasing analyses to identify when the improvements identified in this traffic analysis shall be designed and constructedK qhe aevelopment Agreement Conditions of Approval shall require the property ownerLdeveloper to implement traffic improvements as identified in the project traffic study to maintain satisfactory levels of service as defined by the City’s deneral mlanI based on thresholds of significanceI performance standards and methodologies utilized in apbfo koK PPVI lrange County Congestion janagement mrogram and established in City of Anaheim qraffic ptudy duidelinesK qhe improvement phasing analyses will specify the timingI fundingI constructionI and fairJshare responsibilities for all traffic improvements necessary to maintain satisfactory levels of service within the City of Anaheim and surrounding jurisdictionsK qhe aevelopment Agreement Conditions of Approval shall require the property ownerLdeveloper to constructI bond for or enter into a funding agreement for necessary circulation system improvementsI as determined by the City qraffic and qransportation janagerI unless alternative funding sources have been identifiedK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 101 OK fn conjunction with the preparation of any traffic improvement phasing analyses as required in jitigation jeasure NI property ownersLdevelopers will analyze to determine when the intersection improvements shall be constructedI subject to the conditions identified in jitigation jeasure NK qhe improvement phasing analyses will specify the timingI fundingI constructionI and fairJshare responsibilities for all traffic improvements necessary to maintain satisfactory levels of service within the City of Anaheim and surrounding jurisdictionsK At minimumI fairJshare calculations shall include intersection improvementsI and construction costsI unless alternative funding sources have been identified to help pay for the improvementK qhe aevelopment Agreement Conditions of Approval shall require the property ownerLdeveloper to constructI bond for or enter into a funding agreement for necessary circulation system improvementsI as determined by the City qraffic and qransportation janagerI unless alternative funding sources have been identifiedK PK fn conjunction with the preparation of any traffic improvement phasing analyses as required in jitigation jeasure NI the following actions shall be taken in cooperation with the City of lrangeW aF qhe traffic improvement phasing analysis shall identify any impacts created by the project on facilities within the City of lrangeK qhe fairJshare percentage responsibility for mitigating these impacts shall be calculated in this analysisK bF qhe City of Anaheim shall estimate the cost of the project’s fairJshare responsibility in cooperation with the City of lrangeK cF qhe mroposed mroject shall pay the City of Anaheim the fairJshare cost prior to issuance of a building permitK qhe City of Anaheim shall hold the amount received in trustI and thenI once a mutually agreed upon joint program is executed by both citiesI the City of Anaheim shall allocate the fairJshare contribution to traffic mitigation programs that result in improved traffic flow at the impacted locationsI via an agreement mutually acceptable to both citiesK QK fn conjunction with the preparation of any traffic improvement phasing analyses as required in jitigation jeasure NI and assuming that a regional transportation agency has not already programmed and funded the warranted improvements to the impacted freeway mainline or freeway ramp locationsI property ownersLdevelopers and the City will take the following actions in cooperation with CaltransW aF qhe traffic study will identify the mroject’s proportionate impact on the specific freeway mainline andLor freeway ramp locations and its fairJshare percentage responsibility for mitigating these impacts based on thresholds of significanceI performance standards and methodologies utilized in apbfo koK PPV and established in the lrange County Congestion janagement mrogram and City of Anaheim qraffic ptudy duidelinesK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 102 bF qhe City shall estimate the cost of the project’s fairJshare responsibility in cooperation with CaltransK RK mrior to the approval of the final subdivision map or issuance of a Building mermitI whichever occurs firstI the property ownerLdeveloper shall pay the identified fairJshare responsibility as determined by the City as set forth in jitigation jeasure QK qhe City shall allocate the property ownersLdevelopers fairJshare contribution to traffic mitigation programs that result in improved traffic flow on the impacted mainline and ramp locationsI via an agreement mutually acceptable to Caltrans and the CityK mroperty owners shall irrevocably dedicate the ultimate arterial adjacent to their properties as shown in the City of Anaheim Circulation blement and consistent with the adopted mlatinum qriangle jaster mlanI regardless of the level of impacts generated by the projectK SK mrior to approval of the first final subdivision map or issuance of the first building permitI whichever occurs firstI the property ownerLdeveloper shall irrevocably offer for dedication Ewith subordination of easementsFI including necessary construction easementsI the ultimate arterial highway rightEsFJofJway adjacent to their property as shown in the Circulation blement of the Anaheim deneral mlan and consistent with the adopted mlatinum qriangle jaster mlanK Transportation cee mrogram Any development in the City of Anaheim is required to pay transportation impact fees per the Anaheim junicipal CodeK qhese fees go towards the funding of the completion of the City of Anaheim Circulation blementK fn additionI within the mlatinum qriangleI any development shall participate in the mlatinum qriangle Community cacilities aistrictI which will fund infrastructure improvements throughout the mlatinum qriangleI including transportation infrastructure requirementsK As set forth aboveI the City shall sufficiently fund required mroject related improvementsK TK mrior to issuance of the first building permit for each buildingI the property ownerLdeveloper shall pay the appropriate qraffic pignal Assessment ceesI qraffic fmpact and fmprovement ceesI Community cacilities aistrict ceesI and mlatinum qriangle fmpact cees to the City of Anaheim in amounts determined by the City Council oesolution in effect at the time of issuance of the building permit with credit given for CityJauthorized improvements provided by the property ownerLdeveloperX and participate in all applicable reimbursement or benefit districts which have been establishedK UK pubsequent to the certification of the cbfoI and prior to the approval of the first aevelopment AgreementI if the costs of the identified improvements in this traffic study cannot be covered by the total funding allocation under the existing Community cacilities aistrict ECcaFI an or update of the existing City traffic fee program or other fee programs shall be developed by the City of Anaheim to ensure completion of the recommended improvementsK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 10P Transportation aemand janagement ETajF mrogram bach property proposing commercialI officeI or institutional land uses shall record a covenant on the property requiring the development and ongoing implementation of a qransportation aemand mrogram EqajF for all employeesK bstablished as an air quality measureI the qaj program objectives shall be to increase ridesharing and use of alternative modes of transportation by employeesI provide a menu of commute alternatives for employees to reduce projectJgenerated tripsI and to conduct an annual commuter survey to ascertain project trip generationI trip originI and average vehicle ridershipK mrojects with over ORM employees are required to submit annual commuter surveys to the Air nuality janagement aistrictK qhe qaj program shall be coordinated with AqkI as all projects requiring a qaj also are required to join AqkK qhe qaj program shall consist of program strategies and elements designed to reduce overall vehicle usageK bach project requiring a qaj shall work with Aqk to develop an approved menu of qaj strategies and elements for both existing and future employee’s commute optionsK qhese strategies and elements shall be in effect from the first final building and zoning inspectionI and shall be in effect throughout the project operationK A menu of qaj program strategies and elements shall includeI but not be limited toI any of the items listed belowK VK mrior to the first final building and zoning inspection for each building with commercialI officeI andLor institutional usesI the property ownersLdeveloper shall record a covenant on the property requiring that ongoing during project implementationI the property ownerLdeveloper shall implement and administer a comprehensive qransportation aemand janagement EqajF program for all employeesK qhe form of the covenant shall be approved by the City Attorney’s lfficeK lbjectives of the qaj program shall beW · fncrease ridesharing and use of alternative transportation modes by guestsK · mrovide a menu of commute alternatives for employees to reduce projectJgenerated tripsK · Conduct an annual commuter survey to ascertain trip generationI trip originI and Average sehicle oidershipK NMK mrior to the first cinal Building and woning inspection for each building with commercialI officeI or institutional usesI the property ownerLdeveloper shall provide to the City of Anaheim mublic torks aepartment for review and approval a menu of qaj program strategies and elements for both existing and future employees’ commute optionsI to includeI but not be limited toI the list belowK qhe property ownerLdeveloper shall also record a covenant on the property requiring that the approved qaj strategies and elements be implemented ongoing during project operationK qhe form of the covenant shall be approved by the City Attorney’s lffice prior to recordationK bvery property owner andLor lessee shall designate an onJsite contact who will be responsible for coordinating with the Aqk and implementing all trip mitigation measuresK qhe onJsite coordinator shall be the one point of contact representing the project with the AqkK qhe qaj requirements shall be included in the lease or other agreement with all of the project participantsK · lnJsite servicesK lnJsite services such as the foodI retailI and other servicesK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 104 · oidesharingK aevelop a commuter listing of all employee members for the purpose of providing a “matching≤ of employees with other employees who live in the same geographic areas and who could rideshareK · sanpoolingK aevelop a commuter listing of all employees for the purpose of matching numbers of employees who live in geographic proximity to one another and could comprise a vanpool or participate in the existing vanpool programsK · qransit massK mromote lrange County qransportation Authority Eincluding commuter railF passes through financial assistance and onJsite sales to encourage employees to use the various transit and bus services from throughout the regionK · phuttle perviceK denerate a commuter listing of all employees living in proximity to the projectI and a local shuttle program offered to encourage employees to travel to work by means other than the automobileK · BicyclingK aevelop a Bicycling mrogram to offer a bicycling alternative to employeesK pecure bicycle racksI lockersI and showers should be provided as part of this programK japs of bicycle routes throughout the area should be provided to inform potential bicyclists of these optionsK · duaranteed oide eome mrogramK aevelop a program to provide employees who rideshareI or use transit or other means of commuting to workI with a prearranged ride home in a taxiI rental carI shuttleI or other vehicleI in the event of emergencies during the work shiftK · qarget oeduction of iongest Commute qripK mromote an incentive program for ridesharing and other alternative transportation modes to put highest priority on reduction of longest employee commute tripsK · tork phiftsK ptagger work shiftsK · Compressed tork teekK aevelop a “compressed work week≤ programI which provides for fewer work days but longer daily shifts as an option for employeesK · qelecommutingK bxplore the possibility of a “telecommuting≤ program that would link some employees via electronic means EeKgKI computer with modemFK · marking janagementK aevelop a parking management program that provides incentives to those who rideshare or use transit means other than singleJoccupant auto to travel to workK · AccessK mrovide preferential access to high occupancy vehicles and shuttlesK · cinancial fncentive for oidesharing andLor mublic qransitK lffer employees financial incentives for ridesharing or using public transportationK CurrentlyI federal law provides taxJfree status for up to ASR per month per employee contributions to employees who vanpool or use public transit including commuter rail andLor express bus poolsK · cinancial fncentive for BicyclingK lffer employees financial incentives for bicycling to workK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 10R · ppecial “mremium≤ for the marticipation and mromotion of qrip oeductionK lffer ticketLpasses to special eventsI vacationI etcK be offered to employees who recruit other employees for vanpoolI carpoolI or other trip reduction programsK · fncentive mrogramsK aesign incentive programs for carpooling and other alternative transportation modes so as to put highest priority on reduction of longest commute tripsK marticipation in the Anaheim Transportation ketwork EATkF bach building with office andLor commercial uses shall join and financially participate in the Anaheim qransportation ketwork EAqkF in conjunction with the onJgoing operation of the projectK bvery property owner andLor lessee shall be a voting member of the AqkI subject to the terms and provisions of the byJlaws and association rules of the AqkK cor all projects that are required to be Aqk membersI every property owner andLor lessee shall participate in Aqk coordinated transportation demand management efforts designed to decrease traffic congestion and increase ridesharingK qhis is described in more detail in the next sectionK cor all projects that are required to be Aqk membersI every property owner andLor lessee shall financially participate in the operation of a clean fuel shuttle systemI if establishedK ft is envisioned that a shuttle service will ultimately be established through this program which shall connect these employment centers with AoqfCK cor all projects that are required to be Aqk membersI every property owner andLor lessee shall designate an onJsite contact who shall be responsible for coordinating with the Aqk and implementing all trip reduction mitigation measuresK qhis requirement shall be included in the lease or other agreement with all of the project participantsK aocumentation indicating compliance shall be included in the annual monitoring report ongoing during project operationK qhe specific mitigation measure with respect to the Aqk is as followsW NNK mrior to the first final building and zoning inspectionI for each building with office andLor commercial usesI the property ownerLdeveloper shall join and financially participate in a clean fuel shuttle programI if established andI shall participate in the Anaheim qransportation janagement Association in conjunction with the onJgoing operation of the projectK qhe property ownerLdeveloper shall also record a covenant on the property that requires participation in the program ongoing during project operationK qhe form of the covenant shall be approved by the City Attorney’s lffice prior to recordationK NOK mrior to the first final building and zoning inspectionI for each building with office andLor commercial usesI the property ownerLdeveloper shall submit proof to the mublic torksI qransit mlanning aivision that the property ownerLdeveloper has entered into an agreement with the Anaheim qransportation ketwork EAqkF for the provision of a transit shuttle service between the projectI the existing jetrolink ptation and future Anaheim oegional qransportation fntermodal Center EAoqfCF as well as major activity centers in betweenK qhe agreement shall be recorded in the lfficial oecords of the lffice of the County oecorderI lrange CountyI CaliforniaK qhe form of the agreement shall be approved by the City Attorney’s lffice prior to recordationK qhe agreement shall provide for the followingW ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 10S aK A shuttle route planI approved by the mublic torks aepartmentI qransit mlanning aivision and AqkI shall be attached and incorporated into the agreementK qhe plan shall include coJlocation of stops with lrange County qransportation Authority bus stop locations and other properties in qhe mlatinum qriangle where feasible and determined appropriate by the mublic torks qransit mlanning aivision and AqkK qhe property ownerLdeveloper shall pay all costs associated with the preparation of the shuttle route planK bK qhe property ownerLdeveloper shall provide the full cost associated with providing the shuttleI includingI but not limited toI purchasing the shuttle vehicle and all costs associated with operating and marketing the shuttle routeK cK qhe agreement shall provide a mechanism for the property ownerLdeveloper to request fairJshare participation from other major activity centers to be served by this shuttle routeK qhe mechanism shall be subject to the approval of the AqkK dK qhe agreement shall set forth a schedule for commencement of operation of the shuttle serviceK eK qhe agreement shall provide that the property ownerLdeveloperDs obligations to fund the shuttle service may be cancelled only upon prior written approval from the mublic torks aepartmentI qransit mlanning aivisionDs once a new transit service has taken its placeK fK qhat to the extent permitted by law the terms of this agreement shall constitute covenants which shall run with the property for the benefit thereofI and the benefits of this agreement shall bind and inure to the benefit of the parties and all successors in interest to the parties heretoK lrange County Transportation Authority ElCTAF Bus ptops qhere are currently NU bus stops located within the mlatinum qriangleK qhe majority of these bus stops are located at a far side locationI or after the intersectionK qhe far side location is preferred as it provides the least impact to traffic flowK But sometimesI the far side location is not feasible due to physical constraints or other mitigating circumstancesK fn certain instancesI a bus turnout may be preferred as wellK Bus turnouts should be carefully placedI as when they are too close to an intersectionI they serve to actually increase pedestrian crossing timeI which negatively affect traffic signal timing as wellK AlsoI buses can have great difficulty leaving a bus turnout on congested streets resulting in poor transit service levelsK mroject owners shall upgrade any adjacent bus stops to meet the minimum standard requirements as set for by the City of Anaheim and the lrange County qransportation Authority ElCqAFK qhe specific mitigation measure with respect to bus stopEsF is as followsW NPK mrior to the approval of a cinal pite mlanI the property ownerLdeveloper shall meet with the qraffic and qransportation janager to determine whether a bus stopEsF is required to be placed adjacent to the propertyK ff a bus stopEsF is requiredI it shall be placed in a location that least impacts traffic flow and may be designed as a bus turnout or a far side bus stop as ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 10T required by the qraffic and qransportation janager and per the approval of the lrange County qransportation Authority ElCqAFK TKV rkAslfaABib fjmACTp Aka lc lsboofafkd Although every effort was made through site analyses and aerial imagery evaluation to ensure that all recommended improvements are physically feasibleI there are improvements identified in this study that may not be feasible due to high project costI the inability to undertake rightJofJway acquisitions as a matter of policy to preserve existing businessesI environmental constraintsI or jurisdictional considerationsK cor these improvementsI including several intersections in the City of AnaheimI all intersections and arterial segments in the City of lrangeI and all Caltrans facilitiesI including freeway rampsI mainline segmentsI and weaving segmentsI a ptatement of lverriding Considerations will be included in the bnvironmental fmpact oeport documenting why a particular improvement is infeasible as mitigationK tith implementation of the improvements described in the mitigation discussion aboveI the significant project related or cumulative impacts associated with the mroposed mroject would be fully mitigatedK eoweverI inasmuch as the primary responsibility for approving andLor completing certain improvements located outside of Anaheim lies with agencies other than the City of Anaheim EiKeKI City of lrange and CaltransFI there is the potential that significant impacts may not be fully mitigated if such improvements are not completed for reasons beyond the City of Anaheim’s control EeKgKI the City of Anaheim cannot undertake or require improvements outside of Anaheim’s jurisdiction or the City cannot construct improvements in the Caltrans rightJofJway without Caltrans ApprovalFK phould that occurI the mroject’s traffic impact would remain significantK Table TJU presents all mitigation measures identified through analysis of the mroposed mroject traffic impactsK iocations that are expected to be overridden in the bnvironmental aocument are noted in the table and discussed in the subsequent pages of this sectionK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 108 Table TJUW mroject jitigation jeasures fa iocation gurisdiction ievel of fmpact jitigation ptrategy Comments fntersections f J N buclid ptreet L hatella Avenue Anaheim mroject oestripe kBo to kBqI widen kB departure for QMM feet fnfeasible f J O kinth ptreet L hatella Avenue Anaheim mroject Add Ond kBi Eoestripe #N pB laneF f J R aisneyland arive L Ball ooad Anaheim mroject Add kBiW oestripe kB to OiI OqI No and pB to OiI OqX oemove pplit mhase fnfeasible f J S aisneyland arive L test ptreet L hatella Avenue Anaheim mroject oestripe bBo to bBqI oestripe tBo to tBq and add Qth tB lane to the pimba parking lot entrance martially fnfeasible f J U earbor Boulevard L Ball ooad Anaheim mroject Add kBqI pBqI bBqI bBo fnfeasible f J NU Anaheim Boulevard L sermont Avenue Anaheim mroject Add pBq f J NV Anaheim Boulevard L Ball ooad Anaheim mroject Add kBoI bBiI bBo f J OM Anaheim Boulevard L Cerritos Avenue Anaheim mroject Add kBiI pBiI tBoI oestripe tB approach to OiI NqoI No f J ON Anaheim Boulevard L fJR korthbound oamps Anaheim mroject Add pBq Ein medianF f J OP Anaheim Boulevard L easter ptreet L hatella Avenue Anaheim mroject Add tBo fnfeasible f J OQ easter ptreet L dene Autry tay Anaheim mroject Add tBiI pBiI pBo f J OT Anaheim tay EfJR korthbound oampsF L hatella Avenue Anaheim mroject Add bBqI tBq f J PN iewis ptreet L Cerritos Avenue Anaheim mroject Add tBo f J PP iewis ptreet L hatella Avenue Anaheim mroject Add kBiI kBqI pBiI pBoI tBqX oestripe pB to OiI NqI NqoI No f J PR iewis ptreet L Anaheim Connector EfutureF Anaheim mroject Add bBi f J QT ptate College Boulevard L Cerritos Avenue Anaheim mroject Add kBiI pBiI bBi f J QV ptate College Boulevard L hatella Avenue Anaheim mroject Add tBoI bBoX oestripe pB to OiI OqI OoX bB to PiI PqI No martially fnfeasible f J RM ptate College Boulevard L dateway Center arive Anaheim mroject Add tBi and kBo f J RN ptate College Boulevard L dene Autry tay Anaheim mroject Add pBo f J RP ptate College Boulevard L lrangewood Avenue AnaheimL lrange mroject Add kBo and tBq fnfeasible f J RT ptate College Boulevard L qhe City arive L Chapman Avenue lrange mroject oestripe tBq to tBqo lverride f J SM punkist ptreet L eowell Avenue Anaheim mroject Add pBiI restripe pB to NiI NiqI No f J SN eowell Avenue L hatella Avenue Anaheim mroject Add tBo f J SO pportstown L hatella Avenue Anaheim mroject oestripe kBqo to kBqI kBqiI Add iane f J SQ oampart ptreet L lrangewood Avenue AnaheimL lrange mroject Add kB cree oightI Add pBi f J TN lrangewood Avenue L poJRT pouthbound oamps lrange mroject Add tBi EoestripeF lverride f J TP aouglass ooad L hatella Avenue Anaheim mroject Add kBq and pBqX oeconfigure kBqo to kBqI oeconfigure pBqo to pBqX Add bBq and tBo f J UM jain ptreet L Collins Avenue lrange mroject Add Ond tBi lverride f J UT dlassell ptreet L hatella Avenue lrange mroject oestripe pBo to pBq and tiden pB departure for QMM feet lverride f J NMO qhe City arive L darden drove Boulevard lrange mroject Add pBi by oestriping #N kB laneFX oestripe bBq to bBi lverride ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 109 Table TJUW mroject jitigation jeasuresI Continued oamp Termini fntersections f J ON Anaheim Boulevard L fJR kB oamps Anaheim mroject Add Qth pBqG f J OS janchester Avenue EfJR pouthbound oampsF L hatella Avenue Anaheim mroject Add Qth bBqI Add Qth tBq f J OT Anaheim tay EfJR korthbound oampsF L hatella Avenue Anaheim mroject Add Qth bBqI Add Rth tBqG f J TN lrangewood Avenue L poJRT pouthbound oamps lrange mroject Add tBi EoestripeFG lverride f J VU poJOO testbound oampsL jetropolitan arive lrange Cumulative oestripe tBq to Prd tBi lverride Arterial pegments AJNU Cerritos Avenue Ebetween ptate College Boulevard and punkist ptreetF Anaheim mroject rpgrade to Q lane primary arterial wL bike lanes AJNV Cerritos Avenue Ebetween punkist ptreet and aouglass ooadF Anaheim mroject rpgrade to Q lane primary arterial wL bike lanes AJPN aouglass ooad Ebetween hatella Avenue and Cerritos AvenueF Anaheim mroject rpgrade to Q lane primary arterial wL bike lanes AJRSa hatella Avenue Ebetween janchester Avenue and Anaheim tayF Anaheim mroject rpgrade to U lane ptadium A J SR iewis ptreet Ebetween hatella Avenue and Cerritos AvenueF Anaheim mroject rpgrade to Q lane primary arterial wL bike lanes A J NR Ball ooad Ebetween poJRT creeway and jain ptreetF lrange mroject ko mitigation recommended lverride A JOT Collins Avenue Ebetween jain ptreet and Batavia ptreet F lrange mroject rpgrade to QJlane divided arterial lverride A JOU Collins Avenue Ebetween Batavia ptreet and dlassell ptreetF lrange mroject rpgrade to QJlane divided arterial lverride A JPO bckhoff ptreet Ebetween lrangewood Avenue and Collins AvenueF lrange mroject rpgrade to QJlane divided arterial lverride A JVN ptruck Avenue Ebetween hatella Avenue and jain ptreetF lrange mroject rpgrade to QJlane undivided arterial lverride koteW G fntersection identified as deficient under both fCr and eCj analysisK City of Anaheim fntersections qhe following City of Anaheim intersection improvements are likely not feasible due to rightJofJway or other constraintsK · fntersection fJNW buclid ptreet L hatella Avenue—oestripe korthbound oight turn lane to korthbound through lane qhe improvement at buclid ptreet and hatella Avenue is infeasible due to the presence of a large number of existing and newly constructed businesses including a recently rebuilt miniJ mall on the northeast corner of the intersectionI which support economic development for the City of AnaheimK qhe potential rightJofJway required for receiving lane on the northeast corner of the intersection would significantly impact the business and parking on the east side of buclid ptreetI north of hatella AvenueK · fntersection fJRW aisneyland arive L Ball ooad—Add kBiW oestripe kB to OiI OqI No and pB to OiI OqX oemove pplit mhase qhe improvement is infeasible due to the presence of a large number of Anaheim oesort supportive land uses that contribute to the economic development of the CityK fn order to accommodate the proposed improvementI the intersection would likely need to be expandedI potentially impacting the els ramp overpass to the aisneyland oesortK Both the City and aisney have invested heavily in supporting qhe Anaheim oesort and altering the street system in the area would be a cost prohibitive undertaking and disruptive to the effective operation of qhe Anaheim oesortK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 110 · fntersection fJSW aisneyland arive L test ptreet L hatella Avenue— oestripe tBo to tBT and add 4th tB lane to the pimba parking lot entrance qhe improvement is infeasible due to the presence of a large number of immediately adjacent Anaheim oesort supportive land uses that contribute to the economic development of the CityK qhis access to the aisneyland oesort has been significantly reconfigured in recent years to accommodate new development at the park and adjacent parking areasK qhe addition of lane capacity at this intersection would require substantial rightJofJway and affect the attractive gateway that the aisneyland oesort has created through extensive landscapingK · fntersection fJUW earbor Boulevard L Ball ooad—Add korthbound Through laneI pouthbound Through laneI bastbound Through laneI and bastbound lane qhe improvements are infeasible due to the presence of a large number of immediately adjacent Anaheim oesort supportive land uses that contribute to the economic development of the CityK qo accommodate the proposed improvementsI the intersection would have to be substantially expanded impacting the rightJofJway of several hotel buildings including the aays fnn puites and eotel jenageK Altering the street system in the area would be a cost prohibitive undertaking and disruptive to the effective operation of qhe Anaheim oesortK · fntersection fJOPW Anaheim Boulevard L easter ptreet L hatella Avenue—Add testbound lane qhe City has invested heavily in supporting development in qhe Anaheim oesort and reconfiguring an intersection in this area would be disruptive to those goalsK qhis improvement also serves a turning movement that could be considered redundantI as most of the vehicles using this movement would be better served using Anaheim tay to the east to access Anaheim BoulevardK · fntersection fJ4VW ptate College Boulevard L hatella Avenue—oestripe eastbound to P left turn lanesI P through lanesI and N right turn lane qhis proposed restripe will reduce the number of through lanes on eastbound hatella Avenue from four lanes to three lanesK qhis proposed change will negatively affect signal coordination and timing for both streetsK hatella Avenue is identified as an eight lane smart street by lCqAK All through lanes must be kept to ensure the higher capacities envisioned by lCqA on its smart street corridorsK qo add a third eastbound left turn lane without removing a through lane will significantly impact a recently developed residential mixedJuse development on the northwest corner and a gas station on the southwest cornerK qhis widening will also make hatella Avenue difficult for pedestrians to crossI as with this improvementI pedestrian traffic would have to cross NO lanesK · fntersection ptate College Boulevard L lrangewood Avenue—Add korthbound oight turn lane and testbound Through lane qhe improvement is infeasible due to the presence of a large number of immediately adjacent existing structuresI including several highJdensity office buildings within close proximity to the public right of wayK qhese types of higher density buildings are consistent with the goals of the mlatinum qriangle of internal trip capture and promotion of transit useK AdditionallyI ptate College Boulevard is a designated Boq corridorK fmprovements to the circulation system in this area should be consistent with the goals of promoting transit use and limiting ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 111 increased auto trips to this areaK All of these intersections have a project related impact under the OMPM tith mroject scenarioK As set forth aboveI there are numerous physical constraints associated with the proposed improvementsI including private propertiesI extensive circulation landscaping and mature treesI and a variety of hotels and other businesses that would likely be impactedK qhese physical constraints limit the ability to ensure that the improvements necessary to mitigate the project impacts at these locations can be mitigated to less than significant levelsK City of lrange cacilities qhe following intersections within the City of lrange have a project related impact under the OMPM tith mroject scenarioK As notedI there are physical constraints associated with the proposed improvementsI including impacts to private propertiesI including businesses and residencesI and natural impediments such as the panta Ana oiverK qhese physical constraints limit the ability to ensure that the improvements necessary to mitigate the project traffic impacts at these locations can be mitigated to level of less than significantK pince the City of Anaheim does not control the improvements that lrange chooses to implement in their CityI the City of Anaheim will need to enter into or amend an existing an agreement with lrange to contribute a fairJshare to the improvements identified within the City of lrangeK qhis fairJshare would reflect an appropriate nexus between the additional traffic caused by the mroposed mroject and the regional traffic contributing to future deficiencies in lrangeK fntersections that are shared between the City of Anaheim and lrange will be dealt with in the same fashionK · fntersection ptate College Boulevard L lrangewood Avenue Eshared intersection between Anaheim and lrangeF—Add korthbound oight and testbound through lanes As identified aboveI this improvement would significantly impact the highJdensity office buildings at the southeast and northwest corners of the intersectionK ft should be noted that these mitigation measures do not impact any area within the City of lrangeK · fntersection ptate College Boulevard L The City arive L Chapman AvenueJJ oestripe testbound Through to phared testbound Through oightK pince the westbound right turn does not have an overlap right turn phaseI this mitigation measure will cause no impactK · fntersection lrangewood Avenue L poJRT pouthbound oamps—oestripe intersection to add testbound ieftK qhe existing curb lines up with the curb of the new bridge that will cross the panta Ana oiverK qhe number N lane will become a left turn lane at this intersectionI leaving two through lanes without an offsetK lnly signal loopsI stripingI and timing changes are required at this intersectionI and there are no impacts to right of wayK · fntersection fJUMW Main ptreet L Collins Avenue—Add Ond testbound ieft Turn iane qhe improvement may be infeasible due to the fact that there are significant rightJofJway impacts to adding additional capacity at the intersectionK bxisting businesses on the east side of jain ptreet would be disrupted by construction and rightJofJway impactsK oightJofJway impacts potentially could be limited to landscaping and parking on adjacent properties as it appears impacts to buildings could be avoidedK qhe City of Anaheim would need to work ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 112 with the City of lrange to determine the most appropriate strategy for future improvements at this locationK · fntersection fJUTW dlassell ptreet L hatella Avenue—oestripe pouthbound oight to pouthbound Through and tiden pouthbound departure for 4MM feet qhe improvement would require rightJofJway and would likely disrupt existing businesses at the southwest corner of the intersectionK Although the proposed improvement is a restripingI receiving lane accommodations may impact existing propertyK oightJofJway impacts potentially could be limited to landscaping and parking on adjacent properties as it appears impacts to buildings could be avoidedK · fntersection fJNMOW The City arive L darden drove Boulevard—Add pouthbound ieft by oestriping #N korthbound ianeK oestripe bastbound Through to bastbound ieft Turn ianeK qhis improvement will result in only two northbound through lanes on qhe City arive until the southbound left turn pocket tapers to its standard cross sectionK ko impacts to right of way are required at this intersectionK AdditionallyI the one intersectionI poJOO testbound oamps at jetropolitan arive that was identified as deficient under the eCj methodology will also be overriddenK lperational improvementsI involving signal timingI coordinationI and other methodsI may be feasible but fall under the jurisdiction of the City of lrangeK qhis location should be monitored to determine appropriate strategies toward improving flow through signal timing and coordinationK qhe following arterial segments within the City of lrange have a project related impact under the OMPM tith mroject scenarioK As notedI the deficient arterial segments are located within corridors that are built out and rightJofJway constraints include businessesI landscapingI and adjacent residencesK qhese physical constraints limit the ability to ensure that the improvements necessary to mitigate the project traffic impacts at these locations can be mitigated to level of less than significantK · pegment AJNRW Ball ooad between poJRT and Main ptreet – ko Mitigation oecommended As previously notedI intersection improvements proposed in the deneral mlan bfo along qaft Avenue are likely to improve the arterial segment ilp to an acceptable ilpK oightJofJway impacts associated with a potential widening to this segment include adjacent parking impacts to a car dealership as well as impacts to fronting commercial uses at the jain ptreet L qaft Avenue intersectionK A more critical environmental issue associated with potential widening to this facility is widening the bridge across the panta Ana oiverK · pegment AJOTW Collins Avenue between Main ptreet and Batavia ptreet – rpgrade to a fourJ lane divided arterial pince the segment is currently a fourJlane undivided facility and is wide enough to add a twoJ way left turn lane or raised median for upgrading to fourJlane dividedI this mitigation measure will have no impact to the areaK · pegment AJOUW Collins Avenue between Batavia ptreet and dlassell ptreet – rpgrade to a fourJlane divided arterial thile this segment is classified as a fourJlane undivided facilityI it serves the purpose of a ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 11P fourJlane divided facility as a twoJway left turn lane is provided for the entire segment including at intersectionsK cronting commercialI residential and industrial uses limit the potential to widen this segmentI although the potential may exist to improve to divided arterial standards without requiring physical wideningK · pegment AJPOW bckhoff ptreet between lrangewood Avenue and Collins Avenue – rpgrade to a fourJlane divided arterial thile this segment is classified as a fourJlane undivided facility it serves the purpose of a fourJlane divided facility as a twoJway left turn lane is provided for the entire segment including at intersectionsK cronting commercial and industrial uses would experience impacts to landscaping and parking although widening this segment appears to be feasible without impacting existing buildingsK Based on the existing crossJsectionI it may be possible to improve to fourJlane divided standards without requiring physical widening although onJ street parking would likely have to be eliminatedK · pegment AJVNW ptruck Avenue between hatella Avenue and Main ptreet – rpgrade to a fourJ lane undivided arterial qhe segment is currently a twoJlane undivided arterial although the current crossJsection may allow upgrading to fourJlane undivided standards with the removal of parkingK fmplementation of this improvement appears feasible without impacts to the adjacent residential and commercial buildingsK ff minor widening is required this would impact parking and landscapingK ft should be noted that the City of lrange has not included these segments in a current capital improvement program to fund construction of these improvementsX but should the City of lrange decide to implement improvements along these corridorsI the City of Anaheim will need to contribute a fairJshareK qhe City of Anaheim will continue to work with the City of lrange to develop the most appropriate strategy toward improving the locations impacted by the proposed projectK Caltrans jainline pegmentsI oampsI and teaving pegments ptate highway facilities within the study area are not within the jurisdiction of the City of AnaheimK oatherI those improvements are plannedI fundedI and constructed by the ptate of California through a legislative and political process involving the ptate iegislatureX the California qransportation Commission the California BusinessI qransportationI and eousing AgencyX the California aepartment of qransportation ECaltransFX and lCqAK fn CaliforniaI most ptate eighway pystem improvements are programmed through two documentsI the ptate qransportation fmprovement mrogram or the ptate eighway lperation and mrotection mrogram ptate and federal fuel taxes generate most of the funds used to pay for these improvementsK cunds expected to be available for transportation improvements are identified through a cund bstimate prepared by Caltrans and adopted by the CqCK qhese fundsI along with other fund sourcesI are deposited in the ptate eighway Account to be programmed and allocated to specific project improvements in both the pqfm and pelmm by the CqCK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 114 qhe pqfm is developed from oegional qransportation fmprovement mrograms proposed by oegional qransportation mlanning Agencies throughout California and the fnterregional qransportation fmprovement mrogram proposed by CaltransK lf the funds made available by the CqC for the pqfmI OR percent is made available for Caltrans to propose expansion and capacityJenhancing improvements on the statutorily designated fnterregional ooad pystem while TR percent of the funds are made available to the to propose all types of improvements on all other ptate eighway pystem ooadsI other nonJptate highway roads eligible to use federal fundsI and on the fnterregional ooad pystemK qransportation funds generally come from a variety of sources including kational eighway pystem fundsX ptate fuel taxesX federal fuel taxesX sales taxes on fuelX truck weight feesX roadway and bridge tollsX user faresX local sales tax measuresX development feesI where applicableX bond revenuesX and ptate and local general and matching fundsK fmprovements to ptate eighway pystems are deemed to be matters of federalI ptateI regionalI and local concernK ln the federal levelI the CityI through its Congressional delegationI has aggressively sought federal monies for regional roadway improvementsK tithin the study areaI relatively recent projects have provided improvements to the freeway facilitiesK fnterstate R within the study area was widened in the late NVVM’s under the lCqA jeasure jK AdditionallyI the fJRI poJRTI poJOO interchange to the south of the study area was recently upgraded to improve flow on all facilitiesK qhe ptate eighway pystem freeways and ramps that are cumulatively deficient under OMPM conditions are at their recommended buildoutI according to the ooute Concept oeports EoCoF for the fnterstate R facility approved by Caltrans in OMMMX poJOO facilityI approved by Caltrans in and the ptate ooute RT facilityI approved by Caltrans in ln fJRI the oCo identifies a concept facility of eight generalJpurpose lanes and two high occupancy vehicle EelsF lanes for the segment between the poJOOLRT interchangeI south of the study areaI to poJVNI north of the study areaK ln poJOOI the oCo identifies a concept facility with six generalJ purpose lanes and two els lanesI plus auxiliary lanesK ln poJRTI the oCo identifies an existing facility with two els lanes for the segment between the interchangeI south of the study area to poJVNI north of the study areaK cor the OMPM analysisI the concept buildout facility of five generalJpurpose lanes and two els lanes was assumedI although there is still ongoing study for the funding and timeline for implementation of these improvementsK ptate and local funding sourcesI including oenewed jeasure j funding through lCqAI is currently assessing improvements on poJ RTK fn an attempt to further increase capacity and reduce congestion on poJRTI a feasibility study was conducted by lCqA to examine alternatives for adding an additional lane in each direction between the ios Angeles County line and the interchangeK qhis study concluded that due of extensive rightJofJway impacts and expanded traffic at the interchangeI any consideration of capacity improvements should be deferred until the poJRT is extended southward to the freewayK qhe following improvements are currently in the design and environmental stages with dedicated funding from lCqA through the jeasure j mrogramK · poJRT northbound between lrangethorpe Avenue to iambert ooad segment—addition of one generalJpurpose freeway lane from north of the poJVN near lrangethorpe Avenue in mlacentia to iambert ooad in Brea Eqhe project is currently in the design phase and construction is scheduled to begin in fall · poJRT northbound from the hatella Avenue offJramp to the iincoln Avenue offJramp— addition of auxiliary lane capacityJJEentered the environmental phase in OMMU and ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 11R construction is scheduled to follow approximately one year after the lrangethorpe Avenue to iambert ooad segment begins construction in late OMNM if project is approvedF EpourceW lCqAFK cor improvements to the Caltrans facilitiesI the City of AnaheimI lead agency for this projectI will have to decide whether ENF changesI alterationsI or mitigation measures are within the responsibility and jurisdiction of another public agency such as Caltrans and not the City of AnaheimK ft must determine if such changes have been adopted by such other agency or can and should be adopted by such other agency andLor EOF whether any further mitigation to the impacted ptate eighway pystem are feasibleI and if notI whether specific overriding economicI legalI socialI technologicalI or other benefits of the project outweigh the unavoidable cumulative traffic impacts caused by the projectK qhe City of Anaheim has already taken steps to alleviate most of the impacts of increased development of the mlatinum qriangleK qhe dene Autry bxtension mroject and recent capacity improvements to ptate College Boulevard and hatella Avenue are just some of the examples of the City of Anaheim’s commitment to an effective circulation system within the mlatinum qriangleK qhe City of Anaheim has an existing Cca program that outlines its strategy toward implementing many of the improvements necessitated by increased development in the mlatinum qriangleK tith completion of the improvements described in the mitigationI the significant impacts associated with the mroposed mroject would be fully mitigated with the exception of the intersections identified above in the Cities of Anaheim and lrange and the improvements to ptate highway facilitiesK eoweverI inasmuch as the primary responsibility for approving andLor completing certain improvements located outside of Anaheim lies with agencies other than the City of Anaheim EiKeKI City of lrange and CaltransFX there is the potential that significant impacts may not be fully mitigated if such improvements are not completed for reasons beyond the City of Anaheim’s controlK phould that occurI the mroject’s traffic impact would remain significantK qhe City is committed to working with the City of lrange and Caltrans to identify the most appropriate improvement strategies for their facilities and acknowledges the fairJshare cost of improvements to those facilitiesI howeverI the City of lrange and Caltrans have full jurisdiction toward implementing the identified improvements under their jurisdictionK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 11S UKM obiATba ToAccfC fjmACTp Aka fntersection fmpacts Based upon the fCr methodology established by the Cities of Anaheim and lrangeI the study determined that PM intersections are impacted by the mroposed mroject and require mitigationK fmprovements have been proposed for all locations and with the implementation of the mitigation strategiesI all intersections within the study area operate at an acceptable level of service EilpFK eoweverI seven of the intersection improvements within the City of Anaheim may not be feasible due to potential constraints and will be included in a ptatement of lverriding Considerations for the mroposed mrojectK qhe ptatement of lverriding Considerations will also apply to the six intersections identified as deficient within the City of lrange under the fCr analysis methodologyK AdditionallyI the City of Anaheim has identified intersections where certain heavy left or right turn movements may impede pedestrian flow and further delay trafficK pix intersections in Anaheim are forecast to have heavy right volumes which justify an additional turn laneK qhere are two intersections with heavy forecast leftJturn volumes for which the City has recommended adding an additional left turn laneK cinallyI the City has identified four locations where unbalanced share of turning volumes between the Aj and mj peak hours or special events justify dynamic lane assignment signs that will allow for some lanes to operate as through lanes during certain times and turn lanes during other timesK fn place of capacity enhancements these locations would benefit from signage improvements to maximize available capacityK Arterial pegment fmpacts Based on the analysisI it is observed that there are four required arterial segment improvements in the City of AnaheimK lne additional segment is recommended for improvement to allow for continuity on a key eastJwest corridorK qhere are also five arterial segment improvements required to locations in the City of lrangeK A ptatement of lverriding Considerations for the arterial capacity improvements has been developed for improvements in lrangeK Caltrans fntersection fmpacts cive Caltrans ramp termini intersection deficiencies identified through peak hour analysisK lf the five locationsI three were also identified by the fCr analysis as deficientK mroposed improvements have been compared to those strategies identified through the fCr analysis and improvements applied to both the types of analysesK Additional mitigation strategies have been proposed for the locations identified only through the eCj analysis where a project related impact has been identifiedK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 11T Caltrans jainline and oamp fmprovements pince the major freeway facilities within the study areaI fJRI poJOOI and poJRT have reached their design capacity or will have reached it by OMPM and the required physical improvements are largely the result of background regional trafficI consultation between the City of Anaheim and Caltrans will be necessary to reach consensus on any potential operational improvement measuresK qhe improvement measures could consist of fqp improvementsI enhanced signageI or other operational improvementsK qhe City of Anaheim has no jurisdiction to implement the physical improvements on the Caltrans facilities and a statement of overriding considerations will be discussed in the bfo identifying the potential operational improvements to Caltrans facilitiesK jitigation jonitoring mrogram qhe jitigation jonitoring mrogram identifies mitigation measures that have been identified through the analysis of potential impacts caused by implementation of the mroposed mrojectK qhe discussion in Chapter TI mroposed jitigation and fmprovement ptrategyI identifies the mitigation measures and this section combines the various strategies into a proposed monitoring program that will be carried forward into the bfoK NK mrior to approval of a aevelopment Agreement for any project forecast to generate NMM or more peak hour tripsI as determined by the City qraffic and qransportation janager utilizing Anaheim qraffic Analysis jodel qrip deneration oatesI property ownerLdevelopers shall prepare traffic improvement phasing analyses to identify when the improvements identified in this traffic analysis shall be designed and constructedK qhe aevelopment Agreement Conditions of Approval shall require the property ownerLdeveloper to implement traffic improvements as identified in the project traffic study to maintain satisfactory levels of service as defined by the City’s deneral mlanI based on thresholds of significanceI performance standards and methodologies utilized in apbfo koK PPVI lrange County Congestion janagement mrogram and established in City of Anaheim qraffic ptudy duidelinesK qhe improvement phasing analyses will specify the timingI fundingI constructionI and fairJshare responsibilities for all traffic improvements necessary to maintain satisfactory levels of service within the City of Anaheim and surrounding jurisdictionsK qhe aevelopment Agreement Conditions of Approval shall require the property ownerLdeveloper to constructI bond for or enter into a funding agreement for necessary circulation system improvementsI as determined by the City qraffic and qransportation janagerI unless alternative funding sources have been identifiedK OK fn conjunction with the preparation of any traffic improvement phasing analyses as required in jitigation jeasure NI property ownersLdevelopers will analyze to determine when the intersection improvements shall be constructedI subject to the conditions identified in jitigation jeasure NK PK fn conjunction with the preparation of any traffic improvement phasing analyses as required in jitigation jeasure NI the following actions shall be taken in cooperation with the City of lrangeW ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 118 aF qhe traffic improvement phasing analysis shall identify any impacts created by the project on facilities within the City of lrangeK qhe fairJshare percentage responsibility for mitigating these impacts shall be calculated in this analysisK bF qhe City of Anaheim shall estimate the cost of the project’s fairJshare responsibility in cooperation with the City of lrangeK cF qhe mroposed mroject shall pay the City of Anaheim the fairJshare cost prior to issuance of a building permitK qhe City of Anaheim shall hold the amount received in trustI and thenI once a mutually agreed upon joint program is executed by both citiesI the City of Anaheim shall allocate the fairJshare contribution to traffic mitigation programs that result in improved traffic flow at the impacted locationsI via an agreement mutually acceptable to both citiesK QK fn conjunction with the preparation of any traffic improvement phasing analyses as required in jitigation jeasure NI and assuming that a regional transportation agency has not already programmed and funded the warranted improvements to the impacted freeway mainline or freeway ramp locationsI property ownersLdevelopers and the City will take the following actions in cooperation with CaltransW aF qhe traffic study will identify the mroject’s proportionate impact on the specific freeway mainline andLor freeway ramp locations and its fairJshare percentage responsibility for mitigating these impacts based on thresholds of significanceI performance standards and methodologies utilized in apbfo koK PPV and established in the lrange County Congestion janagement mrogram and City of Anaheim qraffic ptudy duidelinesK bF qhe City shall estimate the cost of the project’s fairJshare responsibility in cooperation with CaltransK RK mrior to the approval of the final subdivision map or issuance of a Building mermitI whichever occurs firstI the property ownerLdeveloper shall pay the identified fairJshare responsibility as determined by the City as set forth in jitigation jeasure QK qhe City shall allocate the property ownersLdevelopers fairJshare contribution to traffic mitigation programs that result in improved traffic flow on the impacted mainline and ramp locationsI via an agreement mutually acceptable to Caltrans and the CityK SK mrior to approval of the first final subdivision map or issuance of the first building permitI whichever occurs firstI the property ownerLdeveloper shall irrevocably offer for dedication Ewith subordination of easementsFI including necessary construction easementsI the ultimate arterial highway rightEsFJofJway adjacent to their property as shown in the Circulation blement of the Anaheim deneral mlan and consistent with the adopted mlatinum qriangle jaster mlanK TK mrior to issuance of the first building permit for each buildingI the property ownerLdeveloper shall pay the appropriate qraffic pignal Assessment ceesI qraffic fmpact and fmprovement ceesI and mlatinum qriangle fmpact cees to the City of Anaheim in amounts determined by the City Council oesolution in effect at the time of issuance of the building permit with credit ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 119 given for CityJauthorized improvements provided by the property ownerLdeveloperX and participate in all applicable reimbursement or benefit districts which have been establishedK UK pubsequent to the certification of the cbfoI and prior to the approval of the first aevelopment AgreementI if the costs of the identified improvements in this traffic study cannot be covered by the total funding allocation under the existing Community cacilities aistrict ECcaFI an or update of the existing City traffic fee program or other fee programs shall be developed by the City of Anaheim to ensure completion of the recommended improvementsK VK mrior to the first final building and zoning inspection for each building with commercialI officeI andLor institutional usesI the property ownersLdeveloper shall record a covenant on the property requiring that ongoing during project implementationI the property ownerLdeveloper shall implement and administer a comprehensive qransportation aemand janagement EqajF program for all employeesK qhe form of the covenant shall be approved by the City Attorney’s lfficeK lbjectives of the qaj program shall beW · fncrease ridesharing and use of alternative transportation modes by guestsK · mrovide a menu of commute alternatives for employees to reduce projectJgenerated tripsK · Conduct an annual commuter survey to ascertain trip generationI trip originI and Average sehicle oidershipK NMK mrior to the first cinal Building and woning inspection for each building with commercialI officeI or institutional usesI the property ownerLdeveloper shall provide to the City of Anaheim mublic torks aepartment for review and approval a menu of qaj program strategies and elements for both existing and future employees’ commute optionsI to includeI but not be limited toI the list belowK qhe property ownerLdeveloper shall also record a covenant on the property requiring that the approved qaj strategies and elements be implemented ongoing during project operationK qhe form of the covenant shall be approved by the City Attorney’s lffice prior to recordationK bvery property owner andLor lessee shall designate an onJsite contact who will be responsible for coordinating with the Aqk and implementing all trip mitigation measuresK qhe onJsite coordinator shall be the one point of contact representing the project with the AqkK qhe qaj requirements shall be included in the lease or other agreement with all of the project participantsK · lnJsite servicesK lnJsite services such as the foodI retailI and other servicesK · oidesharingK aevelop a commuter listing of all employee members for the purpose of providing a “matching≤ of employees with other employees who live in the same geographic areas and who could rideshareK · sanpoolingK aevelop a commuter listing of all employees for the purpose of matching numbers of employees who live in geographic proximity to one another and could comprise a vanpool or participate in the existing vanpool programsK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 120 · qransit massK mromote lrange County qransportation Authority Eincluding commuter railF passes through financial assistance and onJsite sales to encourage employees to use the various transit and bus services from throughout the regionK · phuttle perviceK denerate a commuter listing of all employees living in proximity to the projectI and a local shuttle program offered to encourage employees to travel to work by means other than the automobileK · BicyclingK aevelop a Bicycling mrogram to offer a bicycling alternative to employeesK pecure bicycle racksI lockersI and showers should be provided as part of this programK japs of bicycle routes throughout the area should be provided to inform potential bicyclists of these optionsK · duaranteed oide eome mrogramK aevelop a program to provide employees who rideshareI or use transit or other means of commuting to workI with a prearranged ride home in a taxiI rental carI shuttleI or other vehicleI in the event of emergencies during the work shiftK · qarget oeduction of iongest Commute qripK mromote an incentive program for ridesharing and other alternative transportation modes to put highest priority on reduction of longest employee commute tripsK · tork phiftsK ptagger work shiftsK · Compressed tork teekK aevelop a “compressed work week≤ programI which provides for fewer work days but longer daily shifts as an option for employeesK · qelecommutingK bxplore the possibility of a “telecommuting≤ program that would link some employees via electronic means EeKgKI computer with modemFK · marking janagementK aevelop a parking management program that provides incentives to those who rideshare or use transit means other than singleJoccupant auto to travel to workK · AccessK mrovide preferential access to high occupancy vehicles and shuttlesK · cinancial fncentive for oidesharing andLor mublic qransitK lffer employees financial incentives for ridesharing or using public transportationK CurrentlyI federal law provides taxJfree status for up to ASR per month per employee contributions to employees who vanpool or use public transit including commuter rail andLor express bus poolsK · cinancial fncentive for BicyclingK lffer employees financial incentives for bicycling to workK · ppecial “mremium≤ for the marticipation and mromotion of qrip oeductionK lffer ticketLpasses to special eventsI vacationI etcK be offered to employees who recruit other employees for vanpoolI carpoolI or other trip reduction programsK · fncentive mrogramsK aesign incentive programs for carpooling and other alternative transportation modes so as to put highest priority on reduction of longest commute tripsK NNK mrior to the first final building and zoning inspectionI for each building with office andLor commercial usesI the property ownerLdeveloper shall join and financially participate in a clean fuel shuttle programI if established andI shall participate in the Anaheim qransportation ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 121 janagement Association in conjunction with the onJgoing operation of the projectK qhe property ownerLdeveloper shall also record a covenant on the property that requires participation in the program ongoing during project operationK qhe form of the covenant shall be approved by the City Attorney’s lffice prior to recordationK NOK mrior to the first final building and zoning inspectionI for each building with office andLor commercial usesI the property ownerLdeveloper shall submit proof to the mublic torksI qransit mlanning aivision that the property ownerLdeveloper has entered into an agreement with the Anaheim qransportation ketwork EAqkF for the provision of a transit shuttle service between the projectI the existing jetrolink ptation and future Anaheim oegional qransportation fntermodal Center EAoqfCF as well as major activity centers in betweenK qhe agreement shall be recorded in the lfficial oecords of the lffice of the County oecorderI lrange CountyI CaliforniaK qhe form of the agreement shall be approved by the City Attorney’s lffice prior to recordationK qhe agreement shall provide for the followingW aK A shuttle route planI approved by the mublic torks aepartmentI qransit mlanning aivision and AqkI shall be attached and incorporated into the agreementK qhe plan shall include coJlocation of stops with lrange County qransportation Authority bus stop locations and other properties in qhe mlatinum qriangle where feasible and determined appropriate by the mublic torks qransit mlanning aivision and AqkK qhe property ownerLdeveloper shall pay all costs associated with the preparation of the shuttle route planK bK qhe property ownerLdeveloper shall provide the full cost associated with providing the shuttleI includingI but not limited toI purchasing the shuttle vehicle and all costs associated with operating and marketing the shuttle routeK cK qhe agreement shall provide a mechanism for the property ownerLdeveloper to request fairJshare participation from other major activity centers to be served by this shuttle routeK qhe mechanism shall be subject to the approval of the AqkK dK qhe agreement shall set forth a schedule for commencement of operation of the shuttle serviceK eK qhe agreement shall provide that the property ownerLdeveloperDs obligations to fund the shuttle service may be cancelled only upon prior written approval from the mublic torks aepartmentI qransit mlanning aivisionDs once a new transit service has taken its placeK fK qhat to the extent permitted by law the terms of this agreement shall constitute covenants which shall run with the property for the benefit thereofI and the benefits of this agreement shall bind and inure to the benefit of the parties and all successors in interest to the parties heretoK NPK mrior to the approval of a cinal pite mlanI the property ownerLdeveloper shall meet with the qraffic and qransportation janager to determine whether a bus stop EsF is required to be placed adjacent to the propertyK ff a bus stopEsF is requiredI it shall be placed in a location that least impacts traffic flow and may be designed as a bus turnout or a far side bus stop as ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 122 required by the qraffic and qransportation janager and per the approval of the lrange County qransportation Authority ElCqAFK ---PAGE BREAK--- This page is intentionally left blank in order to facilitate double sided printing ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 12P VKM City of Anaheim Criteria for mreparation of Traffic fmpact ptudiesK ECity of AnaheimI City of Anaheim deneral mlanK ECity of AnaheimI OMM4I and as amended thereafterF City of Anaheim rpdated and Modified Mitigation Monitoring mrogram koK NMSA cor The mlatinum TriangleI City Council Adopted NMLORLMR City of Bakersfield manama iane phopping CenterI araft bfoK EMichael Brandman AssociatesI OMMPF City of lrange deneral mlan rpdate Traffic Analysis Egune OMMVF City of lrange Traffic fmpact Analysis duidelines ECity of lrangeI August NRI OMMTF Colton CaliforniaJtest salley ppecific mlanJ Traffic fmpact Analysis duidelines dlossaryK Ehunzman and AssociatesI OMMUF eighway Capacity Manual EeCMFK Transportation oesearch BoardI EToBI OMMMF ooute Concept oeport EoCoFI fnterstate ooute R pan aiegoLpanta Ana creewayK ECaltransI OMMMF ooute Concept oeport EoCoFI ptate ooute RT lrange creewayK ECaltransI ooute Concept oeport EoCoFI ptate ooute OO darden drove creewayK ECaltransI Trip deneration eandbookI pecond bditionK fnstitute of Transportation bngineers EfTbF MultiJrse aevelopment Trip deneration and fnternal Capture pummary Methodology—Chapter T EfTbI OMM4F Trip deneration eandbookI pecond bditionK fnstitute of Transportation bngineers EfTbF bffects of Transportation aemand Management ETaMF and Transit on Trip deneration—Appendix B EfTbI OMM4F ---PAGE BREAK--- This page is intentionally left blank in order to facilitate double sided printing ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 124 NMKM dilppAov lc ToAkpmloTATflk Tbojp Aaq Average aaily qraffic AqAj Anaheim qraffic Analysis jodel Caltrans qhe California aepartment of qransportation ar awelling rnit eCj eighway Capacity janual eCp eighway Capacity poftware Epoftware package utilizing the formulae in the eighway Capacity janualF els eigh lccupancy sehicle lane fCr fntersection Capacity rtilization ilp ievel of pervice lCqA lrange County qransportation Authority lCqAj lrange County qransportation Analysis jodel qpc qhousands of pquare ceet sLC solumeLCapacity sjq sehicle jiles qraveled Tbojp AkAebfj qoAccfC AkAivpfp jlabi EAqAjFW qhe subarea modeling tool developed for the City of Anaheim that has been determined to be consistent with the lrange County qransportation Analysis jodel ElCqAjF for the purposes of forecasting future traffic activity throughout the City for land use and circulation system scenariosK ArufifAov iAkbW A nonJcapacity enhancing lane that provides operational benefits to the freeway mainlineK qypically an auxiliary lane extends between an onJramp and offJramp to facilitate the weave movement between the interchange without detrimental effects to the mainline through lanesK AsboAdb aAfiv qhe total volume during a year divided by the number of days in a yearK rsually only weekdays are includedK BAkatfaqeW qhe number of seconds of green time available for through traffic in a signal progressionK A constriction along a travelway that limits the amount of traffic that can proceed from its locationK qhe maximum number of vehicles that can be reasonably expected to pass over a given section of a lane or a roadway in a given time periodK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 12R qhe separation or regulation of conflicting traffic movements into definite paths of travel by the use of pavement markingsI raised islandsI or other suitable means to facilitate the safe and orderly movements of both vehicles and pedestriansK CibAoAkCb fkqbosAiW kearly same as yellow timeK lf there is an all red interval after the end of a yellowI then that is also added into the clearance intervalK afpqofCq ECcaFW cor mlatinum qriangle the aistrict is authorized to incur bonded indebtedness and levy a special tax in accordance with a rate and method of apportionment in order to finance certain public facilities within the mlatinum qriangleK qhe aistrict is expected to contribute funds towards many of the intersection improvements identified in this studyK CofqfCAi Conflicting intersection turning movements that are found to have the highest fCr for opposing movementsX iKeK each of the approaches at a fourJlegged intersection will contain a critical movement that conflicts with an opposing movementK aAfiv qhe daily volume of traffic that will result in a volume during the peak hour equal to the capacity of the roadwayK abiAvW qhe time consumed while traffic is impeded in its movement by some element over which it has no controlI usually expressed in seconds per vehicleK abjAka pfdkAiW pame as trafficJactuated signalK qhe number of vehicles occupying in a unit length of the through traffic lanes of a roadway at any given instantK rsually expressed in vehicles per mileK pmifqW qhe percent of traffic in the peak direction at any point in timeK afsbodb AobA EeCjFW the two right shoulder lanes plus the auxiliary lane for NRMM feet from the ramp gore point Elocation where the ramp intersects with the freeway mainlineK qhe rerouting of peak hour traffic to avoid congestionK cloCba ciltW lpposite of free flowK cobb ciltW solumes are well below capacityK sehicles can maneuver freely and travel is unimpeded by other trafficK dAmW qime or distance between successive vehicles in a traffic streamI rear bumper to front bumperK ebAatAvW qime or distance spacing between successive vehicles in a traffic streamI front bumper to front bumperK efde sbefCib EelsF iAkbW A lane restricted for use by vehicles with O or more personsK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 12S pfdkAi A number of intersections that are connected to achieve signal progressionK ibsbi lc A qualitative measure of a number of factorsI which include speed and travel timeI traffic interruptionsI freedom to maneuverI safetyI driving comfort and convenienceI and operating costsK illm A vehicle detector consisting of a loop of wire embedded in the roadwayI energized by alternating current and producing an output circuit closure when passed over by a vehicleK jbodb AobA EeCjFW the two right shoulder lanes plus the auxiliary lane for NRMM feet from the ramp gore point Elocation where the ramp intersects with the freeway mainlineK dAmW pmallest time headway between successive vehicles in a traffic stream into which another vehicle is willing and able to cross or mergeK jfuba rpb qhe practice of allowing more than one type of lane use in a building or set of buildingsK fn planning termsI this can mean some combination of residentialI commercialI industrialI officeI institutionalI or other land usesK jore than one modeX such as automobileI bus transitI rail rapid transitI and bicycle transportation modesK the time interval in seconds between the beginning of green at one intersection and the beginning of green at an adjacent intersectionK A closely grouped component of traffic that is composed of several vehicles movingI or standing ready to moveI with clear spaces ahead and behindK loAkdb qoAkpmloqAqflk AkAivpfp jlabi ElCqAjFW qhe regional model developed and maintained by lCqA that is the parent model to the City of Anaheim subarea modelI AqAjK prosbvW A survey to determine the point of origin and the point of destination for a given vehicle tripK CAo lne car is one massenger car bquivalentK A truck is equal to two or three massenger car bquivalents in that a truck requires longer to startI goes slowerI and accelerates slowerK ioaded trucks have a higher massenger Car bquivalent than empty trucksK mbAh elroW qhe SM consecutive minutes with the highest number of vehiclesK mbAh elro cACqloW the period during which peak hour traffic volume is at its highestK meak eour factor is determined by calculating the hourly volume divided by the peak rate of flow within the hourI which is the highest NR minute interval multiplied by fourK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 12T pfdkAiW A type of traffic signal that directs traffic to stop and go on a predetermined time schedule without regard to traffic conditionsK AlsoI fixed time signalK A term used to describe the progressive movement of traffic through several signalized intersectionsK pCobbkJifkbW An imaginary line or physical feature across which all trips are countedI normally to verify the validity of mathematical traffic modelsK pfdkAi CvCibW qhe time in seconds required for one complete sequence of signal indicationsK pfdkAi meApbW qhe part of the signal cycle allocated to one or more traffic movementsK fjmACq ECbnAFW mrojects can cause significant impacts by direct physical changes to the environment or by triggering reasonably foreseeable indirect physical changesK mhysical changes caused by a project can contribute incrementally to cumulative effects that are significantI even if individual changes resulting from a project are limitedK vou must determine whether the cumulative impact is significantI as well as whether an individual effect is “cumulatively considerableK≤ qhis means “the incremental effects of an individual project are significant when viewed in connection with the effects of past projectsI the effects of other current projectsI and the effects of probable future projects≤ ECbnA duidelines pection pqAoqfkd abiAvW qhe delay experienced in initiating the movement of queued traffic from a stop to an average running speed through a signalized intersectionK pvkCeolW A complete software package for modelingI optimizingI managing and simulating traffic systemsK implements the eCj methodologies for intersection analysis and is applied for ptate eighway pystem ramp termini intersectionsK qoAkpfq A mixedJuse residential or commercial area designed to maximize access to public transportI and often incorporates features to encourage transit ridershipK qofmW qhe movement of a person or vehicle from one location EoriginF to another EdestinationFK cor exampleI from home to store to home are two tripsI not oneK one end of a trip at either the origin or destinationX iKeK each trip has two tripJendsK A tripJ end occurs when a personI objectI or message is transferred to or from a vehicleK qofm dbkboAqflk oAqbW qhe quality of trips produced andLor attracted by a specific land use stated in terms of units such as per dwellingI per acreI and per NIMMM square feet of floor spaceK qorChW A vehicle having dual tires on one or more axlesI or having more than two axlesK rkBAiAkCba clowW eeavier traffic flow in one direction than the otherK ln a daily basisI most facilities have balanced flowK auring the peak hoursI flow is seldom balanced in an urban areaK sbefCib jfibp lc qoAsbiW A measure of the amount of usage of a section of highwayI obtained by multiplying the average daily traffic by length of facility in milesK ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 128 tbAsfkd AobAW qhe area of a freeway where there is cross traffic from either a on or offJramp or transition to another freewayK qypically weaving segments are formed when merge areas are followed closely by diverge areas Ewithin OIRMM feetF and the two are joined by an auxiliary lane requiring the crossing of two or more traffic streams traveling in the same general direction along a significant length of highway without the aid of traffic control devicesK ---PAGE BREAK--- This page is intentionally left blank in order to facilitate double sided printing ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 129 NNKM AmmbkafCbp Appendix AW mlatinum Triangle iand rse nuantities by TAw Appendix BW fnternal Trip Capture torksheets Appendix CW bxisting meak eour fntersection Traffic Counts Appendix aW bxisting Arterial pegment Traffic Counts Appendix bJNW fCr torksheets under bxisting Conditions Appendix bJOW fCr torksheets under OMPM ko mroject Conditions Appendix bJPW fCr torksheets under OMPM tith mroject Conditions Appendix bJQW fCr torksheets under OMPM tith mroject Conditions EjitigatedF Appendix cW fntersection iane Configurations Appendix dJNW fntersection Turning jovement solumes under OMPM ko mroject Conditions Appendix dJOW fntersection Turning jovement solumes under OMPM tith mroject Conditions Appendix eJNW Caltrans oamp Termini Analysis torksheets under bxisting Conditions Appendix eJOW Caltrans oamp Termini Analysis torksheets under OMPM ko mroject Conditions Appendix eJPW Caltrans oamp Termini Analysis torksheets under OMPM tith mroject Conditions Appendix eJQW Caltrans oamp Termini Analysis torksheets under OMPM tith mroject Conditions EjitigatedF Appendix fJNW eCp creeway oamp Analysis torksheets under bxisting Conditions Appendix fJOW eCp creeway oamp Analysis torksheets under OMPM ko mroject Conditions Appendix fJPW eCp creeway oamp Analysis torksheets under OMPM tith mroject Conditions Appendix fJQW eCp creeway oamp Analysis torksheets under OMPM tith mroject Conditions EjitigatedF Appendix gJNW eCp creeway jainline Analysis torksheets under bxisting Conditions Appendix gJOW eCp creeway jainline Analysis torksheets under OMPM ko mroject Conditions Appendix gJPW eCp creeway jainline Analysis torksheets under OMPM tith mroject Conditions Appendix gJQW eCp creeway jainline Analysis torksheets under OMPM tith mroject Conditions EjitigatedF ---PAGE BREAK--- The oevised mlatinum Triangle bxpansion mroject araft Traffic ptudy oeport 1P0 Appendix hJNW eCp creeway teaving Analysis torksheets under bxisting Conditions Appendix hJOW eCp creeway teaving Analysis torksheets under OMPM ko mroject Conditions Appendix hJPW eCp creeway teaving Analysis torksheets under OMPM tith mroject Conditions Appendix hJQW eCp creeway teaving Analysis torksheets under OMPM tith mroject Conditions EjitigatedF Appendix jJNW Caltrans oamp Termini nueuing Analysis torksheets under bxisting Conditions Appendix jJOW Caltrans oamp Termini nueuing Analysis torksheets under OMPM ko mroject Conditions Appendix jJPW Caltrans oamp Termini nueuing Analysis torksheets under OMPM tith mroject Conditions Appendix kW aifference mlots outlining Aj and mj peak hour volumes under OMOR ko mroject and tith mroject scenarios ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project DRAFT TRAFFIC STUDY REPORT Technical Appendices Prepared for CITY OF ANAHEIM Prepared by August 2010 ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices List of Appendices Volume I Appendix A Platinum Triangle Land Use Quantities by TAZ Appendix B Internal Trip Capture Worksheets Appendix C Existing Peak Hour Intersection Traffic Counts Appendix D Existing Arterial Segment Traffic Counts Appendix E-1 ICU Worksheets under Existing Conditions Appendix E-2 ICU Worksheets under 2030 No Project Conditions Appendix E-3 ICU Worksheets under 2030 With Project Conditions Appendix E-4 ICU Worksheets under 2030 With Project Conditions (mitigated) Appendix F Intersection Lane Configurations Appendix G-1 Intersection Turning Movement Volumes under 2030 No Project Conditions Appendix G-2 Intersection Turning Movement Volumes under 2030 With Project Conditions Appendix H-1 Caltrans Ramp Termini Analysis Worksheets under Existing Conditions Appendix H-2 Caltrans Ramp Termini Analysis Worksheets under 2030 No Project Conditions Appendix H-3 Caltrans Ramp Termini Analysis Worksheets under 2030 With Project Conditions Appendix H-4 Caltrans Ramp Termini Analysis Worksheets under 2030 With Project Conditions (mitigated) Appendix I-1 HCS Freeway Ramp Analysis Worksheets under Existing Conditions Appendix I-2 HCS Freeway Ramp Analysis Worksheets under 2030 No Project Conditions Volume II Appendix I-3 HCS Freeway Ramp Analysis Worksheets under 2030 With Project Conditions Appendix I-4 HCS Freeway Ramp Analysis Worksheets under 2030 With Project Conditions (mitigated) Appendix J-1 HCS Freeway Mainline Analysis Worksheets under Existing Conditions ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix J-2 HCS Freeway Mainline Analysis Worksheets under 2030 No Project Conditions Appendix J-3 HCS Freeway Mainline Analysis Worksheets under 2030 With Project Conditions Appendix J-4 HCS Freeway Mainline Analysis Worksheets under 2030 With Project Conditions (mitigated) Appendix K-1 HCS Freeway Weaving Analysis Worksheets under Existing Conditions Appendix K-2 HCS Freeway Weaving Analysis Worksheets under 2030 No Project Conditions Appendix K-3 HCS Freeway Weaving Analysis Worksheets under 2030 With Project Conditions Appendix K-4 HCS Freeway Weaving Analysis Worksheets under 2030 With Project Conditions (mitigated) Appendix M-1 Caltrans Ramp Termini Queuing Analysis Worksheets under Existing Conditions Appendix M-2 Caltrans Ramp Termini Queuing Analysis Worksheets under 2030 No Project Conditions Appendix M-3 Caltrans Ramp Termini Queuing Analysis Worksheets under 2030 With Project Conditions Appendix N Difference Plots outlining AM and PM Peak Hour Volumes under 2025 No Project and With Project Scenarios ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project DRAFT TRAFFIC STUDY REPORT Technical Appendices VOLUME I (Appendix A – Appendix I-2) Prepared for CITY OF ANAHEIM Prepared by August 2010 ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix A Platinum Triangle Land Use Quantities by TAZ ---PAGE BREAK--- ---PAGE BREAK--- NO PROJECT CONDITIONS ATAM TAZ Residential Mixed Use Office Mixed Use Commercial Mixed Use Regional Mixed Use Professional Office General Industrial Tourism / Entertainment Open Area Arrowhead Pond Angel Stadium General Institutional Units DU TSF TSF TSF TSF TSF TSF TSF Acres Acres TSF 256 78 257 146 1 258 62 24 1 262 66 1 306 257 1 307 309 1 308 771 309 363 74 310 449 311 100 39 312 1,204 32 313 132 5 314 250 530 1 0 339 215 4 340 105 202 341 154 342 181 1 343 510 40 344 875 880 650 345 875 880 650 346 72 347 1,136 49 348 349 63 165 350 39 351 70 15 16 9 58 352 188 1 1 353 355 85 84 0 32 354 80 91 355 32 214 493 150 46 494 40 124 495 336 1 496 437 100 63 497 87 498 123 499 267 241 690 40 102 691 1,378 68 692 491 104 693 516 22 694 341 695 884 696 590 10 165 Total 10,794 3,855 2,264 87 1,857 1,423 1 14 32 72 299 Source: City of Anaheim ---PAGE BREAK--- WITH PROJECT CONDITIONS ATAM TAZ Residential Mixed Use Office Mixed Use Commercial Mixed Use Regional Mixed Use Professional Office General Industrial Tourism / Entertainment Open Area Arrowhead Pond Angel Stadium General Institutional Units DU TSF TSF TSF TSF TSF TSF TSF Acres Acres TSF 256 78 257 142 1 258 515 1 262 141 552 306 250 1 307 744 1 308 771 309 363 74 310 449 311 586 100 73 312 1,208 219 118 313 400 726 314 688 538 52 0 339 209 4 340 105 202 341 818 342 176 1 343 643 40 344 1,863 1,563 1,478 345 1,862 1,563 1,478 346 72 347 878 348 690 24 12 349 1,021 554 80 350 1,450 165 351 70 15 16 56 352 364 1 1 353 355 85 84 0 32 354 520 2,250 500 1,107 355 493 112 146 46 494 670 209 175 495 336 1 496 860 102 62 60 497 85 498 120 499 249 235 690 364 465 46 691 1,378 18 61 692 568 19 113 693 516 30 694 341 695 884 696 750 849 50 Total 19,441 9,862 4,910 78 4,196 1,364 1 9 32 72 1,152 Source: City of Anaheim ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix B Internal Trip Capture Worksheets ---PAGE BREAK--- ---PAGE BREAK--- ITE LU Code 814 Retail Size 100 Land Use Type ITE # Unit* Trip Rate ADT Exit to External 814 100.0 40.67 4,067 1,749 Total Internal External 710 100.0 11.01 1,101 Enter 2,034 264 1,769 C. High Rise Apts 222 425 4.2 1,785 1,769 Exit 2,034 285 1,749 *thousand square feet for non-residential, dwelling units for residential Enter from External Total 4,067 549 3,518 % 100% 14% 87% 3% 61 4% 81 11% 224 9% 183 15% 83 22% 121 33% 295 38% 339 ITE LU Code 710 Office ITE LU Code 222 Residential Size 100 Size 425 Exit to External 3% 17 15% 134 Exit to External 458 Total Internal External Total Internal External 693 Enter 551 78 473 Enter 893 235 658 473 Exit 551 92 458 2% 11 3% 27 Exit 893 200 693 658 Enter from External Total 1,101 170 931 Total 1,785 434 1,351 Enter from External % 100% 15% 85% % 100% 24% 76% MIXED-USE TRIP GENERATION AND INTERNAL CAPTURE SUMMARY Arena District 19.88% Internal Capture Land Use A Land Use B Land Use C ITE Trip Generation Demand B. Office High 61 2,900 2,900 5,800 6,953 658 693 1,351 1,785 473 458 931 1,101 1,769 1,749 3,518 4,067 Enter Exit Total Single-Use Trip Est. Net External Trips for Multi-Use Development Land Use A Land Use B Land Use C Total Demand 17 Balanced 224 Balanced 183 Balanced Demand Demand Demand Demand Balanced 81 Balanced A. Commercial/Retail Demand Demand Demand Demand 11 Balanced Demand Demand ---PAGE BREAK--- ITE LU Code 814 Retail Size 358 Land Use Type ITE # Unit* Trip Rate ADT Exit to External 814 358.0 40.67 14,560 6,701 Total Internal External 710 2,202.8 11.01 24,253 Enter 7,280 706 6,574 C. High Rise Apts 222 520 4.2 2,184 6,574 Exit 7,280 579 6,701 *thousand square feet for non-residential, dwelling units for residential Enter from External Total 14,560 1,285 13,275 % 100% 9% 91% 3% 218 4% 291 11% 801 9% 655 15% 1,819 22% 2,668 33% 360 38% 415 ITE LU Code 710 Office ITE LU Code 222 Residential Size 2202.803 Size 520 Exit to External 3% 364 15% 164 Exit to External 11,802 Total Internal External Total Internal External 513 Enter 12,126 382 11,744 Enter 1,092 393 699 11,744 Exit 12,126 324 11,802 2% 243 3% 33 Exit 1,092 579 513 699 Enter from External Total 24,253 706 23,547 Total 2,184 972 1,212 Enter from External % 100% 3% 97% % 100% 45% 56% MIXED-USE TRIP GENERATION AND INTERNAL CAPTURE SUMMARY ARTIC District A. Commercial/Retail Demand Demand Demand Demand Demand Demand Demand 33 Balanced Demand Demand Demand Balanced 291 Balanced Demand 164 Balanced 360 Balanced 415 Balanced Net External Trips for Multi-Use Development Land Use A Land Use B Land Use C Total Enter Exit Total Single-Use Trip Est. 6,574 6,701 13,275 14,560 11,744 11,802 23,547 24,253 19,017 38,034 40,997 699 513 1,212 2,184 7.79% Internal Capture Land Use A Land Use B Land Use C ITE Trip Generation Demand B. Office High 218 19,017 ---PAGE BREAK--- ITE LU Code 814 Retail Size 64 Land Use Type ITE # Unit* Trip Rate ADT Exit to External 814 64.0 40.67 2,603 1,119 Total Internal External 710 562.3 11.01 6,190 Enter 1,301 169 1,132 C. High Rise Apts 222 2,949 4.2 12,386 1,132 Exit 1,301 182 1,119 *thousand square feet for non-residential, dwelling units for residential Enter from External Total 2,603 351 2,251 % 100% 14% 87% 3% 39 4% 52 11% 143 9% 117 15% 464 22% 681 33% 2,044 38% 2,353 ITE LU Code 710 Office ITE LU Code 222 Residential Size 562.25 Size 2949 Exit to External 3% 93 15% 929 Exit to External 2,981 Total Internal External Total Internal External 5,983 Enter 3,095 132 2,963 Enter 6,193 205 5,988 2,963 Exit 3,095 114 2,981 2% 62 3% 186 Exit 6,193 210 5,983 5,988 Enter from External Total 6,190 246 5,945 Total 12,386 415 11,971 Enter from External % 100% 4% 96% % 100% 3% 97% MIXED-USE TRIP GENERATION AND INTERNAL CAPTURE SUMMARY Gateway District Demand Demand Demand Demand 62 Balanced Demand Demand Demand Demand Balanced 52 Balanced 39 Single-Use Trip Est. Net External Trips for Multi-Use Development Land Use A Land Use B Land Use C Total 6,190 1,132 1,119 2,603 21,179 5,988 5,983 11,971 12,386 10,083 10,083 20,167 2,963 Enter Exit Total 2,251 5.02% Internal Capture Land Use A 2,981 5,945 93 Balanced 143 Balanced 117 Land Use B Land Use C ITE Trip Generation Demand B. Office High A. Commercial/Retail Demand Balanced Demand Demand ---PAGE BREAK--- ITE LU Code 814 Retail Size 304.7 Land Use Type ITE # Unit* Trip Rate ADT Exit to External 814 304.7 40.67 12,392 5,329 Total Internal External 710 338.2 11.01 3,724 Enter 6,196 805 5,391 C. High Rise Apts 222 2,362 4.2 9,920 5,391 Exit 6,196 867 5,329 *thousand square feet for non-residential, dwelling units for residential Enter from External Total 12,392 1,673 10,719 % 100% 14% 87% 3% 186 4% 248 11% 682 9% 558 15% 279 22% 410 33% 1,637 38% 1,885 ITE LU Code 710 Office ITE LU Code 222 Residential Size 338.2 Size 2362 Exit to External 3% 56 15% 744 Exit to External 1,577 Total Internal External Total Internal External 4,347 Enter 1,862 242 1,620 Enter 4,960 719 4,241 1,620 Exit 1,862 285 1,577 2% 37 3% 149 Exit 4,960 614 4,347 4,241 Enter from External Total 3,724 527 3,197 Total 9,920 1,332 8,588 Enter from External % 100% 14% 86% % 100% 13% 87% MIXED-USE TRIP GENERATION AND INTERNAL CAPTURE SUMMARY Gene Autry District 15.70% Internal Capture Land Use A Land Use B Land Use C ITE Trip Generation Demand B. Office High 186 11,252 11,252 22,504 26,036 4,241 4,347 8,588 9,920 1,620 1,577 3,197 3,724 5,391 5,329 10,719 12,392 Enter Exit Total Single-Use Trip Est. Net External Trips for Multi-Use Development Land Use A Land Use B Land Use C Total Demand 56 Balanced 682 Balanced 558 Balanced Demand Demand Demand Demand Balanced 248 Balanced A. Commercial/Retail Demand Demand Demand Demand 37 Balanced Demand Demand ---PAGE BREAK--- ITE LU Code 814 Retail Size 832.614 Land Use Type ITE # Unit* Trip Rate ADT Exit to External 814 832.6 40.67 33,862 14,561 Total Internal External 710 2,131.1 11.01 23,463 Enter 16,931 2,201 14,730 C. High Rise Apts 222 5,707 4.2 23,969 14,730 Exit 16,931 2,370 14,561 *thousand square feet for non-residential, dwelling units for residential Enter from External Total 33,862 4,571 29,291 % 100% 14% 87% 3% 508 4% 677 11% 1,862 9% 1,524 15% 1,760 22% 2,581 33% 3,955 38% 4,554 ITE LU Code 710 Office ITE LU Code 222 Residential Size 2131.058 Size 5707 Exit to External 3% 352 15% 1,798 Exit to External 10,820 Total Internal External Total Internal External 10,109 Enter 11,731 860 10,872 Enter 11,985 2,097 9,888 10,872 Exit 11,731 912 10,820 2% 235 3% 360 Exit 11,985 1,876 10,109 9,888 Enter from External Total 23,463 1,772 21,691 Total 23,969 3,973 19,997 Enter from External % 100% 8% 92% % 100% 17% 83% MIXED-USE TRIP GENERATION AND INTERNAL CAPTURE SUMMARY Katella District Demand Demand Demand Demand 235 Balanced Demand Demand Demand Demand Balanced 677 Balanced 508 Single-Use Trip Est. Net External Trips for Multi-Use Development Land Use A Land Use B Land Use C Total 23,463 14,730 14,561 33,862 81,295 9,888 10,109 19,997 23,969 35,489 35,489 70,979 10,872 Enter Exit Total 29,291 14.53% Internal Capture Land Use A 10,820 21,691 352 Balanced 1,862 Balanced 1,524 Land Use B Land Use C ITE Trip Generation Demand B. Office High A. Commercial/Retail Demand Balanced Demand Demand ---PAGE BREAK--- ITE LU Code 814 Retail Size 130 Land Use Type ITE # Unit* Trip Rate ADT Exit to External 814 130.0 40.67 5,287 2,273 Total Internal External 710 1,402.9 11.01 15,445 Enter 2,644 344 2,300 C. High Rise Apts 222 1,771 4.2 7,438 2,300 Exit 2,644 370 2,273 *thousand square feet for non-residential, dwelling units for residential Enter from External Total 5,287 714 4,573 % 100% 14% 87% 3% 79 4% 106 11% 291 9% 238 15% 1,158 22% 1,699 33% 1,227 38% 1,413 ITE LU Code 710 Office ITE LU Code 222 Residential Size 1402.855 Size 1771 Exit to External 3% 232 15% 558 Exit to External 7,505 Total Internal External Total Internal External 3,249 Enter 7,723 311 7,412 Enter 3,719 402 3,317 7,412 Exit 7,723 217 7,505 2% 154 3% 112 Exit 3,719 470 3,249 3,317 Enter from External Total 15,445 528 14,917 Total 7,438 872 6,566 Enter from External % 100% 3% 97% % 100% 12% 88% MIXED-USE TRIP GENERATION AND INTERNAL CAPTURE SUMMARY Orangewood District A. Commercial/Retail 8.11% Internal Capture Land Use A Land Use B Land Use C ITE Trip Generation Demand B. Office High 7,505 14,917 Enter Exit Total 4,573 5,287 28,171 3,317 3,249 6,566 7,438 13,028 13,028 26,057 7,412 Single-Use Trip Est. Net External Trips for Multi-Use Development Land Use A Land Use B Land Use C Total 15,445 2,300 2,273 Demand Demand Demand 232 Balanced 291 Balanced 238 Balanced Demand Demand Demand Demand Balanced 106 Balanced 79 Demand Demand Demand Demand 112 Balanced ---PAGE BREAK--- ITE LU Code 814 Retail Size 3120.368 Land Use Type ITE # Unit* Trip Rate ADT Exit to External 814 3,120.4 40.67 126,905 57,963 Total Internal External 710 3,125.0 11.01 34,406 Enter 63,453 6,668 56,785 C. High Rise Apts 222 5,175 4.2 21,735 56,785 Exit 63,453 5,490 57,963 *thousand square feet for non-residential, dwelling units for residential Enter from External Total 126,905 12,158 114,748 % 100% 10% 90% 3% 1,904 4% 2,538 11% 6,980 9% 5,711 15% 2,580 22% 3,785 33% 3,586 38% 4,130 ITE LU Code 710 Office ITE LU Code 222 Residential Size 3125 Size 5175 Exit to External 3% 516 15% 1,630 Exit to External 14,339 Total Internal External Total Internal External 6,222 Enter 17,203 2,420 14,783 Enter 10,868 3,912 6,955 14,783 Exit 17,203 2,864 14,339 2% 344 3% 326 Exit 10,868 4,646 6,222 6,955 Enter from External Total 34,406 5,284 29,122 Total 21,735 8,558 13,177 Enter from External % 100% 15% 85% % 100% 39% 61% MIXED-USE TRIP GENERATION AND INTERNAL CAPTURE SUMMARY Stadium District Demand Demand Demand Demand 326 Balanced Demand Demand Demand Demand Balanced 2,538 Balanced 1,904 Single-Use Trip Est. Net External Trips for Multi-Use Development Land Use A Land Use B Land Use C Total 34,406 56,785 57,963 126,905 183,047 6,955 6,222 13,177 21,735 78,524 78,524 157,047 14,783 Enter Exit Total 114,748 16.56% Internal Capture Land Use A 14,339 29,122 516 Balanced 3,586 Balanced 4,130 Land Use B Land Use C ITE Trip Generation Demand B. Office High A. Commercial/Retail Demand Balanced Demand Demand ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix C Existing Peak Hour Intersection Traffic Counts ---PAGE BREAK--- ---PAGE BREAK--- AM Peak Hour Intersection Turning Movement Counts under Existing Conditions Northbound Southbound Eastbound Westbound ID Intersection L T R L T R L T R L T R Total I-1 Euclid Street / Katella Avenue 110 709 175 133 1,036 188 142 1,039 90 239 432 117 4,410 I-2 Ninth Street / Katella Avenue 152 64 71 31 128 35 25 1,268 171 76 602 30 2,653 I-3 Walnut Street / Ball Road 94 144 363 95 178 56 62 1,115 76 192 617 45 3,037 I-4 Walnut Street / Katella Avenue 5 6 0 385 5 162 109 1,290 4 26 550 220 2,762 I-5 Disneyland Drive / Ball Road 139 302 220 418 353 121 232 1,250 114 352 689 64 4,254 I-6 Disneyland Drive / West Street / Katella Avenue 201 329 221 171 206 190 81 1,363 168 142 856 147 4,075 I-7 Harbor Boulevard / Vermont Avenue 45 576 124 44 920 11 20 96 141 113 68 41 2,199 I-8 Harbor Boulevard / Ball Road 626 657 279 156 1,174 279 294 1,108 575 156 907 112 6,323 I-9 Harbor Boulevard / I-5 Northbound Ramps 0 827 186 45 1,861 0 0 0 0 64 0 694 3,677 I-10 Harbor Boulevard / I-5 Southbound Ramps 59 776 0 0 823 1,056 248 0 296 0 0 0 3,258 I-11 Harbor Boulevard / Disney Way 169 728 57 124 781 116 0 0 0 69 142 119 2,305 I-12 Harbor Boulevard / Katella Avenue 115 541 153 58 645 121 159 1,473 98 165 928 71 4,527 I-13 Harbor Boulevard / Convention Way 190 920 4 45 806 222 92 1 79 0 2 5 2,366 I-14 Harbor Boulevard / Orangewood Avenue 44 876 130 53 729 30 66 636 70 103 231 113 3,081 I-15 Clementine Street / Disney Way 64 54 29 32 41 16 16 63 50 114 340 58 877 I-16 Clementine Street / Katella Avenue 35 52 88 22 138 62 42 1,502 117 216 1,046 60 3,380 I-17 I-5 SB Off Ramp / Disney Way 18 0 20 300 5 144 0 103 12 17 243 0 862 I-18 Anaheim Boulevard / Vermont Avenue 23 449 110 72 840 24 48 243 85 115 156 57 2,222 I-19 Anaheim Boulevard / Ball Road 125 473 184 211 809 172 159 1,264 154 163 930 68 4,712 I-20 Anaheim Boulevard / Cerritos Avenue 87 731 336 171 939 42 21 9 30 199 12 70 2,647 I-21 Anaheim Boulevard / I-5 NB Ramps 205 784 0 0 1,091 95 0 0 0 24 17 378 2,594 I-22 Anaheim Boulevard / Disney Way 20 763 7 421 570 51 269 139 25 0 151 8 2,424 I-23 Anaheim Boulevard / Haster Street / Katella Avenue 185 481 246 60 345 183 186 1,336 59 113 966 33 4,193 I-24 Haster Street / Gene Autry Way Not Applicable I-25 Haster Street / Orangewood Avenue 38 478 87 79 438 69 134 704 73 86 242 92 2,520 I-26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 55 0 483 22 91 16 0 883 558 122 1,247 0 3,477 I-27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 508 361 308 0 0 0 39 1,335 0 0 896 48 3,495 I-28 East Street / Vermont Avenue 55 232 34 64 525 99 68 300 81 66 248 55 1,827 I-29 East Street / Ball Road 0 0 0 318 0 260 168 917 0 0 1,198 156 3,017 I-30 Lewis Street / Ball Road 35 69 81 8 5 4 59 968 109 178 1,180 68 2,764 I-31 Lewis Street / Cerritos Avenue 19 181 84 55 146 28 39 336 28 57 211 38 1,222 I-32 Lewis Street / North Connector Road Not Applicable I-33 Lewis Street / Katella Avenue 10 40 10 42 7 132 353 1,132 12 22 815 61 2,636 I-34 Lewis Street / Anaheim Way 0 68 57 0 0 0 0 0 0 0 0 4 129 I-35 Lewis Street / Anaheim Connector Not Applicable I-36 Lewis Street / Gene Autry Way Not Applicable I-37 I-5 HOV Ramps / Gene Autry Way 0 0 13 64 3 0 0 0 0 18 0 12 110 I-38 Lewis Street / Orangewood Avenue 50 0 496 0 0 1 2 902 80 275 350 6 2,162 I-39 Manchester Avenue / Orangewood Avenue 0 0 0 604 374 262 0 978 468 41 394 0 3,121 I-40 Anaheim Way / Orangewood Avenue 40 60 13 0 0 0 289 1,294 0 0 394 182 2,272 I-41 Market Street / Katella Avenue Not Applicable I-42 Market Street / Gene Autry Way Not Applicable I-43 Orange Center Drive / Orangewood Avenue 38 1 27 4 0 6 44 1,046 58 29 735 35 2,023 I-44 State College Boulevard / Vermont Avenue 130 623 16 55 1,041 150 127 59 247 19 102 47 2,616 I-45 State College Boulevard / Wagner Avenue 9 409 260 216 998 60 10 40 7 164 3 326 2,502 I-46 State College Boulevard / Ball Road 98 347 99 283 560 231 186 826 228 212 1,010 137 4,217 I-47 State College Boulevard / Cerritos Avenue 70 486 126 57 862 164 58 217 68 138 163 17 2,426 I-48 State College Boulevard / Howell Avenue 6 546 170 66 892 19 2 21 0 148 2 107 1,979 ---PAGE BREAK--- AM Peak Hour Intersection Turning Movement Counts under Existing Conditions, Continued Northbound Southbound Eastbound Westbound ID Intersection L T R L T R L T R L T R Total I-49 State College Boulevard / Katella Avenue 75 447 139 139 670 136 217 775 211 231 583 35 3,658 I-50 State College Boulevard / Gateway Center Drive 0 675 121 121 1,032 0 0 0 0 5 0 25 1,979 I-51 State College Boulevard / Gene Autry Way 46 680 13 3 931 110 48 1 59 7 3 2 1,903 I-52 State College Boulevard / Artisan Street Not Applicable I-53 State College Boulevard / Orangewood Avenue 110 486 137 148 717 156 168 979 43 154 567 52 3,717 I-54 State College Boulevard / Orange Center Drive 76 626 8 11 842 42 8 0 21 2 0 8 1,644 I-55 State College Boulevard / I-5 Northbound Ramps 8 565 191 16 1,433 11 0 0 0 167 90 259 2,740 I-56 State College Boulevard / I-5 Southbound Ramps 0 721 8 0 1,422 165 64 292 348 0 0 0 3,020 I-57 State College Boulevard / Chapman Avenue 123 386 297 143 1,242 384 259 1,341 140 408 887 81 5,691 I-58 Sunkist Street / Ball Road 37 105 188 516 367 230 111 970 36 352 1,195 172 4,279 I-59 Sunkist Street / Cerritos Avenue 24 66 13 133 260 167 60 137 30 4 63 35 992 I-60 Sunkist Street / Howell Avenue 1 0 2 116 7 104 46 125 6 10 181 89 687 I-61 Howell Avenue / Katella Avenue 14 8 30 201 34 43 46 886 66 150 917 358 2,753 I-62 Sportstown / Katella Avenue 29 3 32 50 3 70 33 912 60 56 786 102 2,136 I-63 Dupont Drive / Orangewood Avenue 9 0 14 0 0 0 0 1,235 30 9 755 0 2,052 I-64 Rampart Street / Orangewood Avenue 71 0 96 0 0 0 0 968 144 152 729 0 2,160 I-65 Rampart Street / Chapman Avenue 0 0 0 41 0 143 104 977 0 0 1,011 167 2,443 I-66 Ball Road / SR-57 Northbound Ramps 376 0 473 0 0 0 0 1,068 483 0 643 295 3,338 I-67 Ball Road / SR-57 Southbound Ramps 0 0 0 559 0 953 0 1,008 633 0 781 222 4,156 I-68 SR-57 Northbound Ramps / Katella Avenue 334 0 404 0 0 0 0 859 295 0 800 154 2,846 I-69 SR-57 Southbound Ramps / Katella Avenue 0 0 0 324 0 544 0 807 158 0 925 235 2,993 I-70 Orangewood Avenue / SR-57 Northbound Ramps 118 0 512 0 0 0 0 1,086 274 0 605 155 2,750 I-71 Orangewood Avenue / SR-57 Southbound Ramps 0 0 0 306 0 401 0 1,116 41 163 495 0 2,522 I-72 Phoenix Club Drive / Ball Road 19 0 18 1 0 7 18 1,364 132 25 899 8 2,491 I-73 Douglass Road / Katella Avenue 33 17 7 106 12 52 356 853 51 20 901 95 2,503 I-74 Katella Avenue / Struck Avenue 116 0 11 0 0 0 0 914 264 23 705 4 2,037 I-75 Eckhoff Street / Collins Avenue 0 26 325 0 6 1 0 13 6 277 24 2 680 I-76 Eckhoff Street / Orangewood Avenue 92 95 25 8 41 279 537 791 53 9 357 33 2,320 I-77 Main Street / Taft Avenue 125 24 66 5 49 62 103 865 374 270 767 24 2,734 I-78 Main Street / Katella Avenue 47 216 144 45 418 71 109 537 67 355 780 63 2,852 I-79 Main Street / Struck Avenue 109 400 22 41 753 38 22 108 185 20 45 24 1,767 I-80 Main Street / Collins Avenue 30 301 125 74 568 200 54 96 26 133 258 137 2,002 I-81 Main Street / Orangewood Avenue 106 395 50 10 533 112 182 269 172 74 208 16 2,127 I-82 Main Street / Chapman Avenue 198 615 96 68 544 116 68 434 241 199 364 63 3,006 I-83 Batavia Street / Taft Avenue 45 156 29 61 591 208 226 583 194 177 701 42 3,013 I-84 Batavia Street / Katella Avenue 50 229 94 96 402 125 121 436 54 197 1,148 10 2,962 I-85 Batavia Street / Collins Avenue 35 272 52 77 445 57 20 229 38 148 486 101 1,960 I-86 Batavia Street / Walnut Avenue 34 350 63 26 505 61 101 310 16 59 297 75 1,897 I-87 Glassell Street / Katella Avenue 89 282 69 89 615 257 118 412 69 154 1,085 101 3,340 I-88 Glassell Street / Collins Avenue 40 193 35 72 448 327 106 236 24 62 553 51 2,147 I-89 Glassell Street / Walnut Avenue 35 205 92 67 408 62 27 215 22 49 237 18 1,437 I-90 Santiago Boulevard / Meats Avenue 272 540 86 57 509 232 144 102 282 222 556 152 3,154 I-91 Clementine Street / Gene Autry Way Not Applicable I-92 Clementine Street / Orangewood Avenue 8 0 21 32 0 32 20 800 7 5 333 18 1,276 I-93 Flower Street / Chapman Avenue 143 13 24 22 28 32 17 944 83 17 847 14 2,184 I-94 Harbor Boulevard / Chapman Avenue 101 768 158 103 610 145 127 1,002 112 87 404 87 3,704 I-95 I-5 Southbound Ramps / Chapman Avenue 609 0 35 211 0 0 0 866 913 96 829 0 3,559 I-96 Rampart Street / Town Center Place (South) 32 106 0 0 61 53 13 0 2 0 0 0 267 ---PAGE BREAK--- AM Peak Hour Intersection Turning Movement Counts under Existing Conditions, Continued Northbound Southbound Eastbound Westbound ID Intersection L T R L T R L T R L T R Total I-97 SR-22 Eastbound Ramps / The City Drive 40 120 4 74 740 229 384 13 87 1 7 4 1,703 I-98 SR-22 Westbound Ramps/ Metropolitan Drive 183 0 638 0 0 0 0 168 25 177 47 0 1,238 I-99 SR-57 Northbound Ramps / Chapman Avenue 42 0 108 0 0 0 0 984 345 0 820 271 2,570 I-100 SR-57 Southbound Ramps / Chapman Avenue 17 5 16 260 59 360 3 1,032 143 86 626 152 2,759 I-101 State College Boulevard / Winston Road 44 464 77 84 969 80 42 38 22 20 98 25 1,963 I-102 The City Drive / Garden Grove Boulevard 0 0 0 461 0 188 455 716 0 0 342 262 2,424 I-103 The City Drive / Metropolitan Drive 66 790 0 0 534 147 406 0 551 0 0 0 2,494 Source: City of Anaheim ---PAGE BREAK--- PM Peak Hour Intersection Turning Movement Counts under Existing Conditions Northbound Southbound Eastbound Westbound ID Intersection L T R L T R L T R L T R Total I-1 Euclid Street / Katella Avenue 233 1,055 129 206 977 56 240 654 227 202 1,441 130 5,550 I-2 Ninth Street / Katella Avenue 174 143 61 21 82 37 61 830 209 97 1,375 54 3,144 I-3 Walnut Street / Ball Road 104 226 272 60 262 69 48 641 95 246 1,147 28 3,198 I-4 Walnut Street / Katella Avenue 6 3 1 246 2 216 117 863 6 46 1,270 400 3,176 I-5 Disneyland Drive / Ball Road 202 553 327 228 506 162 223 966 128 434 1,397 150 5,276 I-6 Disneyland Drive / West Street / Katella Avenue 186 278 146 377 398 242 95 847 148 117 1,502 156 4,492 I-7 Harbor Boulevard / Vermont Avenue 130 1,066 137 60 833 33 22 52 94 167 99 59 2,752 I-8 Harbor Boulevard / Ball Road 711 875 315 151 751 272 283 981 511 261 889 110 6,110 I-9 Harbor Boulevard / I-5 Northbound Ramps 0 995 477 53 1,461 0 0 0 0 90 0 839 3,915 I-10 Harbor Boulevard / I-5 Southbound Ramps 81 1,241 0 0 864 712 251 0 390 0 0 0 3,539 I-11 Harbor Boulevard / Disney Way 48 1,127 37 157 1,079 37 0 0 0 147 77 173 2,882 I-12 Harbor Boulevard / Katella Avenue 178 839 219 196 532 220 227 909 165 381 1,485 164 5,515 I-13 Harbor Boulevard / Convention Way 116 1,060 3 32 1,160 120 125 0 100 3 0 2 2,721 I-14 Harbor Boulevard / Orangewood Avenue 79 1,016 169 94 1,123 53 47 331 76 190 566 86 3,830 I-15 Clementine Street / Disney Way 75 95 49 79 69 68 8 141 65 108 214 112 1,083 I-16 Clementine Street / Katella Avenue 106 115 255 58 100 107 65 1,113 68 125 1,873 80 4,065 I-17 I-5 SB Off Ramp / Disney Way 15 1 36 322 1 117 0 276 9 31 354 1 1,163 I-18 Anaheim Boulevard / Vermont Avenue 63 1,031 104 49 778 37 45 138 38 158 207 47 2,695 I-19 Anaheim Boulevard / Ball Road 182 1,149 149 143 772 136 229 1,467 169 147 1,756 164 6,463 I-20 Anaheim Boulevard / Cerritos Avenue 64 1,126 356 92 1,007 38 37 22 135 497 87 289 3,750 I-21 Anaheim Boulevard / I-5 NB Ramps 185 883 0 0 1,290 313 0 0 0 74 434 678 3,857 I-22 Anaheim Boulevard / Disney Way 29 821 8 521 795 31 244 113 175 0 262 3 3,002 I-23 Anaheim Boulevard / Haster Street / Katella Avenue 126 526 155 114 399 212 212 1,105 140 316 1,676 90 5,071 I-24 Haster Street / Gene Autry Way Not Applicable I-25 Haster Street / Orangewood Avenue 88 606 98 64 638 110 124 350 57 178 724 146 3,183 I-26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 38 0 158 25 54 2 0 993 552 329 1,674 0 3,825 I-27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 659 1,126 86 0 0 0 39 1,150 0 0 1,430 105 4,595 I-28 East Street / Vermont Avenue 74 556 63 53 304 45 86 199 74 24 211 49 1,738 I-29 East Street / Ball Road 0 0 0 239 0 226 381 1,076 0 0 1,216 427 3,565 I-30 Lewis Street / Ball Road 86 9 235 69 104 82 10 1,114 45 97 1,285 6 3,142 I-31 Lewis Street / Cerritos Avenue 22 204 70 23 227 55 40 271 25 60 420 41 1,458 I-32 Lewis Street / North Connector Road 0 I-33 Lewis Street / Katella Avenue 26 82 31 62 11 391 135 963 19 19 1,318 55 3,112 I-34 Lewis Street / Anaheim Way 0 622 115 0 0 0 0 0 0 0 0 31 768 I-35 Lewis Street / Anaheim Connector Not Applicable I-36 Lewis Street / Gene Autry Way Not Applicable I-37 I-5 HOV Ramps / Gene Autry Way 0 0 23 22 0 0 0 0 0 15 0 43 103 I-38 Lewis Street / Orangewood Avenue 157 0 386 0 0 0 0 483 69 299 1,102 3 2,499 I-39 Manchester Avenue / Orangewood Avenue 0 0 0 236 127 200 0 622 233 156 1,219 0 2,793 I-40 Anaheim Way / Orangewood Avenue 191 31 6 0 0 0 274 625 0 0 1,138 550 2,815 I-41 Market Street / Katella Avenue Not Applicable I-42 Market Street / Gene Autry Way Not Applicable I-43 Orange Center Drive / Orangewood Avenue 49 0 63 61 1 99 22 639 87 22 1,133 41 2,217 I-44 State College Boulevard / Vermont Avenue 155 1,090 12 35 721 131 169 16 133 8 23 20 2,513 I-45 State College Boulevard / Wagner Avenue 18 985 104 125 706 29 15 8 9 119 18 240 2,376 I-46 State College Boulevard / Ball Road 208 756 152 236 442 166 181 956 171 144 1,227 190 4,829 I-47 State College Boulevard / Cerritos Avenue 99 953 31 15 655 88 66 194 86 54 286 63 2,590 I-48 State College Boulevard / Howell Avenue 3 882 78 33 781 0 3 6 3 116 3 261 2,169 ---PAGE BREAK--- PM Peak Hour Intersection Turning Movement Counts under Existing Conditions, Continued Northbound Southbound Eastbound Westbound ID Intersection L T R L T R L T R L T R Total I-49 State College Boulevard / Katella Avenue 110 705 204 102 640 158 197 682 125 183 1,097 109 4,312 I-50 State College Boulevard / Gateway Center Drive 0 936 16 16 958 0 0 0 0 69 0 85 2,080 I-51 State College Boulevard / Gene Autry Way 17 910 11 2 969 35 59 3 52 18 9 10 2,095 I-52 State College Boulevard / Artisan Street Not Applicable I-53 State College Boulevard / Orangewood Avenue 63 700 95 105 771 190 151 500 50 158 987 115 3,885 I-54 State College Boulevard / Orange Center Drive 48 841 6 26 844 20 11 0 42 19 0 11 1,868 I-55 State College Boulevard / I-5 Northbound Ramps 80 810 358 23 1,087 37 0 0 0 152 109 144 2,800 I-56 State College Boulevard / I-5 Southbound Ramps 0 1,109 27 0 937 293 144 160 317 0 0 0 2,987 I-57 State College Boulevard / Chapman Avenue 199 902 511 152 927 216 238 1,267 134 425 1,127 45 6,143 I-58 Sunkist Street / Ball Road 83 594 198 249 209 135 201 1,189 18 251 1,023 640 4,790 I-59 Sunkist Street / Cerritos Avenue 31 361 4 50 156 155 150 81 17 7 200 260 1,472 I-60 Sunkist Street / Howell Avenue 2 4 7 132 0 64 87 89 0 3 208 98 694 I-61 Howell Avenue / Katella Avenue 99 29 190 311 14 36 46 988 47 69 1,256 297 3,382 I-62 Sportstown / Katella Avenue 65 11 104 134 3 104 19 874 65 44 1,219 104 2,746 I-63 Dupont Drive / Orangewood Avenue 41 0 17 0 0 0 0 655 20 5 1,444 0 2,182 I-64 Rampart Street / Orangewood Avenue 80 0 126 0 0 0 0 680 80 143 1,149 0 2,258 I-65 Rampart Street / Chapman Avenue 0 0 0 53 0 136 60 1,066 0 0 1,031 164 2,510 I-66 Ball Road / SR-57 Northbound Ramps 498 0 173 0 0 0 0 867 605 0 1,187 337 3,667 I-67 Ball Road / SR-57 Southbound Ramps 0 0 0 313 0 605 0 1,132 527 0 1,278 407 4,262 I-68 SR-57 Northbound Ramps / Katella Avenue 225 0 334 0 0 0 0 847 453 0 1,229 236 3,324 I-69 SR-57 Southbound Ramps / Katella Avenue 0 0 0 227 0 465 0 1,077 363 0 976 459 3,567 I-70 Orangewood Avenue / SR-57 Northbound Ramps 64 0 212 0 0 0 0 696 273 0 1,274 278 2,797 I-71 Orangewood Avenue / SR-57 Southbound Ramps 0 0 0 245 0 482 0 748 113 455 881 0 2,924 I-72 Phoenix Club Drive / Ball Road 121 1 56 5 0 14 31 911 81 25 1,521 31 2,797 I-73 Douglass Road / Katella Avenue 145 25 15 148 5 364 119 880 26 30 1,089 159 3,005 I-74 Katella Avenue / Struck Avenue 356 0 20 0 0 0 0 861 208 7 933 0 2,385 I-75 Eckhoff Street / Collins Avenue 0 7 320 10 13 2 1 10 10 370 5 5 753 I-76 Eckhoff Street / Orangewood Avenue 97 60 21 49 114 645 234 503 116 27 638 37 2,541 I-77 Main Street / Taft Avenue 501 73 359 20 51 192 60 700 234 165 965 5 3,325 I-78 Main Street / Katella Avenue 117 389 295 91 260 123 92 761 75 218 701 127 3,249 I-79 Main Street / Struck Avenue 156 911 28 26 508 28 45 66 160 15 84 48 2,075 I-80 Main Street / Collins Avenue 14 736 189 129 569 78 139 271 38 137 160 136 2,596 I-81 Main Street / Orangewood Avenue 105 653 70 20 557 183 142 164 191 81 265 17 2,448 I-82 Main Street / Chapman Avenue 463 721 242 133 633 144 121 639 206 189 589 78 4,158 I-83 Batavia Street / Taft Avenue 133 453 113 80 269 259 287 586 120 92 736 45 3,173 I-84 Batavia Street / Katella Avenue 89 308 116 119 216 128 123 1,164 42 90 745 20 3,160 I-85 Batavia Street / Collins Avenue 27 377 130 134 276 33 57 532 32 60 322 66 2,046 I-86 Batavia Street / Walnut Avenue 44 405 56 38 401 71 32 308 19 49 345 44 1,812 I-87 Glassell Street / Katella Avenue 94 567 89 191 383 172 321 1,042 93 165 622 98 3,837 I-88 Glassell Street / Collins Avenue 43 384 71 115 289 147 249 721 39 58 312 90 2,518 I-89 Glassell Street / Walnut Avenue 37 393 121 51 269 21 65 209 28 89 211 58 1,552 I-90 Santiago Boulevard / Meats Avenue 299 432 238 88 402 123 101 351 337 119 157 32 2,679 I-91 Clementine Street / Gene Autry Way Not Applicable I-92 Clementine Street / Orangewood Avenue 4 1 11 19 3 20 36 520 11 17 782 29 1,453 I-93 Flower Street / Chapman Avenue 183 10 28 19 35 63 37 888 124 43 1,260 35 2,725 I-94 Harbor Boulevard / Chapman Avenue 161 872 169 191 997 192 182 620 87 143 909 159 4,682 I-95 I-5 Southbound Ramps / Chapman Avenue 660 0 73 151 0 3 0 952 993 113 979 0 3,924 I-96 Rampart Street / Town Center Place (South) 5 98 0 0 132 18 68 0 58 0 0 0 379 ---PAGE BREAK--- PM Peak Hour Intersection Turning Movement Counts under Existing Conditions, Continued Northbound Southbound Eastbound Westbound ID Intersection L T R L T R L T R L T R Total I-97 SR-22 Eastbound Ramps / The City Drive 216 599 6 11 725 420 346 2 154 8 58 46 2,591 I-98 SR-22 Westbound Ramps/ Metropolitan Drive 385 0 294 0 0 0 0 180 121 667 105 0 1,752 I-99 SR-57 Northbound Ramps / Chapman Avenue 29 0 151 0 0 0 0 851 415 0 1,218 282 2,946 I-100 SR-57 Southbound Ramps / Chapman Avenue 140 31 106 160 8 276 1 989 19 23 1,053 161 2,967 I-101 State College Boulevard / Winston Road 23 1,051 28 27 646 58 59 41 33 0 0 0 1,966 I-102 The City Drive / Garden Grove Boulevard 0 0 0 567 0 288 302 435 0 0 804 409 2,805 I-103 The City Drive / Metropolitan Drive 172 828 0 0 620 514 174 0 488 0 0 0 2,796 Source: City of Anaheim ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix D Existing Arterial Segment Traffic Counts ---PAGE BREAK--- ---PAGE BREAK--- ID Arterial From To Location Daily AM Peak PM Peak A-1 Anaheim Boulevard Katella Avenue I-5 Freeway n/o Katella Avenue 19,380 1,280 1,630 A-2 Anaheim Boulevard I-5 Freeway Cerritos Avenue n/o Anaheim Way 33,160 2,250 3,150 A-3 Anaheim Boulevard Cerritos Avenue Ball Road n/o Cerritos Avenue 26,790 1,840 2,610 A-4 Anaheim Boulevard Ball Road Vermont Street n/o Ball Road 25,230 1,760 2,350 A-5 Anaheim Way State College Boulevard Orangewood Avenue s/o Orangewood Avenue 3,220 130 750 A-6 Anaheim Way Orangewood Avenue Katella Avenue s/o Katella Avenue 18,190 1,150 1,930 A-7 Anaheim Way Katella Avenue Anaheim Boulevard n/o Katella Avenue 10,730 700 1,310 A-8 Ball Road Walnut Street Disneyland Drive w/o Disneyland Drive 34,020 2,500 2,790 A-9 Ball Road Disneyland Drive Harbor Boulevard e/o Disneyland Drive 44,320 2,800 3,150 A-10 Ball Road Harbor Boulevard Anaheim Boulevard e/o Harbor Boulevard 36,890 2,330 2,740 A-11 Ball Road Anaheim Boulevard East Street w/o Lewis Street 35,280 2,370 2,660 A-12 Ball Road East Street State College Boulevard e/o East Street 38,110 2,620 2,840 A-13 Ball Road State College Boulevard Sunkist Street w/o Sunkist Street 40,500 2,640 2,900 A-14 Ball Road Sunkist Street SR-57 Freeway e/o Sunkist Street 48,400 3,420 3,370 A-15 Ball Road SR-57 Freeway Main Street w/o Main Street 32,740 2,350 2,740 A-16 Cerritos Avenue Anaheim Boulevard Lewis Street w/o Lewis Street 11,710 750 1,180 A-17 Cerritos Avenue Lewis Street State College Boulevard e/o Lewis Street 10,030 620 1,010 A-18 Cerritos Avenue State College Boulevard Sunkist Street w/o Sunkist Street 6,180 520 650 A-19 Cerritos Avenue Sunkist Street Douglass Road e/o Sunkist Street 4,520 470 500 A-20 Chapman Avenue State College Boulevard SR-57 Freeway e/o State College Blvd. 30,740 2,310 2,640 A-21 Chapman Avenue SR-57 Freeway Main Street w/o Main Street 27,260 1,900 2,220 A-22 The City Drive SR-22 Freeway Chapman Avenue s/o Chapman Avenue 20,980 1,700 1,870 A-23 Clementine Street Orangewood Avenue Gene Autry Way n/o Orangewood Avenue Not Applicable A-24 Clementine Street Gene Autry Way Katella Avenue s/o Katella Avenue Not Applicable A-25 Clementine Street Katella Avenue Manchester Avenue s/o Disney Way 7,510 450 570 A-26 Collins Avenue Eckhoff Street Main Street w/o Main Street 6,620 560 650 A-27 Collins Avenue Main Street Batavia Street w/o Batavia Street 10,800 860 930 A-28 Collins Avenue Batavia Street Glassell Street w/o Glassell Street 14,710 1,180 1,280 A-29 Disney Way Harbor Boulevard Clementine Street w/o Clementine Street 7,770 520 550 A-30 Disney Way Clementine Street Anaheim Boulevard e/o Clementine Street 13,880 850 1,050 A-31 Douglass Road Katella Avenue Cerritos Avenue n/o Katella Avenue 6,910 650 760 A-32 Eckhoff Street Orangewood Avenue Collins Avenue s/o Collins Street 10,870 890 970 A-33 Gene Autry Way Harbor Boulevard Clementine Street e/o Harbor Boulevard Not Applicable A-34 Gene Autry Way Clementine Street Haster Street w/o Haster Street Not Applicable A-35 Gene Autry Way Haster Street I-5 Freeway e/o Haster Street Not Applicable A-36 Gene Autry Way I-5 Freeway State College Boulevard w/o State College Blvd. 2,220 220 210 A-37 Harbor Boulevard Chapman Avenue Orangewood Avenue s/o Orangewood Avenue 35,560 2,010 2,590 A-38 Harbor Boulevard Orangewood Avenue Convention Way n/o Orangewood Avenue 35,870 2,000 2,500 A-39 Harbor Boulevard Convention Way Katella Avenue s/o Katella Avenue 40,430 2,300 2,830 A-40 Harbor Boulevard Katella Avenue Disney Way s/o Disney Way 38,410 2,260 2,490 A-41 Harbor Boulevard Disney Way Manchester Avenue s/o Manchester Avenue 41,340 2,490 2,710 A-42 Harbor Boulevard Manchester Avenue I-5 Freeway n/o Manchester Avenue 39,450 2,280 2,640 A-43 Harbor Boulevard I-5 Freeway Ball Road s/o Ball Road 44,360 2,960 3,120 A-44 Harbor Boulevard Ball Road Vermont Street n/o Ball Road 26,900 2,010 2,170 A-45 Haster Street Chapman Avenue Orangewood Avenue s/o Orangewood Avenue 18,190 1,250 1,610 A-46 Haster Street Orangewood Avenue Katella Avenue n/o Orangewood Avenue 19,760 1,370 1,680 A-47 Howell Avenue State College Boulevard Sunkist Street e/o State College Blvd. 4,390 410 380 A-48 Howell Avenue Sunkist Street Katella Avenue n/o Katella Avenue 5,830 540 480 A-49 Katella Avenue Euclid Street Ninth Street w/o Ninth Street 31,470 2,200 2,630 A-50 Katella Avenue Ninth Street Walnut Street e/o Ninth Street 29,270 1,650 2,570 A-51 Katella Avenue Walnut Street Disneyland Drive w/o Disneyland Drive 35,240 2,240 2,810 A-52 Katella Avenue Disneyland Drive Harbor Boulevard e/o Hotel Wy 37,440 2,080 3,020 A-53 Katella Avenue Harbor Boulevard Clementine Street e/o Harbor Boulevard 39,100 2,400 3,190 A-54 Katella Avenue Clementine Street Anaheim Boulevard w/o Anaheim Boulevard 38,510 2,530 2,900 A-55 Katella Avenue Anaheim Boulevard I-5 Freeway w/o Manchester Avenue 37,830 2,200 3,040 A-56 Katella Avenue I-5 Freeway Lewis Street w/o Lewis Street 35,040 2,260 2,870 A-57 Katella Avenue Lewis Street State College Boulevard e/o Lewis Street 30,260 1,870 2,400 A-58 Katella Avenue State College Boulevard Sportstown e/o State College Blvd. 32,800 1,950 2,670 ---PAGE BREAK--- ID Arterial From To Location Daily AM Peak PM Peak A-59 Katella Avenue Sportstown Howell Avenue w/o Howell Street 34,240 2,080 2,700 A-60 Katella Avenue Howell Avenue SR-57 Freeway e/o Howell Street 37,990 2,610 2,890 A-61 Katella Avenue SR-57 Freeway Main Street w/o Douglass Road 29,610 2,000 2,390 A-62 Katella Avenue Main Street Batavia Street w/o Batavia Street 30,280 2,210 2,590 A-63 Katella Avenue Batavia Street Glassell Street e/o Batavia Street 29,490 2,130 2,430 A-64 Lewis Street Gene Autry Way Katella Avenue s/o Katella Avenue 1,440 110 180 A-65 Lewis Street Katella Avenue Cerritos Avenue n/o Katella Avenue 7,680 600 760 A-66 Lewis Street Cerritos Avenue Ball Road n/o Cerritos Avenue 6,460 510 690 A-67 Main Street Chapman Avenue Orangewood Avenue s/o Orangewood Avenue 20,090 1,530 1,880 A-68 Main Street Orangewood Avenue Collins Avenue n/o Orangewood Avenue 16,900 1,300 1,610 A-69 Main Street Collins Avenue Katella Avenue n/o Collins Avenue 17,700 1,350 1,700 A-70 Main Street Katella Avenue Taft Avenue s/o Taft Avenue 11,440 930 1,150 A-71 Manchester Avenue Compton Avenue Orangewood Avenue s/o I-5 On Ramp 6,840 900 450 A-72 Manchester Avenue Orangewood Avenue Katella Avenue n/o Orangewood Avenue 11,050 840 890 A-73 Manchester Avenue Katella Avenue Anaheim Boulevard n/o Katella Avenue 1,410 130 110 A-74 Orangewood Avenue Harbor Boulevard Haster Street w/o Haster Street 15,540 1,130 1,350 A-75 Orangewood Avenue Haster Street Manchester Avenue w/o Lewis Street 17,950 1,380 1,600 A-76 Orangewood Avenue Manchester Avenue State College Boulevard e/o Anaheim Way 19,810 1,800 1,820 A-77 Orangewood Avenue State College Boulevard Rampart Street w/o Dupont Drive 24,490 2,070 2,280 A-78 Orangewood Avenue Rampart Street SR-57 Freeway e/o Rampart Street 23,490 1,930 2,130 A-79 Orangewood Avenue SR-57 Freeway Eckhoff Street w/o Eckhoff Street 27,720 2,150 2,290 A-80 Orangewood Avenue Eckhoff Street Main Street w/o Main Street 14,160 1,100 1,170 A-81 Phoenix Club Drive Honda Center Ball Road s/o Ball Road 3,880 430 340 A-82 Rampart Street Chapman Avenue Orangewood Avenue s/o Orangewood Avenue 2,770 250 290 A-83 State College Boulevard Chapman Avenue I-5 Freeway n/o Chapman Avenue 26,980 1,940 2,470 A-84 State College Boulevard I-5 Freeway Orangewood Avenue n/o Anaheim Way 21,400 1,740 2,170 A-85 State College Boulevard Orangewood Avenue Gene Autry Way n/o Orangewood Avenue 22,160 1,790 2,250 A-86 State College Boulevard Gene Autry Way Katella Avenue s/o Katella Avenue 20,120 1,700 2,110 A-87 State College Boulevard Katella Avenue Howell Avenue n/o Katella Avenue 23,980 1,620 2,600 A-88 State College Boulevard Howell Avenue Cerritos Avenue s/o Cerritos Avenue 23,440 1,650 2,560 A-89 State College Boulevard Cerritos Avenue Ball Road s/o Ball Road 23,320 1,650 2,520 A-90 State College Boulevard Ball Road Wagner Avenue n/o Ball Road 24,020 1,930 2,500 A-91 Struck Avenue Katella Avenue Main Street e/o Katella Avenue 6,720 500 570 A-92 Sunkist Street Howell Avenue Cerritos Avenue s/o Cerritos Avenue 3,900 460 460 A-93 Sunkist Street Cerritos Avenue Ball Road s/o Ball Road 7,720 780 880 A-94 Walnut Avenue Main Street Batavia Street e/o Main Street 8,540 780 710 A-95 Walnut Avenue Batavia Street Glassell Street e/o Batavia Street 8,090 790 730 Source: City of Anaheim ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix E-1 ICU Worksheets under Existing Conditions ---PAGE BREAK--- ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 1 Euclid Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 110 0.03 * 3400 233 0.07 NBT 2 3400 709 0.26 3400 1,055 0.35 * NBR 0 175 129 SBL 2 3400 133 0.04 3400 206 0.06 * SBT 2 3400 1,036 0.36 * 3400 977 0.30 SBR 0 188 56 EBL 1 1700 142 0.08 1700 240 0.14 * EBT 2 3400 1,039 0.31 * 3400 654 0.19 EBR 1 1700 90 0.05 1700 227 0.13 WBL 1 1700 239 0.14 * 1700 202 0.12 WBT 2 3400 432 0.13 3400 1,441 0.42 * WBR 1 1700 117 0.07 1700 130 0.08 N/S Movements 0.39 0.41 E/W Movements 0.45 0.57 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.89 1.02 LEVEL OF SERVICE (LOS) D F Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 2 Ninth Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 152 0.09 * 1700 174 0.10 * NBT 1 1700 64 0.04 1700 143 0.08 NBR 1 1700 71 0.04 1700 61 0.04 SBL 1 1700 31 0.02 1700 21 0.01 SBT 1 1700 128 0.10 * 1700 82 0.07 * SBR 0 35 37 EBL 1 1700 25 0.01 1700 61 0.04 * EBT 3 5100 1,268 0.25 * 5100 830 0.16 EBR 1 1700 171 0.10 1700 209 0.12 WBL 1 1700 76 0.04 * 1700 97 0.06 WBT 3 5100 602 0.12 5100 1,375 0.27 * WBR 1 1700 30 0.02 1700 54 0.03 N/S Movements 0.19 0.17 E/W Movements 0.29 0.31 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.53 0.53 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 3 Walnut Street / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 94 0.06 * 1700 104 0.06 * NBT 1 1700 144 0.08 1700 226 0.13 NBR 1 1700 363 0.21 * 1700 272 0.16 SBL 1 1700 95 0.06 1700 60 0.04 SBT 1 1700 178 0.10 * 1700 262 0.15 * SBR 1 1700 56 0.03 1700 69 0.04 EBL 1 1700 62 0.04 1700 48 0.03 EBT 3 5100 1,115 0.23 * 5100 641 0.14 * EBR 0 76 95 WBL 1 1700 192 0.11 * 1700 246 0.14 * WBT 3 5100 617 0.13 5100 1,147 0.23 WBR 0 45 28 N/S Movements 0.16 0.22 E/W Movements 0.35 0.29 Rt. Turn Component 0.02 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.57 0.55 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 4 Walnut Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 5 6 NBT 1 1700 6 0.01 * 1700 3 0.01 * NBR 0 0 1 SBL 1.5 3356 385 0.11 * 3373 246 0.07 * SBT 0.5 44 5 0.11 27 2 0.07 SBR 1 1700 162 0.10 1700 216 0.13 EBL 1 1700 109 0.06 1700 117 0.07 * EBT 3 5100 1,290 0.25 * 5100 863 0.17 EBR 0 4 6 WBL 1 1700 26 0.02 * 1700 46 0.03 WBT 3 5100 550 0.15 5100 1,270 0.33 * WBR 0 220 400 N/S Movements 0.12 0.08 E/W Movements 0.27 0.40 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.44 0.53 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 5 Disneyland Drive / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 1430 139 0.10 * 1270 202 0.16 * NBT 1 3107 302 0.10 3475 553 0.16 NBR 1.5 2263 220 0.10 2055 327 0.16 SBL 1.5 3687 418 0.11 2112 228 0.11 SBT 2.5 3113 353 0.15 * 4688 506 0.14 * SBR 0 121 162 EBL 2 3400 232 0.07 3400 223 0.07 * EBT 3 5100 1,250 0.25 * 5100 966 0.19 EBR 1 1700 114 0.07 1700 128 0.08 WBL 2 3400 352 0.10 * 3400 434 0.13 WBT 3 5100 689 0.15 5100 1,397 0.30 * WBR 0 64 150 N/S Movements 0.25 0.30 E/W Movements 0.35 0.37 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.10 0.10 TOTAL CAPACITY UTILIZATION 0.70 0.77 LEVEL OF SERVICE (LOS) B C Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 6 Disneyland Drive / West Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 201 0.06 3400 186 0.05 NBT 2 3400 329 0.10 * 3400 278 0.08 * NBR 1 1700 221 0.13 1700 146 0.09 SBL 2 3400 171 0.05 * 3400 377 0.11 * SBT 2 3400 206 0.06 3400 398 0.12 SBR 1 1700 190 0.11 * 1700 242 0.14 EBL 2 3400 81 0.02 3400 95 0.03 * EBT 3 5100 1,363 0.27 * 5100 847 0.17 EBR 1 1700 168 0.10 1700 148 0.09 WBL 2 3400 142 0.04 * 3400 117 0.03 WBT 3 5100 856 0.17 5100 1,502 0.29 * WBR 1 1700 147 0.09 1700 156 0.09 N/S Movements 0.15 0.19 E/W Movements 0.31 0.32 Rt. Turn Component 0.03 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.53 0.57 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 7 Harbor Boulevard / Vermont Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 45 0.03 * 1700 130 0.08 NBT 2 3400 576 0.17 3400 1,066 0.31 * NBR 1 1700 124 0.07 1700 137 0.08 SBL 1 1700 44 0.03 1700 60 0.04 * SBT 2 3400 920 0.27 * 3400 833 0.25 SBR 0 11 33 EBL 1 1700 20 0.01 1700 22 0.01 EBT 1 1700 96 0.14 * 1700 52 0.09 * EBR 0 141 94 WBL 1 1700 113 0.07 * 1700 167 0.10 * WBT 1 1700 68 0.06 1700 99 0.09 WBR 0 41 59 N/S Movements 0.30 0.35 E/W Movements 0.21 0.18 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.56 0.58 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 8 Harbor Boulevard / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 626 0.18 * 3400 711 0.21 * NBT 3 5100 657 0.13 5100 875 0.17 NBR 1 1700 279 0.16 1700 315 0.19 SBL 2 3400 156 0.05 3400 151 0.04 SBT 3 5100 1,174 0.23 * 5100 751 0.15 * SBR 1 1700 279 0.16 1700 272 0.16 EBL 2 3400 294 0.09 3400 283 0.08 EBT 3 5100 1,108 0.22 * 5100 981 0.19 * EBR 1 1700 575 0.34 1700 511 0.30 WBL 2 3400 156 0.05 * 3400 261 0.08 * WBT 4 6800 907 0.15 6800 889 0.15 WBR 0 112 110 N/S Movements 0.41 0.36 E/W Movements 0.26 0.27 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.73 0.68 LEVEL OF SERVICE (LOS) C B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 9 Harbor Boulevard / I-5 NB Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 * 0 NBT 3 5100 827 0.16 5100 995 0.20 * NBR (free) 50 85000 186 0.00 85000 477 0.01 SBL 1 1700 45 0.03 1700 53 0.03 * SBT 4 6800 1,861 0.27 * 6800 1,461 0.21 SBR 0 0 0 EBL 0 0 0 EBT 0 0 0.00 * 0 0.00 * EBR 0 0 0 WBL 1.5 1700 64 0.04 * 1700 90 0.05 * WBT 0 0 0 0.00 0 0 0.00 WBR 1.5 3400 694 0.20 * 3400 839 0.25 * N/S Movements 0.27 0.23 E/W Movements 0.04 0.05 Rt. Turn Component 0.18 0.22 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.54 0.54 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 10 Harbor Boulevard / I-5 SB Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 59 0.03 * 1700 81 0.05 * NBT 4 6800 776 0.11 6800 1,241 0.18 NBR 0 0 0 SBL 0 0 0 SBT 3 5100 823 0.16 * 5100 864 0.17 * SBR (free) 50 85000 1,056 0.01 85000 712 0.01 EBL 2 3400 248 0.07 * 3400 251 0.07 * EBT 0 0 0.00 0 0.00 EBR (free) 50 85000 296 0.00 85000 390 0.00 WBL 0 0 0 WBT 0 0 0.00 * 0 0.00 * WBR 0 0 0 N/S Movements 0.20 0.22 E/W Movements 0.07 0.07 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.32 0.34 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 11 Harbor Boulevard / Disney Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 169 0.05 * 3400 48 0.01 NBT 3 5100 728 0.15 5100 1,127 0.23 * NBR 0 57 37 SBL 2 3400 124 0.04 3400 157 0.05 * SBT 3 5100 781 0.18 * 5100 1,079 0.22 SBR 0 116 37 EBL 1 1700 0 0.00 * 1700 0 0.00 EBT 3 5100 0 0.00 5100 0 0.00 * EBR 0 0 0 WBL 1 1700 69 0.04 1700 147 0.09 * WBT 3 5100 142 0.05 * 5100 77 0.05 WBR 0 119 173 N/S Movements 0.23 0.27 E/W Movements 0.05 0.09 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.33 0.41 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 12 Harbor Boulevard / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 115 0.03 * 3400 178 0.05 NBT 3 5100 541 0.11 5100 839 0.16 * NBR 1 1700 153 0.09 1700 219 0.13 SBL 2 3400 58 0.02 3400 196 0.06 * SBT 3 5100 645 0.13 * 5100 532 0.10 SBR 1 1700 121 0.07 1700 220 0.13 EBL 2 3400 159 0.05 3400 227 0.07 * EBT 3 5100 1,473 0.29 * 5100 909 0.18 EBR 1 1700 98 0.06 1700 165 0.10 WBL 2 3400 165 0.05 * 3400 381 0.11 WBT 3 5100 928 0.18 5100 1,485 0.29 * WBR 1 1700 71 0.04 1700 164 0.10 N/S Movements 0.16 0.22 E/W Movements 0.34 0.36 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.55 0.63 LEVEL OF SERVICE (LOS) A B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 13 Harbor Boulevard / Convention Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 190 0.06 * 3400 116 0.03 * NBT 3 5100 920 0.18 5100 1,060 0.21 NBR 0 4 3 SBL 2 3400 45 0.01 3400 32 0.01 SBT 3 5100 806 0.16 * 5100 1,160 0.23 * SBR 1 1700 222 0.13 1700 120 0.07 EBL 2 3400 92 0.03 * 3400 125 0.04 * EBT 0.5 43 1 0.02 34 1 0.03 EBR 1.5 3358 79 0.02 3366 100 0.03 WBL 1 1700 0 0.00 1700 3 0.00 WBT 0.5 850 2 0.00 * 850 0 0.00 * WBR 1.5 2550 5 0.00 2550 2 0.00 N/S Movements 0.21 0.26 E/W Movements 0.03 0.04 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.29 0.35 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 14 Harbor Boulevard / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 44 0.03 1700 79 0.05 NBT 3 5100 876 0.20 * 5100 1,016 0.23 * NBR 0 130 169 SBL 1 1700 53 0.03 * 1700 94 0.06 * SBT 3 5100 729 0.15 5100 1,123 0.23 SBR 0 30 53 EBL 1 1700 66 0.04 1700 47 0.03 EBT 2 3400 636 0.21 * 3400 331 0.12 * EBR 0 70 76 WBL 1 1700 103 0.06 * 1700 190 0.11 * WBT 2 3400 231 0.10 3400 566 0.19 WBR 0 113 86 N/S Movements 0.23 0.29 E/W Movements 0.27 0.23 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.55 0.57 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 15 Clementine Street / Disney Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 64 0.04 * 1700 75 0.04 * NBT 2 3400 54 0.02 3400 95 0.04 NBR 0 29 49 SBL 2 3400 32 0.01 3400 79 0.02 SBT 2 3400 41 0.02 * 3400 69 0.04 * SBR 0 16 68 EBL 1 1700 16 0.01 * 1700 8 0.00 EBT 3 5100 63 0.01 5100 141 0.03 * EBR 1 1700 50 0.03 1700 65 0.04 WBL 1 1700 114 0.07 1700 108 0.06 * WBT 3 5100 340 0.08 * 5100 214 0.06 WBR 0 58 112 N/S Movements 0.05 0.08 E/W Movements 0.09 0.09 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.19 0.23 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 16 Clementine Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 35 0.02 * 1700 106 0.06 * NBT 1 1700 52 0.03 1700 115 0.07 NBR 1 1700 88 0.05 1700 255 0.15 * SBL 1 1700 22 0.01 1700 58 0.03 SBT 1 1700 138 0.08 * 1700 100 0.06 * SBR 1 1700 62 0.04 1700 107 0.06 EBL 2 3400 42 0.01 3400 65 0.02 * EBT 3 5100 1,502 0.32 * 5100 1,113 0.23 EBR 0 117 68 WBL 2 3400 216 0.06 * 3400 125 0.04 WBT 3 5100 1,046 0.21 5100 1,873 0.37 * WBR 1 1700 60 0.04 1700 80 0.05 N/S Movements 0.10 0.12 E/W Movements 0.38 0.39 Rt. Turn Component 0.00 0.05 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.53 0.60 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 17 I-5 SB Off Ramp / Disney Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 18 0.01 * 1700 15 0.01 * NBT 0 0 0.00 1 0.00 NBR 1 1700 20 0.01 * 1700 36 0.02 * SBL 1.33 3343 300 0.09 3389 322 0.10 SBT 0.34 57 5 0.09 * 11 1 0.09 * SBR 1.33 1700 144 0.08 1700 117 0.07 EBL 0 0 * 0 EBT 3 5100 103 0.02 5100 276 0.06 * EBR 0 12 9 WBL 1 1700 17 0.01 1700 31 0.02 * WBT 3 5100 243 0.05 * 5100 354 0.07 WBR 0 0 1 Split Phase N/S Movements 0.10 0.12 E/W Movements 0.05 0.07 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.20 0.24 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 18 Anaheim Boulevard / Vermont Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 23 0.01 * 1700 63 0.04 NBT 2 3400 449 0.16 3400 1,031 0.33 * NBR 0 110 104 SBL 1 1700 72 0.04 1700 49 0.03 * SBT 2 3400 840 0.25 * 3400 778 0.24 SBR 0 24 37 EBL 1 1700 48 0.03 1700 45 0.03 EBT 1 1700 243 0.19 * 1700 138 0.10 * EBR 0 85 38 WBL 1 1700 115 0.07 * 1700 158 0.09 * WBT 1 1700 156 0.09 1700 207 0.12 WBR 1 1700 57 0.03 1700 47 0.03 N/S Movements 0.27 0.36 E/W Movements 0.26 0.20 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.58 0.61 LEVEL OF SERVICE (LOS) A B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 19 Anaheim Boulevard / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 125 0.04 3400 182 0.05 NBT 2 3400 473 0.14 * 3400 1,149 0.34 * NBR 1 1700 184 0.11 1700 149 0.09 SBL 2 3400 211 0.06 * 3400 143 0.04 * SBT 3 5100 809 0.16 5100 772 0.15 SBR 1 1700 172 0.10 1700 136 0.08 EBL 1 1700 159 0.09 1700 229 0.13 * EBT 3 5100 1,264 0.28 * 5100 1,467 0.32 EBR 0 154 169 WBL 1 1700 163 0.10 * 1700 147 0.09 WBT 3 5100 930 0.18 5100 1,756 0.34 * WBR 1 1700 68 0.04 1700 164 0.10 N/S Movements 0.20 0.38 E/W Movements 0.37 0.48 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.63 0.91 LEVEL OF SERVICE (LOS) B E Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 20 Anaheim Boulevard / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 87 0.05 1700 64 0.04 NBT 3 5100 731 0.14 * 5100 1,126 0.22 * NBR 1 1700 336 0.20 1700 356 0.21 SBL 1 1700 171 0.10 * 1700 92 0.05 * SBT 3 5100 939 0.19 5100 1,007 0.20 SBR 0 42 38 EBL 1 1700 21 0.01 1700 37 0.02 EBT 1 1700 9 0.02 * 1700 22 0.09 * EBR 0 30 135 WBL 1 1700 199 0.12 * 1700 497 0.29 * WBT 1 1700 12 0.01 1700 87 0.05 WBR 1 1700 70 0.04 1700 289 0.17 * N/S Movements 0.24 0.27 E/W Movements 0.14 0.38 Rt. Turn Component 0.05 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.49 0.71 LEVEL OF SERVICE (LOS) A C Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 21 Anaheim Boulevard / I-5 NB Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 205 0.06 * 3400 185 0.05 * NBT 3 5100 784 0.15 5100 883 0.17 NBR 0 0 0 SBL 0 0 0 SBT 3 5100 1,091 0.21 * 5100 1,290 0.25 * SBR 1 1700 95 0.06 1700 313 0.18 EBL 0 0 0 EBT 0 0 0.00 0 0.00 EBR 0 0 0 WBL 0.5 995 24 0.02 318 74 0.23 WBT 1 705 17 0.02 1866 434 0.23 WBR 1.5 3400 378 0.11 * 2916 678 0.23 N/S Movements 0.27 0.31 E/W Movements 0.02 0.23 Rt. Turn Component 0.09 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.44 0.59 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 22 Anaheim Boulevard / Disney Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 20 0.01 1700 29 0.02 NBT 3 5100 763 0.15 * 5100 821 0.16 * NBR 0 7 8 SBL 2 3400 421 0.12 * 3400 521 0.15 * SBT 3 5100 570 0.12 5100 795 0.16 SBR 0 51 31 EBL 2 3400 269 0.08 * 3400 244 0.07 * EBT 4 6800 139 0.02 6800 113 0.04 EBR 0 25 175 WBL 0 0 0 WBT 3 5100 151 0.03 * 5100 262 0.05 * WBR 0 8 3 N/S Movements 0.27 0.32 E/W Movements 0.11 0.12 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.44 0.49 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 23 Anaheim Boulevard / Haster Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 185 0.05 * 3400 126 0.04 NBT 3 5100 481 0.09 5100 526 0.10 * NBR 1 1700 246 0.14 * 1700 155 0.09 SBL 2 3400 60 0.02 3400 114 0.03 * SBT 3 5100 345 0.07 * 5100 399 0.08 SBR 1 1700 183 0.11 1700 212 0.12 EBL 2 3400 186 0.05 * 3400 212 0.06 * EBT 4 6800 1,336 0.21 6800 1,105 0.18 EBR 0 59 140 WBL 2 3400 113 0.03 3400 316 0.09 WBT 3 5100 966 0.19 * 5100 1,676 0.33 * WBR 1 1700 33 0.02 1700 90 0.05 N/S Movements 0.12 0.14 E/W Movements 0.24 0.39 Rt. Turn Component 0.05 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.47 0.58 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 25 Haster Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 38 0.02 1700 88 0.05 * NBT 2 3400 478 0.17 * 3400 606 0.21 NBR 0 87 98 SBL 1 1700 79 0.05 * 1700 64 0.04 SBT 2 3400 438 0.15 3400 638 0.22 * SBR 0 69 110 EBL 1 1700 134 0.08 1700 124 0.07 * EBT 2 3400 704 0.23 * 3400 350 0.12 EBR 0 73 57 WBL 1 1700 86 0.05 * 1700 178 0.10 WBT 2 3400 242 0.10 3400 724 0.26 * WBR 0 92 146 N/S Movements 0.21 0.27 E/W Movements 0.28 0.33 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.54 0.65 LEVEL OF SERVICE (LOS) A B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 26 Manchester Avenue / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 1700 55 0.03 * 1700 38 0.02 * NBT 0 0 0 0.00 0 0 0.00 NBR 1.5 3400 483 0.14 * 3400 158 0.05 SBL 2 3400 22 0.01 3400 25 0.01 SBT 2 3400 91 0.03 * 3400 54 0.02 * SBR 1 1700 16 0.01 1700 2 0.00 EBL 0 0 * 0 * EBT 3 5100 883 0.17 5100 993 0.19 EBR 1 1700 558 0.33 * 1700 552 0.32 * WBL 2 3400 122 0.04 3400 329 0.10 WBT 3 5100 1,247 0.24 * 5100 1,674 0.33 * WBR 0 0 0 N/S Movements 0.06 0.04 E/W Movements 0.24 0.33 Rt. Turn Component 0.20 0.11 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.55 0.52 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 27 Anaheim Way / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 3400 508 0.15 * 2994 659 0.22 NBT 3 3400 361 0.11 5115 1,126 0.22 NBR 0.5 1700 308 0.18 * 391 86 0.22 SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 SBR 0 0 0 EBL 2 3400 39 0.01 3400 39 0.01 EBT 3 5100 1,335 0.26 * 5100 1,150 0.23 * EBR 0 0 0 WBL 0 0 * 0 * WBT 3.5 6800 896 0.13 6800 1,430 0.21 WBR 1.5 1700 48 0.03 1700 105 0.06 N/S Movements 0.15 0.22 E/W Movements 0.26 0.23 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.46 0.50 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 28 East Street / Vermont Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 55 0.03 * 1700 74 0.04 NBT 1 1700 232 0.14 1700 556 0.33 * NBR 1 1700 34 0.02 1700 63 0.04 SBL 1 1700 64 0.04 1700 53 0.03 * SBT 2 3400 525 0.18 * 3400 304 0.10 SBR 0 99 45 EBL 1 1700 68 0.04 1700 86 0.05 * EBT 1 1700 300 0.18 * 1700 199 0.12 EBR 1 1700 81 0.05 1700 74 0.04 WBL 1 1700 66 0.04 * 1700 24 0.01 WBT 1 1700 248 0.15 1700 211 0.12 * WBR 1 1700 55 0.03 1700 49 0.03 N/S Movements 0.22 0.36 E/W Movements 0.22 0.17 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.48 0.58 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 29 East Street / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 2 3400 318 0.09 * 3400 239 0.07 * SBT 0 0 0.00 0 0.00 SBR 1 1700 260 0.15 * 1700 226 0.13 EBL 1 1700 168 0.10 * 1700 381 0.22 * EBT 3 5100 917 0.18 5100 1,076 0.21 EBR 0 0 0 WBL 0 0 0 WBT 3 5100 1,198 0.27 * 5100 1,216 0.32 * WBR 0 156 427 N/S Movements 0.09 0.07 E/W Movements 0.36 0.55 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.51 0.67 LEVEL OF SERVICE (LOS) A B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 30 Lewis Street / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 35 0.02 1700 86 0.05 * NBT 2 3400 69 0.04 * 3400 9 0.07 NBR 0 81 235 SBL 0 8 * 69 SBT 1 1700 5 0.01 1700 104 0.15 * SBR 0 4 82 EBL 1 1700 59 0.03 1700 10 0.01 EBT 3 5100 968 0.21 * 5100 1,114 0.23 * EBR 0 109 45 WBL 1 1700 178 0.10 * 1700 97 0.06 * WBT 3 5100 1,180 0.24 5100 1,285 0.25 WBR 0 68 6 N/S Movements 0.04 0.20 E/W Movements 0.32 0.28 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.41 0.53 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 31 Lewis Street / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 19 0.01 1700 22 0.01 * NBT 2 3400 181 0.05 * 3400 204 0.06 NBR 1 1700 84 0.05 1700 70 0.04 SBL 1 1700 55 0.03 * 1700 23 0.01 SBT 2 3400 146 0.05 3400 227 0.08 * SBR 0 28 55 EBL 1 1700 39 0.02 1700 40 0.02 * EBT 2 3400 336 0.11 * 3400 271 0.09 EBR 0 28 25 WBL 1 1700 57 0.03 * 1700 60 0.04 WBT 2 3400 211 0.07 3400 420 0.14 * WBR 0 38 41 N/S Movements 0.09 0.10 E/W Movements 0.14 0.16 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.28 0.31 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 33 Lewis Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 10 0.01 1700 26 0.02 NBT 1 1700 40 0.03 * 1700 82 0.07 * NBR 0 10 31 SBL 1 1700 42 0.02 * 1700 62 0.04 * SBT 1 1700 7 0.00 1700 11 0.01 SBR 1 1700 132 0.08 1700 391 0.23 * EBL 1 1700 353 0.21 * 1700 135 0.08 * EBT 3 5100 1,132 0.22 5100 963 0.19 EBR 0 12 19 WBL 1 1700 22 0.01 1700 19 0.01 WBT 3 5100 815 0.17 * 5100 1,318 0.27 * WBR 0 61 55 N/S Movements 0.05 0.10 E/W Movements 0.38 0.35 Rt. Turn Component 0.00 0.11 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.48 0.62 LEVEL OF SERVICE (LOS) A B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 34 Lewis Street / Anaheim Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 2 3400 68 0.02 * 3400 622 0.18 * NBR 1 1700 57 0.03 * 1700 115 0.07 SBL 0 0 * 0 * SBT 0 0 0.00 0 0.00 SBR 0 0 0 EBL 0 0 0 EBT 0 0 0.00 0 0.00 EBR 0 0 0 WBL 0 0 0 WBT 0 0 0.00 0 0.00 WBR 1 1700 4 0.00 * 1700 31 0.02 * N/S Movements 0.02 0.18 E/W Movements 0.00 0.00 Rt. Turn Component 0.02 0.02 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.09 0.25 LEVEL OF SERVICE (LOS) A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 37 I-5 HOV Ramps / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 2 3400 13 0.00 3400 23 0.01 SBL 2 3400 64 0.02 * 3400 22 0.01 * SBT 0 3 0.00 0 0.00 SBR 0 0 0 EBL 0 0 0 EBT 0 0 0.00 * 0 0.00 * EBR 0 0 0 WBL 1.5 3060 18 0.01 * 1700 15 0.01 * WBT 0 0 0 0.00 0 0 0.00 WBR 1.5 2040 12 0.01 3400 43 0.01 * N/S Movements 0.02 0.01 E/W Movements 0.01 0.01 Rt. Turn Component 0.00 0.01 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.07 0.07 LEVEL OF SERVICE (LOS) Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 38 Lewis Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 50 0.03 * 1700 157 0.09 * NBT 0 0 0.00 0 0.00 NBR (free) 50 85000 496 0.01 85000 386 0.00 SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 2 0 EBL 1 1700 2 0.00 1700 0 0.00 EBT 2 3400 902 0.29 * 3400 483 0.16 * EBR 0 80 69 WBL 1 1700 275 0.16 * 1700 299 0.18 * WBT 2 3400 350 0.10 3400 1,102 0.33 WBR 0 6 3 N/S Movements 0.03 0.09 E/W Movements 0.45 0.34 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.53 0.48 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 39 Manchester Avenue / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR (free) 0 0 0 SBL 2 3400 604 0.18 * 3400 236 0.07 * SBT 3 5100 374 0.12 5100 127 0.06 SBR 0 262 200 EBL 0 0 0 * EBT 3 5100 978 0.19 * 5100 622 0.12 EBR 1 1700 468 0.28 * 1700 233 0.14 * WBL 2 3400 41 0.01 * 3400 156 0.05 WBT 3 5100 394 0.08 5100 1,219 0.24 * WBR 0 0 0 N/S Movements 0.18 0.07 E/W Movements 0.20 0.24 Rt. Turn Component 0.08 0.02 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.52 0.37 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 40 Anaheim Way / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 40 191 NBT 3 5100 60 0.02 * 5100 31 0.04 * NBR 0 13 6 SBL 0 0 * 0 * SBT 0 0 0.00 0 0.00 SBR 0 0 0 EBL 2 3400 289 0.09 3400 274 0.08 * EBT 3 5100 1,294 0.25 * 5100 625 0.12 EBR 0 0 0 WBL 0 0 * 0 WBT 3 5100 394 0.08 5100 1,138 0.22 * WBR 1 1700 182 0.11 * 1700 550 0.32 * N/S Movements 0.02 0.04 E/W Movements 0.25 0.30 Rt. Turn Component 0.03 0.10 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.36 0.50 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 43 Orange Center Drive / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 38 0.02 * 1700 49 0.03 * NBT 0.5 61 1 0.02 27 1 0.04 NBR 0.5 1639 27 0.02 1673 63 0.04 SBL 1 1700 4 0.00 1700 61 0.04 SBT 1 1700 0 0.00 * 1700 1 0.06 * SBR 0 6 99 EBL 1 1700 44 0.03 1700 22 0.01 * EBT 3 5100 1,046 0.22 * 5100 639 0.14 EBR 0 58 87 WBL 2 3400 29 0.01 * 3400 22 0.01 WBT 3 5100 735 0.15 5100 1,133 0.23 * WBR 0 35 41 N/S Movements 0.03 0.09 E/W Movements 0.23 0.24 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.30 0.38 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 44 State College Boulevard / Vermont Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 130 0.08 * 1700 155 0.09 * NBT 3 5100 623 0.13 5100 1,090 0.22 NBR 0 16 12 SBL 1 1700 55 0.03 1700 35 0.02 SBT 3 5100 1,041 0.23 * 5100 721 0.17 * SBR 0 150 131 EBL 0 127 169 EBT 1 1700 59 0.11 * 1700 16 0.11 * EBR 1 1700 247 0.15 1700 133 0.08 WBL 0 19 * 8 * WBT 1 1700 102 0.07 1700 23 0.02 WBR 1 1700 47 0.03 1700 20 0.01 N/S Movements 0.31 0.26 E/W Movements 0.11 0.11 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.47 0.42 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 45 State College Boulevard / Wagner Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 9 0.01 1700 18 0.01 NBT 3 5100 409 0.13 * 5100 985 0.21 * NBR 0 260 104 SBL 1 1700 216 0.13 * 1700 125 0.07 * SBT 3 5100 998 0.21 5100 706 0.14 SBR 0 60 29 EBL 0 10 * 15 * EBT 1 1700 40 0.03 1700 8 0.02 EBR 0 7 9 WBL 1 1700 164 0.10 1700 119 0.07 WBT 1 1700 3 0.19 * 1700 18 0.15 * WBR 0 1700 326 0.19 240 N/S Movements 0.26 0.29 E/W Movements 0.19 0.15 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.50 0.49 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 46 State College Boulevard / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 98 0.03 * 3400 208 0.06 NBT 3 5100 347 0.07 5100 756 0.15 * NBR 1 1700 99 0.06 1700 152 0.09 SBL 2 3400 283 0.08 3400 236 0.07 * SBT 3 5100 560 0.16 * 5100 442 0.12 SBR 0 231 166 EBL 1 1700 186 0.11 * 1700 181 0.11 * EBT 3 5100 826 0.21 5100 956 0.22 EBR 0 228 171 WBL 1 1700 212 0.12 1700 144 0.08 WBT 3 5100 1,010 0.22 * 5100 1,227 0.28 * WBR 0 137 190 N/S Movements 0.18 0.22 E/W Movements 0.33 0.38 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.57 0.65 LEVEL OF SERVICE (LOS) A B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 47 State College Boulevard / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 70 0.04 * 1700 99 0.06 * NBT 3 5100 486 0.12 5100 953 0.19 NBR 0 126 31 SBL 1 1700 57 0.03 1700 15 0.01 SBT 3 5100 862 0.20 * 5100 655 0.15 * SBR 0 164 88 EBL 1 1700 58 0.03 1700 66 0.04 * EBT 2 3400 217 0.08 * 3400 194 0.08 EBR 0 68 86 WBL 1 1700 138 0.08 * 1700 54 0.03 WBT 2 3400 163 0.05 3400 286 0.10 * WBR 0 17 63 N/S Movements 0.24 0.20 E/W Movements 0.17 0.14 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.46 0.40 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 48 State College Boulevard / Howell Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 6 0.00 * 1700 3 0.00 NBT 3 5100 546 0.14 5100 882 0.19 * NBR 0 170 78 SBL 1 1700 66 0.04 1700 33 0.02 * SBT 3 5100 892 0.18 * 5100 781 0.15 SBR 0 19 0 EBL 0 2 3 EBT 1 1700 21 0.01 * 1700 6 0.01 * EBR 0 0 3 WBL 1.5 3355 148 0.04 * 3314 116 0.04 * WBT 0.5 45 2 0.04 86 3 0.04 WBR 1 1700 107 0.06 1700 261 0.15 * N/S Movements 0.18 0.21 E/W Movements 0.06 0.04 Rt. Turn Component 0.00 0.10 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.29 0.40 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 49 State College Boulevard / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 75 0.02 3400 110 0.03 NBT 3 5100 447 0.11 * 5100 705 0.18 * NBR 0 139 204 SBL 2 3400 139 0.04 * 3400 102 0.03 * SBT 3 5100 670 0.13 5100 640 0.13 SBR 1 1700 136 0.08 1700 158 0.09 EBL 2 3400 217 0.06 3400 197 0.06 * EBT 2.5 5100 775 0.15 * 5100 682 0.13 EBR 1.5 1700 211 0.12 1700 125 0.07 WBL 2 3400 231 0.07 * 3400 183 0.05 WBT 3 5100 583 0.11 5100 1,097 0.22 * WBR 1 1700 35 0.02 1700 109 0.06 N/S Movements 0.16 0.21 E/W Movements 0.22 0.27 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.43 0.53 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 50 State College Boulevard / Gateway Center Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 * 0 NBT 3 5100 675 0.16 5100 936 0.19 * NBR 0 121 16 SBL 2 3400 121 0.04 3400 16 0.00 * SBT 3 5100 1,032 0.20 * 5100 958 0.19 SBR 0 0 0 EBL 0 0 0 EBT 0 0 0.00 * 0 0.00 * EBR 0 0 0 WBL 1 1700 5 0.00 * 1700 69 0.04 * WBT 0 0 0.00 0 0.00 WBR 1 1700 25 0.01 1700 85 0.05 * N/S Movements 0.20 0.19 E/W Movements 0.00 0.04 Rt. Turn Component 0.00 0.05 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.26 0.33 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 51 State College Boulevard / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 46 0.01 * 3400 17 0.01 * NBT 3 5100 680 0.14 5100 910 0.18 NBR 0 13 11 SBL 2 3400 3 0.00 3400 2 0.00 SBT 3 5100 931 0.20 * 5100 969 0.20 * SBR 0 110 35 EBL 1.5 2550 48 0.02 2550 59 0.02 EBT 1.5 2550 1 0.02 * 2550 3 0.02 * EBR 0 59 52 WBL 1 1700 7 0.00 * 1700 18 0.01 * WBT 1 1700 3 0.00 1700 9 0.01 WBR 1 1700 2 0.00 1700 10 0.01 N/S Movements 0.22 0.20 E/W Movements 0.03 0.03 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.30 0.29 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 53 State College Boulevard / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 110 0.03 * 3400 63 0.02 * NBT 4 6800 486 0.09 6800 700 0.12 NBR 0 137 95 SBL 2 3400 148 0.04 3400 105 0.03 SBT 4 6800 717 0.13 * 6800 771 0.14 * SBR 0 156 190 EBL 2 3400 168 0.05 3400 151 0.04 * EBT 3 5100 979 0.20 * 5100 500 0.11 EBR 0 43 50 WBL 2 3400 154 0.05 * 3400 158 0.05 WBT 3 5100 567 0.12 5100 987 0.22 * WBR 0 52 115 N/S Movements 0.16 0.16 E/W Movements 0.25 0.26 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.46 0.47 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 54 State College Boulevard / Orange Center Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 76 0.02 * 3400 48 0.01 * NBT 4 6800 626 0.09 6800 841 0.12 NBR 0 8 6 SBL 2 3400 11 0.00 3400 26 0.01 SBT 4 6800 842 0.13 * 6800 844 0.13 * SBR 0 42 20 EBL 2 3400 8 0.00 * 3400 11 0.00 EBT 1 1700 0 0.00 1700 0 0.00 * EBR 1 1700 21 0.01 1700 42 0.02 * WBL 1 1700 2 0.00 1700 19 0.01 * WBT 1 1700 0 0.00 * 1700 0 0.01 WBR 0 8 11 N/S Movements 0.15 0.14 E/W Movements 0.01 0.01 Rt. Turn Component 0.00 0.01 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.21 0.21 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 55 State College Boulevard / I-5 Northbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 8 0.00 * 3400 80 0.02 * NBT 4 6800 565 0.08 6800 810 0.12 NBR (free) 50 85,000 191 0.00 85,000 358 0.00 SBL 1 1700 16 0.01 1700 23 0.01 SBT 4 6800 1,433 0.21 * 6800 1,087 0.16 * SBR 1 1700 11 0.01 1700 37 0.02 EBL 0 0 0 EBT 0 0 0.00 0 0.00 EBR 0 0 0 WBL 1.5 3314 167 0.05 2970 152 0.05 WBT 1.5 1786 90 0.05 2130 109 0.05 WBR 2 3400 259 0.08 * 3400 144 0.04 N/S Movements 0.21 0.18 E/W Movements 0.05 0.05 Rt. Turn Component 0.02 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.33 0.28 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 56 State College Boulevard / I-5 Southbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 * 0 * NBT 5 8500 721 0.09 8500 1,109 0.13 NBR 0 8 27 SBL 0 0 0 SBT 4 6800 1,422 0.21 * 6800 937 0.14 * SBR (free) 50 85000 165 0.00 85,000 293 0.00 EBL 1.5 1700 64 0.04 1700 144 0.08 EBT 0.5 1700 292 0.17 * 1700 160 0.09 * EBR 2 3400 348 0.10 3400 317 0.09 WBL 0 0 * 0 * WBT 0 0 0.00 0 0.00 WBR 0 0 0 N/S Movements 0.21 0.14 E/W Movements 0.17 0.09 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.43 0.28 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 57 State College Boulevard / The City Drive / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 123 0.04 * 3400 199 0.06 * NBT 3 5100 386 0.08 5100 902 0.18 NBR 2 3400 297 0.09 3400 511 0.15 SBL 2 3400 143 0.04 3400 152 0.04 SBT 3 5100 1,242 0.24 * 5100 927 0.18 * SBR 1 1700 384 0.23 1700 216 0.13 EBL 2 3400 259 0.08 3400 238 0.07 EBT 3 5100 1,341 0.26 * 5100 1,267 0.25 * EBR 1 1700 140 0.08 1700 134 0.08 WBL 2 3400 408 0.12 * 3400 425 0.13 * WBT 3 5100 887 0.17 5100 1,127 0.22 WBR 1 1700 81 0.05 1700 45 0.03 N/S Movements 0.28 0.24 E/W Movements 0.38 0.37 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.71 0.66 LEVEL OF SERVICE (LOS) C B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 58 Sunkist Street / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 37 0.02 1700 83 0.05 NBT 2 3400 105 0.09 * 3400 594 0.23 * NBR 0 188 198 SBL 1 1700 516 0.30 * 1700 249 0.15 * SBT 2 3400 367 0.18 3400 209 0.10 SBR 0 230 135 EBL 2 3400 111 0.03 * 3400 201 0.06 * EBT 3 5100 970 0.20 5100 1,189 0.24 EBR 0 36 18 WBL 2 3400 352 0.10 3400 251 0.07 WBT 2 3400 1,195 0.35 * 3400 1,023 0.30 * WBR 1 1700 172 0.10 1700 640 0.38 N/S Movements 0.39 0.38 E/W Movements 0.38 0.36 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.82 0.79 LEVEL OF SERVICE (LOS) D C Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 59 Sunkist Street / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 24 0.01 * 1700 31 0.02 NBT 2 3400 66 0.02 3400 361 0.11 * NBR 0 13 4 SBL 1 1700 133 0.08 1700 50 0.03 * SBT 2 3400 260 0.13 * 3400 156 0.09 SBR 0 167 155 EBL 1 1700 60 0.04 * 1700 150 0.09 * EBT 2 3400 137 0.05 3400 81 0.03 EBR 0 30 17 WBL 1 1700 4 0.00 1700 7 0.00 WBT 2 3400 63 0.03 * 3400 200 0.14 * WBR 0 35 260 N/S Movements 0.14 0.14 E/W Movements 0.06 0.22 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.25 0.41 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 60 Sunkist Street / Howell Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 1 2 NBT 1 1700 0 0.00 * 1700 4 0.01 * NBR 0 2 7 SBL 1 1700 116 0.07 * 1700 132 0.08 * SBT 0 7 0.00 0 0.00 SBR 1 1700 104 0.06 * 1700 64 0.04 EBL 1 1700 46 0.03 * 1700 87 0.05 * EBT 1 1700 125 0.08 1700 89 0.05 EBR 0 6 0 WBL 1 1700 10 0.01 1700 3 0.00 WBT 1 1700 181 0.16 * 1700 208 0.18 * WBR 0 89 98 N/S Movements 0.07 0.09 E/W Movements 0.19 0.23 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.31 0.37 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 61 Howell Avenue / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 14 0.01 1700 99 0.06 NBT 1 1700 8 0.00 * 1700 29 0.02 * NBR 1 1700 30 0.02 1700 190 0.11 * SBL 2 3400 201 0.06 * 3400 311 0.09 * SBT 0.5 751 34 0.05 476 14 0.03 SBR 0.5 949 43 0.05 1224 36 0.03 EBL 2 3400 46 0.01 * 3400 46 0.01 * EBT 3 5100 886 0.19 5100 988 0.20 EBR 0 66 47 WBL 2 3400 150 0.04 3400 69 0.02 WBT 3 5100 917 0.25 * 5100 1,256 0.30 * WBR 0 358 297 Split phase N/S Movements 0.07 0.15 E/W Movements 0.26 0.32 Rt. Turn Component 0.00 0.03 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.38 0.55 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 62 Sportstown / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 29 0.02 1700 65 0.04 NBT 0.5 291 3 0.01 * 325 11 0.03 * NBR 1.5 3109 32 0.01 3075 104 0.03 SBL 1 1700 50 0.03 * 1700 134 0.08 * SBT 1 1700 3 0.00 1700 3 0.00 SBR 1 1700 70 0.04 * 1700 104 0.06 * EBL 1 1700 33 0.02 1700 19 0.01 * EBT 3 5100 912 0.19 * 5100 874 0.18 EBR 0 60 65 WBL 1 1700 56 0.03 * 1700 44 0.03 WBT 3 5100 786 0.15 5100 1,219 0.24 * WBR 1 1700 102 0.06 1700 104 0.06 N/S Movements 0.04 0.11 E/W Movements 0.22 0.25 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.31 0.41 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 63 Dupont Drive / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 9 41 NBT 1 1700 0 0.01 * 1700 0 0.03 * NBR 0 14 17 SBL 0 0 * 0 * SBT 0 0 0.00 0 0.00 SBR 0 0 0 EBL 0 0 0 * EBT 2 3400 1,235 0.37 * 3400 655 0.20 EBR 0 30 20 WBL 1 1700 9 0.01 * 1700 5 0.00 WBT 2 3400 755 0.22 3400 1,444 0.42 * WBR 0 0 0 N/S Movements 0.01 0.03 E/W Movements 0.38 0.42 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.44 0.51 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 64 Rampart Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 71 0.04 * 1700 80 0.05 * NBT 1 1700 0 0.00 1700 0 0.00 NBR 1 1700 96 0.06 1700 126 0.07 SBL 0 0 0 SBT 1 1700 0 0.00 * 1700 0 0.00 * SBR 0 0 0 EBL 1 1700 0 0.00 1700 0 0.00 * EBT 2 3400 968 0.33 * 3400 680 0.22 EBR 0 144 80 WBL 1 1700 152 0.09 * 1700 143 0.08 WBT 2 3400 729 0.21 3400 1,149 0.34 * WBR 1 1700 0 0.00 1700 0 0.00 N/S Movements 0.04 0.05 E/W Movements 0.42 0.34 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.51 0.44 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 65 Rampart Street / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 1 1700 41 0.02 * 1700 53 0.03 * SBT 0 0 0.00 0 0.00 SBR 1 1700 143 0.08 * 1700 136 0.08 * EBL 1 1700 104 0.06 * 1700 60 0.04 * EBT 4 6800 977 0.14 6800 1,066 0.16 EBR 0 0 0 WBL 0 0 0 WBT 4 6800 1,011 0.17 * 6800 1,031 0.18 * WBR 0 167 164 N/S Movements 0.02 0.03 E/W Movements 0.23 0.21 Rt. Turn Component 0.00 0.01 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.31 0.31 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 66 Ball Road / SR-57 Northbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 376 0.22 * 1700 498 0.29 * NBT 0 0 0.00 0 0.00 NBR 1 1700 473 0.28 * 1700 173 0.10 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 * EBT 3 5100 1,068 0.21 * 5100 867 0.17 EBR (free) 50 85000 483 0.01 85000 605 0.01 WBL 0 0 * 0 WBT 3 5100 643 0.13 5100 1,187 0.23 * WBR (free) 50 85000 295 0.00 85000 337 0.00 N/S Movements 0.22 0.29 E/W Movements 0.21 0.23 Rt. Turn Component 0.06 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.54 0.58 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 67 Ball Road / SR-57 Southbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 0.5 1257 559 0.44 * 1159 313 0.27 * SBT 0 0 0 0.00 0 0 0.00 SBR 1.5 2143 953 0.44 * 2241 605 0.27 * EBL 0 0 0 * EBT 3 5100 1,008 0.20 * 5100 1,132 0.22 EBR (free) 50 85000 633 0.01 85000 527 0.01 WBL 0 0 * 0 WBT 3 5100 781 0.15 5100 1,278 0.25 * WBR (free) 50 85000 222 0.00 85000 407 0.00 N/S Movements 0.44 0.27 E/W Movements 0.20 0.25 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.69 0.57 LEVEL OF SERVICE (LOS) B A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 68 SR-57 Northbound Ramps / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 2308 334 0.14 * 2053 225 0.11 * NBT 0 0 0 0.00 0 0 0.00 NBR 1.5 2792 404 0.14 * 3047 334 0.11 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 * EBT 3 5100 859 0.17 * 5100 847 0.17 EBR (free) 50 85000 295 0.00 85000 453 0.01 WBL 0 0 * 0 WBT 3 5100 800 0.16 5100 1,229 0.24 * WBR 1 1700 154 0.09 1700 236 0.14 N/S Movements 0.14 0.11 E/W Movements 0.17 0.24 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.36 0.40 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 69 SR-57 Southbound Ramps / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 1.5 1904 324 0.17 * 1700 227 0.13 * SBT 0 0 0 0.00 0 0 0.00 SBR 1.5 3196 544 0.17 * 3400 465 0.14 * EBL 0 0 * 0 EBT 3 5100 807 0.16 5100 1,077 0.21 * EBR (free) 50 85000 158 0.00 85000 363 0.00 WBL 0 0 0 * WBT 3 5100 925 0.18 * 5100 976 0.19 WBR (free) 50 85000 235 0.00 85000 459 0.01 N/S Movements 0.17 0.13 E/W Movements 0.18 0.21 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.40 0.40 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 70 Orangewood Avenue / SR-57 Northbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 1700 118 0.07 * 1700 64 0.04 * NBT 0 0 0 0.00 0 0 0.00 NBR 1.5 3400 512 0.15 * 3400 212 0.06 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 * EBT 2 3400 1,086 0.32 * 3400 696 0.20 EBR (free) 50 85000 274 0.00 85000 273 0.00 WBL 0 0 * 0 WBT 2 3400 605 0.18 3400 1,274 0.37 * WBR 1 1700 155 0.09 1700 278 0.16 N/S Movements 0.07 0.04 E/W Movements 0.32 0.37 Rt. Turn Component 0.08 0.02 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.52 0.49 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 71 Orangewood Avenue / SR-57 Southbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 1.5 2207 306 0.14 * 1719 245 0.14 * SBT 0 0 0 0.00 0 0 0.00 SBR 1.5 2893 401 0.14 * 3381 482 0.14 * EBL 0 0 0 EBT 2 3400 1,116 0.33 * 3400 748 0.22 * EBR 1 1700 41 0.02 1700 113 0.07 WBL 1 1700 163 0.10 * 1700 455 0.27 * WBT 2 3400 495 0.15 3400 881 0.26 WBR 0 0 0 N/S Movements 0.14 0.14 E/W Movements 0.42 0.49 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.61 0.68 LEVEL OF SERVICE (LOS) B B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 72 Phoenix Club Drive / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.33 1746 19 0.01 * 2311 121 0.05 * NBT 0.34 0 0 0.00 19 1 0.05 NBR 0.33 1654 18 0.01 1070 56 0.05 SBL 1 1700 1 0.00 1700 5 0.00 SBT 1 1700 0 0.00 * 1700 0 0.01 * SBR 0 7 14 EBL 1 1700 18 0.01 1700 31 0.02 * EBT 2 3400 1,364 0.40 * 3400 911 0.27 EBR 1 1700 132 0.08 1700 81 0.05 WBL 1 1700 25 0.01 * 1700 25 0.01 WBT 2 3400 899 0.27 3400 1,521 0.46 * WBR 0 8 31 N/S Movements 0.02 0.06 E/W Movements 0.42 0.47 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.48 0.59 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 73 Douglass Road / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 33 0.02 1700 145 0.09 * NBT 1 1700 17 0.01 * 1700 25 0.02 NBR 0 7 15 SBL 1 1700 106 0.06 * 1700 148 0.09 SBT 0.5 638 12 0.02 46 5 0.11 * SBR 1.5 2763 52 0.02 3354 364 0.11 EBL 2 3400 356 0.10 * 3400 119 0.04 * EBT 3 5100 853 0.17 5100 880 0.17 EBR 1 1700 51 0.03 1700 26 0.02 WBL 2 3400 20 0.01 3400 30 0.01 WBT 3 5100 901 0.18 * 5100 1,089 0.21 * WBR 1 1700 95 0.06 1700 159 0.09 N/S Movements 0.08 0.19 E/W Movements 0.28 0.25 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.41 0.49 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 74 Katella Avenue / Struck Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 3106 116 0.04 * 3219 356 0.11 * NBT 0 0 0 0.00 0 0 0.00 NBR 0.5 294 11 0.04 * 181 20 0.11 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 * EBT 3 5100 914 0.18 * 5100 861 0.17 EBR 1 1700 264 0.16 1700 208 0.12 WBL 1 1700 23 0.01 * 1700 7 0.00 WBT 3 5100 705 0.14 5100 933 0.18 * WBR 0 4 0 N/S Movements 0.04 0.11 E/W Movements 0.19 0.18 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.28 0.34 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 75 Eckhoff Street / Collins Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 0 0.00 * 1700 0 0.00 * NBT 0 26 0.00 7 0.00 NBR 1 1700 325 0.19 * 1700 320 0.19 * SBL 0 0 10 SBT 1 1700 6 0.00 * 1700 13 0.01 * SBR 0 1 2 EBL 0 0 * 1 * EBT 1 1700 13 0.01 1700 10 0.01 EBR 0 6 10 WBL 0 277 370 WBT 1 1700 24 0.18 * 1700 5 0.22 * WBR 1 1700 2 0.00 1700 5 0.00 N/S Movements 0.00 0.01 E/W Movements 0.18 0.22 Rt. Turn Component 0.19 0.19 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.42 0.47 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 76 Eckhoff Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 92 0.05 * 1700 97 0.06 * NBT 1 1700 95 0.07 1700 60 0.05 NBR 0 25 21 SBL 1 1700 8 0.00 1700 49 0.03 SBT 1 1700 41 0.02 * 1700 114 0.07 * SBR 1 1700 279 0.16 1700 645 0.38 * EBL 1 1700 537 0.32 * 1700 234 0.14 * EBT 2 3400 791 0.23 3400 503 0.15 EBR 1 1700 53 0.03 1700 116 0.07 WBL 1 1700 9 0.01 1700 27 0.02 WBT 2 3400 357 0.11 * 3400 638 0.20 * WBR 0 33 37 N/S Movements 0.08 0.12 E/W Movements 0.43 0.34 Rt. Turn Component 0.00 0.17 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.56 0.69 LEVEL OF SERVICE (LOS) A B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 77 Main Street / Taft Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 2852 125 0.04 * 2968 501 0.17 * NBT 0.5 548 24 0.04 432 73 0.17 NBR 1 1700 66 0.04 1700 359 0.21 SBL 1 1700 5 0.00 1700 20 0.01 SBT 1 1700 49 0.07 * 1700 51 0.14 * SBR 0 62 192 EBL 1 1700 103 0.06 1700 60 0.04 EBT 2 3400 865 0.36 * 3400 700 0.27 * EBR 0 374 234 WBL 1 1700 270 0.16 * 1700 165 0.10 * WBT 2 3400 767 0.23 3400 965 0.29 WBR 0 24 5 N/S Movements 0.11 0.31 E/W Movements 0.52 0.37 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.68 0.73 LEVEL OF SERVICE (LOS) B C Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 78 Main Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 47 0.01 * 3400 117 0.03 NBT 2 3400 216 0.06 3400 389 0.11 * NBR 1 1700 144 0.08 1700 295 0.17 SBL 1 1700 45 0.03 1700 91 0.05 * SBT 2 3400 418 0.12 * 3400 260 0.08 SBR 1 1700 71 0.04 1700 123 0.07 EBL 1 1700 109 0.06 1700 92 0.05 EBT 3 5100 537 0.11 * 5100 761 0.15 * EBR 1 1700 67 0.04 1700 75 0.04 WBL 1 1700 355 0.21 * 1700 218 0.13 * WBT 3 5100 780 0.17 5100 701 0.16 WBR 0 63 127 N/S Movements 0.14 0.17 E/W Movements 0.31 0.28 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.50 0.50 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 79 Main Street / Struck Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 109 0.06 * 1700 156 0.09 NBT 2 3400 400 0.12 3400 911 0.28 * NBR 0 22 28 SBL 1 1700 41 0.02 1700 26 0.02 * SBT 2 3400 753 0.23 * 3400 508 0.16 SBR 0 38 28 EBL 1 1700 22 0.01 1700 45 0.03 EBT 1 1700 108 0.17 * 1700 66 0.13 * EBR 0 185 160 WBL 1 1700 20 0.01 * 1700 15 0.01 * WBT 1 1700 45 0.04 1700 84 0.08 WBR 0 24 48 N/S Movements 0.30 0.29 E/W Movements 0.18 0.14 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.53 0.48 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 80 Main Street / Collins Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 30 0.02 * 1700 14 0.01 NBT 2 3400 301 0.13 3400 736 0.27 * NBR 0 125 189 SBL 1 1700 74 0.04 1700 129 0.08 * SBT 2 3400 568 0.23 * 3400 569 0.19 SBR 0 200 78 EBL 1 1700 54 0.03 * 1700 139 0.08 EBT 2 3400 96 0.04 3400 271 0.09 * EBR 0 26 38 WBL 1 1700 133 0.08 1700 137 0.08 * WBT 2 3400 258 0.12 * 3400 160 0.09 WBR 0 137 136 N/S Movements 0.24 0.35 E/W Movements 0.15 0.17 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.44 0.57 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 81 Main Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 106 0.06 * 1700 105 0.06 * NBT 2 3400 395 0.13 3400 653 0.21 NBR 0 50 70 SBL 1 1700 10 0.01 1700 20 0.01 SBT 2 3400 533 0.19 * 3400 557 0.22 * SBR 0 112 183 EBL 1 1700 182 0.11 * 1700 142 0.08 * EBT 1 1700 269 0.16 1700 164 0.10 EBR 1 1700 172 0.10 1700 191 0.11 WBL 1 1700 74 0.04 1700 81 0.05 WBT 1 1700 208 0.13 * 1700 265 0.17 * WBR 0 16 17 N/S Movements 0.25 0.28 E/W Movements 0.24 0.25 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.54 0.58 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 82 Main Street / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 198 0.06 3400 463 0.14 * NBT 2 3400 615 0.18 * 3400 721 0.21 NBR 1 1700 96 0.06 1700 242 0.14 SBL 1 1700 68 0.04 * 1700 133 0.08 SBT 2 3400 544 0.16 3400 633 0.19 * SBR 1 1700 116 0.07 1700 144 0.08 EBL 1 1700 68 0.04 1700 121 0.07 EBT 2 3400 434 0.13 * 3400 639 0.19 * EBR 1 1700 241 0.14 1700 206 0.12 WBL 1 1700 199 0.12 * 1700 189 0.11 * WBT 2 3400 364 0.11 3400 589 0.17 WBR 1 1700 63 0.04 1700 78 0.05 N/S Movements 0.22 0.32 E/W Movements 0.24 0.30 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.52 0.67 LEVEL OF SERVICE (LOS) A B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 83 Batavia Street / Taft Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 45 0.03 * 1700 133 0.08 * NBT 2 3400 156 0.05 3400 453 0.17 NBR 0 29 113 SBL 1 1700 61 0.04 1700 80 0.05 SBT 2 3400 591 0.24 * 3400 269 0.16 * SBR 0 208 259 EBL 1 1700 226 0.13 * 1700 287 0.17 * EBT 2 3400 583 0.17 3400 586 0.17 EBR 1 1700 194 0.11 1700 120 0.07 WBL 1 1700 177 0.10 1700 92 0.05 WBT 2 3400 701 0.21 * 3400 736 0.22 * WBR 1 1700 42 0.02 1700 45 0.03 N/S Movements 0.26 0.23 E/W Movements 0.34 0.39 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.65 0.67 LEVEL OF SERVICE (LOS) B B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 84 Batavia Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 50 0.03 * 1700 89 0.05 NBT 2 3400 229 0.07 3400 308 0.09 * NBR 1 1700 94 0.06 1700 116 0.07 SBL 1 1700 96 0.06 1700 119 0.07 * SBT 2 3400 402 0.12 * 3400 216 0.06 SBR 1 1700 125 0.07 1700 128 0.08 EBL 1 1700 121 0.07 * 1700 123 0.07 EBT 3 5100 436 0.10 5100 1,164 0.24 * EBR 0 54 42 WBL 1 1700 197 0.12 1700 90 0.05 * WBT 3 5100 1,148 0.23 * 5100 745 0.15 WBR 0 10 20 N/S Movements 0.15 0.16 E/W Movements 0.30 0.29 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.50 0.50 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 85 Batavia Street / Collins Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 35 * 27 NBT 2 3400 272 0.11 3400 377 0.16 * NBR 0 52 130 SBL 0 77 134 * SBT 2 3400 445 0.17 * 3400 276 0.13 SBR 0 57 33 EBL 1 1700 20 0.01 * 1700 57 0.03 EBT 2 3400 229 0.08 3400 532 0.17 * EBR 0 38 32 WBL 1 1700 148 0.09 1700 60 0.04 * WBT 2 3400 486 0.17 * 3400 322 0.11 WBR 0 101 66 N/S Movements 0.17 0.16 E/W Movements 0.18 0.20 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.40 0.41 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 86 Batavia Street / Walnut Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 34 0.02 * 1700 44 0.03 * NBT 2 3400 350 0.12 3400 405 0.14 NBR 0 63 56 SBL 1 1700 26 0.02 1700 38 0.02 SBT 2 3400 505 0.17 * 3400 401 0.14 * SBR 0 61 71 EBL 1 1700 101 0.06 * 1700 32 0.02 * EBT 1 1700 310 0.19 1700 308 0.19 EBR 0 16 19 WBL 1 1700 59 0.03 1700 49 0.03 WBT 1 1700 297 0.22 * 1700 345 0.23 * WBR 0 75 44 N/S Movements 0.19 0.16 E/W Movements 0.28 0.25 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.51 0.46 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 87 Glassell Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 89 0.05 * 1700 94 0.06 NBT 2 3400 282 0.08 3400 567 0.17 * NBR 1 1700 69 0.04 1700 89 0.05 SBL 1 1700 89 0.05 1700 191 0.11 * SBT 2 3400 615 0.18 * 3400 383 0.11 SBR 1 1700 257 0.15 1700 172 0.10 EBL 2 3400 118 0.03 * 3400 321 0.09 EBT 3 5100 412 0.09 5100 1,042 0.22 * EBR 0 69 93 WBL 2 3400 154 0.05 3400 165 0.05 * WBT 3 5100 1,085 0.23 * 5100 622 0.14 WBR 0 101 98 N/S Movements 0.23 0.28 E/W Movements 0.27 0.27 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.55 0.60 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 88 Glassell Street / Collins Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 40 0.02 * 1700 43 0.03 NBT 2 3400 193 0.07 3400 384 0.13 * NBR 0 35 71 SBL 1 1700 72 0.04 1700 115 0.07 * SBT 1 1700 448 0.26 * 1700 289 0.17 SBR 1 1700 327 0.19 1700 147 0.09 EBL 1 1700 106 0.06 * 1700 249 0.15 * EBT 2 3400 236 0.08 3400 721 0.22 EBR 0 24 39 WBL 1 1700 62 0.04 1700 58 0.03 WBT 2 3400 553 0.18 * 3400 312 0.12 * WBR 0 51 90 N/S Movements 0.29 0.20 E/W Movements 0.24 0.26 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.58 0.52 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 89 Glassell Street / Walnut Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 35 0.02 * 1700 37 0.02 NBT 1 1700 205 0.17 1700 393 0.30 * NBR 0 92 121 SBL 1 1700 67 0.04 1700 51 0.03 * SBT 1 1700 408 0.28 * 1700 269 0.17 SBR 0 62 21 EBL 0.5 190 27 0.14 * 403 65 0.16 * EBT 0.5 1510 215 0.14 1297 209 0.16 EBR 1 1700 22 0.01 1700 28 0.02 WBL 0 49 89 WBT 1 1700 237 0.18 * 1700 211 0.21 * WBR 0 18 58 N/S Movements 0.30 0.33 E/W Movements 0.32 0.37 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.67 0.75 LEVEL OF SERVICE (LOS) B C Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 90 Santiago Boulevard / Meats Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 272 0.16 * 1700 299 0.18 * NBT 2 3400 540 0.18 3400 432 0.20 NBR 0 86 238 SBL 1 1700 57 0.03 1700 88 0.05 SBT 2 3400 509 0.22 * 3400 402 0.15 * SBR 0 232 123 EBL 1 1700 144 0.08 * 1700 101 0.06 EBT 2 3400 102 0.11 3400 351 0.20 * EBR 0 282 337 WBL 1 1700 222 0.13 1700 119 0.07 * WBT 2 3400 556 0.21 * 3400 157 0.06 WBR 0 152 32 N/S Movements 0.38 0.33 E/W Movements 0.29 0.27 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.72 0.65 LEVEL OF SERVICE (LOS) C B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 92 Clementine Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 8 * 4 * NBT 1 1700 0 0.02 1700 1 0.01 NBR 0 21 11 SBL 0 32 19 SBT 1 1700 0 0.04 * 1700 3 0.02 * SBR 0 32 20 EBL 1 1700 20 0.01 1700 36 0.02 * EBT 2 3400 800 0.24 * 3400 520 0.16 EBR 0 7 11 WBL 1 1700 5 0.00 * 1700 17 0.01 WBT 2 3400 333 0.10 3400 782 0.24 * WBR 0 18 29 N/S Movements 0.04 0.02 E/W Movements 0.24 0.26 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.33 0.33 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 93 Flower Street / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 143 0.08 * 1700 183 0.11 * NBT 1 1700 13 0.02 1700 10 0.02 NBR 0 24 28 SBL 1 1700 22 0.01 1700 19 0.01 SBT 1 1700 28 0.04 * 1700 35 0.06 * SBR 0 32 63 EBL 1 1700 17 0.01 1700 37 0.02 * EBT 3 5100 944 0.20 * 5100 888 0.20 EBR 0 83 124 WBL 1 1700 17 0.01 * 1700 43 0.03 WBT 3 5100 847 0.17 5100 1,260 0.25 * WBR 0 14 35 N/S Movements 0.12 0.17 E/W Movements 0.21 0.28 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.38 0.49 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 94 Harbor Boulevard / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 101 0.03 3400 161 0.05 * NBT 3 5100 768 0.15 * 5100 872 0.17 NBR 1 1700 158 0.09 1700 169 0.10 SBL 2 3400 103 0.03 * 3400 191 0.06 SBT 3 5100 610 0.12 5100 997 0.20 * SBR 1 1700 145 0.09 1700 192 0.11 EBL 2 3400 127 0.04 3400 182 0.05 * EBT 2 3400 1,002 0.29 * 3400 620 0.18 EBR 1 1700 112 0.07 1700 87 0.05 WBL 2 3400 87 0.03 * 3400 143 0.04 WBT 2 3400 404 0.12 3400 909 0.27 * WBR 1 1700 87 0.05 1700 159 0.09 N/S Movements 0.18 0.24 E/W Movements 0.32 0.32 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.55 0.61 LEVEL OF SERVICE (LOS) A B Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 95 I-5 Southbound Ramps / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 609 0.18 * 3400 660 0.19 * NBT 0 0 0.00 0 0.00 NBR 1 1700 35 0.02 1700 73 0.04 * SBL 2 3400 211 0.06 3400 151 0.04 SBT 0 0 0.00 * 0 0.00 * SBR 1 1700 0 0.00 1700 3 0.00 * EBL 0 0 0 EBT 3.5 5100 866 0.17 * 5100 952 0.19 * EBR 1.5 3400 913 0.27 3400 993 0.29 WBL 2 3400 96 0.03 * 3400 113 0.03 * WBT 3 5100 829 0.16 5100 979 0.19 WBR 0 0 0 N/S Movements 0.18 0.19 E/W Movements 0.20 0.22 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.43 0.46 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 96 Rampart Street / Town Center Place (South) Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 32 5 * NBT 1 1700 106 0.08 * 1700 98 0.06 NBR 0 0 0 SBL 0 0 * 0 SBT 1 1700 61 0.07 1700 132 0.09 * SBR 0 53 18 EBL 1 1700 13 0.01 * 1700 68 0.04 * EBT 0 0 0.00 0 0.00 EBR 0 2 58 WBL 0 0 0 WBT 0 0 0.00 * 0 0.00 * WBR 0 0 0 N/S Movements 0.08 0.09 E/W Movements 0.01 0.04 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.14 0.18 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 97 SR-22 Eastbound Ramps / The City Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 218 0.13 * 1700 216 0.13 * NBT 3 5100 476 0.10 5100 599 0.12 NBR 0 17 6 SBL 1 1700 74 0.04 1700 11 0.01 SBT 2 3400 740 0.22 * 3400 725 0.21 * SBR (free) 50 85000 229 0.00 85000 420 0.00 EBL 1.33 2261 384 0.17 * 2261 346 0.15 * EBT 0.34 578 13 0.02 578 2 0.00 EBR 1.33 2261 87 0.04 2261 154 0.07 WBL 0 1 8 WBT 1 1700 7 0.00 * 1700 58 0.04 * WBR 1 1700 4 0.00 1700 46 0.03 N/S Movements 0.35 0.34 E/W Movements 0.17 0.19 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.57 0.58 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 98 SR-22 Westbound Ramps/ Metropolitan Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 183 0.05 * 3400 385 0.11 * NBT 0 0 0.00 0 0.00 NBR 2 3400 638 0.19 * 3400 294 0.09 SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 EBT 2 3400 168 0.05 * 3400 180 0.05 * EBR 1 1700 25 0.01 1700 121 0.07 WBL 2 3400 177 0.05 * 3400 667 0.20 * WBT 2 3400 47 0.01 3400 105 0.03 WBR 0 0 0 N/S Movements 0.05 0.11 E/W Movements 0.10 0.25 Rt. Turn Component 0.08 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.29 0.41 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 99 SR-57 Northbound Ramps / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 42 0.02 * 1700 29 0.02 * NBT 0 0 0.00 0 0.00 NBR 1 1700 108 0.06 * 1700 151 0.09 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 1 1700 0 0.00 1700 0 0.00 EBT 2 3400 984 0.29 * 3400 851 0.25 * EBR (free) 50 85000 345 0.00 85000 415 0.00 WBL 0 0 * 0 * WBT 3 5100 820 0.16 5100 1,218 0.24 WBR (free) 50 85000 271 0.00 85000 282 0.00 N/S Movements 0.02 0.02 E/W Movements 0.29 0.25 Rt. Turn Component 0.04 0.07 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.40 0.39 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 100 SR-57 Southbound Ramps / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 17 * 140 NBT 1 1700 5 0.01 1700 31 0.10 * NBR 1 1700 16 0.01 1700 106 0.06 SBL 0 260 160 * SBT 1 1700 59 0.19 * 1700 8 0.10 SBR 1 1700 360 0.21 * 1700 276 0.16 * EBL 1 1700 3 0.00 1700 1 0.00 * EBT 3 5100 1,032 0.23 * 5100 989 0.20 EBR 0 143 19 WBL 1 1700 86 0.05 * 1700 23 0.01 WBT 2 3400 626 0.18 3400 1,053 0.31 * WBR (free) 50 85000 152 0.00 85000 161 0.00 N/S Movements 0.19 0.10 E/W Movements 0.28 0.31 Rt. Turn Component 0.02 0.06 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.54 0.52 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 101 State College Boulevard / Winston Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 44 0.03 * 1700 23 0.01 NBT 3 5100 464 0.11 5100 1,051 0.21 * NBR 0 77 28 SBL 1 1700 84 0.05 1700 27 0.02 * SBT 3 5100 969 0.21 * 5100 646 0.14 SBR 0 80 58 EBL 1 1700 42 0.02 * 1700 59 0.03 * EBT 1 1700 38 0.04 1700 41 0.04 EBR 0 22 33 WBL 1 1700 20 0.01 1700 65 0.04 WBT 1 1700 98 0.07 * 1700 51 0.08 * WBR 0 25 87 N/S Movements 0.23 0.23 E/W Movements 0.10 0.12 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.38 0.39 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 102 The City Drive / Garden Grove Boulevard Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 2 3400 461 0.14 * 3400 567 0.17 * SBT 0 0 0.00 0 0.00 SBR 1 1700 188 0.11 1700 288 0.17 EBL 1 1700 455 0.27 * 1700 302 0.18 * EBT 3 5100 716 0.14 5100 435 0.09 EBR 0 0 0 WBL 0 0 0 WBT 3 5100 342 0.07 * 5100 804 0.16 * WBR 1 1700 262 0.15 1700 409 0.24 N/S Movements 0.14 0.17 E/W Movements 0.33 0.34 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.52 0.55 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 103 The City Drive / Metropolitan Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 66 0.02 3400 172 0.05 * NBT 3 5100 790 0.15 * 5100 828 0.16 NBR 0 0 0 SBL 0 0 * 0 SBT 3 5100 534 0.10 5100 620 0.12 * SBR 2 3400 147 0.04 3400 514 0.15 EBL 2 3400 406 0.12 * 3400 174 0.05 * EBT 0 0 0.00 0 0.00 EBR 2 3400 551 0.16 * 3400 488 0.14 * WBL 0 0 0 WBT 0 0 0.00 * 0 0.00 * WBR 0 0 0 N/S Movements 0.15 0.17 E/W Movements 0.12 0.05 Rt. Turn Component 0.14 0.09 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.47 0.37 LEVEL OF SERVICE (LOS) A A Existing Conditions Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix E-2 ICU Worksheets under 2030 No Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 1 Euclid Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 120 0.04 * 3400 240 0.07 NBT 3 5100 890 0.17 5100 1,390 0.27 * NBR 1 1700 180 0.11 1700 140 0.08 SBL 2 3400 360 0.11 3400 290 0.09 * SBT 3 5100 1,430 0.28 * 5100 1,100 0.22 SBR 1 1700 220 0.13 1700 90 0.05 EBL 2 3400 190 0.06 3400 320 0.09 * EBT 3 5100 1,940 0.41 * 5100 810 0.21 EBR 0 170 240 WBL 2 3400 250 0.07 * 3400 240 0.07 WBT 3 5100 550 0.11 5100 2,020 0.40 * WBR 1 1700 180 0.11 1700 350 0.21 N/S Movements 0.32 0.36 E/W Movements 0.49 0.49 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.85 0.90 LEVEL OF SERVICE (LOS) D D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 2 Ninth Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 250 0.15 * 1700 470 0.28 * NBT 1 1700 70 0.04 1700 160 0.09 NBR 1 1700 390 0.23 * 1700 410 0.24 SBL 1 1700 30 0.02 1700 20 0.01 SBT 1 1700 140 0.11 * 1700 90 0.08 * SBR 0 40 40 EBL 1 1700 30 0.02 1700 60 0.04 * EBT 3 5100 2,410 0.47 * 5100 1,050 0.21 EBR 1 1700 250 0.15 1700 300 0.18 WBL 1 1700 240 0.14 * 1700 460 0.27 WBT 3 5100 690 0.14 5100 2,260 0.44 * WBR 1 1700 30 0.02 1700 60 0.04 N/S Movements 0.25 0.35 E/W Movements 0.61 0.48 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.92 0.88 LEVEL OF SERVICE (LOS) E D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 3 Walnut Street / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 110 0.06 1700 250 0.15 * NBT 2 3400 150 0.17 * 3400 300 0.18 NBR 0 420 300 SBL 1 1700 130 0.08 * 1700 70 0.04 SBT 2 3400 210 0.08 3400 270 0.10 * SBR 0 60 80 EBL 1 1700 70 0.04 1700 50 0.03 EBT 3 5100 1,320 0.28 * 5100 720 0.16 * EBR 0 130 100 WBL 1 1700 210 0.12 * 1700 370 0.22 * WBT 3 5100 650 0.14 5100 1,200 0.24 WBR 0 50 30 N/S Movements 0.24 0.25 E/W Movements 0.41 0.38 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.70 0.68 LEVEL OF SERVICE (LOS) B B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 4 Walnut Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 10 10 NBT 1 1700 10 0.01 * 1700 0 0.01 * NBR 0 0 0 SBL 1.5 3360 830 0.25 * 3279 270 0.08 * SBT 0.5 40 10 0.25 121 10 0.08 SBR 1 1700 180 0.11 1700 240 0.14 EBL 1 1700 230 0.14 1700 200 0.12 * EBT 3 5100 2,630 0.52 * 5100 1,200 0.24 EBR 0 0 10 WBL 1 1700 30 0.02 * 1700 50 0.03 WBT 3 5100 770 0.20 5100 2,210 0.59 * WBR 0 230 800 N/S Movements 0.26 0.09 E/W Movements 0.53 0.71 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.84 0.85 LEVEL OF SERVICE (LOS) D D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 5 Disneyland Drive / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 1259 150 0.12 1020 210 0.21 NBT 1 2770 330 0.12 2963 610 0.21 NBR 1.5 2770 330 0.12 2817 580 0.21 SBL 1.5 2747 610 0.22 2202 340 0.15 SBT 2.5 4053 770 0.22 4598 540 0.15 SBR 0 130 170 EBL 2 3400 320 0.09 3400 230 0.07 * EBT 3 5100 1,330 0.26 * 5100 1,030 0.20 EBR 1 1700 140 0.08 1700 130 0.08 WBL 2 3400 550 0.16 * 3400 470 0.14 WBT 3 5100 830 0.18 5100 1,500 0.38 * WBR 0 70 430 N/S Movements 0.34 0.36 E/W Movements 0.42 0.45 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.10 0.10 TOTAL CAPACITY UTILIZATION 0.86 0.91 LEVEL OF SERVICE (LOS) D E Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 6 Disneyland Drive / West Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 220 0.06 3400 310 0.09 NBT 2 3400 360 0.11 * 3400 480 0.14 * NBR 1 1700 230 0.14 1700 150 0.09 SBL 2 3400 480 0.14 * 3400 760 0.22 * SBT 2 3400 260 0.08 3400 430 0.13 SBR 1 1700 330 0.19 * 1700 370 0.22 * EBL 2 3400 290 0.09 3400 160 0.05 * EBT 3 5100 2,830 0.55 * 5100 1,080 0.21 EBR 1 1700 210 0.12 1700 160 0.09 WBL 2 3400 180 0.05 * 3400 130 0.04 WBT 3 5100 910 0.18 5100 2,330 0.46 * WBR 1 1700 500 0.29 1700 490 0.29 N/S Movements 0.25 0.36 E/W Movements 0.61 0.50 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.90 0.92 LEVEL OF SERVICE (LOS) D E Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 7 Harbor Boulevard / Vermont Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 80 0.05 * 1700 130 0.08 NBT 3 5100 740 0.17 5100 2,290 0.48 * NBR 0 140 140 SBL 1 1700 80 0.05 1700 60 0.04 * SBT 3 5100 1,950 0.39 * 5100 890 0.18 SBR 0 20 30 EBL 1 1700 20 0.01 1700 20 0.01 EBT 1 1700 110 0.15 * 1700 50 0.09 * EBR 0 150 100 WBL 1 1700 140 0.08 * 1700 180 0.11 * WBT 1 1700 70 0.06 1700 100 0.09 WBR 0 40 60 N/S Movements 0.43 0.51 E/W Movements 0.24 0.19 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.72 0.76 LEVEL OF SERVICE (LOS) C C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 8 Harbor Boulevard / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 670 0.20 * 3400 790 0.23 * NBT 3 5100 830 0.16 5100 1,850 0.36 NBR 1 1700 290 0.17 1700 340 0.20 SBL 2 3400 200 0.06 3400 230 0.07 SBT 3 5100 2,070 0.41 * 5100 1,120 0.22 * SBR 1 1700 450 0.26 1700 330 0.19 EBL 2 3400 420 0.12 3400 630 0.19 * EBT 3 5100 1,460 0.29 * 5100 1,260 0.25 EBR 1 1700 880 0.52 * 1700 580 0.34 WBL 2 3400 270 0.08 * 3400 270 0.08 WBT 4 6800 1,090 0.19 6800 1,390 0.23 * WBR 0 180 140 N/S Movements 0.60 0.45 E/W Movements 0.37 0.41 Rt. Turn Component 0.03 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 1.05 0.91 LEVEL OF SERVICE (LOS) F E Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 9 Harbor Boulevard / I-5 NB Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 * 0 NBT 3 5100 930 0.18 5100 1,950 0.38 * NBR (free) 50 85000 200 0.00 85000 640 0.01 SBL 1 1700 90 0.05 1700 60 0.04 * SBT 4 6800 3,100 0.46 * 6800 1,840 0.27 SBR 0 0 0 EBL 0 0 0 EBT 0 0 0.00 * 0 0.00 * EBR 0 0 0 WBL 1.5 1700 70 0.04 * 1700 100 0.06 * WBT 0 0 0 0.00 0 0 0.00 WBR 1.5 3400 730 0.21 * 3400 910 0.27 * N/S Movements 0.46 0.42 E/W Movements 0.04 0.06 Rt. Turn Component 0.16 0.23 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.71 0.76 LEVEL OF SERVICE (LOS) C C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 10 Harbor Boulevard / I-5 SB Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 70 0.04 * 1700 100 0.06 NBT 4 6800 820 0.12 6800 2,360 0.35 * NBR 0 0 0 SBL 0 0 0 * SBT 3 5100 1,930 0.38 * 5100 1,200 0.24 SBR (free) 50 85000 1,190 0.01 85000 890 0.01 EBL 2 3400 350 0.10 * 3400 290 0.09 * EBT 0 0 0.00 0 0.00 EBR (free) 50 85000 320 0.00 85000 400 0.00 WBL 0 0 0 WBT 0 0 0.00 * 0 0.00 * WBR 0 0 0 N/S Movements 0.42 0.35 E/W Movements 0.10 0.09 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.57 0.48 LEVEL OF SERVICE (LOS) A A Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 11 Harbor Boulevard / Disney Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 180 0.05 3400 50 0.01 NBT 3 5100 770 0.22 * 5100 1,710 0.35 * NBR 0 330 80 SBL 2 3400 310 0.09 * 3400 190 0.06 * SBT 3 5100 1,130 0.25 5100 1,320 0.27 SBR 0 120 40 EBL 2 3400 10 0.00 3400 40 0.01 EBT 1.5 1700 10 0.01 * 2833 50 0.02 * EBR 0.5 1700 10 0.01 567 10 0.02 WBL 1 1700 170 0.10 * 1700 540 0.32 * WBT 3 5100 150 0.05 5100 80 0.08 WBR 0 130 330 N/S Movements 0.31 0.41 E/W Movements 0.11 0.34 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.46 0.79 LEVEL OF SERVICE (LOS) A C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 12 Harbor Boulevard / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 290 0.09 * 3400 610 0.18 * NBT 3 5100 590 0.12 5100 1,080 0.21 NBR 1 1700 160 0.09 1700 230 0.14 SBL 2 3400 80 0.02 3400 200 0.06 SBT 3 5100 910 0.18 * 5100 700 0.14 * SBR 1 1700 200 0.12 1700 520 0.31 * EBL 2 3400 440 0.13 3400 500 0.15 * EBT 4 6800 2,410 0.37 * 6800 1,730 0.28 EBR 0 100 170 WBL 2 3400 240 0.07 * 3400 410 0.12 WBT 4 6800 1,200 0.19 6800 2,230 0.35 * WBR 0 80 170 N/S Movements 0.26 0.32 E/W Movements 0.44 0.50 Rt. Turn Component 0.00 0.02 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.75 0.89 LEVEL OF SERVICE (LOS) C D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 13 Harbor Boulevard / Convention Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 200 0.06 * 3400 120 0.04 NBT 3 5100 990 0.19 5100 1,250 0.25 * NBR 1 1700 470 0.28 * 1700 350 0.21 SBL 2 3400 170 0.05 3400 150 0.04 * SBT 3 5100 960 0.19 * 5100 1,240 0.24 SBR 1 1700 230 0.14 1700 120 0.07 EBL 1 1700 140 0.08 1700 190 0.11 EBT 2 3400 430 0.13 * 3400 590 0.17 * EBR 1 1700 110 0.06 1700 100 0.06 WBL 2 3400 220 0.06 * 3400 350 0.10 * WBT 2 3400 350 0.10 3400 300 0.09 WBR 1 1700 230 0.14 1700 440 0.26 * N/S Movements 0.25 0.29 E/W Movements 0.19 0.28 Rt. Turn Component 0.02 0.13 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.51 0.74 LEVEL OF SERVICE (LOS) A C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 14 Harbor Boulevard / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 80 0.05 1700 250 0.15 * NBT 3 5100 1,160 0.25 * 5100 1,540 0.34 NBR 0 140 180 SBL 1 1700 60 0.04 * 1700 100 0.06 SBT 3 5100 1,020 0.22 5100 1,210 0.29 * SBR 0 80 290 EBL 1 1700 240 0.14 1700 120 0.07 EBT 2 3400 1,010 0.36 * 3400 450 0.16 * EBR 0 210 110 WBL 1 1700 200 0.12 * 1700 330 0.19 * WBT 2 3400 270 0.08 3400 830 0.24 WBR 1 1700 120 0.07 1700 90 0.05 N/S Movements 0.29 0.44 E/W Movements 0.48 0.36 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.82 0.85 LEVEL OF SERVICE (LOS) D D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 15 Clementine Street / Disney Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 70 0.02 3400 80 0.02 NBT 2 3400 60 0.03 * 3400 130 0.05 * NBR 0 30 50 SBL 2 3400 520 0.15 * 3400 560 0.16 * SBT 2 3400 70 0.04 3400 100 0.12 SBR 0 70 310 EBL 1 1700 220 0.13 * 1700 90 0.05 * EBT 3 5100 250 0.05 5100 150 0.03 EBR 1 1700 50 0.03 1700 70 0.04 WBL 1 1700 140 0.08 1700 130 0.08 WBT 3 5100 490 0.19 * 5100 480 0.20 * WBR 0 480 520 N/S Movements 0.18 0.22 E/W Movements 0.32 0.25 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.55 0.52 LEVEL OF SERVICE (LOS) A A Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 16 Clementine Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 50 0.03 * 1700 120 0.07 NBT 1 1700 70 0.04 1700 120 0.07 * NBR 1 1700 110 0.06 1700 360 0.21 * SBL 1 1700 90 0.05 1700 250 0.15 * SBT 1 1700 160 0.09 * 1700 140 0.08 SBR 1 1700 70 0.04 1700 110 0.06 EBL 2 3400 90 0.03 3400 90 0.03 * EBT 4 6800 2,410 0.37 * 6800 1,940 0.30 EBR 0 120 70 WBL 2 3400 270 0.08 * 3400 160 0.05 WBT 4 6800 1,480 0.23 6800 2,760 0.42 * WBR 0 60 80 N/S Movements 0.12 0.22 E/W Movements 0.45 0.44 Rt. Turn Component 0.00 0.09 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.63 0.81 LEVEL OF SERVICE (LOS) B D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 17 I-5 SB Off Ramp / Disney Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 20 0.01 1700 20 0.01 * NBT 0 0 0.00 * 0 0.00 NBR 1 1700 40 0.02 1700 120 0.07 * SBL 1.33 3323 500 0.15 * 3245 390 0.12 SBT 0.34 77 10 0.13 155 20 0.13 * SBR 1.33 1700 150 0.09 1700 120 0.07 EBL 0 0 0 * EBT 3 5100 770 0.15 * 5100 630 0.13 EBR 0 10 10 WBL 1 1700 140 0.08 * 1700 80 0.05 WBT 3 5100 830 0.16 5100 1,050 0.21 * WBR 0 0 0 Split Phase N/S Movements 0.10 0.12 E/W Movements 0.24 0.21 Rt. Turn Component 0.00 0.01 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.39 0.38 LEVEL OF SERVICE (LOS) A A Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 18 Anaheim Boulevard / Vermont Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 30 0.02 * 1700 240 0.14 NBT 2 3400 480 0.14 3400 1,720 0.51 * NBR 1 1700 120 0.07 1700 250 0.15 SBL 1 1700 120 0.07 1700 70 0.04 * SBT 2 3400 1,550 0.46 * 3400 1,030 0.31 SBR 0 30 40 EBL 1 1700 50 0.03 1700 50 0.03 EBT 1 1700 260 0.22 * 1700 160 0.13 * EBR 0 120 60 WBL 1 1700 220 0.13 * 1700 160 0.09 * WBT 1 1700 160 0.09 1700 230 0.14 WBR 1 1700 80 0.05 1700 130 0.08 N/S Movements 0.48 0.55 E/W Movements 0.35 0.22 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.89 0.82 LEVEL OF SERVICE (LOS) D D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 19 Anaheim Boulevard / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 200 0.06 * 3400 250 0.07 NBT 3 5100 510 0.14 5100 1,780 0.38 * NBR 0 190 160 SBL 2 3400 470 0.14 3400 370 0.11 * SBT 3 5100 1,610 0.32 * 5100 860 0.17 SBR 1 1700 330 0.19 1700 140 0.08 EBL 1 1700 170 0.10 1700 240 0.14 * EBT 3 5100 1,530 0.36 * 5100 860 0.23 EBR 0 300 300 WBL 2 3400 180 0.05 * 3400 170 0.05 WBT 3 5100 950 0.19 5100 1,530 0.30 * WBR 1 1700 180 0.11 1700 470 0.28 N/S Movements 0.37 0.49 E/W Movements 0.41 0.44 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.84 0.98 LEVEL OF SERVICE (LOS) D E Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 20 Anaheim Boulevard / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 130 0.08 1700 130 0.08 NBT 3 5100 890 0.17 * 5100 1,770 0.35 * NBR 1 1700 490 0.29 1700 460 0.27 SBL 1 1700 530 0.31 * 1700 330 0.19 * SBT 3 5100 1,700 0.35 5100 1,280 0.26 SBR 0 100 70 EBL 1 1700 40 0.02 1700 80 0.05 * EBT 1 1700 40 0.07 * 1700 60 0.14 EBR 0 80 170 WBL 2 3400 400 0.12 * 3400 520 0.15 WBT 1 1700 50 0.14 1700 100 0.35 * WBR 0 180 500 N/S Movements 0.49 0.54 E/W Movements 0.19 0.40 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.72 0.99 LEVEL OF SERVICE (LOS) C E Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 21 Anaheim Boulevard / I-5 NB Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 260 0.08 * 3400 250 0.07 * NBT 3 5100 1,120 0.22 5100 1,680 0.33 NBR 0 0 0 SBL 0 0 0 SBT 3 5100 2,060 0.40 * 5100 1,870 0.37 * SBR 1 1700 160 0.09 1700 380 0.22 EBL 0 0 0 EBT 0 0 0.00 0 0.00 EBR 0 0 0 WBL 0.5 1020 30 0.03 231 80 0.35 WBT 1 680 20 0.03 1469 510 0.35 WBR 1.5 3400 420 0.12 * 3400 1,290 0.38 * N/S Movements 0.48 0.44 E/W Movements 0.03 0.35 Rt. Turn Component 0.09 0.03 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.65 0.87 LEVEL OF SERVICE (LOS) B D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 22 Anaheim Boulevard / Disney Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 70 0.04 1700 260 0.15 NBT 3 5100 1,040 0.21 * 5100 1,440 0.28 * NBR 0 10 10 SBL 2 3400 490 0.14 * 3400 560 0.16 * SBT 3 5100 1,300 0.30 5100 1,180 0.27 SBR 0 210 210 EBL 2 3400 410 0.12 * 3400 550 0.16 * EBT 4 6800 920 0.14 6800 480 0.10 EBR 0 30 180 WBL 0 0 0 WBT 3 5100 650 0.13 * 5100 580 0.11 * WBR 0 10 0 N/S Movements 0.35 0.45 E/W Movements 0.27 0.28 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.67 0.77 LEVEL OF SERVICE (LOS) B C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 23 Anaheim Boulevard / Haster Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 250 0.07 3400 230 0.07 NBT 3 5100 690 0.14 * 5100 1,160 0.23 * NBR 1 1700 260 0.15 1700 340 0.20 SBL 2 3400 520 0.15 * 3400 340 0.10 * SBT 3 5100 480 0.09 5100 520 0.10 SBR 1 1700 290 0.17 1700 230 0.14 EBL 2 3400 270 0.08 3400 420 0.12 * EBT 4 6800 2,260 0.34 * 6800 2,040 0.32 EBR 0 60 150 WBL 2 3400 560 0.16 * 3400 480 0.14 WBT 4 6800 1,220 0.19 6800 2,360 0.36 * WBR 0 100 120 N/S Movements 0.29 0.33 E/W Movements 0.51 0.49 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.84 0.87 LEVEL OF SERVICE (LOS) D D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 24 Haster Street / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 200 0.12 * 1700 230 0.14 NBT 3 5100 970 0.19 5100 1,450 0.28 * NBR 1 1700 340 0.20 1700 480 0.28 SBL 1 1700 80 0.05 1700 200 0.12 * SBT 3 5100 950 0.21 * 5100 1,090 0.24 SBR 0 100 130 EBL 1 1700 200 0.12 1700 310 0.18 EBT 3 5100 820 0.21 * 5100 920 0.21 * EBR 0 240 170 WBL 1 1700 480 0.28 * 1700 540 0.32 * WBT 3 5100 590 0.15 5100 1,100 0.23 WBR 0 160 60 N/S Movements 0.32 0.40 E/W Movements 0.49 0.53 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.86 0.98 LEVEL OF SERVICE (LOS) D E Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 25 Haster Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 80 0.05 1700 260 0.15 NBT 3 5100 1,290 0.27 * 5100 1,830 0.38 * NBR 0 90 100 SBL 1 1700 170 0.10 * 1700 160 0.09 * SBT 3 5100 1,250 0.25 5100 1,530 0.30 SBR 1 1700 220 0.13 1700 120 0.07 EBL 2 3400 140 0.04 3400 130 0.04 * EBT 2 3400 780 0.26 * 3400 380 0.15 EBR 0 110 120 WBL 2 3400 110 0.03 * 3400 190 0.06 WBT 2 3400 250 0.07 3400 770 0.23 * WBR 1 1700 200 0.12 1700 300 0.18 N/S Movements 0.37 0.47 E/W Movements 0.29 0.26 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.71 0.79 LEVEL OF SERVICE (LOS) C C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 26 Manchester Avenue / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 1700 130 0.08 * 2125 150 0.07 * NBT 0 0 0 0.00 0 0 0.00 NBR 1.5 3400 620 0.18 * 2975 210 0.07 SBL 2 3400 290 0.09 3400 350 0.10 SBT 2 3400 590 0.17 * 3400 140 0.04 * SBR 1 1700 20 0.01 1700 0 0.00 EBL 0 0 0 EBT 3 5100 1,270 0.25 5100 1,810 0.35 * EBR 2 3400 1,250 0.37 * 3400 1,110 0.33 WBL 2 3400 420 0.12 3400 500 0.15 * WBT 3 5100 1,900 0.37 5100 2,360 0.46 WBR 0 0 0 N/S Movements 0.25 0.11 E/W Movements 0.37 0.50 Rt. Turn Component 0.04 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.71 0.66 LEVEL OF SERVICE (LOS) C B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 27 Anaheim Way / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 3400 700 0.21 * 2738 860 0.31 NBT 3 3400 420 0.12 4966 1,560 0.31 NBR 0.5 1700 460 0.27 * 796 250 0.31 SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 SBR 0 0 0 EBL 2 3400 40 0.01 3400 40 0.01 EBT 3 5100 2,150 0.42 * 5100 2,300 0.45 * EBR 0 0 0 WBL 0 0 * 0 * WBT 3.5 6800 1,810 0.27 6765 2,300 0.34 WBR 1.5 1700 350 0.21 1735 590 0.34 N/S Movements 0.21 0.31 E/W Movements 0.42 0.45 Rt. Turn Component 0.06 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.74 0.82 LEVEL OF SERVICE (LOS) C D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 28 East Street / Vermont Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 110 0.06 * 1700 150 0.09 NBT 2 3400 240 0.08 3400 950 0.31 * NBR 0 40 110 SBL 1 1700 80 0.05 1700 60 0.04 * SBT 2 3400 1,050 0.35 * 3400 330 0.12 SBR 0 130 80 EBL 1 1700 90 0.05 * 1700 110 0.06 * EBT 1 1700 320 0.19 1700 270 0.16 EBR 1 1700 120 0.07 1700 120 0.07 WBL 1 1700 100 0.06 1700 30 0.02 WBT 1 1700 350 0.24 * 1700 220 0.16 * WBR 0 60 50 N/S Movements 0.41 0.35 E/W Movements 0.29 0.22 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.76 0.62 LEVEL OF SERVICE (LOS) C B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 29 East Street / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 2 3400 330 0.10 * 3400 250 0.07 * SBT 0 0 0.00 0 0.00 SBR 1 1700 800 0.47 * 1700 390 0.23 EBL 2 3400 270 0.08 * 3400 820 0.24 * EBT 3 5100 1,140 0.22 5100 1,380 0.27 EBR 0 0 0 WBL 0 0 0 WBT 3 5100 1,520 0.33 * 5100 1,560 0.40 * WBR 0 160 460 N/S Movements 0.10 0.07 E/W Movements 0.41 0.64 Rt. Turn Component 0.29 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.85 0.76 LEVEL OF SERVICE (LOS) D C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 30 Lewis Street / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 190 0.11 * 1700 380 0.22 * NBT 2 3400 70 0.10 3400 10 0.26 NBR 0 270 880 SBL 0 10 70 SBT 1 1700 10 0.01 * 1700 110 0.16 * SBR 0 0 90 EBL 1 1700 60 0.04 1700 10 0.01 EBT 3 5100 1,110 0.29 * 5100 1,240 0.29 * EBR 0 380 240 WBL 2 3400 980 0.29 * 3400 490 0.14 * WBT 3 5100 1,310 0.27 5100 1,440 0.28 WBR 0 70 10 N/S Movements 0.12 0.38 E/W Movements 0.58 0.43 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.75 0.87 LEVEL OF SERVICE (LOS) C D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 31 Lewis Street / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 20 0.01 * 1700 20 0.01 NBT 2 3400 490 0.14 3400 930 0.27 * NBR 1 1700 240 0.14 1700 200 0.12 SBL 1 1700 200 0.12 1700 60 0.04 * SBT 2 3400 950 0.31 * 3400 700 0.25 SBR 0 120 150 EBL 1 1700 90 0.05 1700 100 0.06 EBT 2 3400 790 0.27 * 3400 830 0.31 * EBR 0 130 210 WBL 1 1700 120 0.07 * 1700 240 0.14 * WBT 2 3400 480 0.16 3400 1,080 0.38 WBR 0 80 210 N/S Movements 0.33 0.31 E/W Movements 0.34 0.45 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.72 0.81 LEVEL OF SERVICE (LOS) C D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 32 Lewis Street / North Connector Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 * 0 NBT 2 3400 920 0.29 3400 1,200 0.37 * NBR 0 50 50 SBL 1 1700 20 0.01 1700 10 0.01 * SBT 2 3400 1,040 0.31 * 3400 1,260 0.37 SBR 0 0 0 EBL 0 0 0 EBT 0 0 0.00 * 0 0.00 * EBR 0 0 0 WBL 1 1700 10 0.01 * 1700 30 0.02 * WBT 0 0 0.00 0 0.00 WBR 1 1700 10 0.01 1700 10 0.01 N/S Movements 0.31 0.37 E/W Movements 0.01 0.02 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.36 0.44 LEVEL OF SERVICE (LOS) A A Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 33 Lewis Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 20 0.01 1700 50 0.03 NBT 1 1700 330 0.19 * 1700 560 0.33 * NBR 1 1700 370 0.22 1700 440 0.26 SBL 1 1700 160 0.09 * 1700 190 0.11 * SBT 1 1700 380 0.22 1700 450 0.26 SBR 1 1700 370 0.22 1700 560 0.33 EBL 2 3400 380 0.11 * 3400 370 0.11 * EBT 4 6800 1,690 0.25 6800 1,860 0.28 EBR 0 30 70 WBL 2 3400 110 0.03 3400 340 0.10 WBT 4 6800 1,420 0.22 * 6800 2,300 0.35 * WBR 0 60 100 N/S Movements 0.29 0.44 E/W Movements 0.33 0.46 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.67 0.95 LEVEL OF SERVICE (LOS) B E Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 34 Lewis Street / Anaheim Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 2 3400 70 0.02 * 3400 1,100 0.32 * NBR 1 1700 310 0.18 * 1700 670 0.39 * SBL 0 0 * 0 * SBT 0 0 0.00 0 0.00 SBR 0 0 0 EBL 0 0 0 EBT 0 0 0.00 0 0.00 EBR 0 0 0 WBL 0 0 0 WBT 0 0 0.00 0 0.00 WBR 1 1700 130 0.08 * 1700 200 0.12 * N/S Movements 0.02 0.32 E/W Movements 0.00 0.00 Rt. Turn Component 0.24 0.19 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.31 0.56 LEVEL OF SERVICE (LOS) A A Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 35 Lewis Street / Anaheim Connector Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 120 0.07 * 1257 170 0.14 * NBT 2 3400 500 0.15 3843 520 0.14 NBR 0 0 0 0 SBL 0 0 0 0 SBT 2 3400 490 0.14 * 3400 840 0.25 * SBR 0 0 0 EBL 1 1700 320 0.19 * 1700 520 0.31 * EBT 0 0 0.00 0 0.00 EBR 1 1700 40 0.02 1700 140 0.08 WBL 0 0 0 WBT 0 0 0.00 * 0 0.00 * WBR 0 0 0 N/S Movements 0.29 0.38 E/W Movements 0.19 0.31 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.10 0.10 TOTAL CAPACITY UTILIZATION 0.58 0.79 LEVEL OF SERVICE (LOS) A C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 36 Lewis Street / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 2 3400 360 0.11 * 3400 380 0.11 * SBT 0 0 0.00 0 0.00 SBR 2 3400 120 0.04 3400 470 0.14 EBL 1 1700 340 0.20 * 1700 260 0.15 * EBT 3 5100 880 0.17 5100 660 0.13 EBR 0 0 0 WBL 0 0 0 WBT 3 5100 560 0.14 * 5100 1,430 0.31 * WBR 0 140 130 N/S Movements 0.11 0.14 E/W Movements 0.34 0.46 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.49 0.65 LEVEL OF SERVICE (LOS) A B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 37 I-5 HOV Ramps / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 20 0.01 1700 50 0.03 NBT 0 0 0.00 * 0 0.00 * NBR 2 3400 30 0.01 3400 90 0.03 SBL 2 3400 590 0.17 * 3400 330 0.10 * SBT 0 0 0.00 0 0.00 SBR 1 1700 30 0.02 1700 50 0.03 EBL 1 1700 30 0.02 1700 200 0.12 * EBT 2.5 3984 500 0.13 * 3975 530 0.13 EBR 0.5 1116 140 0.13 1125 150 0.13 WBL 1 1700 80 0.05 * 1700 120 0.07 WBT 2.5 3984 500 0.13 3436 1,260 0.37 * WBR 0.5 1116 140 0.13 1664 610 0.37 N/S Movements 0.17 0.10 E/W Movements 0.17 0.48 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.40 0.63 LEVEL OF SERVICE (LOS) A B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 38 Lewis Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 60 0.04 * 1700 230 0.14 * NBT 0 0 0.00 0 0.00 NBR (free) 50 85000 520 0.01 85000 440 0.01 SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 1 1700 0 0.00 1700 0 0.00 EBT 2 3400 1,070 0.34 * 3400 570 0.19 * EBR 0 80 70 WBL 1 1700 290 0.17 * 1700 320 0.19 * WBT 2 3400 400 0.12 3400 1,200 0.35 WBR 0 10 0 N/S Movements 0.04 0.14 E/W Movements 0.51 0.38 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.59 0.56 LEVEL OF SERVICE (LOS) A A Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 39 Manchester Avenue / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 * 0 * NBT 0 0 0.00 0 0.00 NBR (free) 0 0 0 SBL 2 3400 690 0.20 3400 460 0.14 SBT 3 5100 1,090 0.27 * 5100 840 0.20 * SBR 0 290 200 EBL 0 0 0 EBT 3 5100 1,030 0.20 * 5100 660 0.13 * EBR 1 1700 720 0.42 * 1700 600 0.35 * WBL 2 3400 40 0.01 * 3400 540 0.16 * WBT 3 5100 410 0.08 5100 1,300 0.25 WBR 0 0 0 N/S Movements 0.27 0.20 E/W Movements 0.21 0.29 Rt. Turn Component 0.22 0.22 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.76 0.77 LEVEL OF SERVICE (LOS) C C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 40 Anaheim Way / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 130 200 NBT 3 5100 340 0.09 * 5100 570 0.15 * NBR 0 10 10 SBL 0 0 * 0 * SBT 0 0 0.00 0 0.00 SBR 0 0 0 EBL 2 3400 320 0.09 3400 300 0.09 * EBT 3 5100 1,380 0.27 * 5100 700 0.14 EBR 0 0 0 WBL 0 0 * 0 WBT 3 5100 420 0.08 5100 1,210 0.24 * WBR 1 1700 480 0.28 * 1700 590 0.35 * N/S Movements 0.09 0.15 E/W Movements 0.27 0.33 Rt. Turn Component 0.20 0.11 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.61 0.64 LEVEL OF SERVICE (LOS) B B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 41 Market Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 230 0.14 * 1700 290 0.17 * NBT 1 1700 0 0.02 1700 0 0.03 NBR 0 40 50 SBL 1 1700 240 0.14 1700 160 0.09 SBT 1 1700 20 0.06 * 1700 10 0.04 * SBR 0 80 50 EBL 1 1700 80 0.05 1700 140 0.08 EBT 4 6800 2,150 0.33 * 6800 1,790 0.29 * EBR 0 60 190 WBL 1 1700 180 0.11 * 1700 440 0.26 * WBT 4 6800 1,510 0.23 6800 2,200 0.34 WBR 0 70 120 N/S Movements 0.19 0.21 E/W Movements 0.43 0.55 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.68 0.81 LEVEL OF SERVICE (LOS) B D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 42 Market Street / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 50 0.03 1700 70 0.04 NBT 1 1700 0 0.05 * 1700 10 0.08 * NBR 0 80 130 SBL 1 1700 180 0.11 * 1700 260 0.15 * SBT 1 1700 10 0.04 1700 10 0.04 SBR 0 60 60 EBL 1 1700 50 0.03 1700 130 0.08 * EBT 3 5100 600 0.12 * 5100 700 0.15 EBR 0 30 70 WBL 1 1700 80 0.05 * 1700 100 0.06 WBT 3 5100 290 0.07 5100 1,170 0.27 * WBR 0 60 190 N/S Movements 0.15 0.24 E/W Movements 0.17 0.34 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.37 0.63 LEVEL OF SERVICE (LOS) A B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 43 Orange Center Drive / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 90 0.05 1700 90 0.05 NBT 0.5 63 10 0.16 * 35 10 0.29 * NBR 0.5 1637 260 0.16 1665 480 0.29 SBL 1 1700 0 0.00 * 1700 60 0.04 * SBT 1 1700 10 0.05 1700 10 0.09 SBR 0 70 150 EBL 1 1700 80 0.05 1700 70 0.04 EBT 3 5100 1,120 0.32 * 5100 680 0.22 * EBR 0 530 420 WBL 2 3400 570 0.17 * 3400 570 0.17 * WBT 3 5100 780 0.16 5100 1,210 0.25 WBR 0 40 40 N/S Movements 0.16 0.32 E/W Movements 0.49 0.38 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.70 0.76 LEVEL OF SERVICE (LOS) B C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 44 State College Boulevard / Vermont Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 130 0.08 * 1700 160 0.09 NBT 3 5100 670 0.14 5100 1,920 0.38 * NBR 0 20 10 SBL 1 1700 60 0.04 1700 40 0.02 * SBT 3 5100 1,910 0.41 * 5100 980 0.22 SBR 0 200 150 EBL 1 1700 140 0.08 1700 230 0.14 * EBT 1 1700 60 0.19 * 1700 20 0.09 EBR 0 260 140 WBL 1 1700 20 0.01 * 1700 10 0.01 WBT 1 1700 110 0.09 1700 20 0.02 * WBR 0 50 20 N/S Movements 0.49 0.40 E/W Movements 0.20 0.16 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.74 0.61 LEVEL OF SERVICE (LOS) C B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 45 State College Boulevard / Wagner Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 10 0.01 * 1700 20 0.01 NBT 3 5100 440 0.14 5100 1,810 0.38 * NBR 0 290 110 SBL 1 1700 250 0.15 1700 130 0.08 * SBT 3 5100 1,840 0.37 * 5100 950 0.19 SBR 0 60 30 EBL 0 10 20 EBT 1 1700 40 0.04 * 1700 10 0.02 * EBR 0 10 10 WBL 1 1700 220 0.13 * 1700 120 0.07 * WBT 1 1700 0 0.00 1700 20 0.01 WBR 1 1700 340 0.20 * 1700 240 0.14 * N/S Movements 0.38 0.45 E/W Movements 0.16 0.09 Rt. Turn Component 0.05 0.05 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.65 0.65 LEVEL OF SERVICE (LOS) B B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 46 State College Boulevard / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 100 0.03 * 3400 220 0.06 NBT 3 5100 460 0.09 5100 1,360 0.27 * NBR 1 1700 100 0.06 1700 160 0.09 SBL 2 3400 360 0.11 3400 260 0.08 * SBT 3 5100 1,320 0.26 * 5100 570 0.11 SBR 1 1700 360 0.21 1700 170 0.10 EBL 2 3400 200 0.06 * 3400 200 0.06 * EBT 3 5100 1,100 0.26 5100 1,220 0.27 EBR 0 240 180 WBL 2 3400 220 0.06 3400 150 0.04 WBT 3 5100 1,290 0.28 * 5100 1,620 0.36 * WBR 0 140 240 N/S Movements 0.29 0.34 E/W Movements 0.34 0.42 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.68 0.82 LEVEL OF SERVICE (LOS) B D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 47 State College Boulevard / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 230 0.14 * 1700 330 0.19 * NBT 3 5100 520 0.14 5100 1,200 0.25 NBR 0 210 50 SBL 1 1700 250 0.15 1700 20 0.01 SBT 3 5100 1,620 0.36 * 5100 700 0.17 * SBR 0 220 160 EBL 1 1700 60 0.04 1700 240 0.14 * EBT 2 3400 760 0.22 * 3400 620 0.18 EBR 1 1700 250 0.15 1700 190 0.11 WBL 2 3400 180 0.05 * 3400 60 0.02 WBT 2 3400 560 0.17 3400 800 0.26 * WBR 0 20 70 N/S Movements 0.50 0.36 E/W Movements 0.28 0.40 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.82 0.81 LEVEL OF SERVICE (LOS) D D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 48 State College Boulevard / Howell Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 10 0.01 * 1700 0 0.00 NBT 3 5100 580 0.19 5100 1,230 0.35 * NBR 0 390 540 SBL 1 1700 140 0.08 1700 40 0.02 * SBT 3 5100 1,380 0.27 * 5100 830 0.16 SBR 0 20 0 EBL 0 0 0 EBT 1 1700 20 0.01 * 1700 10 0.01 * EBR 0 0 10 WBL 1.5 3347 630 0.19 * 3359 820 0.24 * WBT 0.5 53 10 0.19 41 10 0.24 WBR 1 1700 110 0.06 1700 390 0.23 N/S Movements 0.28 0.37 E/W Movements 0.20 0.26 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.53 0.68 LEVEL OF SERVICE (LOS) A B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 49 State College Boulevard / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 200 0.06 * 3400 380 0.11 * NBT 3 5100 480 0.09 5100 720 0.14 NBR 1 1700 310 0.18 1700 250 0.15 SBL 2 3400 300 0.09 3400 250 0.07 SBT 3 5100 1,010 0.20 * 5100 680 0.13 * SBR 1 1700 780 0.46 * 1700 700 0.41 * EBL 2 3400 610 0.18 3400 780 0.23 * EBT 4 6800 1,390 0.26 * 6800 1,160 0.20 EBR 0 410 210 WBL 2 3400 500 0.15 * 3400 690 0.20 WBT 4 6800 620 0.10 6800 1,350 0.23 * WBR 0 60 210 N/S Movements 0.26 0.25 E/W Movements 0.41 0.46 Rt. Turn Component 0.08 0.05 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.80 0.80 LEVEL OF SERVICE (LOS) C C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 50 State College Boulevard / Gateway Center Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 30 0.02 1700 20 0.01 NBT 3 5100 720 0.21 * 5100 1,000 0.23 * NBR 0 350 160 SBL 2 3400 470 0.14 * 3400 200 0.06 * SBT 3 5100 1,200 0.25 5100 1,030 0.23 SBR 0 80 130 EBL 1 1700 40 0.02 1700 50 0.03 EBT 1 1700 40 0.04 * 1700 20 0.04 * EBR 0 20 40 WBL 1 1700 390 0.23 * 1700 720 0.42 * WBT 1 1700 10 0.14 1700 30 0.25 WBR 0 230 400 N/S Movements 0.35 0.29 E/W Movements 0.26 0.46 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.66 0.80 LEVEL OF SERVICE (LOS) B C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 51 State College Boulevard / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 180 0.05 * 3400 470 0.14 * NBT 3 5100 720 0.14 5100 1,220 0.24 NBR 1 1700 350 0.21 * 1700 330 0.19 SBL 2 3400 0 0.00 3400 0 0.00 SBT 3 5100 1,160 0.32 * 5100 1,380 0.37 * SBR 0 470 500 EBL 2 3400 550 0.16 * 3400 60 0.02 EBT 1.5 1700 270 0.16 1700 180 0.11 * EBR 1.5 3400 1,140 0.34 * 3400 510 0.15 WBL 2 3400 10 0.00 3400 20 0.01 * WBT 3 5100 60 0.01 * 5100 410 0.08 WBR 0 0 10 N/S Movements 0.37 0.51 E/W Movements 0.17 0.19 Rt. Turn Component 0.19 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.78 0.75 LEVEL OF SERVICE (LOS) C C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 52 State College Boulevard / Artisan Street Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 270 0.08 * 3400 430 0.13 * NBT 4 6800 1,220 0.19 6800 1,770 0.28 NBR 0 50 150 SBL 1 1700 60 0.04 1700 140 0.08 SBT 4 6800 2,250 0.34 * 6800 1,660 0.26 * SBR 0 50 100 EBL 1 1700 100 0.06 1700 70 0.04 EBT 1 1700 10 0.20 * 1700 10 0.15 * EBR 0 330 250 WBL 1 1700 100 0.06 * 1700 120 0.07 * WBT 1 1700 10 0.08 1700 20 0.08 WBR 0 120 110 N/S Movements 0.42 0.39 E/W Movements 0.26 0.22 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.73 0.66 LEVEL OF SERVICE (LOS) C B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 53 State College Boulevard / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 240 0.07 3400 100 0.03 NBT 4 6800 1,030 0.17 * 6800 1,820 0.28 * NBR 0 140 100 SBL 2 3400 800 0.24 * 3400 540 0.16 * SBT 4 6800 1,460 0.29 6800 830 0.20 SBR 0 480 520 EBL 2 3400 190 0.06 3400 250 0.07 EBT 3 5100 1,420 0.29 * 5100 720 0.15 * EBR 0 50 50 WBL 2 3400 270 0.08 * 3400 630 0.19 * WBT 3 5100 810 0.16 5100 1,300 0.25 WBR 1 1700 50 0.03 1700 210 0.12 N/S Movements 0.41 0.44 E/W Movements 0.37 0.34 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.83 0.83 LEVEL OF SERVICE (LOS) D D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 54 State College Boulevard / Orange Center Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 200 0.06 * 3400 210 0.06 NBT 4 6800 1,320 0.20 6800 1,930 0.31 * NBR 0 40 150 SBL 2 3400 40 0.01 3400 130 0.04 * SBT 4 6800 1,890 0.31 * 6800 1,480 0.24 SBR 0 250 140 EBL 2 3400 50 0.01 3400 70 0.02 EBT 1 1700 0 0.00 * 1700 20 0.01 * EBR 1 1700 400 0.24 * 1700 310 0.18 * WBL 1 1700 160 0.09 * 1700 100 0.06 * WBT 1 1700 20 0.01 1700 10 0.01 WBR 1 1700 40 0.02 1700 30 0.02 N/S Movements 0.37 0.34 E/W Movements 0.09 0.07 Rt. Turn Component 0.18 0.11 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.69 0.57 LEVEL OF SERVICE (LOS) B A Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 55 State College Boulevard / I-5 Northbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 550 0.16 * 3400 930 0.27 * NBT 4 6800 1,040 0.15 6800 1,640 0.24 NBR (free) 50 85,000 200 0.00 85,000 390 0.00 SBL 1 1700 30 0.02 1700 40 0.02 SBT 4 6800 2,400 0.35 * 6800 1,570 0.23 * SBR 1 1700 40 0.02 1700 180 0.11 EBL 0 0 0 EBT 0 0 0.00 0 0.00 EBR 0 0 0 WBL 1.5 2511 320 0.13 2720 160 0.06 WBT 1.5 2589 330 0.13 2380 140 0.06 WBR 2 3400 480 0.14 3400 540 0.16 * N/S Movements 0.51 0.50 E/W Movements 0.13 0.06 Rt. Turn Component 0.00 0.08 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.69 0.69 LEVEL OF SERVICE (LOS) B B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 56 State College Boulevard / I-5 Southbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 * 0 NBT 5 8500 1,380 0.16 8500 2,660 0.32 * NBR 0 10 80 SBL 0 0 0 * SBT 4 6800 2,150 0.32 * 6800 1,420 0.21 SBR (free) 50 85000 230 0.00 85,000 320 0.00 EBL 1.5 1700 70 0.04 1700 150 0.09 EBT 0.5 1700 910 0.54 * 1700 700 0.41 * EBR 2 3400 380 0.11 3400 340 0.10 WBL 0 0 * 0 * WBT 0 0 0.00 0 0.00 WBR 0 0 0 N/S Movements 0.32 0.32 E/W Movements 0.54 0.41 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.90 0.78 LEVEL OF SERVICE (LOS) D C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 57 State College Boulevard / The City Drive / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 130 0.04 * 3400 210 0.06 NBT 3 5100 560 0.11 5100 1,450 0.28 * NBR 2 3400 440 0.13 3400 720 0.21 SBL 2 3400 150 0.04 3400 160 0.05 * SBT 4 6800 1,780 0.26 * 6800 1,250 0.18 SBR 1 1700 700 0.41 * 1700 230 0.14 EBL 2 3400 270 0.08 3400 390 0.11 EBT 3 5100 1,440 0.28 * 5100 1,350 0.26 * EBR 1 1700 270 0.16 1700 140 0.08 WBL 2 3400 420 0.12 * 3400 460 0.14 * WBT 3 5100 950 0.19 5100 1,200 0.24 WBR 1 1700 410 0.24 * 1700 740 0.44 * N/S Movements 0.30 0.33 E/W Movements 0.41 0.40 Rt. Turn Component 0.08 0.15 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.84 0.93 LEVEL OF SERVICE (LOS) D E Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 58 Sunkist Street / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 40 0.02 * 1700 90 0.05 NBT 2 3400 110 0.03 3400 950 0.28 * NBR 1 1700 250 0.15 1700 400 0.24 SBL 2 3400 570 0.17 3400 290 0.09 * SBT 2 3400 780 0.30 * 3400 360 0.15 SBR 0 240 140 EBL 2 3400 120 0.04 3400 210 0.06 EBT 3 5100 1,480 0.30 * 5100 1,390 0.28 * EBR 0 40 20 WBL 2 3400 460 0.14 * 3400 450 0.13 * WBT 3 5100 1,230 0.24 5100 1,620 0.32 WBR 1 1700 200 0.12 1700 720 0.42 * N/S Movements 0.32 0.36 E/W Movements 0.43 0.41 Rt. Turn Component 0.00 0.02 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.81 0.84 LEVEL OF SERVICE (LOS) D D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 59 Sunkist Street / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 30 0.02 1700 30 0.02 NBT 2 3400 70 0.04 * 3400 420 0.18 * NBR 0 70 190 SBL 1 1700 420 0.25 * 1700 130 0.08 * SBT 2 3400 530 0.21 3400 220 0.11 SBR 0 180 160 EBL 1 1700 70 0.04 1700 160 0.09 * EBT 2 3400 700 0.21 * 3400 190 0.06 EBR 0 30 20 WBL 1 1700 240 0.14 * 1700 160 0.09 WBT 2 3400 380 0.15 3400 600 0.30 * WBR 0 140 410 N/S Movements 0.29 0.26 E/W Movements 0.36 0.39 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.69 0.70 LEVEL OF SERVICE (LOS) B B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 60 Sunkist Street / Howell Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 10 20 NBT 1 1700 0 0.02 * 1700 20 0.03 * NBR 0 20 10 SBL 1 1700 150 0.09 * 1700 140 0.08 * SBT 0 10 0.00 0 0.00 SBR 1 1700 540 0.32 * 1700 470 0.28 EBL 1 1700 320 0.19 * 1700 560 0.33 * EBT 1 1700 170 0.11 1700 110 0.06 EBR 0 10 0 WBL 1 1700 10 0.01 1700 0 0.00 WBT 1 1700 260 0.21 * 1700 400 0.29 * WBR 0 90 100 N/S Movements 0.11 0.11 E/W Movements 0.39 0.62 Rt. Turn Component 0.04 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.59 0.79 LEVEL OF SERVICE (LOS) A C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 61 Howell Avenue / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 20 0.01 1700 130 0.08 NBT 1 1700 20 0.01 * 1700 70 0.04 * NBR 1 1700 40 0.02 1700 210 0.12 * SBL 2 3400 220 0.06 * 3400 340 0.10 * SBT 0.5 1253 70 0.06 1133 20 0.02 SBR 1.5 2147 120 0.06 2267 40 0.02 EBL 2 3400 50 0.01 3400 130 0.04 * EBT 3 5100 1,820 0.37 * 5100 1,750 0.36 EBR 0 90 70 WBL 2 3400 170 0.05 * 3400 90 0.03 WBT 3 5100 1,370 0.34 5100 2,280 0.53 * WBR 0 370 430 Split Phase N/S Movements 0.08 0.18 E/W Movements 0.42 0.57 Rt. Turn Component 0.00 0.02 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.55 0.82 LEVEL OF SERVICE (LOS) A D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 62 Sportstown / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 60 0.02 3400 390 0.11 NBT 0.5 148 10 0.07 * 105 20 0.19 * NBR 1.5 3252 220 0.07 3295 630 0.19 SBL 1 1700 60 0.04 * 1700 150 0.09 * SBT 1 1700 10 0.01 1700 10 0.01 SBR 1 1700 70 0.04 * 1700 120 0.07 * EBL 2 3400 30 0.01 3400 130 0.04 EBT 3 5100 1,620 0.32 * 5100 1,210 0.24 * EBR 1 1700 370 0.22 1700 350 0.21 WBL 2 3400 470 0.14 * 3400 510 0.15 * WBT 3 5100 930 0.18 5100 1,710 0.34 WBR 1 1700 110 0.06 1700 140 0.08 N/S Movements 0.10 0.28 E/W Movements 0.46 0.39 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.61 0.72 LEVEL OF SERVICE (LOS) B C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 63 Dupont Drive / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 80 0.02 3400 540 0.16 * NBT 0 20 0.00 * 70 0.00 NBR 1 1700 70 0.04 1700 340 0.20 * SBL 1 1700 160 0.09 * 1700 160 0.09 SBT 0 40 0.00 10 0.00 * SBR 1 1700 150 0.09 * 1700 120 0.07 EBL 1 1700 80 0.05 1700 160 0.09 * EBT 2.5 3516 1,420 0.40 * 3955 760 0.19 EBR 0.5 1584 640 0.40 1145 220 0.19 WBL 1 1700 350 0.21 * 1700 100 0.06 WBT 2.5 4572 780 0.17 4553 1,580 0.35 * WBR 0.5 528 90 0.17 547 190 0.35 N/S Movements 0.09 0.16 E/W Movements 0.61 0.44 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.75 0.65 LEVEL OF SERVICE (LOS) C B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 64 Rampart Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 70 0.04 * 1700 80 0.05 NBT 1 1700 220 0.13 1700 350 0.21 * NBR 1 1700 400 0.24 1700 860 0.51 * SBL 1 1700 90 0.05 1700 260 0.15 * SBT 1 1700 300 0.18 * 1700 310 0.18 SBR 1 1700 0 0.00 1700 10 0.01 EBL 1 1700 40 0.02 1700 50 0.03 * EBT 3 5100 1,090 0.21 * 5100 730 0.14 EBR 1 1700 170 0.10 1700 80 0.05 WBL 1 1700 390 0.23 * 1700 150 0.09 WBT 3 5100 1,000 0.20 5100 1,740 0.34 * WBR 1 1700 140 0.08 1700 120 0.07 N/S Movements 0.22 0.36 E/W Movements 0.44 0.37 Rt. Turn Component 0.00 0.21 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.71 0.99 Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 65 Rampart Street / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 1 1700 100 0.06 * 1700 150 0.09 * SBT 0 0 0.00 0 0.00 SBR 1 1700 380 0.22 1700 310 0.18 EBL 1 1700 560 0.33 * 1700 720 0.42 * EBT 3 5100 1,050 0.21 5100 1,300 0.25 EBR 0 0 0 WBL 0 0 0 WBT 4 6800 1,080 0.20 * 6800 1,240 0.23 * WBR 0 310 300 N/S Movements 0.06 0.09 E/W Movements 0.53 0.65 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.64 0.79 LEVEL OF SERVICE (LOS) B C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 66 Ball Road / SR-57 Northbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 2242 400 0.18 * 3024 510 0.17 * NBT 0 0 0 0.00 0 0 0.00 NBR 1.5 2858 510 0.18 * 2076 350 0.17 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 * EBT 3 5100 2,260 0.44 * 5100 1,620 0.32 EBR (free) 50 85000 520 0.01 85000 650 0.01 WBL 0 0 * 0 WBT 3 5100 1,080 0.21 5100 2,290 0.45 * WBR (free) 50 85000 420 0.00 85000 900 0.01 N/S Movements 0.18 0.17 E/W Movements 0.44 0.45 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.67 0.67 LEVEL OF SERVICE (LOS) B B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 67 Ball Road / SR-57 Southbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 1 1700 750 0.44 * 1700 500 0.29 * SBT 0 0 0.00 0 0.00 SBR 2 3400 1,020 0.30 * 3400 650 0.19 * EBL 0 0 0 * EBT 3 5100 1,700 0.33 * 5100 1,610 0.32 EBR (free) 50 85000 670 0.01 85000 560 0.01 WBL 0 0 * 0 WBT 3 5100 1,140 0.22 5100 2,300 0.45 * WBR (free) 50 85000 240 0.00 85000 500 0.01 N/S Movements 0.44 0.29 E/W Movements 0.33 0.45 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.82 0.80 LEVEL OF SERVICE (LOS) D C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 68 SR-57 Northbound Ramps / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 1893 360 0.19 * 1972 290 0.15 * NBT 0 0 0 0.00 0 0 0.00 NBR 1.5 3207 610 0.19 * 3128 460 0.15 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 * EBT 3 5100 1,850 0.36 * 5100 1,510 0.30 EBR (free) 50 85000 400 0.00 85000 490 0.01 WBL 0 0 * 0 WBT 3 5100 1,200 0.24 5100 2,290 0.45 * WBR 1 1700 220 0.13 1700 500 0.29 N/S Movements 0.19 0.15 E/W Movements 0.36 0.45 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.60 0.65 LEVEL OF SERVICE (LOS) A B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 69 SR-57 Southbound Ramps / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 1 1700 350 0.21 * 1700 240 0.14 * SBT 0 0 0.00 0 0.00 SBR 2 3400 670 0.20 * 3400 550 0.16 * EBL 0 0 0 * EBT 3 5100 1,900 0.37 * 5100 1,790 0.35 EBR (free) 50 85000 180 0.00 85000 460 0.01 WBL 0 0 * 0 WBT 3 5100 1,280 0.25 5100 2,060 0.40 * WBR (free) 50 85000 260 0.00 85000 500 0.01 N/S Movements 0.21 0.14 E/W Movements 0.37 0.40 Rt. Turn Component 0.00 0.02 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.63 0.62 LEVEL OF SERVICE (LOS) B B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 70 Orangewood Avenue / SR-57 Northbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 1700 130 0.08 * 1700 90 0.05 * NBT 0 0 0 0.00 0 0 0.00 NBR 1.5 3400 580 0.17 * 3400 220 0.06 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 * EBT 2 3400 1,820 0.54 * 3400 1,810 0.53 EBR (free) 50 85000 300 0.00 85000 300 0.00 WBL 0 0 * 0 WBT 2 3400 1,200 0.35 3400 2,150 0.63 * WBR 1 1700 220 0.13 1700 660 0.39 N/S Movements 0.08 0.05 E/W Movements 0.54 0.63 Rt. Turn Component 0.09 0.01 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.76 0.75 LEVEL OF SERVICE (LOS) C C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 71 Orangewood Avenue / SR-57 Southbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 1.5 2579 440 0.17 * 2016 340 0.17 * SBT 0 0 0 0.00 0 0 0.00 SBR 1.5 2521 430 0.17 * 3084 520 0.17 * EBL 0 0 0 EBT 2 3400 1,610 0.47 * 3400 1,480 0.44 * EBR 1 1700 60 0.04 1700 160 0.09 WBL 1 1700 170 0.10 * 1700 490 0.29 * WBT 2 3400 1,110 0.33 3400 1,540 0.45 WBR 0 0 0 N/S Movements 0.17 0.17 E/W Movements 0.57 0.72 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.79 0.94 LEVEL OF SERVICE (LOS) C E Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 72 Phoenix Club Drive / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.33 1700 100 0.06 * 1844 320 0.17 * NBT 0.34 0 0 0.00 0 0 0.00 NBR 0.33 1700 100 0.06 1556 270 0.17 * SBL 1 1700 0 0.00 1700 10 0.01 SBT 0 0 0.00 * 0 0.00 * SBR 1 1700 10 0.01 1700 10 0.01 EBL 1 1700 20 0.01 1700 30 0.02 * EBT 3 5100 2,810 0.60 * 5100 1,610 0.38 EBR 0 260 320 WBL 1 1700 180 0.11 * 1700 200 0.12 WBT 3 5100 1,370 0.27 5100 2,990 0.59 * WBR 0 10 30 N/S Movements 0.06 0.17 E/W Movements 0.71 0.61 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.82 0.83 LEVEL OF SERVICE (LOS) D D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 73 Douglass Road / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 90 0.03 3400 400 0.12 NBT 0.5 1360 80 0.06 * 1407 240 0.17 * NBR 1.5 2040 120 0.06 1993 340 0.17 SBL 2 3400 890 0.26 * 3400 530 0.16 * SBT 0.5 1700 250 0.15 1074 180 0.17 SBR 1.5 1700 110 0.06 2326 390 0.17 EBL 2 3400 420 0.12 3400 240 0.07 * EBT 3 5100 1,950 0.38 * 5100 1,500 0.29 EBR 1 1700 90 0.05 1700 70 0.04 WBL 2 3400 340 0.10 * 3400 250 0.07 WBT 4 6800 1,260 0.24 6800 2,210 0.45 * WBR 0 350 840 N/S Movements 0.32 0.33 E/W Movements 0.48 0.52 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.85 0.90 LEVEL OF SERVICE (LOS) D D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 74 Katella Avenue / Struck Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 3264 240 0.07 * 3287 580 0.18 * NBT 0 0 0 0.00 0 0 0.00 NBR 0.5 136 10 0.07 * 113 20 0.18 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 * EBT 3 5100 2,690 0.53 * 5100 2,310 0.45 EBR 1 1700 510 0.30 1700 290 0.17 WBL 1 1700 20 0.01 * 1700 10 0.01 WBT 3 5100 1,650 0.32 5100 2,900 0.57 * WBR 0 0 0 N/S Movements 0.07 0.18 E/W Movements 0.54 0.57 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.66 0.80 LEVEL OF SERVICE (LOS) B C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 75 Eckhoff Street / Collins Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 0 0.00 * 1700 0 0.00 * NBT 0 30 0.00 10 0.00 NBR 1 1700 910 0.54 1700 1,030 0.61 SBL 0 0 10 SBT 1 1700 10 0.01 * 1700 10 0.01 * SBR 0 0 0 EBL 1 1700 0 0.00 1700 0 0.00 EBT 2 3400 10 0.01 * 3400 10 0.01 * EBR 0 10 10 WBL 1 1700 990 0.58 * 1700 1,160 0.68 * WBT 0 30 0.00 10 0.00 WBR 1 1700 0 0.00 1700 10 0.01 * N/S Movements 0.01 0.01 E/W Movements 0.59 0.69 Rt. Turn Component 0.00 0.01 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.64 0.76 LEVEL OF SERVICE (LOS) B C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 76 Eckhoff Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 340 0.20 * 1700 100 0.06 * NBT 1.5 3400 320 0.09 3400 250 0.07 NBR 0.5 459 50 0.11 * 824 80 0.10 SBL 1 1700 10 0.01 1700 50 0.03 SBT 1 1700 300 0.18 * 1700 410 0.24 * SBR (free) 50 85000 620 0.01 85000 1,020 0.01 EBL 2 3400 1,070 0.31 * 3400 650 0.19 * EBT 2 3400 1,090 0.32 3400 730 0.21 EBR 1 1700 150 0.09 1700 420 0.25 WBL 2 3400 20 0.01 3400 120 0.04 WBT 3 5100 430 0.09 * 5100 780 0.16 * WBR 0 30 60 N/S Movements 0.38 0.30 E/W Movements 0.40 0.36 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.83 0.71 LEVEL OF SERVICE (LOS) D C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 77 Main Street / Taft Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2.5 4144 130 0.03 * 4727 1,140 0.24 * NBT 0.5 956 30 0.03 373 90 0.24 NBR 1 1700 200 0.12 * 1700 500 0.29 SBL 1 1700 10 0.01 1700 20 0.01 SBT 1 1700 50 0.03 * 1700 50 0.03 * SBR 1 1700 70 0.04 1700 200 0.12 * EBL 2 3400 110 0.03 3400 70 0.02 * EBT 3 5100 1,160 0.23 * 5100 1,450 0.28 EBR 1 1700 890 0.52 * 1700 400 0.24 WBL 2 3400 290 0.09 * 3400 400 0.12 WBT 3 5100 1,020 0.20 5100 1,960 0.38 * WBR 1 1700 30 0.02 1700 10 0.01 N/S Movements 0.06 0.27 E/W Movements 0.31 0.40 Rt. Turn Component 0.27 0.07 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.69 0.79 LEVEL OF SERVICE (LOS) B C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 78 Main Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 70 0.02 3400 200 0.06 * NBT 2 3400 790 0.23 * 3400 690 0.20 NBR 1 1700 200 0.12 1700 500 0.29 * SBL 2 3400 170 0.05 * 3400 100 0.03 SBT 2 3400 770 0.23 3400 820 0.24 * SBR 1 1700 120 0.07 1700 510 0.30 EBL 2 3400 470 0.14 * 3400 320 0.09 * EBT 3 5100 1,290 0.25 5100 1,640 0.32 EBR 1 1700 170 0.10 1700 130 0.08 WBL 2 3400 420 0.12 3400 230 0.07 WBT 3 5100 1,380 0.27 * 5100 1,520 0.30 * WBR 1 1700 70 0.04 1700 190 0.11 N/S Movements 0.28 0.30 E/W Movements 0.41 0.39 Rt. Turn Component 0.00 0.02 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.74 0.77 LEVEL OF SERVICE (LOS) C C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 79 Main Street / Struck Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 140 0.08 1700 320 0.19 * NBT 2 3400 1,140 0.37 * 3400 1,100 0.36 NBR 0 120 130 SBL 1 1700 120 0.07 * 1700 110 0.06 SBT 2 3400 1,170 0.36 3400 840 0.26 * SBR 0 40 30 EBL 1 1700 20 0.01 1700 50 0.03 EBT 2 3400 210 0.19 * 3400 170 0.10 * EBR 0 420 170 WBL 1 1700 150 0.09 * 1700 100 0.06 * WBT 2 3400 170 0.08 3400 140 0.07 WBR 0 110 100 N/S Movements 0.44 0.44 E/W Movements 0.27 0.16 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.76 0.65 LEVEL OF SERVICE (LOS) C B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 80 Main Street / Collins Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 170 0.10 * 1700 50 0.03 NBT 2 3400 920 0.27 3400 1,200 0.35 * NBR 1 1700 420 0.25 1700 390 0.23 SBL 1 1700 100 0.06 1700 140 0.08 * SBT 2 3400 800 0.35 * 3400 1,100 0.39 SBR 0 400 220 EBL 1 1700 200 0.12 * 1700 310 0.18 EBT 2 3400 310 0.09 3400 740 0.22 * EBR 1 1700 30 0.02 1700 230 0.14 WBL 1 1700 360 0.21 1700 410 0.24 * WBT 2 3400 650 0.23 * 3400 490 0.19 WBR 0 140 140 N/S Movements 0.45 0.44 E/W Movements 0.35 0.46 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.85 0.94 LEVEL OF SERVICE (LOS) D E Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 81 Main Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 200 0.12 * 1700 260 0.15 * NBT 3 5100 1,530 0.30 5100 1,530 0.30 NBR 1 1700 60 0.04 1700 70 0.04 SBL 1 1700 10 0.01 1700 20 0.01 SBT 3 5100 1,040 0.20 * 5100 1,640 0.32 * SBR 1 1700 120 0.07 1700 240 0.14 EBL 2 3400 190 0.06 * 3400 150 0.04 * EBT 3 5100 400 0.08 5100 380 0.07 EBR 1 1700 390 0.23 * 1700 350 0.21 WBL 1 1700 80 0.05 1700 90 0.05 WBT 2 3400 420 0.13 * 3400 520 0.16 * WBR 0 20 20 N/S Movements 0.32 0.47 E/W Movements 0.19 0.20 Rt. Turn Component 0.03 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.59 0.73 LEVEL OF SERVICE (LOS) A C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 82 Main Street / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 460 0.14 * 3400 520 0.15 * NBT 3 5100 1,380 0.27 5100 1,590 0.31 NBR 1 1700 100 0.06 1700 250 0.15 SBL 2 3400 70 0.02 3400 140 0.04 SBT 3 5100 1,370 0.27 * 5100 1,770 0.35 * SBR 1 1700 180 0.11 1700 300 0.18 EBL 2 3400 210 0.06 3400 420 0.12 * EBT 3 5100 470 0.09 * 5100 720 0.14 EBR 1 1700 400 0.24 * 1700 220 0.13 WBL 2 3400 200 0.06 * 3400 200 0.06 WBT 3 5100 390 0.08 5100 610 0.12 * WBR 1 1700 240 0.14 * 1700 110 0.06 N/S Movements 0.40 0.50 E/W Movements 0.15 0.24 Rt. Turn Component 0.05 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.66 0.79 LEVEL OF SERVICE (LOS) B C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 83 Batavia Street / Taft Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 180 0.05 * 3400 220 0.06 NBT 2 3400 420 0.19 3400 880 0.37 * NBR 0 230 390 SBL 1 1700 100 0.06 1700 90 0.05 * SBT 2 3400 960 0.36 * 3400 550 0.27 SBR 0 260 370 EBL 2 3400 340 0.10 3400 310 0.09 EBT 3 5100 1,040 0.20 * 5100 1,280 0.25 * EBR 1 1700 300 0.18 1700 220 0.13 WBL 2 3400 660 0.19 * 3400 340 0.10 * WBT 3 5100 1,310 0.26 5100 1,220 0.24 WBR 1 1700 60 0.04 1700 60 0.04 N/S Movements 0.41 0.43 E/W Movements 0.40 0.35 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.86 0.83 LEVEL OF SERVICE (LOS) D D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 84 Batavia Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 120 0.07 * 1700 330 0.19 * NBT 2 3400 720 0.21 3400 490 0.14 NBR 1 1700 240 0.14 1700 340 0.20 SBL 1 1700 120 0.07 1700 300 0.18 SBT 2 3400 820 0.24 * 3400 650 0.19 * SBR 1 1700 370 0.22 1700 140 0.08 EBL 2 3400 240 0.07 * 3400 420 0.12 EBT 3 5100 770 0.15 5100 1,190 0.23 * EBR 1 1700 310 0.18 1700 160 0.09 WBL 2 3400 390 0.11 3400 200 0.06 * WBT 3 5100 1,510 0.30 * 5100 790 0.15 WBR 1 1700 300 0.18 1700 70 0.04 N/S Movements 0.31 0.39 E/W Movements 0.37 0.29 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.73 0.73 LEVEL OF SERVICE (LOS) C C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 85 Batavia Street / Collins Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 50 0.03 1700 40 0.02 NBT 2 3400 640 0.22 * 3400 570 0.23 * NBR 0 100 200 SBL 1 1700 210 0.12 * 1700 220 0.13 * SBT 2 3400 590 0.24 3400 720 0.31 SBR 0 240 320 EBL 1 1700 210 0.12 * 1700 270 0.16 * EBT 2 3400 530 0.17 3400 980 0.31 EBR 0 40 80 WBL 1 1700 160 0.09 1700 60 0.04 WBT 2 3400 860 0.33 * 3400 740 0.27 * WBR 0 250 180 N/S Movements 0.34 0.36 E/W Movements 0.45 0.43 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.84 0.84 LEVEL OF SERVICE (LOS) D D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 86 Batavia Street / Walnut Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 60 0.04 1700 50 0.03 * NBT 2 3400 860 0.28 * 3400 790 0.26 NBR 0 80 90 SBL 1 1700 30 0.02 * 1700 40 0.02 SBT 2 3400 730 0.23 3400 950 0.34 * SBR 0 60 220 EBL 1 1700 170 0.10 * 1700 30 0.02 EBT 1 1700 410 0.25 1700 580 0.36 * EBR 0 20 40 WBL 1 1700 140 0.08 1700 60 0.04 * WBT 1 1700 510 0.35 * 1700 480 0.31 WBR 0 80 50 N/S Movements 0.29 0.37 E/W Movements 0.45 0.40 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.79 0.82 LEVEL OF SERVICE (LOS) C D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 87 Glassell Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 290 0.09 * 3400 270 0.08 * NBT 2 3400 730 0.21 3400 1,110 0.33 NBR 1 1700 100 0.06 1700 160 0.09 SBL 2 3400 90 0.03 3400 200 0.06 SBT 2 3400 820 0.24 * 3400 1,110 0.33 * SBR 1 1700 330 0.19 1700 260 0.15 EBL 2 3400 340 0.10 * 3400 480 0.14 EBT 3 5100 440 0.09 5100 1,860 0.36 * EBR 1 1700 150 0.09 1700 390 0.23 WBL 2 3400 170 0.05 3400 230 0.07 * WBT 3 5100 1,380 0.27 * 5100 720 0.14 WBR 1 1700 110 0.06 1700 100 0.06 N/S Movements 0.33 0.41 E/W Movements 0.37 0.43 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.75 0.89 LEVEL OF SERVICE (LOS) C D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 88 Glassell Street / Collins Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 360 0.21 * 1700 160 0.09 * NBT 2 3400 870 0.26 3400 670 0.20 NBR 1 1700 40 0.02 1700 190 0.11 SBL 1 1700 80 0.05 1700 120 0.07 SBT 2 3400 820 0.24 * 3400 810 0.24 * SBR 1 1700 350 0.21 1700 160 0.09 EBL 2 3400 170 0.05 * 3400 260 0.08 EBT 2 3400 260 0.12 3400 740 0.29 * EBR 0 150 240 WBL 1 1700 200 0.12 1700 70 0.04 * WBT 2 3400 620 0.20 * 3400 340 0.13 WBR 0 50 90 N/S Movements 0.45 0.33 E/W Movements 0.25 0.33 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.75 0.71 LEVEL OF SERVICE (LOS) C C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 89 Glassell Street / Walnut Avenue Date 7/28/2010 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 27 0.02 * 1700 56 0.03 NBT 2 3400 464 0.15 3400 876 0.29 * NBR 0 40 122 SBL 1 1700 49 0.03 1700 70 0.04 * SBT 2 3400 628 0.20 * 3400 659 0.21 SBR 0 65 58 EBL 0.5 370 66 0.18 * 549 83 0.15 * EBT 0.5 1330 237 0.18 1151 174 0.15 EBR 1 1700 28 0.02 1700 40 0.02 WBL 0 70 60 WBT 1 1700 219 0.22 * 1700 153 0.17 * WBR 0 81 77 N/S Movements 0.22 0.33 E/W Movements 0.40 0.32 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.67 0.71 LEVEL OF SERVICE (LOS) B C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 90 Santiago Boulevard / Meats Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 300 0.09 * 3400 520 0.15 * NBT 2 3400 710 0.21 3400 460 0.14 NBR 1 1700 90 0.05 1700 250 0.15 SBL 2 3400 70 0.02 3400 90 0.03 SBT 2 3400 540 0.25 * 3400 450 0.18 * SBR 0 310 160 EBL 1 1700 160 0.09 * 1700 120 0.07 EBT 1.5 1700 130 0.08 2586 720 0.28 * EBR 1.5 3400 340 0.10 2514 700 0.28 WBL 2 3400 230 0.07 3400 120 0.04 * WBT 2 3400 1,030 0.35 * 3400 250 0.08 WBR 0 160 30 N/S Movements 0.34 0.33 E/W Movements 0.44 0.31 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.83 0.70 LEVEL OF SERVICE (LOS) D B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 91 Clementine Street / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 90 0.05 1700 90 0.05 NBT 2 3400 60 0.15 * 3400 40 0.17 * NBR 0 460 530 SBL 1 1700 10 0.01 * 1700 40 0.02 * SBT 2 3400 30 0.01 3400 70 0.03 SBR 0 10 40 EBL 1 1700 40 0.02 1700 20 0.01 EBT 3 5100 830 0.16 * 5100 950 0.19 * EBR 0 10 30 WBL 1 1700 270 0.16 * 1700 600 0.35 * WBT 3 5100 700 0.15 5100 880 0.18 WBR 0 50 40 N/S Movements 0.16 0.19 E/W Movements 0.32 0.55 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.53 0.79 LEVEL OF SERVICE (LOS) A C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 92 Clementine Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 10 0.01 1700 0 0.00 NBT 1 1700 50 0.11 * 1700 50 0.09 * NBR 0 130 110 SBL 1 1700 30 0.02 * 1700 140 0.08 * SBT 1 1700 0 0.00 1700 70 0.04 SBR 1 1700 50 0.03 1700 510 0.30 * EBL 1 1700 410 0.24 * 1700 270 0.16 * EBT 2 3400 860 0.26 3400 560 0.17 EBR 0 10 10 WBL 1 1700 100 0.06 1700 160 0.09 WBT 2 3400 360 0.14 * 3400 830 0.26 * WBR 0 110 60 N/S Movements 0.12 0.18 E/W Movements 0.38 0.42 Rt. Turn Component 0.00 0.06 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.55 0.71 LEVEL OF SERVICE (LOS) A C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 93 Flower Street / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 150 0.09 * 1700 350 0.21 * NBT 1 1700 10 0.06 1700 10 0.02 NBR 0 100 30 SBL 1 1700 20 0.01 1700 20 0.01 SBT 1 1700 30 0.04 * 1700 40 0.06 * SBR 0 30 70 EBL 1 1700 20 0.01 1700 40 0.02 * EBT 3 5100 1,400 0.34 * 5100 1,470 0.34 EBR 0 330 240 WBL 1 1700 50 0.03 * 1700 100 0.06 WBT 3 5100 1,220 0.24 5100 1,900 0.38 * WBR 0 10 40 N/S Movements 0.12 0.27 E/W Movements 0.37 0.40 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.54 0.72 LEVEL OF SERVICE (LOS) A C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 94 Harbor Boulevard / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 110 0.03 3400 320 0.09 * NBT 3 5100 1,180 0.23 * 5100 1,480 0.29 NBR 1 1700 300 0.18 1700 190 0.11 SBL 2 3400 110 0.03 * 3400 200 0.06 SBT 3 5100 1,010 0.20 5100 1,320 0.26 * SBR 1 1700 150 0.09 1700 200 0.12 EBL 2 3400 130 0.04 3400 190 0.06 * EBT 2 3400 1,050 0.31 * 3400 730 0.21 EBR 1 1700 160 0.09 1700 120 0.07 WBL 2 3400 150 0.04 * 3400 300 0.09 WBT 2 3400 430 0.13 3400 1,020 0.30 * WBR 1 1700 90 0.05 1700 190 0.11 N/S Movements 0.26 0.35 E/W Movements 0.35 0.36 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.67 0.76 LEVEL OF SERVICE (LOS) B C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 95 I-5 Southbound Ramps / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 650 0.19 3400 710 0.21 NBT 0 0 0.00 * 0 0.00 * NBR 1 1700 220 0.13 * 1700 80 0.05 * SBL 2 3400 1,060 0.31 * 3400 970 0.29 * SBT 0 0 0.00 0 0.00 SBR 1 1700 10 0.01 * 1700 0 0.00 EBL 0 0 * 0 * EBT 3.5 5100 920 0.18 5100 980 0.19 EBR 1.5 3400 990 0.29 3400 1,100 0.32 WBL 2 3400 100 0.03 3400 120 0.04 WBT 3 5100 1,140 0.22 * 5100 1,770 0.35 * WBR 0 0 0 N/S Movements 0.31 0.29 E/W Movements 0.22 0.35 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.59 0.68 LEVEL OF SERVICE (LOS) A B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 96 Rampart Street / Town Center Place (South) Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 230 0.14 * 1700 200 0.12 NBT 2 3400 550 0.16 3400 930 0.27 * NBR 0 0 0 SBL 0 0 0 * SBT 2 3400 450 0.19 * 3400 260 0.12 SBR 0 200 140 EBL 1 1700 70 0.04 * 1700 270 0.16 * EBT 0 0 0.00 0 0.00 EBR 1 1700 100 0.06 1700 320 0.19 * WBL 0 0 0 WBT 0 0 0.00 * 0 0.00 * WBR 0 0 0 N/S Movements 0.33 0.27 E/W Movements 0.04 0.16 Rt. Turn Component 0.00 0.07 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.42 0.55 LEVEL OF SERVICE (LOS) A A Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 97 SR-22 Eastbound Ramps / The City Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 230 0.14 * 1700 230 0.14 * NBT 3 5100 1,300 0.26 5100 1,630 0.32 NBR 0 20 10 SBL 1 1700 80 0.05 1700 10 0.01 SBT 3 5100 1,480 0.29 * 5100 1,750 0.34 * SBR (free) 50 85000 240 0.00 85000 450 0.01 EBL 1.5 3245 420 0.13 * 3313 380 0.11 * EBT 0.5 155 20 0.13 87 10 0.11 EBR 1 1700 90 0.05 1700 160 0.09 WBL 0 0 10 WBT 1 1700 10 0.01 * 1700 60 0.04 * WBR 1 1700 0 0.00 1700 50 0.03 N/S Movements 0.43 0.48 E/W Movements 0.14 0.16 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.61 0.68 LEVEL OF SERVICE (LOS) B B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 98 SR-22 Westbound Ramps/ Metropolitan Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 480 0.14 * 3400 880 0.26 * NBT 0 0 0.00 0 0.00 NBR 2 3400 1,550 0.46 * 3400 1,070 0.31 SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 EBT 2 3400 500 0.15 * 3400 330 0.10 * EBR 1 1700 30 0.02 1700 130 0.08 WBL 2 3400 900 0.26 * 3400 1,650 0.49 * WBT 2 3400 60 0.02 3400 360 0.11 WBR 0 0 0 N/S Movements 0.14 0.26 E/W Movements 0.41 0.58 Rt. Turn Component 0.05 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.65 0.89 LEVEL OF SERVICE (LOS) B D Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 99 SR-57 Northbound Ramps / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 80 0.05 * 1700 50 0.03 * NBT 0 0 0.00 0 0.00 NBR 1 1700 110 0.06 * 1700 160 0.09 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 1 1700 0 0.00 1700 0 0.00 EBT 2 3400 1,700 0.50 * 3400 1,520 0.45 * EBR (free) 50 85000 370 0.00 85000 480 0.01 WBL 0 0 * 0 * WBT 3 5100 920 0.18 5100 1,750 0.34 WBR (free) 50 85000 290 0.00 85000 580 0.01 N/S Movements 0.05 0.03 E/W Movements 0.50 0.45 Rt. Turn Component 0.02 0.06 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.61 0.59 LEVEL OF SERVICE (LOS) B A Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 100 SR-57 Southbound Ramps / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 20 * 140 * NBT 1 1700 10 0.02 1700 30 0.10 NBR 1 1700 20 0.01 1700 110 0.06 SBL 0 270 170 SBT 1 1700 60 0.19 * 1700 10 0.11 * SBR 1 1700 510 0.30 * 1700 430 0.25 * EBL 1 1700 10 0.01 1700 10 0.01 * EBT 3 5100 1,730 0.37 * 5100 1,900 0.38 EBR 0 150 20 WBL 1 1700 90 0.05 * 1700 20 0.01 WBT 2 3400 920 0.27 3400 1,620 0.48 * WBR (free) 50 85000 160 0.00 85000 170 0.00 N/S Movements 0.19 0.11 E/W Movements 0.42 0.48 Rt. Turn Component 0.10 0.14 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.77 0.78 LEVEL OF SERVICE (LOS) C C Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 101 State College Boulevard / Winston Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 60 0.04 * 1700 30 0.02 NBT 3 5100 500 0.13 5100 1,500 0.30 * NBR 0 140 50 SBL 1 1700 110 0.06 1700 50 0.03 * SBT 3 5100 1,530 0.32 * 5100 660 0.14 SBR 0 100 70 EBL 1 1700 40 0.02 * 1700 80 0.05 * EBT 1 1700 40 0.04 1700 40 0.05 EBR 0 30 40 WBL 1 1700 30 0.02 1700 110 0.06 WBT 1 1700 100 0.08 * 1700 50 0.09 * WBR 0 30 110 N/S Movements 0.35 0.33 E/W Movements 0.10 0.14 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.50 0.52 LEVEL OF SERVICE (LOS) A A Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 102 The City Drive / Garden Grove Boulevard Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 2 3400 1,460 0.43 * 3400 1,540 0.45 * SBT 0 0 0.00 0 0.00 SBR 1 1700 200 0.12 1700 330 0.19 EBL 1 1700 580 0.34 * 1700 500 0.29 * EBT 3 5100 980 0.19 5100 820 0.16 EBR 0 0 0 WBL 0 0 0 WBT 3 5100 780 0.15 * 5100 1,170 0.23 * WBR 1 1700 620 0.36 1700 1,160 0.68 N/S Movements 0.43 0.45 E/W Movements 0.49 0.52 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.97 1.03 LEVEL OF SERVICE (LOS) E F Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 103 The City Drive / Metropolitan Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 70 0.02 * 3400 180 0.05 * NBT 4 6800 920 0.14 6800 1,240 0.18 NBR 0 0 0 SBL 0 0 0 SBT 2 3400 570 0.17 * 3400 660 0.19 * SBR 3 5100 450 0.09 5100 940 0.18 EBL 2 3400 1,330 0.39 * 3400 890 0.26 * EBT 0 0 0.00 0 0.00 EBR 2 3400 590 0.17 * 3400 520 0.15 * WBL 0 0 0 WBT 0 0 0.00 * 0 0.00 * WBR 0 0 0 N/S Movements 0.19 0.25 E/W Movements 0.39 0.26 Rt. Turn Component 0.15 0.10 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.78 0.66 LEVEL OF SERVICE (LOS) C B Year 2030 No Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix E-3 ICU Worksheets under 2030 With Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 1 Euclid Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 120 0.04 * 3400 240 0.07 NBT 3 5100 890 0.17 5100 1,450 0.28 * NBR 1 1700 250 0.15 1700 140 0.08 SBL 2 3400 370 0.11 3400 290 0.09 * SBT 3 5100 1,450 0.28 * 5100 1,110 0.22 SBR 1 1700 250 0.15 1700 90 0.05 EBL 2 3400 220 0.06 3400 320 0.09 * EBT 3 5100 2,020 0.43 * 5100 820 0.21 EBR 0 170 240 WBL 2 3400 250 0.07 * 3400 240 0.07 WBT 3 5100 550 0.11 5100 2,160 0.42 * WBR 1 1700 180 0.11 1700 370 0.22 N/S Movements 0.32 0.37 E/W Movements 0.50 0.52 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.87 0.94 LEVEL OF SERVICE (LOS) D E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 2 Ninth Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 250 0.15 * 1700 550 0.32 * NBT 1 1700 70 0.04 1700 160 0.09 NBR 1 1700 390 0.23 * 1700 410 0.24 SBL 1 1700 30 0.02 1700 20 0.01 SBT 1 1700 140 0.11 * 1700 90 0.08 * SBR 0 40 40 EBL 1 1700 30 0.02 1700 60 0.04 EBT 3 5100 2,530 0.50 * 5100 1,070 0.21 * EBR 1 1700 260 0.15 1700 300 0.18 WBL 1 1700 260 0.15 * 1700 520 0.31 * WBT 3 5100 690 0.14 5100 2,330 0.46 WBR 1 1700 30 0.02 1700 60 0.04 N/S Movements 0.25 0.40 E/W Movements 0.65 0.52 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.95 0.97 LEVEL OF SERVICE (LOS) E E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 3 Walnut Street / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 110 0.06 1700 290 0.17 * NBT 2 3400 150 0.17 * 3400 340 0.20 NBR 0 420 330 SBL 1 1700 140 0.08 * 1700 70 0.04 SBT 2 3400 230 0.09 3400 270 0.10 * SBR 0 60 80 EBL 1 1700 70 0.04 1700 50 0.03 EBT 3 5100 1,400 0.30 * 5100 720 0.16 * EBR 0 130 100 WBL 1 1700 220 0.13 * 1700 400 0.24 * WBT 3 5100 660 0.14 5100 1,200 0.24 WBR 0 50 30 N/S Movements 0.25 0.27 E/W Movements 0.43 0.40 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.73 0.72 LEVEL OF SERVICE (LOS) C C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 4 Walnut Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 10 10 NBT 1 1700 10 0.01 * 1700 0 0.01 * NBR 0 0 0 SBL 1.5 3365 950 0.28 * 3279 270 0.08 * SBT 0.5 35 10 0.28 121 10 0.08 SBR 1 1700 180 0.11 1700 260 0.15 EBL 1 1700 250 0.15 1700 200 0.12 * EBT 3 5100 2,700 0.53 * 5100 1,200 0.24 EBR 0 0 10 WBL 1 1700 30 0.02 * 1700 50 0.03 WBT 3 5100 770 0.20 5100 2,290 0.62 * WBR 0 230 870 N/S Movements 0.29 0.09 E/W Movements 0.55 0.74 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.89 0.88 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 5 Disneyland Drive / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 1259 150 0.12 1013 210 0.21 NBT 1 2770 330 0.12 2942 610 0.21 NBR 1.5 2770 330 0.12 2845 590 0.21 SBL 1.5 2902 670 0.23 2202 340 0.15 SBT 2.5 3898 770 0.23 4598 540 0.15 SBR 0 130 170 EBL 2 3400 320 0.09 3400 230 0.07 * EBT 3 5100 1,330 0.26 * 5100 1,030 0.20 EBR 1 1700 140 0.08 1700 130 0.08 WBL 2 3400 550 0.16 * 3400 470 0.14 WBT 3 5100 830 0.18 5100 1,500 0.39 * WBR 0 70 490 N/S Movements 0.35 0.36 E/W Movements 0.42 0.46 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.10 0.10 TOTAL CAPACITY UTILIZATION 0.87 0.92 LEVEL OF SERVICE (LOS) D E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 6 Disneyland Drive / West Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 230 0.07 3400 360 0.11 NBT 2 3400 410 0.12 * 3400 500 0.15 * NBR 1 1700 230 0.14 1700 150 0.09 SBL 2 3400 500 0.15 * 3400 760 0.22 * SBT 2 3400 270 0.08 3400 430 0.13 SBR 1 1700 330 0.19 * 1700 370 0.22 * EBL 2 3400 290 0.09 3400 160 0.05 * EBT 3 5100 3,000 0.59 * 5100 1,080 0.21 EBR 1 1700 210 0.12 1700 160 0.09 WBL 2 3400 180 0.05 * 3400 130 0.04 WBT 3 5100 920 0.18 5100 2,410 0.47 * WBR 1 1700 500 0.29 1700 550 0.32 N/S Movements 0.27 0.37 E/W Movements 0.64 0.52 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.96 0.94 LEVEL OF SERVICE (LOS) E E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 7 Harbor Boulevard / Vermont Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 80 0.05 * 1700 130 0.08 NBT 3 5100 740 0.17 5100 2,430 0.50 * NBR 0 140 140 SBL 1 1700 100 0.06 1700 60 0.04 * SBT 3 5100 2,070 0.41 * 5100 890 0.18 SBR 0 30 30 EBL 1 1700 20 0.01 1700 20 0.01 EBT 1 1700 120 0.16 * 1700 50 0.09 * EBR 0 150 100 WBL 1 1700 140 0.08 * 1700 180 0.11 * WBT 1 1700 70 0.06 1700 100 0.09 WBR 0 40 60 N/S Movements 0.46 0.54 E/W Movements 0.24 0.19 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.75 0.78 LEVEL OF SERVICE (LOS) C C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 8 Harbor Boulevard / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 670 0.20 * 3400 790 0.23 * NBT 3 5100 830 0.16 5100 2,020 0.40 NBR 1 1700 300 0.18 1700 340 0.20 SBL 2 3400 200 0.06 3400 230 0.07 SBT 3 5100 2,210 0.43 * 5100 1,230 0.24 * SBR 1 1700 450 0.26 1700 330 0.19 EBL 2 3400 420 0.12 3400 640 0.19 * EBT 3 5100 1,680 0.33 * 5100 1,300 0.25 EBR 1 1700 880 0.52 1700 580 0.34 WBL 2 3400 290 0.09 * 3400 270 0.08 WBT 4 6800 1,170 0.20 6800 1,530 0.25 * WBR 0 180 140 N/S Movements 0.63 0.47 E/W Movements 0.41 0.43 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 1.10 0.96 LEVEL OF SERVICE (LOS) F E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 9 Harbor Boulevard / I-5 NB Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 * 0 NBT 3 5100 930 0.18 5100 2,090 0.41 * NBR (free) 50 85000 200 0.00 85000 680 0.01 SBL 1 1700 90 0.05 1700 60 0.04 * SBT 4 6800 3,270 0.48 * 6800 1,930 0.28 SBR 0 0 0 EBL 0 0 0 EBT 0 0 0.00 * 0 0.00 * EBR 0 0 0 WBL 1.5 1700 70 0.04 * 1700 100 0.06 * WBT 0 0 0 0.00 0 0 0.00 WBR 1.5 3400 750 0.22 * 3400 910 0.27 * N/S Movements 0.48 0.45 E/W Movements 0.04 0.06 Rt. Turn Component 0.17 0.23 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.74 0.79 LEVEL OF SERVICE (LOS) C C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 10 Harbor Boulevard / I-5 SB Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 70 0.04 * 1700 100 0.06 NBT 4 6800 820 0.12 6800 2,550 0.38 * NBR 0 0 0 SBL 0 0 0 * SBT 3 5100 2,110 0.41 * 5100 1,250 0.25 SBR (free) 50 85000 1,190 0.01 85000 920 0.01 EBL 2 3400 350 0.10 * 3400 290 0.09 * EBT 0 0 0.00 0 0.00 EBR (free) 50 85000 350 0.00 85000 410 0.00 WBL 0 0 0 WBT 0 0 0.00 * 0 0.00 * WBR 0 0 0 N/S Movements 0.45 0.38 E/W Movements 0.10 0.09 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.61 0.51 LEVEL OF SERVICE (LOS) B A Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 11 Harbor Boulevard / Disney Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 180 0.05 3400 50 0.01 NBT 3 5100 770 0.23 * 5100 1,750 0.36 * NBR 0 390 80 SBL 2 3400 380 0.11 * 3400 200 0.06 * SBT 3 5100 1,240 0.27 5100 1,320 0.27 SBR 0 120 40 EBL 2 3400 10 0.00 3400 40 0.01 EBT 1.5 1700 10 0.01 * 2833 50 0.02 * EBR 0.5 1700 10 0.01 567 10 0.02 WBL 1 1700 170 0.10 * 1700 630 0.37 * WBT 3 5100 150 0.05 5100 80 0.09 WBR 0 130 400 N/S Movements 0.34 0.42 E/W Movements 0.11 0.39 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.50 0.86 LEVEL OF SERVICE (LOS) A D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 12 Harbor Boulevard / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 320 0.09 * 3400 630 0.19 * NBT 3 5100 660 0.13 5100 1,090 0.21 NBR 1 1700 160 0.09 1700 230 0.14 SBL 2 3400 160 0.05 3400 200 0.06 SBT 3 5100 910 0.18 * 5100 730 0.14 * SBR 1 1700 200 0.12 1700 580 0.34 * EBL 2 3400 470 0.14 3400 510 0.15 * EBT 4 6800 2,600 0.40 * 6800 1,730 0.28 EBR 0 100 170 WBL 2 3400 310 0.09 * 3400 410 0.12 WBT 4 6800 1,200 0.19 6800 2,330 0.37 * WBR 0 80 170 N/S Movements 0.27 0.33 E/W Movements 0.49 0.52 Rt. Turn Component 0.00 0.05 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.81 0.94 LEVEL OF SERVICE (LOS) D E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 13 Harbor Boulevard / Convention Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 200 0.06 * 3400 120 0.04 NBT 3 5100 990 0.19 5100 1,270 0.25 * NBR 1 1700 590 0.35 * 1700 350 0.21 SBL 2 3400 170 0.05 3400 160 0.05 * SBT 3 5100 1,030 0.20 * 5100 1,240 0.24 SBR 1 1700 230 0.14 1700 120 0.07 EBL 1 1700 140 0.08 1700 190 0.11 EBT 2 3400 480 0.14 * 3400 630 0.19 * EBR 1 1700 110 0.06 1700 100 0.06 WBL 2 3400 220 0.06 * 3400 480 0.14 * WBT 2 3400 350 0.10 3400 310 0.09 WBR 1 1700 270 0.16 * 1700 470 0.28 * N/S Movements 0.26 0.30 E/W Movements 0.21 0.33 Rt. Turn Component 0.09 0.14 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.61 0.81 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 14 Harbor Boulevard / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 80 0.05 1700 250 0.15 * NBT 3 5100 1,190 0.26 * 5100 1,580 0.35 NBR 0 140 190 SBL 1 1700 60 0.04 * 1700 100 0.06 SBT 3 5100 1,030 0.22 5100 1,400 0.33 * SBR 0 80 290 EBL 1 1700 300 0.18 1700 130 0.08 * EBT 2 3400 1,090 0.39 * 3400 450 0.16 EBR 0 220 110 WBL 1 1700 200 0.12 * 1700 330 0.19 WBT 2 3400 300 0.09 3400 1,000 0.29 * WBR 1 1700 120 0.07 1700 100 0.06 N/S Movements 0.30 0.48 E/W Movements 0.50 0.37 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.85 0.90 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 15 Clementine Street / Disney Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 70 0.02 3400 80 0.02 NBT 2 3400 60 0.03 * 3400 130 0.05 * NBR 0 30 50 SBL 2 3400 560 0.16 * 3400 620 0.18 * SBT 2 3400 80 0.04 3400 110 0.12 SBR 0 70 310 EBL 1 1700 220 0.13 * 1700 90 0.05 * EBT 3 5100 370 0.07 5100 150 0.03 EBR 1 1700 60 0.04 1700 70 0.04 WBL 1 1700 140 0.08 1700 130 0.08 WBT 3 5100 490 0.20 * 5100 580 0.23 * WBR 0 520 610 N/S Movements 0.19 0.24 E/W Movements 0.33 0.29 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.57 0.57 LEVEL OF SERVICE (LOS) A A Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 16 Clementine Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 50 0.03 * 1700 120 0.07 NBT 1 1700 70 0.04 1700 120 0.07 * NBR 1 1700 120 0.07 1700 430 0.25 * SBL 1 1700 110 0.06 1700 300 0.18 * SBT 1 1700 160 0.09 * 1700 140 0.08 SBR 1 1700 70 0.04 1700 110 0.06 EBL 2 3400 90 0.03 3400 90 0.03 * EBT 4 6800 2,630 0.40 * 6800 1,940 0.30 EBR 0 120 70 WBL 2 3400 270 0.08 * 3400 160 0.05 WBT 4 6800 1,480 0.23 6800 2,910 0.44 * WBR 0 60 80 N/S Movements 0.12 0.25 E/W Movements 0.48 0.47 Rt. Turn Component 0.00 0.14 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.66 0.90 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 17 I-5 SB Off Ramp / Disney Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 20 0.01 1700 20 0.01 NBT 0 0 0.00 * 0 0.00 * NBR 1 1700 40 0.02 1700 130 0.08 * SBL 1.33 3400 570 0.17 * 3400 450 0.13 * SBT 0.34 652 10 0.02 663 20 0.03 SBR 1.33 1048 150 0.14 * 1037 120 0.12 * EBL 0 0 0 * EBT 3 5100 930 0.18 * 5100 670 0.13 EBR 0 10 10 WBL 1 1700 150 0.09 * 1700 90 0.05 WBT 3 5100 830 0.16 5100 1,250 0.25 * WBR 0 0 0 Split Phase N/S Movements 0.18 0.14 E/W Movements 0.27 0.25 Rt. Turn Component 0.00 0.01 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.50 0.45 LEVEL OF SERVICE (LOS) A A Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 18 Anaheim Boulevard / Vermont Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 30 0.02 * 1700 270 0.16 NBT 2 3400 480 0.14 3400 1,820 0.54 * NBR 1 1700 120 0.07 1700 250 0.15 SBL 1 1700 120 0.07 1700 70 0.04 * SBT 2 3400 1,590 0.48 * 3400 1,030 0.31 SBR 0 30 40 EBL 1 1700 50 0.03 1700 50 0.03 EBT 1 1700 260 0.24 * 1700 200 0.17 * EBR 0 150 90 WBL 1 1700 230 0.14 * 1700 160 0.09 * WBT 1 1700 160 0.09 1700 230 0.14 WBR 1 1700 80 0.05 1700 130 0.08 N/S Movements 0.49 0.58 E/W Movements 0.38 0.26 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.92 0.89 LEVEL OF SERVICE (LOS) E D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 19 Anaheim Boulevard / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 200 0.06 * 3400 300 0.09 NBT 3 5100 510 0.14 5100 1,800 0.38 * NBR 0 210 160 SBL 2 3400 520 0.15 3400 430 0.13 * SBT 3 5100 1,710 0.34 * 5100 880 0.17 SBR 1 1700 330 0.19 1700 140 0.08 EBL 1 1700 170 0.10 1700 240 0.14 * EBT 3 5100 1,640 0.39 * 5100 920 0.24 EBR 0 330 300 WBL 2 3400 180 0.05 * 3400 180 0.05 WBT 3 5100 1,010 0.20 5100 1,550 0.30 * WBR 1 1700 180 0.11 1700 500 0.29 N/S Movements 0.39 0.51 E/W Movements 0.44 0.45 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.88 1.01 LEVEL OF SERVICE (LOS) D F Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 20 Anaheim Boulevard / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 130 0.08 1700 130 0.08 NBT 3 5100 890 0.17 * 5100 1,880 0.37 * NBR 1 1700 590 0.35 * 1700 500 0.29 SBL 1 1700 670 0.39 * 1700 330 0.19 * SBT 3 5100 1,700 0.35 5100 1,280 0.26 SBR 0 100 70 EBL 1 1700 40 0.02 1700 80 0.05 * EBT 1 1700 40 0.07 * 1700 70 0.14 EBR 0 80 170 WBL 2 3400 440 0.13 * 3400 680 0.20 WBT 1 1700 50 0.15 1700 100 0.37 * WBR 0 200 530 N/S Movements 0.57 0.56 E/W Movements 0.20 0.42 Rt. Turn Component 0.04 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.86 1.03 LEVEL OF SERVICE (LOS) D F Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 21 Anaheim Boulevard / I-5 NB Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 260 0.08 * 3400 250 0.07 * NBT 3 5100 1,220 0.24 5100 1,770 0.35 NBR 0 0 0 SBL 0 0 0 SBT 3 5100 2,070 0.41 * 5100 2,080 0.41 * SBR 1 1700 160 0.09 1700 380 0.22 EBL 0 0 0 EBT 0 0 0.00 0 0.00 EBR 0 0 0 WBL 0.5 1020 30 0.03 191 80 0.42 WBT 1 680 20 0.03 1573 660 0.42 WBR 1.5 3400 420 0.12 * 3336 1,400 0.42 N/S Movements 0.48 0.48 E/W Movements 0.03 0.42 Rt. Turn Component 0.09 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.66 0.95 LEVEL OF SERVICE (LOS) B E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 22 Anaheim Boulevard / Disney Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 70 0.04 1700 260 0.15 * NBT 3 5100 1,040 0.21 * 5100 1,540 0.30 NBR 0 10 10 SBL 2 3400 550 0.16 * 3400 560 0.16 SBT 3 5100 1,300 0.30 5100 1,400 0.32 * SBR 0 210 230 EBL 2 3400 520 0.15 * 3400 550 0.16 * EBT 4 6800 1,040 0.16 6800 680 0.13 EBR 0 30 180 WBL 0 0 0 WBT 3 5100 670 0.13 * 5100 840 0.16 * WBR 0 10 0 N/S Movements 0.37 0.47 E/W Movements 0.29 0.33 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.71 0.85 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 23 Anaheim Boulevard / Haster Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 250 0.07 3400 340 0.10 NBT 3 5100 740 0.15 * 5100 1,160 0.23 * NBR 1 1700 260 0.15 1700 360 0.21 SBL 2 3400 520 0.15 * 3400 430 0.13 * SBT 3 5100 530 0.10 5100 540 0.11 SBR 1 1700 330 0.19 * 1700 300 0.18 EBL 2 3400 270 0.08 3400 490 0.14 * EBT 4 6800 2,560 0.39 * 6800 2,040 0.32 EBR 0 60 150 WBL 2 3400 560 0.16 * 3400 580 0.17 WBT 4 6800 1,220 0.19 6800 2,390 0.37 * WBR 0 100 120 N/S Movements 0.30 0.35 E/W Movements 0.55 0.51 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.90 0.92 LEVEL OF SERVICE (LOS) D E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 24 Haster Street / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 200 0.12 * 1700 260 0.15 NBT 3 5100 1,070 0.21 5100 1,530 0.30 * NBR 1 1700 370 0.22 1700 480 0.28 SBL 1 1700 100 0.06 1700 250 0.15 * SBT 3 5100 950 0.21 * 5100 1,090 0.26 SBR 0 110 250 EBL 1 1700 200 0.12 1700 310 0.18 EBT 3 5100 1,150 0.27 * 5100 1,000 0.24 * EBR 0 240 200 WBL 1 1700 520 0.31 * 1700 730 0.43 * WBT 3 5100 590 0.15 5100 1,170 0.25 WBR 0 160 110 N/S Movements 0.33 0.45 E/W Movements 0.58 0.66 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.95 1.16 LEVEL OF SERVICE (LOS) E F Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 25 Haster Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 90 0.05 1700 260 0.15 NBT 3 5100 1,440 0.30 * 5100 1,830 0.38 * NBR 0 90 100 SBL 1 1700 180 0.11 * 1700 220 0.13 * SBT 3 5100 1,270 0.25 5100 1,650 0.32 SBR 1 1700 220 0.13 1700 120 0.07 EBL 2 3400 140 0.04 3400 130 0.04 * EBT 2 3400 900 0.30 * 3400 410 0.16 EBR 0 110 120 WBL 2 3400 110 0.03 * 3400 190 0.06 WBT 2 3400 250 0.07 3400 790 0.23 * WBR 1 1700 200 0.12 1700 370 0.22 N/S Movements 0.41 0.51 E/W Movements 0.33 0.27 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.79 0.83 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 26 Manchester Avenue / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 1700 130 0.08 * 2488 200 0.08 NBT 0 0 0 0.00 0 0 0.00 * NBR 1.5 3400 810 0.24 * 2612 210 0.08 SBL 2 3400 430 0.13 3400 520 0.15 * SBT 2 3400 590 0.17 * 3400 150 0.04 SBR 1 1700 20 0.01 1700 0 0.00 EBL 0 0 0 EBT 3 5100 1,470 0.29 * 5100 1,910 0.37 * EBR 2 3400 1,300 0.38 * 3400 1,110 0.33 WBL 2 3400 520 0.15 * 3400 770 0.23 * WBT 3 5100 1,900 0.37 5100 2,440 0.48 WBR 0 0 0 N/S Movements 0.25 0.15 E/W Movements 0.44 0.60 Rt. Turn Component 0.03 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.77 0.80 LEVEL OF SERVICE (LOS) C C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 27 Anaheim Way / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 3400 700 0.21 * 2521 860 0.34 NBT 3 3400 420 0.12 4924 1,680 0.34 NBR 0.5 1700 630 0.37 * 1055 360 0.34 SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 SBR 0 0 0 EBL 2 3400 40 0.01 3400 50 0.01 EBT 3 5100 2,680 0.53 * 5100 2,580 0.51 * EBR 0 0 0 WBL 0 0 * 0 * WBT 3.5 6800 1,920 0.28 6364 2,830 0.44 WBR 1.5 1700 430 0.25 2136 950 0.44 N/S Movements 0.21 0.34 E/W Movements 0.53 0.51 Rt. Turn Component 0.16 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.95 0.90 LEVEL OF SERVICE (LOS) E D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 28 East Street / Vermont Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 120 0.07 * 1700 150 0.09 NBT 2 3400 240 0.08 3400 1,000 0.33 * NBR 0 40 110 SBL 1 1700 90 0.05 1700 60 0.04 * SBT 2 3400 1,110 0.36 * 3400 330 0.12 SBR 0 130 80 EBL 1 1700 90 0.05 * 1700 110 0.06 * EBT 1 1700 330 0.19 1700 310 0.18 EBR 1 1700 130 0.08 1700 120 0.07 WBL 1 1700 100 0.06 1700 30 0.02 WBT 1 1700 350 0.24 * 1700 230 0.16 * WBR 0 60 50 N/S Movements 0.44 0.36 E/W Movements 0.29 0.23 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.78 0.64 LEVEL OF SERVICE (LOS) C B Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 29 East Street / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 2 3400 440 0.13 * 3400 250 0.07 * SBT 0 0 0.00 0 0.00 SBR 1 1700 800 0.47 * 1700 390 0.23 EBL 2 3400 270 0.08 * 3400 870 0.26 * EBT 3 5100 1,260 0.25 5100 1,560 0.31 EBR 0 0 0 WBL 0 0 0 WBT 3 5100 1,580 0.34 * 5100 1,760 0.44 * WBR 0 160 460 N/S Movements 0.13 0.07 E/W Movements 0.42 0.69 Rt. Turn Component 0.26 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.86 0.81 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 30 Lewis Street / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 190 0.11 * 1700 380 0.22 * NBT 2 3400 70 0.11 3400 10 0.31 NBR 0 310 1,040 SBL 0 10 70 SBT 1 1700 10 0.01 * 1700 110 0.16 * SBR 0 0 90 EBL 1 1700 60 0.04 1700 10 0.01 EBT 3 5100 1,170 0.33 * 5100 1,290 0.32 * EBR 0 500 360 WBL 2 3400 980 0.29 * 3400 500 0.15 * WBT 3 5100 1,350 0.28 5100 1,630 0.32 WBR 0 70 10 N/S Movements 0.12 0.38 E/W Movements 0.62 0.47 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.79 0.90 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 31 Lewis Street / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 30 0.02 * 1700 50 0.03 NBT 2 3400 490 0.14 3400 1,030 0.30 * NBR 1 1700 240 0.14 1700 300 0.18 SBL 1 1700 260 0.15 1700 120 0.07 * SBT 2 3400 960 0.32 * 3400 700 0.27 SBR 0 130 230 EBL 1 1700 110 0.06 1700 180 0.11 * EBT 2 3400 950 0.34 * 3400 830 0.32 EBR 0 210 260 WBL 1 1700 210 0.12 * 1700 240 0.14 WBT 2 3400 530 0.18 3400 1,220 0.42 * WBR 0 80 210 N/S Movements 0.34 0.37 E/W Movements 0.46 0.53 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.85 0.95 LEVEL OF SERVICE (LOS) D E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 32 Lewis Street / North Connector Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 2 3400 950 0.32 * 3400 1,200 0.40 * NBR 0 150 160 SBL 1 1700 50 0.03 * 1700 40 0.02 * SBT 2 3400 1,040 0.31 3400 1,330 0.39 SBR 0 0 0 EBL 0 0 0 EBT 0 0 0.00 * 0 0.00 * EBR 0 0 0 WBL 1 1700 10 0.01 * 1700 40 0.02 * WBT 0 0 0.00 0 0.00 WBR 1 1700 10 0.01 1700 30 0.02 N/S Movements 0.35 0.42 E/W Movements 0.01 0.02 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.41 0.50 LEVEL OF SERVICE (LOS) A A Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 33 Lewis Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 70 0.04 1700 250 0.15 NBT 1 1700 410 0.24 * 1700 670 0.39 * NBR 1 1700 440 0.26 1700 520 0.31 SBL 1 1700 270 0.16 * 1700 380 0.22 * SBT 1 1700 380 0.22 1700 460 0.27 SBR 1 1700 390 0.23 1700 770 0.45 * EBL 2 3400 530 0.16 * 3400 420 0.12 * EBT 4 6800 1,970 0.31 6800 2,100 0.33 EBR 0 140 110 WBL 2 3400 150 0.04 3400 480 0.14 WBT 4 6800 1,520 0.24 * 6800 2,700 0.43 * WBR 0 140 190 N/S Movements 0.40 0.62 E/W Movements 0.40 0.55 Rt. Turn Component 0.00 0.06 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.85 1.28 LEVEL OF SERVICE (LOS) D F Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 34 Lewis Street / Anaheim Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 2 3400 70 0.02 * 3400 1,100 0.32 * NBR 1 1700 480 0.28 * 1700 1,020 0.60 * SBL 0 0 * 0 * SBT 0 0 0.00 0 0.00 SBR 0 0 0 EBL 0 0 0 EBT 0 0 0.00 0 0.00 EBR 0 0 0 WBL 0 0 0 WBT 0 0 0.00 0 0.00 WBR 1 1700 140 0.08 * 1700 410 0.24 * N/S Movements 0.02 0.32 E/W Movements 0.00 0.00 Rt. Turn Component 0.34 0.52 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.41 0.89 LEVEL OF SERVICE (LOS) A D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 35 Lewis Street / Anaheim Connector Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 140 0.08 * 1829 330 0.18 * NBT 2 3400 700 0.21 3271 590 0.18 NBR 0 0 0 0 SBL 0 0 0 0 SBT 2 3400 490 0.14 * 3400 1,210 0.36 * SBR 0 0 0 EBL 1 1700 500 0.29 * 1700 740 0.44 * EBT 0 0 0.00 0 0.00 EBR 1 1700 60 0.04 1700 270 0.16 WBL 0 0 0 WBT 0 0 0.00 * 0 0.00 * WBR 0 0 0 N/S Movements 0.35 0.54 E/W Movements 0.29 0.44 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.10 0.10 TOTAL CAPACITY UTILIZATION 0.74 1.07 LEVEL OF SERVICE (LOS) C F Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 36 Lewis Street / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 2 3400 410 0.12 * 3400 500 0.15 * SBT 0 0 0.00 0 0.00 SBR 2 3400 120 0.04 3400 830 0.24 * EBL 1 1700 540 0.32 * 1700 270 0.16 * EBT 3 5100 1,240 0.24 5100 830 0.16 EBR 0 0 0 WBL 0 0 0 WBT 3 5100 610 0.15 * 5100 1,630 0.39 * WBR 0 180 360 N/S Movements 0.12 0.24 E/W Movements 0.47 0.55 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.64 0.84 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 37 I-5 HOV Ramps / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 30 0.02 1700 50 0.03 NBT 0 0 0.00 * 0 0.00 * NBR 2 3400 80 0.02 3400 110 0.03 SBL 2 3400 730 0.21 * 3400 400 0.12 * SBT 0 0 0.00 0 0.00 SBR 1 1700 70 0.04 * 1700 50 0.03 EBL 1 1700 30 0.02 1700 200 0.12 * EBT 2.5 4426 920 0.21 * 4054 620 0.15 EBR 0.5 674 140 0.21 1046 160 0.15 WBL 1 1700 100 0.06 * 1700 170 0.10 WBT 2.5 3696 500 0.14 3549 1,670 0.47 * WBR 0.5 1404 190 0.14 1551 730 0.47 N/S Movements 0.21 0.12 E/W Movements 0.27 0.59 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.53 0.76 LEVEL OF SERVICE (LOS) A C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 38 Lewis Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 60 0.04 * 1700 230 0.14 * NBT 0 0 0.00 0 0.00 NBR (free) 50 85000 520 0.01 85000 450 0.01 SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 1 1700 0 0.00 1700 0 0.00 EBT 2 3400 1,170 0.37 * 3400 690 0.22 EBR 0 80 70 WBL 1 1700 290 0.17 * 1700 320 0.19 WBT 2 3400 400 0.12 3400 1,400 0.41 WBR 0 10 0 N/S Movements 0.04 0.14 E/W Movements 0.54 0.41 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.62 0.60 LEVEL OF SERVICE (LOS) B A Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 39 Manchester Avenue / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 * 0 NBT 0 0 0.00 0 0.00 * NBR (free) 0 0 0 SBL 2 3400 800 0.24 3400 730 0.21 * SBT 3 5100 1,110 0.27 * 5100 840 0.20 SBR 0 290 200 EBL 0 0 0 EBT 3 5100 1,150 0.23 * 5100 660 0.13 * EBR 1 1700 720 0.42 * 1700 640 0.38 * WBL 2 3400 40 0.01 * 3400 560 0.16 * WBT 3 5100 420 0.08 5100 1,370 0.27 WBR 0 0 0 N/S Movements 0.27 0.21 E/W Movements 0.24 0.29 Rt. Turn Component 0.20 0.25 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.76 0.81 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 40 Anaheim Way / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 130 200 NBT 3 5100 490 0.13 * 5100 570 0.16 * NBR 0 30 40 SBL 0 0 * 0 * SBT 0 0 0.00 0 0.00 SBR 0 0 0 EBL 2 3400 570 0.17 3400 300 0.09 * EBT 3 5100 1,450 0.28 * 5100 820 0.16 EBR 0 0 0 WBL 0 0 * 0 WBT 3 5100 420 0.08 5100 1,210 0.24 * WBR 1 1700 630 0.37 * 1700 610 0.36 * N/S Movements 0.13 0.16 E/W Movements 0.28 0.33 Rt. Turn Component 0.29 0.12 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.75 0.66 LEVEL OF SERVICE (LOS) C B Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 41 Market Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 230 0.14 * 1700 290 0.17 * NBT 1 1700 0 0.02 1700 0 0.03 NBR 0 40 50 SBL 1 1700 240 0.14 1700 160 0.09 SBT 1 1700 20 0.06 * 1700 10 0.04 * SBR 0 80 50 EBL 1 1700 80 0.05 1700 140 0.08 EBT 4 6800 2,580 0.39 * 6800 2,190 0.35 * EBR 0 60 190 WBL 1 1700 180 0.11 * 1700 440 0.26 * WBT 4 6800 1,730 0.26 6800 2,730 0.42 WBR 0 70 120 N/S Movements 0.19 0.21 E/W Movements 0.49 0.61 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.74 0.86 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 42 Market Street / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 50 0.03 1700 70 0.04 NBT 1 1700 10 0.05 * 1700 20 0.09 * NBR 0 80 130 SBL 1 1700 180 0.11 * 1700 260 0.15 * SBT 1 1700 10 0.05 1700 10 0.04 SBR 0 70 60 EBL 1 1700 50 0.03 1700 130 0.08 * EBT 3 5100 770 0.17 * 5100 1,120 0.23 EBR 0 90 70 WBL 1 1700 80 0.05 * 1700 210 0.12 WBT 3 5100 390 0.09 5100 1,470 0.33 * WBR 0 60 190 N/S Movements 0.16 0.24 E/W Movements 0.22 0.40 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.42 0.69 LEVEL OF SERVICE (LOS) A B Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 43 Orange Center Drive / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 90 0.05 1700 90 0.05 NBT 0.5 53 10 0.19 * 35 10 0.29 * NBR 0.5 1647 310 0.19 1665 480 0.29 SBL 1 1700 0 0.00 * 1700 60 0.04 * SBT 1 1700 10 0.12 1700 10 0.11 SBR 0 200 170 EBL 1 1700 110 0.06 1700 180 0.11 EBT 3 5100 1,120 0.32 * 5100 680 0.22 * EBR 0 530 450 WBL 2 3400 600 0.18 * 3400 580 0.17 * WBT 3 5100 780 0.16 5100 1,220 0.25 WBR 0 40 40 N/S Movements 0.19 0.32 E/W Movements 0.50 0.39 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.74 0.77 LEVEL OF SERVICE (LOS) C C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 44 State College Boulevard / Vermont Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 130 0.08 * 1700 170 0.10 NBT 3 5100 670 0.14 5100 2,040 0.40 * NBR 0 20 10 SBL 1 1700 60 0.04 1700 40 0.02 * SBT 3 5100 1,960 0.43 * 5100 980 0.22 SBR 0 220 160 EBL 1 1700 140 0.08 1700 260 0.15 * EBT 1 1700 60 0.19 * 1700 20 0.09 EBR 0 270 140 WBL 1 1700 20 0.01 * 1700 10 0.01 WBT 1 1700 110 0.09 1700 20 0.02 * WBR 0 50 20 N/S Movements 0.50 0.43 E/W Movements 0.21 0.18 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.76 0.65 LEVEL OF SERVICE (LOS) C B Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 45 State College Boulevard / Wagner Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 10 0.01 * 1700 20 0.01 NBT 3 5100 440 0.14 5100 1,940 0.41 * NBR 0 290 150 SBL 1 1700 260 0.15 1700 130 0.08 * SBT 3 5100 1,900 0.38 * 5100 950 0.19 SBR 0 60 30 EBL 0 10 20 EBT 1 1700 40 0.04 * 1700 10 0.02 * EBR 0 10 10 WBL 1 1700 290 0.17 * 1700 120 0.07 * WBT 1 1700 0 0.00 1700 20 0.01 WBR 1 1700 350 0.21 * 1700 240 0.14 * N/S Movements 0.39 0.49 E/W Movements 0.21 0.09 Rt. Turn Component 0.05 0.05 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.70 0.68 LEVEL OF SERVICE (LOS) B B Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 46 State College Boulevard / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 100 0.03 * 3400 220 0.06 NBT 3 5100 460 0.09 5100 1,570 0.31 * NBR 1 1700 100 0.06 1700 160 0.09 SBL 2 3400 360 0.11 3400 260 0.08 * SBT 3 5100 1,460 0.29 * 5100 610 0.12 SBR 1 1700 390 0.23 1700 170 0.10 EBL 2 3400 200 0.06 3400 250 0.07 * EBT 3 5100 1,270 0.30 * 5100 1,350 0.30 EBR 0 240 180 WBL 2 3400 220 0.06 * 3400 150 0.04 WBT 3 5100 1,320 0.29 5100 1,760 0.39 * WBR 0 140 250 N/S Movements 0.32 0.38 E/W Movements 0.36 0.47 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.73 0.90 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 47 State College Boulevard / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 290 0.17 * 1700 340 0.20 * NBT 3 5100 520 0.14 5100 1,500 0.31 NBR 0 210 70 SBL 1 1700 320 0.19 1700 20 0.01 SBT 3 5100 1,810 0.41 * 5100 710 0.17 * SBR 0 290 160 EBL 1 1700 90 0.05 1700 240 0.14 * EBT 2 3400 940 0.28 * 3400 720 0.21 EBR 1 1700 330 0.19 1700 200 0.12 WBL 2 3400 180 0.05 * 3400 60 0.02 WBT 2 3400 650 0.20 3400 960 0.31 * WBR 0 20 90 N/S Movements 0.58 0.37 E/W Movements 0.33 0.45 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.96 0.87 LEVEL OF SERVICE (LOS) E D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 48 State College Boulevard / Howell Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 10 0.01 1700 0 0.00 NBT 3 5100 580 0.22 * 5100 1,470 0.43 * NBR 0 560 710 SBL 1 1700 290 0.17 * 1700 50 0.03 * SBT 3 5100 1,480 0.29 5100 890 0.17 SBR 0 20 0 EBL 0 0 0 EBT 1 1700 20 0.01 * 1700 10 0.01 * EBR 0 0 10 WBL 1.5 3354 730 0.22 * 3367 1,020 0.30 * WBT 0.5 46 10 0.22 33 10 0.30 WBR 1 1700 120 0.07 1700 460 0.27 N/S Movements 0.39 0.46 E/W Movements 0.23 0.31 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.67 0.82 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 49 State College Boulevard / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 300 0.09 * 3400 530 0.16 * NBT 3 5100 480 0.09 5100 830 0.16 NBR 1 1700 310 0.18 1700 250 0.15 SBL 2 3400 410 0.12 3400 320 0.09 SBT 3 5100 1,010 0.20 * 5100 680 0.13 * SBR 1 1700 900 0.53 * 1700 820 0.48 * EBL 2 3400 690 0.20 3400 900 0.26 * EBT 4 6800 1,460 0.31 * 6800 1,240 0.24 EBR 0 670 420 WBL 2 3400 540 0.16 * 3400 690 0.20 WBT 4 6800 620 0.10 6800 1,670 0.30 * WBR 0 80 350 N/S Movements 0.29 0.29 E/W Movements 0.47 0.56 Rt. Turn Component 0.13 0.08 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.94 0.99 LEVEL OF SERVICE (LOS) E E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 50 State College Boulevard / Gateway Center Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 40 0.02 1700 80 0.05 NBT 3 5100 720 0.29 * 5100 1,000 0.30 * NBR 0 760 510 SBL 2 3400 740 0.22 * 3400 400 0.12 * SBT 3 5100 1,200 0.25 5100 1,030 0.23 SBR 0 80 140 EBL 1 1700 80 0.05 1700 60 0.04 EBT 1 1700 70 0.12 * 1700 30 0.05 * EBR 0 140 50 WBL 1 1700 610 0.36 * 1700 1,160 0.68 * WBT 1 1700 20 0.24 1700 60 0.36 WBR 0 380 560 N/S Movements 0.51 0.41 E/W Movements 0.48 0.73 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 1.04 1.19 LEVEL OF SERVICE (LOS) F F Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 51 State College Boulevard / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 230 0.07 * 3400 470 0.14 * NBT 3 5100 720 0.14 5100 1,390 0.27 NBR 1 1700 540 0.32 * 1700 420 0.25 SBL 2 3400 10 0.00 3400 0 0.00 SBT 3 5100 1,290 0.38 * 5100 1,380 0.38 * SBR 0 640 560 EBL 2 3400 840 0.25 * 3400 230 0.07 * EBT 1.5 1700 320 0.19 1700 210 0.12 EBR 1.5 3400 1,140 0.34 * 3400 710 0.21 WBL 2 3400 10 0.00 3400 20 0.01 WBT 3 5100 130 0.03 * 5100 700 0.15 * WBR 0 0 40 N/S Movements 0.45 0.52 E/W Movements 0.27 0.27 Rt. Turn Component 0.25 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 1.02 0.84 LEVEL OF SERVICE (LOS) F D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 52 State College Boulevard / Artisan Street Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 270 0.08 * 3400 430 0.13 * NBT 4 6800 1,440 0.22 6800 1,900 0.30 NBR 0 50 150 SBL 1 1700 60 0.04 1700 140 0.08 SBT 4 6800 2,250 0.34 * 6800 1,870 0.29 * SBR 0 50 100 EBL 1 1700 100 0.06 1700 70 0.04 EBT 1 1700 20 0.21 * 1700 20 0.16 * EBR 0 330 250 WBL 1 1700 100 0.06 * 1700 120 0.07 * WBT 1 1700 10 0.08 1700 20 0.08 WBR 0 120 110 N/S Movements 0.42 0.42 E/W Movements 0.26 0.23 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.73 0.70 LEVEL OF SERVICE (LOS) C B Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 53 State College Boulevard / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 240 0.07 3400 100 0.03 NBT 4 6800 1,190 0.20 * 6800 1,960 0.31 * NBR 0 200 140 SBL 2 3400 800 0.24 * 3400 670 0.20 * SBT 4 6800 1,540 0.30 6800 1,400 0.28 SBR 0 480 520 EBL 2 3400 190 0.06 3400 250 0.07 * EBT 3 5100 1,590 0.32 * 5100 870 0.18 EBR 0 50 50 WBL 2 3400 350 0.10 * 3400 630 0.19 WBT 3 5100 1,020 0.20 5100 1,750 0.34 * WBR 1 1700 180 0.11 1700 390 0.23 N/S Movements 0.44 0.51 E/W Movements 0.42 0.42 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.91 0.97 LEVEL OF SERVICE (LOS) E E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 54 State College Boulevard / Orange Center Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 200 0.06 * 3400 210 0.06 NBT 4 6800 1,450 0.22 6800 2,000 0.32 * NBR 0 40 150 SBL 2 3400 40 0.01 3400 150 0.04 * SBT 4 6800 2,030 0.34 * 6800 1,630 0.27 SBR 0 270 180 EBL 2 3400 50 0.01 3400 90 0.03 EBT 1 1700 0 0.00 * 1700 20 0.01 * EBR 1 1700 400 0.24 * 1700 310 0.18 * WBL 1 1700 160 0.09 * 1700 100 0.06 * WBT 1 1700 20 0.01 1700 10 0.01 WBR 1 1700 40 0.02 1700 30 0.02 N/S Movements 0.40 0.36 E/W Movements 0.09 0.07 Rt. Turn Component 0.18 0.11 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.72 0.59 LEVEL OF SERVICE (LOS) C A Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 55 State College Boulevard / I-5 Northbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 670 0.20 * 3400 930 0.27 * NBT 4 6800 1,170 0.17 6800 1,670 0.25 NBR (free) 50 85,000 200 0.00 85,000 390 0.00 SBL 1 1700 30 0.02 1700 50 0.03 SBT 4 6800 2,510 0.37 * 6800 1,870 0.28 * SBR 1 1700 50 0.03 1700 180 0.11 EBL 0 0 0 EBT 0 0 0.00 0 0.00 EBR 0 0 0 WBL 1.5 2119 320 0.15 2720 160 0.06 WBT 1.5 2981 450 0.15 2380 140 0.06 WBR 2 3400 580 0.17 * 3400 590 0.17 * N/S Movements 0.57 0.55 E/W Movements 0.15 0.06 Rt. Turn Component 0.00 0.09 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.77 0.74 LEVEL OF SERVICE (LOS) C C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 56 State College Boulevard / I-5 Southbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 * 0 NBT 5 8500 1,530 0.18 8500 2,680 0.32 * NBR 0 10 80 SBL 0 0 0 * SBT 4 6800 2,170 0.32 * 6800 1,720 0.25 SBR (free) 50 85000 240 0.00 85,000 320 0.00 EBL 1.5 1700 120 0.07 1700 150 0.09 EBT 0.5 1700 910 0.54 * 1700 720 0.42 * EBR 2 3400 380 0.11 3400 340 0.10 WBL 0 0 * 0 * WBT 0 0 0.00 0 0.00 WBR 0 0 0 N/S Movements 0.32 0.32 E/W Movements 0.54 0.42 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.90 0.80 LEVEL OF SERVICE (LOS) D C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 57 State College Boulevard / The City Drive / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 130 0.04 * 3400 210 0.06 NBT 3 5100 560 0.11 5100 1,490 0.29 * NBR 2 3400 440 0.13 3400 780 0.23 SBL 2 3400 150 0.04 3400 160 0.05 * SBT 4 6800 1,820 0.27 * 6800 1,520 0.22 SBR 1 1700 700 0.41 * 1700 230 0.14 EBL 2 3400 270 0.08 3400 390 0.11 EBT 3 5100 1,440 0.28 * 5100 1,350 0.26 * EBR 1 1700 270 0.16 1700 140 0.08 WBL 2 3400 440 0.13 * 3400 510 0.15 * WBT 3 5100 950 0.19 5100 1,200 0.24 WBR 1 1700 470 0.28 * 1700 740 0.44 * N/S Movements 0.31 0.34 E/W Movements 0.41 0.41 Rt. Turn Component 0.11 0.15 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.88 0.96 LEVEL OF SERVICE (LOS) D E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 58 Sunkist Street / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 40 0.02 * 1700 90 0.05 NBT 2 3400 110 0.03 3400 990 0.29 * NBR 1 1700 250 0.15 1700 490 0.29 SBL 2 3400 590 0.17 3400 290 0.09 * SBT 2 3400 830 0.31 * 3400 360 0.15 SBR 0 240 140 EBL 2 3400 120 0.04 3400 230 0.07 EBT 3 5100 1,570 0.32 * 5100 1,550 0.31 * EBR 0 40 20 WBL 2 3400 540 0.16 * 3400 480 0.14 * WBT 3 5100 1,300 0.25 5100 1,750 0.34 WBR 1 1700 200 0.12 1700 760 0.45 * N/S Movements 0.34 0.38 E/W Movements 0.47 0.45 Rt. Turn Component 0.00 0.02 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.86 0.89 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 59 Sunkist Street / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 30 0.02 1700 30 0.02 NBT 2 3400 70 0.04 * 3400 510 0.21 * NBR 0 70 200 SBL 1 1700 420 0.25 * 1700 130 0.08 * SBT 2 3400 690 0.26 3400 220 0.11 SBR 0 180 160 EBL 1 1700 70 0.04 1700 160 0.09 * EBT 2 3400 880 0.27 * 3400 260 0.08 EBR 0 30 20 WBL 1 1700 310 0.18 * 1700 230 0.14 WBT 2 3400 470 0.18 3400 710 0.33 * WBR 0 140 410 N/S Movements 0.29 0.29 E/W Movements 0.45 0.42 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.79 0.76 LEVEL OF SERVICE (LOS) C C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 60 Sunkist Street / Howell Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 10 20 NBT 1 1700 0 0.02 * 1700 20 0.03 * NBR 0 20 10 SBL 1 1700 300 0.18 * 1700 140 0.08 * SBT 0 10 0.00 0 0.00 SBR 1 1700 650 0.38 * 1700 480 0.28 EBL 1 1700 350 0.21 * 1700 710 0.42 * EBT 1 1700 270 0.16 1700 300 0.18 EBR 0 10 0 WBL 1 1700 10 0.01 1700 0 0.00 WBT 1 1700 320 0.24 * 1700 500 0.35 * WBR 0 90 100 N/S Movements 0.19 0.11 E/W Movements 0.45 0.77 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.69 0.93 LEVEL OF SERVICE (LOS) B E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 61 Howell Avenue / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 20 0.01 1700 130 0.08 NBT 1 1700 20 0.01 1700 90 0.05 * NBR 1 1700 40 0.02 1700 210 0.12 * SBL 2 3400 320 0.09 3400 500 0.15 * SBT 0.5 744 70 0.09 1133 20 0.02 SBR 1.5 2656 250 0.09 2267 40 0.02 EBL 2 3400 50 0.01 3400 160 0.05 * EBT 3 5100 2,030 0.42 * 5100 2,060 0.42 EBR 0 90 70 WBL 2 3400 170 0.05 * 3400 90 0.03 WBT 3 5100 1,600 0.41 5100 2,570 0.61 * WBR 0 510 530 Split Phase N/S Movements 0.11 0.22 E/W Movements 0.47 0.65 Rt. Turn Component 0.00 0.02 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.62 0.95 LEVEL OF SERVICE (LOS) B E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 62 Sportstown / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 100 0.03 3400 620 0.18 NBT 0.5 79 10 0.13 * 58 20 0.34 * NBR 1.5 3321 420 0.13 3342 1,150 0.34 SBL 1 1700 60 0.04 * 1700 150 0.09 * SBT 1 1700 10 0.01 1700 20 0.01 SBR 1 1700 70 0.04 * 1700 120 0.07 * EBL 2 3400 30 0.01 3400 130 0.04 EBT 3 5100 1,640 0.32 * 5100 1,210 0.24 * EBR 1 1700 540 0.32 1700 480 0.28 WBL 2 3400 820 0.24 * 3400 870 0.26 * WBT 3 5100 940 0.18 5100 1,710 0.34 WBR 1 1700 110 0.06 1700 140 0.08 N/S Movements 0.16 0.43 E/W Movements 0.56 0.49 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.77 0.98 LEVEL OF SERVICE (LOS) C E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 63 Dupont Drive / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 80 0.02 3400 540 0.16 * NBT 0 20 0.00 * 70 0.00 NBR 1 1700 70 0.04 1700 340 0.20 * SBL 1 1700 160 0.09 * 1700 160 0.09 SBT 0 40 0.00 10 0.00 * SBR 1 1700 150 0.09 * 1700 120 0.07 EBL 1 1700 80 0.05 1700 160 0.09 * EBT 2.5 3516 1,420 0.40 * 3955 760 0.19 EBR 0.5 1584 640 0.40 1145 220 0.19 WBL 1 1700 350 0.21 * 1700 100 0.06 WBT 2.5 4632 890 0.19 4556 1,590 0.35 * WBR 0.5 468 90 0.19 544 190 0.35 N/S Movements 0.09 0.16 E/W Movements 0.61 0.44 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.75 0.65 LEVEL OF SERVICE (LOS) C B Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 64 Rampart Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 70 0.04 1700 80 0.05 NBT 1 1700 330 0.19 * 1700 350 0.21 * NBR 1 1700 500 0.29 1700 1,000 0.59 * SBL 1 1700 150 0.09 * 1700 420 0.25 * SBT 1 1700 300 0.18 1700 380 0.22 SBR 1 1700 40 0.02 1700 170 0.10 EBL 1 1700 150 0.09 1700 140 0.08 * EBT 3 5100 1,100 0.22 * 5100 860 0.17 EBR 1 1700 220 0.13 1700 80 0.05 WBL 1 1700 390 0.23 * 1700 300 0.18 WBT 3 5100 1,060 0.21 5100 1,740 0.34 * WBR 1 1700 260 0.15 1700 290 0.17 N/S Movements 0.28 0.45 E/W Movements 0.45 0.42 Rt. Turn Component 0.00 0.21 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.78 1.13 LEVEL OF SERVICE (LOS) C F Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 65 Rampart Street / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 1 1700 120 0.07 * 1700 150 0.09 * SBT 0 0 0.00 0 0.00 SBR 1 1700 430 0.25 1700 320 0.19 EBL 1 1700 680 0.40 * 1700 750 0.44 * EBT 3 5100 1,060 0.21 5100 1,460 0.29 EBR 0 0 0 WBL 0 0 0 WBT 4 6800 1,080 0.21 * 6800 1,470 0.26 * WBR 0 320 310 N/S Movements 0.07 0.09 E/W Movements 0.61 0.70 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.73 0.84 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 66 Ball Road / SR-57 Northbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 2242 400 0.18 * 3070 590 0.19 * NBT 0 0 0 0.00 0 0 0.00 NBR 1.5 2858 510 0.18 * 2030 390 0.19 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 * EBT 3 5100 2,320 0.45 * 5100 1,790 0.35 EBR (free) 50 85000 520 0.01 85000 650 0.01 WBL 0 0 * 0 WBT 3 5100 1,170 0.23 5100 2,480 0.49 * WBR (free) 50 85000 420 0.00 85000 900 0.01 N/S Movements 0.18 0.19 E/W Movements 0.45 0.49 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.68 0.73 LEVEL OF SERVICE (LOS) B C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 67 Ball Road / SR-57 Southbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 1 1700 750 0.44 * 1700 560 0.33 * SBT 0 0 0.00 0 0.00 SBR 2 3400 1,020 0.30 * 3400 650 0.19 * EBL 0 0 0 * EBT 3 5100 1,810 0.35 * 5100 1,750 0.34 EBR (free) 50 85000 670 0.01 85000 580 0.01 WBL 0 0 * 0 WBT 3 5100 1,260 0.25 5100 2,560 0.50 * WBR (free) 50 85000 240 0.00 85000 520 0.01 N/S Movements 0.44 0.33 E/W Movements 0.35 0.50 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.85 0.88 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 68 SR-57 Northbound Ramps / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 1893 360 0.19 * 1921 290 0.15 * NBT 0 0 0 0.00 0 0 0.00 NBR 1.5 3207 610 0.19 * 3179 480 0.15 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 * EBT 3 5100 2,240 0.44 * 5100 1,850 0.36 EBR (free) 50 85000 400 0.00 85000 500 0.01 WBL 0 0 * 0 WBT 3 5100 1,430 0.28 5100 2,680 0.53 * WBR 1 1700 240 0.14 1700 520 0.31 N/S Movements 0.19 0.15 E/W Movements 0.44 0.53 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.68 0.73 LEVEL OF SERVICE (LOS) B C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 69 SR-57 Southbound Ramps / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 1 1700 350 0.21 * 1700 240 0.14 * SBT 0 0 0.00 0 0.00 SBR 2 3400 750 0.22 * 3400 560 0.16 * EBL 0 0 0 * EBT 3 5100 2,250 0.44 * 5100 2,190 0.43 EBR (free) 50 85000 180 0.00 85000 510 0.01 WBL 0 0 * 0 WBT 3 5100 1,560 0.31 5100 2,430 0.48 * WBR (free) 50 85000 260 0.00 85000 510 0.01 N/S Movements 0.21 0.14 E/W Movements 0.44 0.48 Rt. Turn Component 0.01 0.02 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.71 0.69 LEVEL OF SERVICE (LOS) C B Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 70 Orangewood Avenue / SR-57 Northbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 1700 140 0.08 * 1700 100 0.06 * NBT 0 0 0 0.00 0 0 0.00 NBR 1.5 3400 580 0.17 * 3400 220 0.06 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 * EBT 2 3400 1,890 0.56 * 3400 2,170 0.64 EBR (free) 50 85000 300 0.00 85000 350 0.00 WBL 0 0 * 0 WBT 2 3400 1,350 0.40 3400 2,350 0.69 * WBR 1 1700 340 0.20 1700 690 0.41 N/S Movements 0.08 0.06 E/W Movements 0.56 0.69 Rt. Turn Component 0.09 0.01 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.78 0.81 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 71 Orangewood Avenue / SR-57 Southbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 1.5 2579 440 0.17 * 2248 410 0.18 * SBT 0 0 0 0.00 0 0 0.00 SBR 1.5 2521 430 0.17 * 2852 520 0.18 * EBL 0 0 0 EBT 2 3400 1,760 0.52 * 3400 1,760 0.52 * EBR 1 1700 80 0.05 1700 210 0.12 WBL 1 1700 170 0.10 * 1700 490 0.29 * WBT 2 3400 1,280 0.38 3400 1,720 0.51 WBR 0 0 0 N/S Movements 0.17 0.18 E/W Movements 0.62 0.81 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.84 1.04 LEVEL OF SERVICE (LOS) D F Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 72 Phoenix Club Drive / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.33 1700 100 0.06 * 1895 340 0.18 * NBT 0.34 0 0 0.00 0 0 0.00 NBR 0.33 1700 100 0.06 1505 270 0.18 * SBL 1 1700 0 0.00 1700 10 0.01 SBT 0 0 0.00 * 0 0.00 * SBR 1 1700 10 0.01 1700 10 0.01 EBL 1 1700 20 0.01 1700 30 0.02 * EBT 3 5100 2,810 0.61 * 5100 1,820 0.42 EBR 0 290 320 WBL 1 1700 180 0.11 * 1700 200 0.12 WBT 3 5100 1,470 0.29 5100 3,150 0.62 * WBR 0 10 30 N/S Movements 0.06 0.18 E/W Movements 0.71 0.64 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.82 0.87 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 73 Douglass Road / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 340 0.10 * 3400 1,060 0.31 * NBT 0.5 1242 190 0.15 1602 570 0.36 NBR 1.5 2158 330 0.15 1798 640 0.36 SBL 2 3400 890 0.26 3400 530 0.16 SBT 0.5 1700 540 0.32 * 1506 310 0.21 * SBR 1.5 1700 120 0.07 1894 390 0.21 EBL 2 3400 460 0.14 3400 260 0.08 * EBT 3 5100 1,950 0.38 * 5100 1,500 0.29 EBR 1 1700 550 0.32 1700 500 0.29 WBL 2 3400 630 0.19 * 3400 570 0.17 WBT 4 6800 1,260 0.24 6800 2,210 0.45 * WBR 0 350 840 N/S Movements 0.42 0.52 E/W Movements 0.57 0.53 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 1.04 1.09 LEVEL OF SERVICE (LOS) F F Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 74 Katella Avenue / Struck Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 3274 260 0.08 * 3287 580 0.18 * NBT 0 0 0 0.00 0 0 0.00 NBR 0.5 126 10 0.08 * 113 20 0.18 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 * EBT 3 5100 2,710 0.53 * 5100 2,670 0.52 EBR 1 1700 540 0.32 1700 350 0.21 WBL 1 1700 20 0.01 * 1700 10 0.01 WBT 3 5100 1,960 0.38 5100 2,970 0.58 * WBR 0 0 0 N/S Movements 0.08 0.18 E/W Movements 0.54 0.58 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.67 0.81 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 75 Eckhoff Street / Collins Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 0 0.00 * 1700 0 0.00 * NBT 0 30 0.00 10 0.00 NBR 1 1700 950 0.56 1700 1,030 0.61 SBL 0 0 10 SBT 1 1700 10 0.01 * 1700 10 0.01 * SBR 0 0 0 EBL 1 1700 0 0.00 1700 0 0.00 EBT 2 3400 10 0.01 * 3400 10 0.01 * EBR 0 10 10 WBL 1 1700 1,020 0.60 * 1700 1,160 0.68 * WBT 0 30 0.00 10 0.00 WBR 1 1700 0 0.00 1700 10 0.01 * N/S Movements 0.01 0.01 E/W Movements 0.61 0.69 Rt. Turn Component 0.00 0.01 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.66 0.76 LEVEL OF SERVICE (LOS) B C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 76 Eckhoff Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 400 0.24 * 1700 310 0.18 * NBT 1.5 3400 370 0.11 3400 250 0.07 NBR 0.5 723 100 0.14 * 824 80 0.10 SBL 1 1700 10 0.01 1700 50 0.03 SBT 1 1700 300 0.18 * 1700 450 0.26 * SBR (free) 50 85000 680 0.01 85000 1,020 0.01 EBL 2 3400 1,070 0.31 * 3400 730 0.21 * EBT 2 3400 1,090 0.32 3400 920 0.27 EBR 1 1700 170 0.10 1700 490 0.29 WBL 2 3400 20 0.01 3400 130 0.04 WBT 3 5100 570 0.12 * 5100 900 0.19 * WBR 0 50 60 N/S Movements 0.41 0.45 E/W Movements 0.44 0.40 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.90 0.90 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 77 Main Street / Taft Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2.5 4144 130 0.03 * 4755 1,240 0.26 * NBT 0.5 956 30 0.03 345 90 0.26 NBR 1 1700 200 0.12 * 1700 500 0.29 SBL 1 1700 10 0.01 1700 20 0.01 SBT 1 1700 50 0.03 * 1700 50 0.03 * SBR 1 1700 70 0.04 1700 200 0.12 * EBL 2 3400 110 0.03 3400 70 0.02 EBT 3 5100 1,160 0.23 * 5100 1,680 0.33 * EBR 1 1700 890 0.52 * 1700 400 0.24 WBL 2 3400 290 0.09 * 3400 470 0.14 * WBT 3 5100 1,120 0.22 5100 2,000 0.39 WBR 1 1700 30 0.02 1700 10 0.01 N/S Movements 0.06 0.29 E/W Movements 0.31 0.47 Rt. Turn Component 0.27 0.07 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.69 0.88 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 78 Main Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 70 0.02 3400 200 0.06 * NBT 2 3400 830 0.24 * 3400 770 0.23 NBR 1 1700 200 0.12 1700 500 0.29 SBL 2 3400 170 0.05 * 3400 100 0.03 SBT 2 3400 820 0.24 3400 890 0.26 * SBR 1 1700 150 0.09 1700 510 0.30 EBL 2 3400 480 0.14 * 3400 320 0.09 EBT 3 5100 1,350 0.26 5100 1,920 0.38 * EBR 1 1700 170 0.10 1700 160 0.09 WBL 2 3400 420 0.12 3400 230 0.07 * WBT 3 5100 1,620 0.32 * 5100 1,600 0.31 WBR 1 1700 70 0.04 1700 190 0.11 N/S Movements 0.29 0.32 E/W Movements 0.46 0.44 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.80 0.81 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 79 Main Street / Struck Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 140 0.08 1700 320 0.19 * NBT 2 3400 1,170 0.38 * 3400 1,120 0.37 NBR 0 130 130 SBL 1 1700 140 0.08 * 1700 110 0.06 SBT 2 3400 1,170 0.36 3400 910 0.28 * SBR 0 40 30 EBL 1 1700 20 0.01 1700 50 0.03 EBT 2 3400 210 0.20 * 3400 170 0.10 * EBR 0 470 170 WBL 1 1700 150 0.09 * 1700 100 0.06 * WBT 2 3400 230 0.10 3400 140 0.07 WBR 0 110 110 N/S Movements 0.46 0.46 E/W Movements 0.29 0.16 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.80 0.67 LEVEL OF SERVICE (LOS) C B Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 80 Main Street / Collins Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 170 0.10 * 1700 50 0.03 * NBT 2 3400 960 0.28 3400 1,200 0.35 NBR 1 1700 420 0.25 1700 460 0.27 SBL 1 1700 100 0.06 1700 140 0.08 SBT 2 3400 840 0.36 * 3400 1,180 0.41 * SBR 0 400 220 EBL 1 1700 210 0.12 * 1700 310 0.18 EBT 2 3400 330 0.10 3400 740 0.22 * EBR 1 1700 30 0.02 1700 260 0.15 WBL 1 1700 390 0.23 1700 420 0.25 * WBT 2 3400 670 0.24 * 3400 530 0.20 WBR 0 140 140 N/S Movements 0.46 0.44 E/W Movements 0.36 0.46 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.88 0.96 LEVEL OF SERVICE (LOS) D E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 81 Main Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 310 0.18 * 1700 320 0.19 * NBT 3 5100 1,530 0.30 5100 1,590 0.31 NBR 1 1700 60 0.04 1700 70 0.04 SBL 1 1700 10 0.01 1700 20 0.01 SBT 3 5100 1,120 0.22 * 5100 1,700 0.33 * SBR 1 1700 120 0.07 1700 300 0.18 EBL 2 3400 190 0.06 * 3400 150 0.04 * EBT 3 5100 400 0.08 5100 430 0.08 EBR 1 1700 390 0.23 1700 450 0.26 WBL 1 1700 80 0.05 1700 90 0.05 WBT 2 3400 470 0.14 * 3400 540 0.16 * WBR 0 20 20 N/S Movements 0.40 0.52 E/W Movements 0.20 0.21 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.65 0.78 LEVEL OF SERVICE (LOS) B C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 82 Main Street / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 460 0.14 * 3400 520 0.15 * NBT 3 5100 1,530 0.30 5100 1,590 0.31 NBR 1 1700 100 0.06 1700 250 0.15 SBL 2 3400 70 0.02 3400 140 0.04 SBT 3 5100 1,370 0.27 * 5100 1,840 0.36 * SBR 1 1700 270 0.16 1700 360 0.21 EBL 2 3400 240 0.07 3400 640 0.19 * EBT 3 5100 470 0.09 * 5100 720 0.14 EBR 1 1700 400 0.24 * 1700 220 0.13 WBL 2 3400 230 0.07 * 3400 200 0.06 WBT 3 5100 390 0.08 5100 640 0.13 * WBR 1 1700 240 0.14 * 1700 110 0.06 N/S Movements 0.40 0.51 E/W Movements 0.16 0.31 Rt. Turn Component 0.05 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.67 0.88 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 83 Batavia Street / Taft Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 180 0.05 * 3400 250 0.07 NBT 2 3400 420 0.19 3400 890 0.38 * NBR 0 230 390 SBL 1 1700 110 0.06 1700 90 0.05 * SBT 2 3400 1,040 0.38 * 3400 550 0.28 SBR 0 260 400 EBL 2 3400 340 0.10 3400 310 0.09 EBT 3 5100 1,040 0.20 * 5100 1,420 0.28 * EBR 1 1700 350 0.21 1700 240 0.14 WBL 2 3400 660 0.19 * 3400 340 0.10 * WBT 3 5100 1,510 0.30 5100 1,250 0.25 WBR 1 1700 60 0.04 1700 70 0.04 N/S Movements 0.44 0.43 E/W Movements 0.40 0.38 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.88 0.86 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 84 Batavia Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 120 0.07 * 1700 330 0.19 * NBT 2 3400 720 0.21 3400 560 0.16 NBR 1 1700 250 0.15 1700 340 0.20 SBL 1 1700 140 0.08 1700 310 0.18 SBT 2 3400 840 0.25 * 3400 680 0.20 * SBR 1 1700 370 0.22 1700 140 0.08 EBL 2 3400 240 0.07 * 3400 420 0.12 EBT 3 5100 770 0.15 5100 1,350 0.26 * EBR 1 1700 310 0.18 1700 180 0.11 WBL 2 3400 430 0.13 3400 210 0.06 * WBT 3 5100 1,670 0.33 * 5100 790 0.15 WBR 1 1700 300 0.18 1700 80 0.05 N/S Movements 0.32 0.39 E/W Movements 0.40 0.33 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.77 0.77 LEVEL OF SERVICE (LOS) C C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 85 Batavia Street / Collins Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 50 0.03 1700 40 0.02 NBT 2 3400 670 0.23 * 3400 610 0.24 * NBR 0 100 200 SBL 1 1700 210 0.12 * 1700 230 0.14 * SBT 2 3400 590 0.25 3400 780 0.32 SBR 0 270 320 EBL 1 1700 210 0.12 * 1700 270 0.16 * EBT 2 3400 530 0.17 3400 1,070 0.34 EBR 0 40 80 WBL 1 1700 160 0.09 1700 70 0.04 WBT 2 3400 860 0.34 * 3400 740 0.27 * WBR 0 300 190 N/S Movements 0.35 0.37 E/W Movements 0.46 0.43 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.86 0.86 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 86 Batavia Street / Walnut Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 60 0.04 1700 50 0.03 * NBT 2 3400 890 0.29 * 3400 800 0.26 NBR 0 80 90 SBL 1 1700 30 0.02 * 1700 40 0.02 SBT 2 3400 730 0.23 3400 990 0.36 * SBR 0 60 220 EBL 1 1700 170 0.10 * 1700 40 0.02 EBT 1 1700 410 0.25 1700 610 0.38 * EBR 0 20 40 WBL 1 1700 140 0.08 1700 60 0.04 * WBT 1 1700 560 0.38 * 1700 490 0.32 WBR 0 80 50 N/S Movements 0.30 0.39 E/W Movements 0.48 0.42 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.83 0.85 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 87 Glassell Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 300 0.09 * 3400 290 0.09 * NBT 2 3400 730 0.21 3400 1,140 0.34 NBR 1 1700 100 0.06 1700 160 0.09 SBL 2 3400 90 0.03 3400 200 0.06 SBT 2 3400 820 0.24 * 3400 1,130 0.33 * SBR 1 1700 350 0.21 1700 260 0.15 EBL 2 3400 340 0.10 * 3400 480 0.14 EBT 3 5100 440 0.09 5100 1,970 0.39 * EBR 1 1700 160 0.09 1700 440 0.26 WBL 2 3400 210 0.06 3400 230 0.07 * WBT 3 5100 1,490 0.29 * 5100 800 0.16 WBR 1 1700 110 0.06 1700 100 0.06 N/S Movements 0.33 0.42 E/W Movements 0.39 0.45 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.77 0.92 LEVEL OF SERVICE (LOS) C E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 88 Glassell Street / Collins Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 360 0.21 * 1700 160 0.09 * NBT 2 3400 920 0.27 3400 700 0.21 NBR 1 1700 40 0.02 1700 190 0.11 SBL 1 1700 80 0.05 1700 120 0.07 SBT 2 3400 820 0.24 * 3400 890 0.26 * SBR 1 1700 370 0.22 1700 160 0.09 EBL 2 3400 170 0.05 3400 260 0.08 EBT 2 3400 260 0.12 3400 770 0.30 * EBR 0 150 240 WBL 1 1700 230 0.14 1700 70 0.04 * WBT 2 3400 620 0.21 3400 350 0.13 WBR 0 80 90 N/S Movements 0.45 0.36 E/W Movements 0.26 0.34 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.76 0.74 LEVEL OF SERVICE (LOS) C C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 89 Glassell Street / Walnut Avenue Date 7/28/2010 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 27 0.02 * 1700 56 0.03 NBT 2 3400 464 0.15 3400 876 0.30 * NBR 0 40 132 SBL 1 1700 49 0.03 1700 80 0.05 * SBT 2 3400 648 0.21 * 3400 659 0.22 SBR 0 65 98 EBL 0.5 370 66 0.18 * 549 83 0.15 * EBT 0.5 1330 237 0.18 1151 174 0.15 EBR 1 1700 28 0.02 1700 40 0.02 WBL 0 70 60 WBT 1 1700 219 0.24 * 1700 153 0.17 * WBR 0 111 77 N/S Movements 0.23 0.34 E/W Movements 0.41 0.32 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.69 0.72 LEVEL OF SERVICE (LOS) B C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 90 Santiago Boulevard / Meats Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 300 0.09 * 3400 520 0.15 * NBT 2 3400 710 0.21 3400 460 0.14 NBR 1 1700 90 0.05 1700 250 0.15 SBL 2 3400 70 0.02 3400 90 0.03 SBT 2 3400 550 0.27 * 3400 450 0.18 * SBR 0 380 160 EBL 1 1700 160 0.09 * 1700 130 0.08 EBT 1.5 1700 140 0.08 2550 730 0.29 * EBR 1.5 3400 340 0.10 2550 730 0.29 WBL 2 3400 230 0.07 3400 120 0.04 * WBT 2 3400 1,030 0.35 * 3400 260 0.09 WBR 0 160 30 N/S Movements 0.36 0.33 E/W Movements 0.44 0.32 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.86 0.70 LEVEL OF SERVICE (LOS) D B Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 91 Clementine Street / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 90 0.05 1700 90 0.05 NBT 2 3400 60 0.17 * 3400 70 0.18 * NBR 0 510 550 SBL 1 1700 10 0.01 * 1700 40 0.02 * SBT 2 3400 30 0.01 3400 80 0.04 SBR 0 10 40 EBL 1 1700 40 0.02 1700 60 0.04 EBT 3 5100 1,020 0.20 * 5100 990 0.20 * EBR 0 10 30 WBL 1 1700 270 0.16 * 1700 670 0.39 * WBT 3 5100 700 0.15 5100 1,060 0.22 WBR 0 60 40 N/S Movements 0.17 0.21 E/W Movements 0.36 0.59 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.58 0.85 LEVEL OF SERVICE (LOS) A D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 92 Clementine Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 10 0.01 1700 0 0.00 NBT 1 1700 50 0.11 * 1700 60 0.10 * NBR 0 140 110 SBL 1 1700 30 0.02 * 1700 160 0.09 * SBT 1 1700 0 0.00 1700 70 0.04 SBR 1 1700 50 0.03 1700 590 0.35 * EBL 1 1700 490 0.29 * 1700 330 0.19 * EBT 2 3400 860 0.26 3400 560 0.17 EBR 0 10 10 WBL 1 1700 100 0.06 1700 160 0.09 WBT 2 3400 360 0.14 * 3400 830 0.26 * WBR 0 120 60 N/S Movements 0.13 0.19 E/W Movements 0.43 0.46 Rt. Turn Component 0.00 0.06 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.61 0.76 LEVEL OF SERVICE (LOS) B C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 93 Flower Street / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 150 0.09 * 1700 390 0.23 * NBT 1 1700 10 0.06 1700 10 0.02 NBR 0 100 30 SBL 1 1700 20 0.01 1700 20 0.01 SBT 1 1700 30 0.04 * 1700 40 0.06 * SBR 0 30 70 EBL 1 1700 20 0.01 1700 40 0.02 EBT 3 5100 1,490 0.36 * 5100 1,670 0.37 * EBR 0 330 240 WBL 1 1700 50 0.03 * 1700 110 0.06 * WBT 3 5100 1,310 0.26 5100 2,060 0.41 WBR 0 10 40 N/S Movements 0.12 0.29 E/W Movements 0.39 0.44 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.56 0.78 LEVEL OF SERVICE (LOS) A C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 94 Harbor Boulevard / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 110 0.03 3400 330 0.10 * NBT 3 5100 1,180 0.23 * 5100 1,500 0.29 NBR 1 1700 330 0.19 1700 190 0.11 SBL 2 3400 110 0.03 * 3400 200 0.06 SBT 3 5100 1,010 0.20 5100 1,500 0.29 * SBR 1 1700 150 0.09 1700 200 0.12 EBL 2 3400 130 0.04 3400 190 0.06 * EBT 2 3400 1,120 0.33 * 3400 740 0.22 EBR 1 1700 170 0.10 1700 120 0.07 WBL 2 3400 150 0.04 * 3400 300 0.09 WBT 2 3400 430 0.13 3400 1,130 0.33 * WBR 1 1700 100 0.06 1700 190 0.11 N/S Movements 0.26 0.39 E/W Movements 0.37 0.39 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.69 0.83 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 95 I-5 Southbound Ramps / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 650 0.19 3400 710 0.21 NBT 0 0 0.00 * 0 0.00 * NBR 1 1700 290 0.17 * 1700 80 0.05 * SBL 2 3400 1,060 0.31 * 3400 970 0.29 * SBT 0 0 0.00 0 0.00 SBR 1 1700 10 0.01 * 1700 10 0.01 * EBL 0 0 0 * EBT 3.5 5100 1,050 0.21 5100 1,070 0.21 EBR 1.5 3400 990 0.29 3400 1,110 0.33 WBL 2 3400 100 0.03 3400 120 0.04 WBT 3 5100 1,200 0.24 5100 2,010 0.39 * WBR 0 0 0 N/S Movements 0.31 0.29 E/W Movements 0.24 0.39 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.60 0.73 LEVEL OF SERVICE (LOS) A C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 96 Rampart Street / Town Center Place (South) Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 430 0.25 * 1700 470 0.28 * NBT 2 3400 580 0.17 3400 930 0.27 NBR 0 0 0 SBL 0 0 0 SBT 2 3400 450 0.24 * 3400 260 0.19 * SBR 0 360 400 EBL 1 1700 250 0.15 * 1700 560 0.33 * EBT 0 0 0.00 0 0.00 EBR 1 1700 360 0.21 1700 540 0.32 * WBL 0 0 0 WBT 0 0 0.00 * 0 0.00 * WBR 0 0 0 N/S Movements 0.49 0.47 E/W Movements 0.15 0.33 Rt. Turn Component 0.00 0.04 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.69 0.89 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 97 SR-22 Eastbound Ramps / The City Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 230 0.14 * 1700 310 0.18 * NBT 3 5100 1,300 0.26 5100 1,630 0.32 NBR 0 20 10 SBL 1 1700 80 0.05 1700 10 0.01 SBT 3 5100 1,480 0.29 * 5100 1,750 0.34 * SBR (free) 50 85000 240 0.00 85000 450 0.01 EBL 1.5 3245 420 0.13 * 3313 380 0.11 * EBT 0.5 155 20 0.13 87 10 0.11 EBR 1 1700 90 0.05 1700 160 0.09 WBL 0 0 10 WBT 1 1700 10 0.01 * 1700 60 0.04 * WBR 1 1700 0 0.00 1700 50 0.03 N/S Movements 0.43 0.53 E/W Movements 0.14 0.16 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.61 0.73 LEVEL OF SERVICE (LOS) B C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 98 SR-22 Westbound Ramps/ Metropolitan Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 520 0.15 * 3400 880 0.26 * NBT 0 0 0.00 0 0.00 NBR 2 3400 1,580 0.46 * 3400 1,080 0.32 SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 0 0 0 EBT 2 3400 600 0.18 * 3400 330 0.10 * EBR 1 1700 30 0.02 1700 130 0.08 WBL 2 3400 900 0.26 * 3400 1,690 0.50 * WBT 2 3400 60 0.02 3400 400 0.12 WBR 0 0 0 N/S Movements 0.15 0.26 E/W Movements 0.44 0.59 Rt. Turn Component 0.05 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.69 0.90 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 99 SR-57 Northbound Ramps / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 90 0.05 * 1700 50 0.03 * NBT 0 0 0.00 0 0.00 NBR 1 1700 110 0.06 * 1700 160 0.09 * SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 * SBR 0 0 0 EBL 1 1700 0 0.00 1700 0 0.00 EBT 2 3400 1,740 0.51 * 3400 1,720 0.51 * EBR (free) 50 85000 370 0.00 85000 480 0.01 WBL 0 0 * 0 * WBT 3 5100 1,140 0.22 5100 1,900 0.37 WBR (free) 50 85000 290 0.00 85000 610 0.01 N/S Movements 0.05 0.03 E/W Movements 0.51 0.51 Rt. Turn Component 0.01 0.06 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.63 0.65 LEVEL OF SERVICE (LOS) B B Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 100 SR-57 Southbound Ramps / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 20 * 140 * NBT 1 1700 10 0.02 1700 30 0.10 NBR 1 1700 20 0.01 1700 110 0.06 SBL 0 270 170 SBT 1 1700 60 0.19 * 1700 10 0.11 * SBR 1 1700 510 0.30 * 1700 430 0.25 * EBL 1 1700 10 0.01 1700 10 0.01 * EBT 3 5100 1,800 0.38 * 5100 2,000 0.40 EBR 0 150 20 WBL 1 1700 90 0.05 * 1700 20 0.01 WBT 2 3400 1,120 0.33 3400 1,780 0.52 * WBR (free) 50 85000 160 0.00 85000 170 0.00 N/S Movements 0.19 0.11 E/W Movements 0.44 0.53 Rt. Turn Component 0.10 0.14 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.78 0.83 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 101 State College Boulevard / Winston Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 70 0.04 * 1700 30 0.02 NBT 3 5100 500 0.13 5100 1,800 0.36 * NBR 0 140 50 SBL 1 1700 110 0.06 1700 50 0.03 * SBT 3 5100 1,750 0.36 * 5100 720 0.16 SBR 0 100 80 EBL 1 1700 40 0.02 * 1700 80 0.05 * EBT 1 1700 40 0.04 1700 40 0.05 EBR 0 30 40 WBL 1 1700 30 0.02 1700 110 0.06 WBT 1 1700 100 0.08 * 1700 50 0.09 * WBR 0 30 110 N/S Movements 0.40 0.39 E/W Movements 0.10 0.14 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.55 0.58 LEVEL OF SERVICE (LOS) A A Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 102 The City Drive / Garden Grove Boulevard Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 2 3400 1,460 0.43 * 3400 1,590 0.47 * SBT 0 0 0.00 0 0.00 SBR 1 1700 200 0.12 1700 330 0.19 EBL 1 1700 580 0.34 * 1700 560 0.33 * EBT 3 5100 1,130 0.22 5100 820 0.16 EBR 0 0 0 WBL 0 0 0 WBT 3 5100 780 0.15 * 5100 1,240 0.24 * WBR 1 1700 680 0.40 1700 1,160 0.68 N/S Movements 0.43 0.47 E/W Movements 0.49 0.57 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.97 1.09 LEVEL OF SERVICE (LOS) E F Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 103 The City Drive / Metropolitan Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 70 0.02 * 3400 180 0.05 * NBT 4 6800 920 0.14 6800 1,240 0.18 NBR 0 0 0 SBL 0 0 0 SBT 2 3400 570 0.17 * 3400 660 0.19 * SBR 3 5100 450 0.09 5100 1,070 0.21 EBL 2 3400 1,330 0.39 * 3400 910 0.27 * EBT 0 0 0.00 0 0.00 EBR 2 3400 590 0.17 * 3400 520 0.15 * WBL 0 0 0 WBT 0 0 0.00 * 0 0.00 * WBR 0 0 0 N/S Movements 0.19 0.25 E/W Movements 0.39 0.27 Rt. Turn Component 0.15 0.10 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.78 0.66 LEVEL OF SERVICE (LOS) C B Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix E-4 ICU Worksheets under 2030 With Project Conditions (mitigated) ---PAGE BREAK--- ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 1 Euclid Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 120 0.04 * 3400 240 0.07 NBT 4 6800 890 0.17 6800 1,450 0.23 * NBR 0 250 140 SBL 2 3400 370 0.11 3400 290 0.09 * SBT 3 5100 1,450 0.28 * 5100 1,110 0.22 SBR 1 1700 250 0.15 1700 90 0.05 EBL 2 3400 220 0.06 3400 320 0.09 * EBT 3 5100 2,020 0.43 * 5100 820 0.21 EBR 0 170 240 WBL 2 3400 250 0.07 * 3400 240 0.07 WBT 3 5100 550 0.11 5100 2,160 0.42 * WBR 1 1700 180 0.11 1700 370 0.22 N/S Movements 0.32 0.32 E/W Movements 0.50 0.52 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.87 0.89 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 2 Ninth Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 250 0.07 * 3400 550 0.16 * NBT 1 1700 70 0.04 1700 160 0.09 NBR 1 1700 390 0.23 * 1700 410 0.24 SBL 1 1700 30 0.02 1700 20 0.01 SBT 1 1700 140 0.11 * 1700 90 0.08 * SBR 0 40 40 EBL 1 1700 30 0.02 1700 60 0.04 EBT 3 5100 2,530 0.50 * 5100 1,070 0.21 * EBR 1 1700 260 0.15 1700 300 0.18 WBL 1 1700 260 0.15 * 1700 520 0.31 * WBT 3 5100 690 0.14 5100 2,330 0.46 WBR 1 1700 30 0.02 1700 60 0.04 N/S Movements 0.18 0.24 E/W Movements 0.65 0.52 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.88 0.80 LEVEL OF SERVICE (LOS) D C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 5 Disneyland Drive / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 150 0.04 * 3400 210 0.06 NBT 2 3400 330 0.10 3400 610 0.18 * NBR 1 1700 330 0.19 1700 590 0.35 * SBL 2 3400 670 0.20 3400 340 0.10 * SBT 2 3400 770 0.26 * 3400 540 0.21 SBR 0 130 170 EBL 2 3400 320 0.09 3400 230 0.07 * EBT 3 5100 1,330 0.26 * 5100 1,030 0.20 EBR 1 1700 140 0.08 1700 130 0.08 WBL 2 3400 550 0.16 * 3400 470 0.14 WBT 3 5100 830 0.18 5100 1,500 0.39 * WBR 0 70 490 N/S Movements 0.31 0.28 E/W Movements 0.42 0.46 Rt. Turn Component 0.00 0.03 Yellow Clearance 0.10 0.10 TOTAL CAPACITY UTILIZATION 0.83 0.87 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 6 Disneyland Drive / West Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 230 0.07 3400 360 0.11 NBT 2 3400 410 0.12 * 3400 500 0.15 * NBR 1 1700 230 0.14 1700 150 0.09 SBL 2 3400 500 0.15 * 3400 760 0.22 * SBT 2 3400 270 0.08 3400 430 0.13 SBR 1 1700 330 0.19 * 1700 370 0.22 * EBL 2 3400 290 0.09 3400 160 0.05 * EBT 4 6800 3,000 0.47 * 6800 1,080 0.18 EBR 0 210 160 WBL 2 3400 180 0.05 * 3400 130 0.04 WBT 4 6800 920 0.21 6800 2,410 0.44 * WBR 0 500 550 N/S Movements 0.27 0.37 E/W Movements 0.53 0.48 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.84 0.90 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 8 Harbor Boulevard / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 670 0.20 * 3400 790 0.23 * NBT 4 6800 830 0.12 6800 2,020 0.30 NBR 1 1700 300 0.18 1700 340 0.20 SBL 2 3400 200 0.06 3400 230 0.07 SBT 4 6800 2,210 0.33 * 6800 1,230 0.18 * SBR 1 1700 450 0.26 1700 330 0.19 EBL 2 3400 420 0.12 3400 640 0.19 * EBT 4 6800 1,680 0.25 * 6800 1,300 0.19 EBR 2 3400 880 0.26 3400 580 0.17 WBL 2 3400 290 0.09 * 3400 270 0.08 WBT 4 6800 1,170 0.20 6800 1,530 0.25 * WBR 0 180 140 N/S Movements 0.52 0.41 E/W Movements 0.33 0.43 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.90 0.90 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 12 Harbor Boulevard / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 320 0.09 * 3400 630 0.19 * NBT 3 5100 660 0.13 5100 1,090 0.21 NBR 1 1700 160 0.09 1700 230 0.14 SBL 2 3400 160 0.05 3400 200 0.06 SBT 3 5100 910 0.18 * 5100 730 0.14 * SBR 1 1700 200 0.12 1700 580 0.34 * EBL 2 3400 470 0.14 3400 510 0.15 * EBT 4 6800 2,600 0.40 * 6800 1,730 0.28 EBR 0 100 170 WBL 2 3400 310 0.09 * 3400 410 0.12 WBT 4 6800 1,200 0.19 6800 2,330 0.37 * WBR 0 80 170 N/S Movements 0.27 0.33 E/W Movements 0.49 0.52 Rt. Turn Component 0.00 0.05 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.81 0.94 LEVEL OF SERVICE (LOS) D E Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 18 Anaheim Boulevard / Vermont Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 30 0.02 * 1700 270 0.16 NBT 2 3400 480 0.14 3400 1,820 0.54 * NBR 1 1700 120 0.07 1700 250 0.15 SBL 1 1700 120 0.07 1700 70 0.04 * SBT 3 5100 1,590 0.32 * 5100 1,030 0.21 SBR 0 30 40 EBL 1 1700 50 0.03 1700 50 0.03 EBT 1 1700 260 0.24 * 1700 200 0.17 * EBR 0 150 90 WBL 1 1700 230 0.14 * 1700 160 0.09 * WBT 1 1700 160 0.09 1700 230 0.14 WBR 1 1700 80 0.05 1700 130 0.08 N/S Movements 0.34 0.58 E/W Movements 0.38 0.26 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.76 0.89 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 19 Anaheim Boulevard / Ball Road Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 200 0.06 * 3400 300 0.09 NBT 3 5100 510 0.10 5100 1,800 0.35 * NBR 1 1700 210 0.12 1700 160 0.09 SBL 2 3400 520 0.15 3400 430 0.13 * SBT 3 5100 1,710 0.34 * 5100 880 0.17 SBR 1 1700 330 0.19 1700 140 0.08 EBL 2 3400 170 0.05 3400 240 0.07 * EBT 3 5100 1,640 0.32 * 5100 920 0.18 EBR 1 1700 330 0.19 1700 300 0.18 WBL 2 3400 180 0.05 * 3400 180 0.05 WBT 3 5100 1,010 0.20 5100 1,550 0.30 * WBR 1 1700 180 0.11 1700 500 0.29 N/S Movements 0.39 0.48 E/W Movements 0.37 0.37 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.82 0.90 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 21 Anaheim Boulevard / I-5 NB Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 260 0.08 * 3400 250 0.07 * NBT 3 5100 1,220 0.24 5100 1,770 0.35 NBR 0 0 0 SBL 0 0 0 SBT 4 6800 2,070 0.30 * 6800 2,080 0.31 * SBR 1 1700 160 0.09 1700 380 0.22 EBL 0 0 0 EBT 0 0 0.00 0 0.00 EBR 0 0 0 WBL 0.5 1020 30 0.03 191 80 0.42 WBT 1 680 20 0.03 1573 660 0.42 WBR 1.5 3400 420 0.12 * 3336 1,400 0.42 N/S Movements 0.38 0.38 E/W Movements 0.03 0.42 Rt. Turn Component 0.09 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.55 0.85 LEVEL OF SERVICE (LOS) A D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 20 Anaheim Boulevard / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 130 0.04 * 3400 130 0.04 NBT 3 5100 890 0.17 5100 1,880 0.37 * NBR 1 1700 590 0.35 * 1700 500 0.29 SBL 2 3400 670 0.20 3400 330 0.10 * SBT 3 5100 1,700 0.35 * 5100 1,280 0.26 SBR 0 100 70 EBL 1 1700 40 0.02 1700 80 0.05 EBT 1 1700 40 0.07 * 1700 70 0.14 * EBR 0 80 170 WBL 2 3400 440 0.13 * 3400 680 0.20 * WBT 0.5 680 50 0.07 540 100 0.19 WBR 1.5 2720 200 0.07 2860 530 0.19 N/S Movements 0.39 0.47 E/W Movements 0.20 0.34 Rt. Turn Component 0.04 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.68 0.86 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 23 Anaheim Boulevard / Haster Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 250 0.07 3400 340 0.10 NBT 3 5100 740 0.15 * 5100 1,160 0.23 * NBR 1 1700 260 0.15 1700 360 0.21 SBL 2 3400 520 0.15 * 3400 430 0.13 * SBT 3 5100 530 0.10 5100 540 0.11 SBR 1 1700 330 0.19 * 1700 300 0.18 EBL 2 3400 270 0.08 3400 490 0.14 * EBT 4 6800 2,560 0.39 * 6800 2,040 0.32 EBR 0 60 150 WBL 2 3400 560 0.16 * 3400 580 0.17 WBT 4 6800 1,220 0.18 6800 2,390 0.35 * WBR 1 1700 100 0.06 1700 120 0.07 N/S Movements 0.30 0.35 E/W Movements 0.55 0.50 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.90 0.90 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 24 Haster Street / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 200 0.12 * 1700 260 0.15 NBT 3 5100 1,070 0.21 5100 1,530 0.30 * NBR 1 1700 370 0.22 1700 480 0.28 SBL 2 3400 100 0.03 3400 250 0.07 * SBT 3 5100 950 0.19 * 5100 1,090 0.21 SBR 1 1700 110 0.06 1700 250 0.15 EBL 1 1700 200 0.12 1700 310 0.18 EBT 3 5100 1,150 0.27 * 5100 1,000 0.24 * EBR 0 240 200 WBL 2 3400 520 0.15 * 3400 730 0.21 * WBT 3 5100 590 0.15 5100 1,170 0.25 WBR 0 160 110 N/S Movements 0.30 0.37 E/W Movements 0.43 0.45 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.78 0.87 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 26 Manchester Avenue / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 1700 130 0.08 * 2488 200 0.08 NBT 0 0 0 0.00 0 0 0.00 * NBR 1.5 3400 810 0.24 * 2612 210 0.08 SBL 2 3400 430 0.13 3400 520 0.15 * SBT 2 3400 590 0.17 * 3400 150 0.04 SBR 1 1700 20 0.01 1700 0 0.00 EBL 0 0 0 EBT 4 6800 1,470 0.22 * 6800 1,910 0.28 * EBR 2 3400 1,300 0.38 * 3400 1,110 0.33 WBL 2 3400 520 0.15 * 3400 770 0.23 * WBT 4 6800 1,900 0.28 6800 2,440 0.36 WBR 0 0 0 N/S Movements 0.25 0.15 E/W Movements 0.37 0.51 Rt. Turn Component 0.10 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.77 0.71 LEVEL OF SERVICE (LOS) C C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 27 Anaheim Way / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1.5 3400 700 0.21 * 2521 860 0.34 NBT 3 3400 420 0.12 4924 1,680 0.34 NBR 0.5 1700 630 0.37 * 1055 360 0.34 SBL 0 0 0 SBT 0 0 0.00 * 0 0.00 SBR 0 0 0 EBL 2 3400 40 0.01 3400 50 0.01 * EBT 4 6800 2,680 0.39 * 6800 2,580 0.38 EBR 0 0 0 WBL 0 0 * 0 WBT 4.5 8334 1,920 0.23 7637 2,830 0.37 * WBR 1.5 1866 430 0.23 2563 950 0.37 N/S Movements 0.21 0.34 E/W Movements 0.39 0.39 Rt. Turn Component 0.16 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.81 0.78 LEVEL OF SERVICE (LOS) D C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 31 Lewis Street / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 30 0.02 * 1700 50 0.03 NBT 2 3400 490 0.14 3400 1,030 0.30 * NBR 1 1700 240 0.14 1700 300 0.18 SBL 1 1700 260 0.15 1700 120 0.07 * SBT 2 3400 960 0.32 * 3400 700 0.27 SBR 0 130 230 EBL 1 1700 110 0.06 1700 180 0.11 * EBT 2 3400 950 0.34 * 3400 830 0.32 EBR 0 210 260 WBL 1 1700 210 0.12 * 1700 240 0.14 WBT 2 3400 530 0.16 3400 1,220 0.36 * WBR 1 1700 80 0.05 1700 210 0.12 N/S Movements 0.34 0.37 E/W Movements 0.46 0.46 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.85 0.89 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 33 Lewis Street / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 70 0.02 3400 250 0.07 * NBT 2 3400 410 0.12 * 3400 670 0.20 NBR 1 1700 440 0.26 * 1700 520 0.31 SBL 2 3400 270 0.08 * 3400 380 0.11 SBT 1.5 2517 380 0.15 1907 460 0.24 * SBR 1.5 2583 390 0.15 3193 770 0.24 EBL 2 3400 530 0.16 3400 420 0.12 EBT 4 6800 1,970 0.31 * 6800 2,100 0.33 * EBR 0 140 110 WBL 2 3400 150 0.04 * 3400 480 0.14 * WBT 5 8500 1,520 0.20 8500 2,700 0.34 WBR 0 140 190 N/S Movements 0.20 0.31 E/W Movements 0.35 0.47 Rt. Turn Component 0.09 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.70 0.83 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 35 Lewis Street / Anaheim Connector Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 140 0.08 * 1829 330 0.18 * NBT 2 3400 700 0.21 3271 590 0.18 NBR 0 0 0 0 SBL 0 0 0 0 SBT 2 3400 490 0.14 * 3400 1,210 0.36 * SBR 0 0 0 EBL 2 3400 500 0.15 * 3400 740 0.22 * EBT 0 0 0.00 0 0.00 EBR 1 1700 60 0.04 1700 270 0.16 WBL 0 0 0 WBT 0 0 0.00 * 0 0.00 * WBR 0 0 0 N/S Movements 0.35 0.54 E/W Movements 0.15 0.22 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.10 0.10 TOTAL CAPACITY UTILIZATION 0.60 0.85 LEVEL OF SERVICE (LOS) A D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 47 State College Boulevard / Cerritos Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 290 0.09 * 3400 340 0.10 NBT 3 5100 520 0.14 5100 1,500 0.31 * NBR 0 210 70 SBL 2 3400 320 0.09 3400 20 0.01 * SBT 3 5100 1,810 0.41 * 5100 710 0.17 SBR 0 290 160 EBL 2 3400 90 0.03 3400 240 0.07 * EBT 2 3400 940 0.28 * 3400 720 0.21 EBR 1 1700 330 0.19 1700 200 0.12 WBL 2 3400 180 0.05 * 3400 60 0.02 WBT 2 3400 650 0.20 3400 960 0.31 * WBR 0 20 90 N/S Movements 0.50 0.31 E/W Movements 0.33 0.38 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.88 0.74 LEVEL OF SERVICE (LOS) D C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 49 State College Boulevard / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 300 0.09 * 3400 530 0.16 * NBT 3 5100 480 0.09 5100 830 0.16 NBR 1 1700 310 0.18 1700 250 0.15 SBL 2 3400 410 0.12 3400 320 0.09 SBT 2 3400 1,010 0.30 * 3400 680 0.20 * SBR 2 3400 900 0.26 3400 820 0.24 EBL 3 5100 690 0.14 5100 900 0.18 EBT 3 5100 1,460 0.29 * 5100 1,240 0.24 * EBR 1 1700 670 0.39 * 1700 420 0.25 WBL 2 3400 540 0.16 * 3400 690 0.20 * WBT 4 6800 620 0.09 6800 1,670 0.25 WBR 1 1700 80 0.05 1700 350 0.21 N/S Movements 0.39 0.36 E/W Movements 0.45 0.45 Rt. Turn Component 0.02 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.90 0.85 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 50 State College Boulevard / Gateway Center Drive Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 40 0.02 1700 80 0.05 NBT 3 5100 720 0.14 * 5100 1,000 0.20 * NBR 1 1700 760 0.45 * 1700 510 0.30 SBL 2 3400 740 0.22 * 3400 400 0.12 * SBT 3 5100 1,200 0.25 5100 1,030 0.23 SBR 0 80 140 EBL 1 1700 80 0.05 1700 60 0.04 * EBT 1 1700 70 0.12 * 1700 30 0.05 EBR 0 140 50 WBL 2 3400 610 0.18 * 3400 1,160 0.34 WBT 1 1700 20 0.24 1700 60 0.36 * WBR 0 380 560 N/S Movements 0.36 0.31 E/W Movements 0.36 0.41 Rt. Turn Component 0.13 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.89 0.78 LEVEL OF SERVICE (LOS) D C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 51 State College Boulevard / Gene Autry Way Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 230 0.07 * 3400 470 0.14 * NBT 3 5100 720 0.14 5100 1,390 0.27 NBR 1 1700 540 0.32 * 1700 420 0.25 SBL 2 3400 10 0.00 3400 0 0.00 SBT 3 5100 1,290 0.25 * 5100 1,380 0.27 * SBR 1 1700 640 0.38 1700 560 0.33 EBL 2 3400 840 0.25 * 3400 230 0.07 * EBT 1.5 1700 320 0.19 1700 210 0.12 EBR 1.5 3400 1,140 0.34 * 3400 710 0.21 WBL 2 3400 10 0.00 3400 20 0.01 WBT 3 5100 130 0.03 * 5100 700 0.15 * WBR 0 0 40 N/S Movements 0.32 0.41 E/W Movements 0.27 0.27 Rt. Turn Component 0.25 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.90 0.73 LEVEL OF SERVICE (LOS) D C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 53 State College Boulevard / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 240 0.07 3400 100 0.03 NBT 4 6800 1,190 0.18 * 6800 1,960 0.29 * NBR 1 1700 200 0.12 1700 140 0.08 SBL 2 3400 800 0.24 * 3400 670 0.20 * SBT 4 6800 1,540 0.30 6800 1,400 0.28 SBR 0 480 520 EBL 2 3400 190 0.06 3400 250 0.07 EBT 3 5100 1,590 0.32 * 5100 870 0.18 * EBR 0 50 50 WBL 2 3400 350 0.10 * 3400 630 0.19 * WBT 4 6800 1,020 0.15 6800 1,750 0.26 WBR 1 1700 180 0.11 1700 390 0.23 N/S Movements 0.41 0.49 E/W Movements 0.42 0.37 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.88 0.90 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 57 State College Boulevard / The City Drive / Chapman Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 130 0.04 * 3400 210 0.06 NBT 3 5100 560 0.11 5100 1,490 0.29 * NBR 2 3400 440 0.13 3400 780 0.23 SBL 2 3400 150 0.04 3400 160 0.05 * SBT 4 6800 1,820 0.27 * 6800 1,520 0.22 SBR 1 1700 700 0.41 * 1700 230 0.14 EBL 2 3400 270 0.08 3400 390 0.11 EBT 3 5100 1,440 0.28 * 5100 1,350 0.26 * EBR 1 1700 270 0.16 1700 140 0.08 WBL 2 3400 440 0.13 * 3400 510 0.15 * WBT 2.5 4549 950 0.21 4206 1,200 0.29 WBR 1.5 2251 470 0.21 2594 740 0.29 N/S Movements 0.31 0.34 E/W Movements 0.41 0.41 Rt. Turn Component 0.06 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.83 0.80 LEVEL OF SERVICE (LOS) D C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 60 Sunkist Street / Howell Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 10 20 NBT 1 1700 0 0.02 * 1700 20 0.03 * NBR 0 20 10 SBL 1.5 2550 300 0.12 * 2550 140 0.05 * SBT 0.5 850 10 0.01 850 0 0.00 SBR 1 1700 650 0.38 * 1700 480 0.28 EBL 1 1700 350 0.21 * 1700 710 0.42 * EBT 1 1700 270 0.16 1700 300 0.18 EBR 0 10 0 WBL 1 1700 10 0.01 1700 0 0.00 WBT 1 1700 320 0.24 * 1700 500 0.35 * WBR 0 90 100 N/S Movements 0.14 0.08 E/W Movements 0.45 0.77 Rt. Turn Component 0.06 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.69 0.90 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 61 Howell Avenue / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 20 0.01 1700 130 0.08 NBT 1 1700 20 0.01 1700 90 0.05 * NBR 1 1700 40 0.02 1700 210 0.12 * SBL 2 3400 320 0.09 3400 500 0.15 * SBT 0.5 744 70 0.09 1133 20 0.02 SBR 1.5 2656 250 0.09 2267 40 0.02 EBL 2 3400 50 0.01 3400 160 0.05 * EBT 3 5100 2,030 0.42 * 5100 2,060 0.42 EBR 0 90 70 WBL 2 3400 170 0.05 * 3400 90 0.03 WBT 3 5100 1,600 0.31 5100 2,570 0.50 * WBR 1 1700 510 0.30 1700 530 0.31 Split Phase N/S Movements 0.11 0.22 E/W Movements 0.47 0.55 Rt. Turn Component 0.00 0.02 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.62 0.85 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 62 Sportstown / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 100 0.03 3400 620 0.18 * NBT 1 1700 10 0.01 * 1700 20 0.01 NBR 2 3400 420 0.12 3400 1,150 0.34 * SBL 1 1700 60 0.04 * 1700 150 0.09 SBT 1 1700 10 0.01 1700 20 0.01 * SBR 1 1700 70 0.04 * 1700 120 0.07 * EBL 2 3400 30 0.01 3400 130 0.04 EBT 3 5100 1,640 0.32 * 5100 1,210 0.24 * EBR 1 1700 540 0.32 1700 480 0.28 WBL 2 3400 820 0.24 * 3400 870 0.26 * WBT 3 5100 940 0.18 5100 1,710 0.34 WBR 1 1700 110 0.06 1700 140 0.08 N/S Movements 0.04 0.19 E/W Movements 0.56 0.49 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.65 0.74 LEVEL OF SERVICE (LOS) B C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 64 Rampart Street / Orangewood Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 70 0.04 1700 80 0.05 NBT 1 1700 330 0.19 * 1700 350 0.21 * NBR (free) 50 85000 500 0.01 85000 1,000 0.01 SBL 2 3400 150 0.04 * 3400 420 0.12 * SBT 1 1700 300 0.18 1700 380 0.22 SBR 1 1700 40 0.02 1700 170 0.10 EBL 1 1700 150 0.09 1700 140 0.08 * EBT 3 5100 1,100 0.22 * 5100 860 0.17 EBR 1 1700 220 0.13 1700 80 0.05 WBL 1 1700 390 0.23 * 1700 300 0.18 WBT 3 5100 1,060 0.21 5100 1,740 0.34 * WBR 1 1700 260 0.15 1700 290 0.17 N/S Movements 0.24 0.33 E/W Movements 0.45 0.42 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.73 0.80 LEVEL OF SERVICE (LOS) C C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 71 Orangewood Avenue / SR-57 Southbound Ramps Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 1.5 2579 440 0.17 * 2248 410 0.18 * SBT 0 0 0 0.00 0 0 0.00 SBR 1.5 2521 430 0.17 * 2852 520 0.18 * EBL 0 0 0 EBT 2 3400 1,760 0.52 * 3400 1,760 0.52 * EBR 1 1700 80 0.05 1700 210 0.12 WBL 2 3400 170 0.05 * 3400 490 0.14 * WBT 2 3400 1,280 0.38 3400 1,720 0.51 WBR 0 0 0 N/S Movements 0.17 0.18 E/W Movements 0.57 0.66 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.79 0.89 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 73 Douglass Road / Katella Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 340 0.10 3400 1,060 0.31 * NBT 2 3400 190 0.06 * 3400 570 0.17 NBR 1 1700 330 0.19 1700 640 0.38 * SBL 2 3400 890 0.26 * 3400 530 0.16 SBT 2 3400 540 0.16 3400 310 0.09 * SBR 1 1700 120 0.07 1700 390 0.23 * EBL 2 3400 460 0.14 3400 260 0.08 * EBT 4 6800 1,950 0.29 * 6800 1,500 0.22 EBR 1 1700 550 0.32 1700 500 0.29 WBL 2 3400 630 0.19 * 3400 570 0.17 WBT 4 6800 1,260 0.19 6800 2,210 0.33 * WBR 1 1700 350 0.21 1700 840 0.49 * N/S Movements 0.32 0.40 E/W Movements 0.47 0.40 Rt. Turn Component 0.00 0.01 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.84 0.87 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 80 Main Street / Collins Avenue Date 12/3/2009 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 170 0.10 * 1700 50 0.03 * NBT 2 3400 960 0.28 3400 1,200 0.35 NBR 1 1700 420 0.25 1700 460 0.27 SBL 1 1700 100 0.06 1700 140 0.08 SBT 2 3400 840 0.36 * 3400 1,180 0.41 * SBR 0 400 220 EBL 1 1700 210 0.12 * 1700 310 0.18 * EBT 2 3400 330 0.10 3400 740 0.22 EBR 1 1700 30 0.02 1700 260 0.15 WBL 2 3400 390 0.11 3400 420 0.12 WBT 2 3400 670 0.24 * 3400 530 0.20 * WBR 0 140 140 N/S Movements 0.46 0.44 E/W Movements 0.36 0.38 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.88 0.87 LEVEL OF SERVICE (LOS) D D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 87 Glassell Street / Katella Avenue Date 10/11/2010 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 300 0.09 * 3400 290 0.09 NBT 2 3400 730 0.21 3400 1,140 0.34 * NBR 1 1700 100 0.06 1700 160 0.09 SBL 2 3400 90 0.03 3400 200 0.06 * SBT 3 5100 820 0.23 * 5100 1,130 0.27 SBR 0 350 260 EBL 2 3400 340 0.10 * 3400 480 0.14 EBT 3 5100 440 0.09 5100 1,970 0.39 * EBR 1 1700 160 0.09 1700 440 0.26 WBL 2 3400 210 0.06 3400 230 0.07 * WBT 3 5100 1,490 0.29 * 5100 800 0.16 WBR 1 1700 110 0.06 1700 100 0.06 N/S Movements 0.32 0.39 E/W Movements 0.39 0.45 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.76 0.90 LEVEL OF SERVICE (LOS) C D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 89 Glassell Street / Walnut Avenue Date 10/11/2010 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 1 1700 27 0.02 * 1700 56 0.03 NBT 2 3400 464 0.15 3400 876 0.30 * NBR 0 40 132 SBL 1 1700 49 0.03 1700 80 0.05 * SBT 2 3400 648 0.21 * 3400 659 0.22 SBR 0 65 98 EBL 0.5 370 66 0.18 * 549 83 0.15 * EBT 0.5 1330 237 0.18 1151 174 0.15 EBR 1 1700 28 0.02 1700 40 0.02 WBL 0 70 60 WBT 1 1700 219 0.24 * 1700 153 0.17 * WBR 0 111 77 N/S Movements 0.23 0.34 E/W Movements 0.41 0.32 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.69 0.72 LEVEL OF SERVICE (LOS) B C Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- PROJECT: ANALYSIS CONDITION: INTERSECTION: 90 Santiago Boulevard / Meats Avenue Date 10/11/2010 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 2 3400 300 0.09 * 3400 520 0.15 * NBT 2 3400 710 0.21 3400 460 0.14 NBR 1 1700 90 0.05 1700 250 0.15 SBL 2 3400 70 0.02 3400 90 0.03 SBT 2 3400 550 0.27 * 3400 450 0.18 * SBR 0 380 160 EBL 1 1700 160 0.09 * 1700 130 0.08 EBT 1.5 1700 140 0.08 2550 730 0.29 * EBR 1.5 3400 340 0.10 2550 730 0.29 WBL 2 3400 230 0.07 3400 120 0.04 * WBT 2 3400 1,030 0.35 * 3400 260 0.09 WBR 0 160 30 N/S Movements 0.36 0.33 E/W Movements 0.44 0.32 Rt. Turn Component 0.00 0.00 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.86 0.70 LEVEL OF SERVICE (LOS) D B Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR PROJECT: ANALYSIS CONDITION: INTERSECTION: 102 The City Drive / Garden Grove Boulevard Date 10/11/2010 MOVEMENT LANES CAPACITY VOLUME V/C CAPACITY VOLUME V/C NBL 0 0 0 NBT 0 0 0.00 * 0 0.00 * NBR 0 0 0 SBL 3 5100 1,460 0.29 * 5100 1,590 0.31 * SBT 0 0 0.00 0 0.00 SBR 1 1700 200 0.12 1700 330 0.19 * EBL 2 3400 580 0.17 3400 560 0.16 * EBT 2 3400 1,130 0.33 * 3400 820 0.24 EBR 0 0 0 WBL 0 0 * 0 WBT 3 5100 780 0.15 5100 1,240 0.24 * WBR 1 1700 680 0.40 1700 1,160 0.68 * N/S Movements 0.29 0.31 E/W Movements 0.33 0.41 Rt. Turn Component 0.00 0.13 Yellow Clearance 0.05 0.05 TOTAL CAPACITY UTILIZATION 0.67 0.90 LEVEL OF SERVICE (LOS) B D Year 2030 With Project Scenario Platinum Triangle Revised Master Land Use Plan Traffic Study AM PEAK HOUR PM PEAK HOUR ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix F Intersection Lane Configurations ---PAGE BREAK--- ---PAGE BREAK--- L T R L T R L T R L T R Euclid Street / Katella Avenue Anaheim Existing Conditions 2 2 0 2 2 0 1 2 1 1 2 1 General Plan Baseline 2 3 1 2 3 1 2 3 0 2 3 1 General Plan With Mitigation 2 4 0 2 3 1 2 3 0 2 3 1 Ninth Street / Katella Avenue Anaheim Existing Conditions 1 1 1 1 1 0 1 3 1 1 3 1 General Plan Baseline 1 1 1 1 1 0 1 3 1 1 3 1 General Plan With Mitigation 2 1 1 1 1 0 1 3 1 1 3 1 Walnut Street / Ball Road Anaheim Existing Conditions 1 1 1 1 1 1 1 3 0 1 3 0 General Plan Baseline 1 2 0 1 2 0 1 3 0 1 3 0 General Plan With Mitigation 1 2 0 1 2 0 1 3 0 1 3 0 Walnut Street / Katella Avenue Anaheim Existing Conditions 0 1 0 1.5 0.5 1 1 3 0 1 3 0 General Plan Baseline 0 1 0 1.5 0.5 1 1 3 0 1 3 0 General Plan With Mitigation 0 1 0 1.5 0.5 1 1 3 0 1 3 0 Disneyland Drive / Ball Road Anaheim Existing Conditions 1.5 1 1.5 1.5 2.5 0 2 3 1 2 3 0 General Plan Baseline 1.5 1 1.5 1.5 2.5 0 2 3 1 2 3 0 General Plan With Mitigation 2 2 1 2 2 0 2 3 1 2 3 0 Disneyland Drive / West Street / Katella Avenue Anaheim Existing Conditions 2 2 1 2 2 1 2 3 1 2 3 1 General Plan Baseline 2 2 1 2 2 1 2 3 1 2 3 1 General Plan With Mitigation 2 2 1 2 2 1 2 4 0 2 4 0 Harbor Boulevard / Vermont Avenue Anaheim Existing Conditions 1 2 1 1 2 0 1 1 0 1 1 0 General Plan Baseline 1 3 0 1 3 0 1 1 0 1 1 0 General Plan With Mitigation 1 3 0 1 3 0 1 1 0 1 1 0 Harbor Boulevard / Ball Road Anaheim Existing Conditions 2 3 1 2 3 1 2 3 1 2 4 0 General Plan Baseline 2 3 1 2 3 1 2 3 1 2 4 0 General Plan With Mitigation 2 4 1 2 4 1 2 4 2 2 4 0 Harbor Boulevard / I-5 NB Ramps Anaheim Existing Conditions 0 3 F 1 4 0 0 0 0 1.5 0 1.5 General Plan Baseline 0 3 F 1 4 0 0 0 0 1.5 0 1.5 General Plan With Mitigation 0 3 F 1 4 0 0 0 0 1.5 0 1.5 Harbor Boulevard / I-5 SB Ramps Anaheim Existing Conditions 1 4 0 0 3 F 2 0 F 0 0 0 General Plan Baseline 1 4 0 0 3 F 2 0 F 0 0 0 General Plan With Mitigation 1 4 0 0 3 F 2 0 F 0 0 0 Harbor Boulevard / Disney Way Anaheim Existing Conditions 2 3 0 2 3 0 1 3 0 1 3 0 General Plan Baseline 2 3 0 2 3 0 1 3 0 1 3 0 General Plan With Mitigation 2 3 0 2 3 0 1 3 0 1 3 0 Harbor Boulevard / Katella Avenue Anaheim Existing Conditions 2 3 1 2 3 1 2 3 1 2 3 1 General Plan Baseline 2 3 1 2 3 1 2 4 0 2 4 0 General Plan With Mitigation 2 3 1 2 3 1 2 4 0 2 4 0 Harbor Boulevard / Convention Way Anaheim Existing Conditions 2 3 0 2 3 1 2 0.5 1.5 1 0.5 1.5 General Plan Baseline 2 3 1 2 3 1 1 2 1 2 2 1 General Plan With Mitigation 2 3 1 2 3 1 1 2 1 2 2 1 Harbor Boulevard / Orangewood Avenue Anaheim Existing Conditions 1 3 0 1 3 0 1 2 0 1 2 0 General Plan Baseline 1 3 0 1 3 0 1 2 0 1 2 1 General Plan With Mitigation 1 3 0 1 3 0 1 2 0 1 2 1 Clementine Street / Disney Way Anaheim Existing Conditions 1 2 0 2 2 0 1 3 1 1 3 0 General Plan Baseline 2 2 0 2 2 0 1 3 1 1 3 0 General Plan With Mitigation 2 2 0 2 2 0 1 3 1 1 3 0 Clementine Street / Katella Avenue Anaheim Existing Conditions 1 1 1 1 1 1 2 3 0 2 3 1 General Plan Baseline 1 1 1 1 1 1 2 4 0 2 4 0 General Plan With Mitigation 1 1 1 1 1 1 2 4 0 2 4 0 I-5 SB Off Ramp / Disney Way Anaheim Existing Conditions 1 0 1 1.33 0.34 1.33 0 3 0 1 3 0 General Plan Baseline 1 0 1 1.33 0.34 1.33 0 3 0 1 3 0 General Plan With Mitigation 1 0 1 1.33 0.34 1.33 0 3 0 1 3 0 Anaheim Boulevard / Vermont Avenue Anaheim Existing Conditions 1 2 0 1 2 0 1 1 0 1 1 1 General Plan Baseline 1 2 1 1 2 0 1 1 0 1 1 1 General Plan With Mitigation 1 2 1 1 3 0 1 1 0 1 1 1 Anaheim Boulevard / Ball Road Anaheim Existing Conditions 2 2 1 2 3 1 1 3 0 1 3 1 General Plan Baseline 2 3 0 2 3 1 1 3 0 2 3 1 General Plan With Mitigation 2 3 1 2 3 1 2 3 1 2 3 1 Anaheim Boulevard / Cerritos Avenue Anaheim Existing Conditions 1 3 1 1 3 0 1 1 0 1 1 1 General Plan Baseline 1 3 1 1 3 0 1 1 0 2 1 0 General Plan With Mitigation 2 3 1 2 3 0 1 1 0 2 0.5 1.5 Anaheim Boulevard / I-5 NB Ramps Anaheim Existing Conditions 2 3 0 0 3 1 0 0 0 0.5 1 1.5 General Plan Baseline 2 3 0 0 3 1 0 0 0 0.5 1 1.5 General Plan With Mitigation 2 3 0 0 4 1 0 0 0 0.5 1 1.5 Northbound Southbound Eastbound Westbound ID Intersection 1 Jurisdiction 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 ---PAGE BREAK--- L T R L T R L T R L T R Northbound Southbound Eastbound Westbound ID Intersection Jurisdiction Anaheim Boulevard / Disney Way Anaheim Existing Conditions 1 3 0 2 3 0 2 4 0 0 3 0 General Plan Baseline 1 3 0 2 3 0 2 4 0 0 3 0 General Plan With Mitigation 1 3 0 2 3 0 2 4 0 0 3 0 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim Existing Conditions 2 3 1 2 3 1 2 4 0 2 3 1 General Plan Baseline 2 3 1 2 3 1 2 4 0 2 4 0 General Plan With Mitigation 2 3 1 2 3 1 2 4 0 2 4 1 Haster Street / Gene Autry Way Anaheim Existing Conditions General Plan Baseline 1 3 1 1 3 0 1 3 0 1 3 0 General Plan With Mitigation 1 3 1 2 3 1 1 3 0 2 3 0 Haster Street / Orangewood Avenue Anaheim Existing Conditions 1 2 0 1 2 0 1 2 0 1 2 0 General Plan Baseline 1 3 0 1 3 1 2 2 0 2 2 1 General Plan With Mitigation 1 3 0 1 3 1 2 2 0 2 2 1 Manchester Avenue (I-5 SB Ramps) / Katella Avenue Anaheim Existing Conditions 1.5 0 1.5 2 2 1 0 3 1 2 3 0 General Plan Baseline 1.5 0 1.5 2 2 1 0 3 2 2 3 0 General Plan With Mitigation 1.5 0 1.5 2 2 1 0 4 2 2 4 0 Anaheim Way (I-5 NB Ramps) / Katella Avenue Anaheim Existing Conditions 1.5 3 0.5 0 0 0 2 3 0 0 3.5 1.5 General Plan Baseline 1.5 3 0.5 0 0 0 2 3 0 0 3.5 1.5 General Plan With Mitigation 1.5 3 0.5 0 0 0 2 4 0 0 4.5 1.5 East Street / Vermont Avenue Anaheim Existing Conditions 1 1 1 1 2 0 1 1 1 1 1 1 General Plan Baseline 1 2 0 1 2 0 1 1 1 1 1 0 General Plan With Mitigation 1 2 0 1 2 0 1 1 1 1 1 0 East Street / Ball Road Anaheim Existing Conditions 0 0 0 2 0 1 1 3 0 0 3 0 General Plan Baseline 0 0 0 2 0 1 2 3 0 0 3 0 General Plan With Mitigation 0 0 0 2 0 1 2 3 0 0 3 0 Lewis Street / Ball Road Anaheim Existing Conditions 1 2 0 0 1 0 1 3 0 1 3 0 General Plan Baseline 1 2 0 0 1 0 1 3 0 2 3 0 General Plan With Mitigation 1 2 0 0 1 0 1 3 0 2 3 0 Lewis Street / Cerritos Avenue Anaheim Existing Conditions 1 2 1 1 2 0 1 2 0 1 2 0 General Plan Baseline 1 2 1 1 2 0 1 2 0 1 2 0 General Plan With Mitigation 1 2 1 1 2 0 1 2 0 1 2 1 Lewis Street / North Connector Road Anaheim Existing Conditions General Plan Baseline 0 2 0 1 2 0 0 0 0 1 0 1 General Plan With Mitigation 0 2 0 1 2 0 0 0 0 1 0 1 Lewis Street / Katella Avenue Anaheim Existing Conditions 1 1 0 1 1 1 1 3 0 1 3 0 General Plan Baseline 1 1 1 1 1 1 2 4 0 2 4 0 General Plan With Mitigation 2 2 1 2 1.5 1.5 2 4 0 2 5 0 Lewis Street / Anaheim Way Anaheim Existing Conditions 0 2 1 0 0 0 0 0 0 0 0 1 General Plan Baseline 0 2 1 0 0 0 0 0 0 0 0 1 General Plan With Mitigation 0 2 1 0 0 0 0 0 0 0 0 1 Lewis Street / Anaheim Connector (future) Anaheim Existing Conditions General Plan Baseline 1 2 0 0 2 0 1 0 1 0 0 0 General Plan With Mitigation 1 2 0 0 2 0 2 0 1 0 0 0 Lewis Street / Gene Autry Way Anaheim Existing Conditions General Plan Baseline 0 0 0 2 0 2 1 3 0 0 3 0 General Plan With Mitigation 0 0 0 2 0 2 1 3 0 0 3 0 I-5 HOV Ramps / Gene Autry Way Anaheim Existing Conditions 0 0 2 2 0 0 0 0 0 1.5 0 1.5 General Plan Baseline 1 0 2 2 0 1 1 2.5 0.5 1 2.5 0.5 General Plan With Mitigation 1 0 2 2 0 1 1 2.5 0.5 1 2.5 0.5 Lewis Street / Orangewood Avenue Anaheim Existing Conditions 1 0 F 0 0 0 1 2 0 1 2 0 General Plan Baseline 1 0 F 0 0 0 1 2 0 1 2 0 General Plan With Mitigation 1 0 F 0 0 0 1 2 0 1 2 0 Manchester Avenue / Orangewood Avenue Anaheim / Existing Conditions Orange 0 0 F 2 3 0 0 3 1 2 3 0 General Plan Baseline 0 0 F 2 3 0 0 3 1 2 3 0 General Plan With Mitigation 0 0 F 2 3 0 0 3 1 2 3 0 Anaheim Way / Orangewood Avenue Anaheim / Existing Conditions Orange 0 3 0 0 0 0 2 3 0 0 3 1 General Plan Baseline 0 3 0 0 0 0 2 3 0 0 3 1 General Plan With Mitigation 0 3 0 0 0 0 2 3 0 0 3 1 Market Street / Katella Avenue Anaheim Existing Conditions General Plan Baseline 1 1 0 1 1 0 1 4 0 1 4 0 General Plan With Mitigation 1 1 0 1 1 0 1 4 0 1 4 0 Market Street / Gene Autry Way Anaheim Existing Conditions General Plan Baseline 1 1 0 1 1 0 1 3 0 1 3 0 General Plan With Mitigation 1 1 0 1 1 0 1 3 0 1 3 0 Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable 22 23 24 25 26 27 28 29 30 31 32 33 38 39 34 35 36 37 40 41 42 ---PAGE BREAK--- L T R L T R L T R L T R Northbound Southbound Eastbound Westbound ID Intersection Jurisdiction Orange Center Drive / Orangewood Avenue Anaheim / Existing Conditions Orange 1 0.5 0.5 1 1 0 1 3 0 2 3 0 General Plan Baseline 1 0.5 0.5 1 1 0 1 3 0 2 3 0 General Plan With Mitigation 1 0.5 0.5 1 1 0 1 3 0 2 3 0 State College Boulevard / Vermont Avenue Anaheim Existing Conditions 1 3 0 1 3 0 0 1 1 0 1 1 General Plan Baseline 1 3 0 1 3 0 1 1 0 1 1 0 General Plan With Mitigation 1 3 0 1 3 0 1 1 0 1 1 0 State College Boulevard / Wagner Avenue Anaheim Existing Conditions 1 3 0 1 3 0 0 1 0 1 1 0 General Plan Baseline 1 3 0 1 3 0 0 1 0 1 1 1 General Plan With Mitigation 1 3 0 1 3 0 0 1 0 1 1 1 State College Boulevard / Ball Road Anaheim Existing Conditions 2 3 1 2 3 0 1 3 0 1 3 0 General Plan Baseline 2 3 1 2 3 1 2 3 0 2 3 0 General Plan With Mitigation 2 3 1 2 3 1 2 3 0 2 3 0 State College Boulevard / Cerritos Avenue Anaheim Existing Conditions 1 3 0 1 3 0 1 2 0 1 2 0 General Plan Baseline 1 3 0 1 3 0 1 2 1 2 2 0 General Plan With Mitigation 2 3 0 2 3 0 2 2 1 2 2 0 State College Boulevard / Howell Avenue Anaheim Existing Conditions 1 3 0 1 3 0 0 1 0 1.5 0.5 1 General Plan Baseline 1 3 0 1 3 0 0 1 0 1.5 0.5 1 General Plan With Mitigation 1 3 0 1 3 0 0 1 0 1.5 0.5 1 State College Boulevard / Katella Avenue Anaheim Existing Conditions 2 3 0 2 3 1 2 2.5 1.5 2 3 1 General Plan Baseline 2 3 1 2 3 1 2 4 0 2 4 0 General Plan With Mitigation 2 3 1 2 2 2 3 3 1 2 4 1 State College Boulevard / Gateway Center Drive Anaheim Existing Conditions 0 3 0 2 3 0 0 0 0 1 0 1 General Plan Baseline 1 3 0 2 3 0 1 1 0 1 1 0 General Plan With Mitigation 1 3 1 2 3 0 1 1 0 2 1 0 State College Boulevard / Gene Autry Way Anaheim Existing Conditions 2 3 0 2 3 0 1.5 1.5 0 1 1 1 General Plan Baseline 2 3 1 2 3 0 2 1.5 1.5 2 3 0 General Plan With Mitigation 2 3 1 2 3 1 2 1.5 1.5 2 3 0 State College Boulevard / Artisan Street Anaheim Existing Conditions General Plan Baseline 2 4 0 1 4 0 1 1 0 1 1 0 General Plan With Mitigation 2 4 0 1 4 0 1 1 0 1 1 0 State College Boulevard / Orangewood Avenue Anaheim / Existing Conditions Orange 2 4 0 2 4 0 2 3 0 2 3 0 General Plan Baseline 2 4 0 2 4 0 2 3 0 2 3 1 General Plan With Mitigation 2 4 1 2 4 0 2 3 0 2 4 1 State College Boulevard / Orange Center Drive Anaheim / Existing Conditions Orange 2 4 0 2 4 0 2 1 1 1 1 0 General Plan Baseline 2 4 0 2 4 0 2 1 1 1 1 1 General Plan With Mitigation 2 4 0 2 4 0 2 1 1 1 1 1 State College Boulevard / I-5 NB Ramps Orange Existing Conditions 2 4 F 1 4 1 0 0 0 1.5 1.5 2 General Plan Baseline 2 4 F 1 4 1 0 0 0 1.5 1.5 2 General Plan With Mitigation 2 4 F 1 4 1 0 0 0 1.5 1.5 2 State College Boulevard / I-5 SB Ramps Orange Existing Conditions 0 5 0 0 4 F 1.5 0.5 2 0 0 0 General Plan Baseline 0 5 0 0 4 F 1.5 0.5 2 0 0 0 General Plan With Mitigation 0 5 0 0 4 F 1.5 0.5 2 0 0 0 State College Boulevard / The City Drive / Chapman Avenue Orange Existing Conditions 2 3 2 2 3 1 2 3 1 2 3 1 General Plan Baseline 2 3 2 2 4 1 2 3 1 2 3 1 General Plan With Mitigation 2 3 2 2 4 1 2 3 1 2 2.5 1.5 Sunkist Street / Ball Road Anaheim Existing Conditions 1 2 0 1 2 0 2 3 0 2 2 1 General Plan Baseline 1 2 1 2 2 0 2 3 0 2 3 1 General Plan With Mitigation 1 2 1 2 2 0 2 3 0 2 3 1 Sunkist Street / Cerritos Avenue Anaheim Existing Conditions 1 2 0 1 2 0 1 2 0 1 2 0 General Plan Baseline 1 2 0 1 2 0 1 2 0 1 2 0 General Plan With Mitigation 1 2 0 1 2 0 1 2 0 1 2 0 Sunkist Street / Howell Avenue Anaheim Existing Conditions 0 1 0 1 0 1 1 1 0 1 1 0 General Plan Baseline 0 1 0 1 0 1 1 1 0 1 1 0 General Plan With Mitigation 0 1 0 1.5 0.5 1 1 1 0 1 1 0 Howell Avenue / Katella Avenue Anaheim Existing Conditions 1 1 1 2 0.5 1.5 2 3 0 2 3 0 General Plan Baseline 1 1 1 2 0.5 1.5 2 3 0 2 3 0 General Plan With Mitigation 1 1 1 2 0.5 1.5 2 3 0 2 3 1 Sportstown / Katella Avenue Anaheim Existing Conditions 1 0.5 1.5 1 1 1 1 3 0 1 3 1 General Plan Baseline 2 0.5 1.5 1 1 1 2 3 1 2 3 1 General Plan With Mitigation 2 1 2 1 1 1 2 3 1 2 3 1 Dupont Drive / Orangewood Avenue Anaheim Existing Conditions 0 1 0 0 0 0 0 2 0 1 2 0 General Plan Baseline 2 0 1 1 0 1 1 2.5 0.5 1 2.5 0.5 General Plan With Mitigation 2 0 1 1 0 1 1 2.5 0.5 1 2.5 0.5 Not Applicable 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 ---PAGE BREAK--- L T R L T R L T R L T R Northbound Southbound Eastbound Westbound ID Intersection Jurisdiction Rampart Street / Orangewood Avenue Anaheim / Existing Conditions Orange 1 1 1 0 1 0 1 2 0 1 2 1 General Plan Baseline 1 1 1 1 1 1 1 3 1 1 3 1 General Plan With Mitigation 1 1 F 2 1 1 1 3 1 1 3 1 Rampart Street / Chapman Avenue Anaheim Existing Conditions 0 0 0 1 0 1 1 4 0 0 4 0 General Plan Baseline 0 0 0 1 0 1 1 3 0 0 4 0 General Plan With Mitigation 0 0 0 1 0 1 1 3 0 0 4 0 Ball Road / SR-57 NB Ramps Anaheim Existing Conditions 1.5 0 1.5 0 0 0 0 3 F 0 3 F General Plan Baseline 1.5 0 1.5 0 0 0 0 3 F 0 3 F General Plan With Mitigation 1.5 0 1.5 0 0 0 0 3 F 0 3 F Ball Road / SR-57 SB Ramps Anaheim Existing Conditions 0 0 0 0.5 0 1.5 0 3 F 0 3 F General Plan Baseline 0 0 0 1 0 2 0 3 F 0 3 F General Plan With Mitigation 0 0 0 1 0 2 0 3 F 0 3 F SR-57 NB Ramps / Katella Avenue Anaheim Existing Conditions 1.5 0 1.5 0 0 0 0 3 F 0 3 1 General Plan Baseline 1.5 0 1.5 0 0 0 0 3 F 0 3 1 General Plan With Mitigation 1.5 0 1.5 0 0 0 0 3 F 0 3 1 SR-57 SB Ramps / Katella Avenue Anaheim Existing Conditions 0 0 0 1.5 0 1.5 0 3 F 0 3 F General Plan Baseline 0 0 0 1 0 2 0 3 F 0 3 F General Plan With Mitigation 0 0 0 1 0 2 0 3 F 0 3 F Orangewood Avenue / SR-57 NB Ramps Orange Existing Conditions 1.5 0 1.5 0 0 0 0 2 F 0 2 F General Plan Baseline 1.5 0 1.5 0 0 0 0 2 F 0 2 F General Plan With Mitigation 1.5 0 1.5 0 0 0 0 2 F 0 2 F Orangewood Avenue / SR-57 SB Ramps Orange Existing Conditions 0 0 0 1.5 0 1.5 0 2 1 1 2 0 General Plan Baseline 0 0 0 1.5 0 1.5 0 2 1 1 2 0 General Plan With Mitigation 0 0 0 1.5 0 1.5 0 2 1 2 2 0 Phoenix Club Drive / Ball Road Anaheim Existing Conditions 1.33 0.34 0.33 1 1 0 1 2 1 1 2 0 General Plan Baseline 1 0 1 1 0 1 1 3 0 1 3 0 General Plan With Mitigation 1 0 1 1 0 1 1 3 0 1 3 0 Douglass Road / Katella Avenue Anaheim Existing Conditions 1 1 0 1 0.5 1.5 2 3 1 2 3 1 General Plan Baseline 2 0.5 1.5 2 0.5 1.5 2 3 1 2 4 0 General Plan With Mitigation 2 2 1 2 2 1 2 4 1 2 4 1 Katella Avenue / Struck Avenue Orange Existing Conditions 1.5 0 0.5 0 0 0 0 3 1 1 3 0 General Plan Baseline 1.5 0 0.5 0 0 0 0 3 1 1 3 0 General Plan With Mitigation 1.5 0 0.5 0 0 0 0 3 1 1 3 0 Eckhoff Street / Collins Avenue Orange Existing Conditions 1 0 1 0 1 0 0 1 0 0 1 1 General Plan Baseline 1 0 1 0 1 0 1 2 0 1 0 1 General Plan With Mitigation 1 0 1 0 1 0 1 2 0 1 0 1 Eckhoff Street / Orangewood Avenue Orange Existing Conditions 1 1 0 1 1 1 1 2 1 1 2 0 General Plan Baseline 1 1.5 0.5 1 1 F 2 2 1 2 3 0 General Plan With Mitigation 1 1.5 0.5 1 1 F 2 2 1 2 3 0 Main Street / Taft Avenue Orange Existing Conditions 1.5 0.5 1 1 1 0 1 2 0 1 2 0 General Plan Baseline 2.5 0.5 1 1 1 1 2 3 1 2 3 1 General Plan With Mitigation 2.5 0.5 1 1 1 1 2 3 1 2 3 1 Main Street / Katella Avenue Orange Existing Conditions 2 2 1 1 2 1 1 3 1 1 3 0 General Plan Baseline 2 2 1 2 2 1 2 3 1 2 3 1 General Plan With Mitigation 2 2 1 2 2 1 2 3 1 2 3 1 Main Street / Struck Avenue Orange Existing Conditions 1 2 0 1 2 0 1 1 0 1 1 0 General Plan Baseline 1 2 0 1 2 0 1 2 0 1 2 0 General Plan With Mitigation 1 2 0 1 2 0 1 2 0 1 2 0 Main Street / Collins Avenue Orange Existing Conditions 1 2 0 1 2 0 1 2 0 1 2 0 General Plan Baseline 1 2 1 1 2 0 1 2 1 1 2 0 General Plan With Mitigation 1 2 1 1 2 0 1 2 1 2 2 0 Main Street / Orangewood Avenue Orange Existing Conditions 1 2 0 1 2 0 1 1 1 1 1 0 General Plan Baseline 1 3 1 1 3 1 2 3 1 1 2 0 General Plan With Mitigation 1 3 1 1 3 1 2 3 1 1 2 0 Main Street / Chapman Avenue Orange Existing Conditions 2 2 1 1 2 1 1 2 1 1 2 1 General Plan Baseline 2 3 1 2 3 1 2 3 1 2 3 1 General Plan With Mitigation 2 3 1 2 3 1 2 3 1 2 3 1 Batavia Street / Taft Avenue Orange Existing Conditions 1 2 0 1 2 0 1 2 1 1 2 1 General Plan Baseline 2 2 0 1 2 0 2 3 1 2 3 1 General Plan With Mitigation 2 2 0 1 2 0 2 3 1 2 3 1 Batavia Street / Katella Avenue Orange Existing Conditions 1 2 1 1 2 1 1 3 0 1 3 0 General Plan Baseline 1 2 1 1 2 1 2 3 1 2 3 1 General Plan With Mitigation 1 2 1 1 2 1 2 3 1 2 3 1 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 ---PAGE BREAK--- L T R L T R L T R L T R Northbound Southbound Eastbound Westbound ID Intersection Jurisdiction Batavia Street / Collins Avenue Orange Existing Conditions 0 2 0 0 2 0 1 2 0 1 2 0 General Plan Baseline 1 2 0 1 2 0 1 2 0 1 2 0 General Plan With Mitigation 1 2 0 1 2 0 1 2 0 1 2 0 Batavia Street / Walnut Avenue Orange Existing Conditions 1 2 0 1 2 0 1 1 0 1 1 0 General Plan Baseline 1 2 0 1 2 0 1 1 0 1 1 0 General Plan With Mitigation 1 2 0 1 2 0 1 1 0 1 1 0 Glassell Street / Katella Avenue Orange Existing Conditions 1 2 1 1 2 1 2 3 0 2 3 0 General Plan Baseline 2 2 1 2 2 1 2 3 1 2 3 1 General Plan With Mitigation 2 2 1 2 3 0 2 3 1 2 3 1 Glassell Street / Collins Avenue Orange Existing Conditions 1 2 0 1 1 1 1 2 0 1 2 0 General Plan Baseline 1 2 1 1 2 1 2 2 0 1 2 0 General Plan With Mitigation 1 2 1 1 2 1 2 2 0 1 2 0 Glassell Street / Walnut Avenue Orange Existing Conditions 1 1 0 1 1 0 0.5 0.5 1 0 1 0 General Plan Baseline 1 2 0 1 2 0 0.5 0.5 1 0 1 0 General Plan With Mitigation 1 2 0 1 2 0 1 1 0 1 1 0 Santiago Boulevard / Meats Avenue Orange Existing Conditions 1 2 0 1 2 0 1 2 0 1 2 0 General Plan Baseline 2 2 1 2 2 0 1 1.5 1.5 2 2 0 General Plan With Mitigation 2 2 1 2 2 0 1 1.5 1.5 2 2 1 Clementine Street / Gene Autry Way Orange Existing Conditions General Plan Baseline 1 2 0 1 2 0 1 3 0 1 3 0 General Plan With Mitigation 1 2 0 1 2 0 1 3 0 1 3 0 Clementine Street / Orangewood Avenue Orange Existing Conditions 0 1 0 0 1 0 1 2 0 1 2 0 General Plan Baseline 1 1 0 1 1 1 1 2 0 1 2 0 General Plan With Mitigation 1 1 0 1 1 1 1 2 0 1 2 0 Flower Street / Chapman Avenue Orange Existing Conditions 1 1 0 1 1 0 1 3 0 1 3 0 General Plan Baseline 1 1 0 1 1 0 1 3 0 1 3 0 General Plan With Mitigation 1 1 0 1 1 0 1 3 0 1 3 0 Harbor Boulevard / Chapman Avenue Anaheim / Existing Conditions Orange 2 3 1 2 3 1 2 2 1 2 2 1 General Plan Baseline 2 3 1 2 3 1 2 2 1 2 2 1 General Plan With Mitigation 2 3 1 2 3 1 2 2 1 2 2 1 I-5 SB Ramps / Chapman Avenue Orange Existing Conditions 2 0 1 2 0 1 0 3.5 1.5 2 3 0 General Plan Baseline 2 0 1 2 0 1 0 3.5 1.5 2 3 0 General Plan With Mitigation 2 0 1 2 0 1 0 3.5 1.5 2 3 0 Rampart Street / Town Center Place (South) Anaheim / Existing Conditions Orange 0 1 0 0 1 0 1 0 0 0 0 0 General Plan Baseline 1 2 0 0 2 0 1 0 1 0 0 0 General Plan With Mitigation 1 2 0 0 2 0 1 0 1 0 0 0 SR-22 Eastbound Ramps / The City Drive Orange Existing Conditions 1 3 0 1 2 F 1.33 0.34 1.33 0 1 1 General Plan Baseline 1 3 0 1 3 F 1.5 0.5 1 0 1 1 General Plan With Mitigation 1 3 0 1 3 F 1.5 0.5 1 0 1 1 SR-22 Westbound Ramps/ Metropolitan Drive Orange Existing Conditions 2 0 2 0 0 0 0 2 1 2 2 0 General Plan Baseline 2 0 2 0 0 0 0 2 1 2 2 0 General Plan With Mitigation 2 0 2 0 0 0 0 2 1 2 2 0 SR-57 NB Ramps / Chapman Avenue Orange Existing Conditions 1 0 1 0 0 0 1 2 F 0 3 F General Plan Baseline 1 0 1 0 0 0 1 2 F 0 3 F General Plan With Mitigation 1 0 1 0 0 0 1 2 F 0 3 F SR-57 SB Ramps / Chapman Avenue Orange Existing Conditions 0 1 1 0 1 1 1 3 0 1 2 F General Plan Baseline 0 1 1 0 1 1 1 3 0 1 2 F General Plan With Mitigation 0 1 1 0 1 1 1 3 0 1 2 F State College Boulevard / Winston Road Orange Existing Conditions 1 3 0 1 3 0 1 1 0 1 1 0 General Plan Baseline 1 3 0 1 3 0 1 1 0 1 1 0 General Plan With Mitigation 1 3 0 1 3 0 1 1 0 1 1 0 The City Drive / Garden Grove Boulevard Orange Existing Conditions 0 0 0 2 0 1 1 3 0 0 3 1 General Plan Baseline 0 0 0 2 0 1 1 3 0 0 3 1 General Plan With Mitigation 0 0 0 3 0 1 2 2 0 0 3 1 The City Drive / Metropolitan Drive Orange Existing Conditions 2 3 0 0 3 2 2 0 2 0 0 0 General Plan Baseline 2 4 0 0 2 3 2 0 2 0 0 0 General Plan With Mitigation 2 4 0 0 2 3 2 0 2 0 0 0 Source: City of Anaheim F - Free right-turn lane Not Applicable 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 ---PAGE BREAK--- ---PAGE BREAK--- PLATINUM TRIANGLE MASTER LAND USE PLAN TRAFFIC STUDY Summary of ooadway Classification for Arterial Segments Existing ooadway 20P0 No mroject 20P0 tith mroject A - N Anaheim Boulevard hatella Avenue f-R creeway nLo hatella Avenue Anaheim Sa Sa Sa A - O Anaheim Boulevard f-R creeway Cerritos Avenue nLo Anaheim tay Anaheim Sa Sa Sa A - P Anaheim Boulevard Cerritos Avenue Ball ooad nLo Cerritos Avenue Anaheim 4a Sa Sa A - 4 Anaheim Boulevard Ball ooad sermont ptreet nLo Ball ooad Anaheim 4a Sa Sa A - R Anaheim tay ptate College Boulevard lrangewood Avenue sLo lrangewood Avenue lrange Pa Pa Pa A - S Anaheim tay lrangewood Avenue hatella Avenue sLo hatella Avenue Anaheim Pa Pa Pa A - T Anaheim tay hatella Avenue Anaheim Boulevard nLo hatella Avenue Anaheim Pa Pa Pa A - U Ball ooad talnut ptreet aisneyland arive wLo aisneyland arive Anaheim Sa Sa Sa A - V Ball ooad aisneyland arive earbor Boulevard eLo aisneyland arive Anaheim Sa Sa Sa A - NM Ball ooad earbor Boulevard Anaheim Boulevard eLo earbor Boulevard Anaheim Sa Sa Sa A - NN Ball ooad Anaheim Boulevard bast ptreet wLo iewis ptreet Anaheim Sa Sa Sa A - NO Ball ooad bast ptreet ptate College Boulevard eLo bast ptreet Anaheim Sa Sa Sa A - NP Ball ooad ptate College Boulevard punkist ptreet wLo punkist ptreet Anaheim 4a Sa Sa A - N4 Ball ooad punkist ptreet po-RT creeway eLo punkist ptreet Anaheim Sa Sa Sa A - NR Ball ooad po-RT creeway Main ptreet wLo Main ptreet AnaheimLlrange Sa Sa Sa A - NS Cerritos Avenue Anaheim Boulevard iewis ptreet wLo iewis ptreet Anaheim 4r 4a 4a A - NT Cerritos Avenue iewis ptreet ptate College Boulevard eLo iewis ptreet Anaheim 4r 4a 4a A - NU Cerritos Avenue ptate College Boulevard punkist ptreet wLo punkist ptreet Anaheim 4r 4r 4r A - NV Cerritos Avenue punkist ptreet aouglass ooad eLo punkist ptreet Anaheim 4r 4r 4r A - OM Chapman Avenue ptate College Boulevard po-RT creeway eLo ptate College Boulevard lrange Sa Sa Sa A - ON Chapman Avenue po-RT creeway Main ptreet wLo Main ptreet lrange Sa Sa Sa A - OO The City arive po-OO creeway Chapman Avenue sLo Chapman Avenue lrange Ua Ua Ua A - OP Clementine ptreet lrangewood Avenue dene Autry tay nLo lrangewood Avenue Anaheim kA 4r 4r A - O4 Clementine ptreet dene Autry tay hatella Avenue sLo hatella Avenue Anaheim kA 4r 4r A - OR Clementine ptreet hatella Avenue Manchester Avenue sLo aisney tay Anaheim 4r 4r 4r A - OS Collins Avenue bckhoff ptreet Main ptreet wLo Main ptreet lrange 4r 4r 4r A - OT Collins Avenue Main ptreet Batavia ptreet wLo Batavia ptreet lrange 4r 4r 4r A - OU Collins Avenue Batavia ptreet dlassell ptreet wLo dlassell ptreet lrange 4r 4r 4r A - OV aisney tay earbor Boulevard Clementine ptreet wLo Clementine ptreet Anaheim Sa Sa Sa A - PM aisney tay Clementine ptreet Anaheim Boulevard eLo Clementine ptreet Anaheim Sa Sa Sa A - PN aouglass ooad hatella Avenue Cerritos Avenue nLo hatella Avenue Anaheim 4r 4r 4r A - PO bckhoff ptreet lrangewood Avenue Collins Avenue sLo Collins ptreet lrange Oa 4r 4r A - PP dene Autry tay earbor Boulevard Clementine ptreet eLo earbor Boulevard Anaheim kA Sa Sa A - P4 dene Autry tay Clementine ptreet easter ptreet wLo easter ptreet Anaheim kA Sa Sa A - PR dene Autry tay easter ptreet f-R creeway eLo easter ptreet Anaheim kA Sa Sa A - PS dene Autry tay f-R creeway ptate College Boulevard wLo ptate College Boulevard Anaheim 4r Sa Sa A - PT earbor Boulevard Chapman Avenue lrangewood Avenue sLo lrangewood Avenue Anaheim Sa Sa Sa A - PU earbor Boulevard lrangewood Avenue Convention tay nLo lrangewood Avenue Anaheim Sa Sa Sa A - PV earbor Boulevard Convention tay hatella Avenue sLo hatella Avenue Anaheim Sa Sa Sa A - 4M earbor Boulevard hatella Avenue aisney tay sLo aisney tay Anaheim Sa Sa Sa A - 4N earbor Boulevard aisney tay Manchester Avenue sLo Manchester Avenue Anaheim Sa Sa Sa A - 4O earbor Boulevard Manchester Avenue f-R creeway nLo Manchester Avenue Anaheim Ta Ta Ta A - 4P earbor Boulevard f-R creeway Ball ooad sLo Ball ooad Anaheim Ua Ua Ua A - 44 earbor Boulevard Ball ooad sermont ptreet nLo Ball ooad Anaheim Sa Sa Sa A - 4R easter ptreet Chapman Avenue lrangewood Avenue sLo lrangewood Avenue Anaheim 4r Sa Sa A - 4S easter ptreet lrangewood Avenue hatella Avenue nLo lrangewood Avenue Anaheim 4r Sa Sa A - 4T eowell Avenue ptate College Boulevard punkist ptreet eLo ptate College Boulevard Anaheim 4r 4r 4r A - 4U eowell Avenue punkist ptreet hatella Avenue nLo hatella Avenue Anaheim 4r 4r 4r A - 4V hatella Avenue buclid ptreet kinth ptreet wLo kinth ptreet Anaheim Sa Sa Sa A - RM hatella Avenue kinth ptreet talnut ptreet eLo kinth ptreet Anaheim Sa Sa Sa A - RN hatella Avenue talnut ptreet aisneyland arive wLo aisneyland arive Anaheim Sa Sa Sa A - RO hatella Avenue aisneyland arive earbor Boulevard eLo eotel ty Anaheim Sa Ua Ua A - RP hatella Avenue earbor Boulevard Clementine ptreet eLo earbor Boulevard Anaheim Sa Ua Ua A - R4 hatella Avenue Clementine ptreet Anaheim Boulevard wLo Anaheim Boulevard Anaheim Sa Ua Ua A - RR hatella Avenue Anaheim Boulevard f-R creeway wLo Manchester Avenue Anaheim Sa Ua Ua A - RRa hatella Avenue Manchester Avenue Anaheim tay Anaheim Sa Sa Sa A - RS hatella Avenue f-R creeway iewis ptreet wLo iewis ptreet Anaheim Sa Ua Ua A - RT hatella Avenue iewis ptreet ptate College Boulevard eLo iewis ptreet Anaheim Sa Ua Ua A - RU hatella Avenue ptate College Boulevard pportstown eLo ptate College Boulevard Anaheim Sa Ua Ua A - RV hatella Avenue pportstown eowell Avenue wLo eowell ptreet Anaheim Sa Sa Sa A - SM hatella Avenue eowell Avenue po-RT creeway eLo eowell ptreet Anaheim Sa Sa Sa A - SN hatella Avenue po-RT creeway Main ptreet wLo aouglass ooad AnaheimLlrange Sa Sa Sa A - SO hatella Avenue Main ptreet Batavia ptreet wLo Batavia ptreet lrange Sa Sa Sa A - SP hatella Avenue Batavia ptreet dlassell ptreet eLo Batavia ptreet lrange Sa Sa Sa A - S4 iewis ptreet dene Autry tay hatella Avenue sLo hatella Avenue Anaheim Or 4a 4a A - SR iewis ptreet hatella Avenue Cerritos Avenue nLo hatella Avenue Anaheim 4r 4r 4r A - SS iewis ptreet Cerritos Avenue Ball ooad nLo Cerritos Avenue Anaheim 4r 4a 4a A - ST Main ptreet Chapman Avenue lrangewood Avenue sLo lrangewood Avenue lrange 4r Sa Sa A - SU Main ptreet lrangewood Avenue Collins Avenue nLo lrangewood Avenue lrange 4r Sa Sa A - SV Main ptreet Collins Avenue hatella Avenue nLo Collins Avenue lrange 4r 4a 4a A - TM Main ptreet hatella Avenue Taft Avenue sLo Taft Avenue lrange 4r 4a 4a A - TN Manchester Avenue Compton Avenue lrangewood Avenue sLo f-R ln oamp Anaheim Pa Pa Pa A - TO Manchester Avenue lrangewood Avenue hatella Avenue nLo lrangewood Avenue Anaheim Pa Pa Pa A - TP Manchester Avenue hatella Avenue Anaheim Boulevard nLo hatella Avenue Anaheim Pa Pa Pa A - T4 lrangewood Avenue earbor Boulevard easter ptreet wLo easter ptreet Anaheim 4r 4r 4r A - TR lrangewood Avenue easter ptreet Manchester Avenue wLo iewis ptreet Anaheim 4r 4r 4r A - TS lrangewood Avenue Manchester Avenue ptate College Boulevard eLo Anaheim tay AnaheimLlrange Sa Sa Sa A - TT lrangewood Avenue ptate College Boulevard oampart ptreet wLo aupont arive Anaheim 4r Sa Sa A - TU lrangewood Avenue oampart ptreet po-RT creeway eLo oampart ptreet AnaheimLlrange 4r Sa Sa A - TV lrangewood Avenue po-RT creeway bckhoff ptreet wLo bckhoff ptreet lrange 4a Sa Sa A - UM lrangewood Avenue bckhoff ptreet Main ptreet wLo Main ptreet lrange 4a Sa Sa A - UN mhoenix Club arive eonda Center Ball ooad sLo Ball ooad Anaheim Or Or Or A - UO oampart ptreet Chapman Avenue lrangewood Avenue sLo lrangewood Avenue AnaheimLlrange Or 4r 4r A - UP ptate College Boulevard Chapman Avenue f-R creeway nLo Chapman Avenue lrange Ua Ua Ua A - U4 ptate College Boulevard f-R creeway lrangewood Avenue nLo Anaheim tay lrange Ua Ua Ua A - UR ptate College Boulevard lrangewood Avenue dene Autry tay nLo lrangewood Avenue Anaheim Sa Ua Ua A - US ptate College Boulevard dene Autry tay hatella Avenue sLo hatella Avenue Anaheim Sa Sa Sa A - UT ptate College Boulevard hatella Avenue eowell Avenue nLo hatella Avenue Anaheim Sa Sa Sa A - UU ptate College Boulevard eowell Avenue Cerritos Avenue sLo Cerritos Avenue Anaheim Sa Sa Sa A - UV ptate College Boulevard Cerritos Avenue Ball ooad sLo Ball ooad Anaheim Sa Sa Sa A - VM ptate College Boulevard Ball ooad tagner Avenue nLo Ball ooad Anaheim Sa Sa Sa A - VN ptruck Avenue hatella Avenue Main ptreet eLo hatella Avenue lrange Or Or Or A - VO punkist ptreet eowell Avenue Cerritos Avenue sLo Cerritos Avenue Anaheim 4r 4r 4r A - VP punkist ptreet Cerritos Avenue Ball ooad sLo Ball ooad Anaheim 4r 4r 4r A - V4 talnut Avenue Main ptreet Batavia ptreet eLo Main ptreet lrange Or Or 4r A - VR talnut Avenue Batavia ptreet dlassell ptreet eLo Batavia ptreet lrange Or Or 4r r - rndivided a - aivided fa ooadway Classification gurisdiction iocation To crom Arterial ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix G-1 Intersection Turning Movement Volumes under 2030 No Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- AM Peak Hour Intersection Turning Movement Volumes under Year 2030 No Project Conditions ID Intersection Northbound Southbound Eastbound Westbound Total L T R L T R L T R L T R I-1 Euclid Street / Katella Avenue 120 890 180 360 1,430 220 190 1,940 170 250 550 180 6,480 I-2 Ninth Street / Katella Avenue 260 70 390 30 140 40 30 2,410 250 240 690 30 4,580 I-3 Walnut Street / Ball Road 110 150 420 130 210 60 70 1,320 130 210 650 50 3,510 I-4 Walnut Street / Katella Avenue 10 10 0 830 10 180 230 2,630 0 30 770 230 4,930 I-5 Disneyland Drive / Ball Road 150 330 330 610 770 130 320 1,330 140 550 830 70 5,560 I-6 Disneyland Drive / West Street / Katella Avenue 220 360 230 480 260 330 290 2,830 210 180 910 500 6,800 I-7 Harbor Boulevard / Vermont Avenue 80 740 140 80 1,950 20 20 110 150 140 70 40 3,540 I-8 Harbor Boulevard / Ball Road 670 830 290 200 2,070 450 420 1,460 880 270 1,090 180 8,810 I-9 Harbor Boulevard / I-5 Northbound Ramps 0 930 200 90 3,100 0 0 0 0 70 0 730 5,120 I-10 Harbor Boulevard / I-5 Southbound Ramps 70 820 0 0 1,930 1,190 350 0 320 0 0 0 4,680 I-11 Harbor Boulevard / Disney Way 180 770 330 310 1,130 120 0 0 0 200 150 160 3,350 I-12 Harbor Boulevard / Katella Avenue 420 590 160 80 910 200 440 2,410 100 240 1,200 80 6,830 I-13 Harbor Boulevard / Convention Way 430 990 470 170 960 230 140 430 110 220 350 230 4,730 I-14 Harbor Boulevard / Orangewood Avenue 120 1,170 140 60 1,020 80 240 1,010 210 200 270 120 4,640 I-15 Clementine Street / Disney Way 70 60 30 520 70 70 220 250 50 140 490 480 2,450 I-16 Clementine Street / Katella Avenue 50 70 110 90 160 70 90 2,410 120 270 1,480 60 4,980 I-17 I-5 SB Off Ramp / Disney Way 20 0 40 500 10 150 0 770 10 140 830 0 2,470 I-18 Anaheim Boulevard / Vermont Avenue 40 480 120 120 1,550 30 50 260 120 220 160 80 3,230 I-19 Anaheim Boulevard / Ball Road 340 510 190 470 1,610 330 170 1,530 300 180 950 180 6,760 I-20 Anaheim Boulevard / Cerritos Avenue 250 890 490 530 1,700 100 40 40 80 400 50 180 4,750 I-21 Anaheim Boulevard / I-5 NB Ramps 710 1,120 0 0 2,060 160 0 0 0 30 20 420 4,520 I-22 Anaheim Boulevard / Disney Way 70 1,040 10 490 1,300 210 410 920 30 0 650 10 5,140 I-23 Anaheim Boulevard / Haster Street / Katella Avenue 250 690 260 520 480 290 270 2,260 60 560 1,220 100 6,960 I-24 Haster Street / Gene Autry Way 200 970 340 80 950 100 200 820 240 480 590 160 5,130 I-25 Haster Street / Orangewood Avenue 80 1,290 90 170 1,250 220 140 780 110 110 250 200 4,690 I-26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 130 0 620 290 590 20 0 1,270 1,250 420 1,900 0 6,490 I-27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 700 420 460 0 0 0 40 2,150 0 0 1,810 350 5,930 I-28 East Street / Vermont Avenue 110 240 40 80 1,050 130 90 320 120 100 350 60 2,690 I-29 East Street / Ball Road 0 0 0 330 0 800 270 1,140 0 0 1,520 160 4,220 I-30 Lewis Street / Ball Road 190 70 270 10 10 0 60 1,110 380 980 1,310 70 4,460 I-31 Lewis Street / Cerritos Avenue 20 490 240 200 950 120 90 790 130 120 480 80 3,710 I-32 Lewis Street / North Connector Road 0 920 50 20 1,040 0 0 0 0 10 0 10 2,050 I-33 Lewis Street / Katella Avenue 20 330 370 160 380 370 380 1,690 30 110 1,420 60 5,320 I-34 Lewis Street / Anaheim Way 0 70 310 0 0 0 0 0 0 0 0 130 510 I-35 Lewis Street / Anaheim Connector 120 500 0 0 490 0 320 0 40 0 0 0 1,470 I-36 Lewis Street / Gene Autry Way 0 0 0 360 0 120 340 880 0 0 560 140 2,400 I-37 I-5 HOV Ramps / Gene Autry Way 20 0 30 590 0 30 30 500 140 80 500 140 2,060 I-38 Lewis Street / Orangewood Avenue 60 0 520 0 0 0 0 1,070 80 290 400 10 2,430 I-39 Manchester Avenue / Orangewood Avenue 0 0 0 690 1,090 290 0 1,030 720 40 410 0 4,270 I-40 Anaheim Way / Orangewood Avenue 130 340 10 0 0 0 320 1,380 0 0 420 480 3,080 I-41 Market Street / Katella Avenue 230 0 40 240 20 80 80 2,150 60 180 1,510 70 4,660 I-42 Market Street / Gene Autry Way 50 0 80 180 10 60 50 600 30 80 290 60 1,490 I-43 Orange Center Drive / Orangewood Avenue 90 10 260 0 10 70 80 1,120 530 570 780 40 3,560 I-44 State College Boulevard / Vermont Avenue 130 670 20 60 1,910 200 140 60 260 20 110 50 3,630 I-45 State College Boulevard / Wagner Avenue 10 440 290 250 1,840 60 10 40 10 220 0 340 3,510 I-46 State College Boulevard / Ball Road 100 460 100 360 1,320 360 200 1,100 240 220 1,290 140 5,890 I-47 State College Boulevard / Cerritos Avenue 230 520 210 250 1,620 220 60 760 250 180 560 20 4,880 I-48 State College Boulevard / Howell Avenue 10 580 390 140 1,380 20 0 20 0 630 10 110 3,290 ---PAGE BREAK--- AM Peak Hour Intersection Turning Movement Volumes under Year 2030 No Project Conditions, Continued ID Intersection Northbound Southbound Eastbound Westbound Total L T R L T R L T R L T R I-49 State College Boulevard / Katella Avenue 200 480 310 300 1,010 780 610 1,390 410 500 620 60 6,670 I-50 State College Boulevard / Gateway Center Drive 30 720 350 470 1,200 80 40 40 20 390 10 230 3,580 I-51 State College Boulevard / Gene Autry Way 180 720 350 0 1,160 470 550 270 1,140 10 60 0 4,910 I-52 State College Boulevard / Artisan Street 270 1,220 50 60 2,250 50 100 10 330 100 10 120 4,570 I-53 State College Boulevard / Orangewood Avenue 240 1,030 140 800 1,460 480 190 1,420 50 270 810 50 6,940 I-54 State College Boulevard / Orange Center Drive 200 1,320 40 40 1,890 250 50 0 400 160 20 40 4,410 I-55 State College Boulevard / I-5 Northbound Ramps 550 1,040 200 30 2,400 40 0 0 0 320 330 480 5,390 I-56 State College Boulevard / I-5 Southbound Ramps 0 1,380 10 0 2,450 230 70 910 380 0 0 0 5,430 I-57 State College Boulevard / Chapman Avenue 130 560 440 150 1,780 700 270 1,440 270 420 950 410 7,520 I-58 Sunkist Street / Ball Road 40 110 250 570 780 240 120 1,480 40 460 1,230 200 5,520 I-59 Sunkist Street / Cerritos Avenue 30 70 70 420 530 180 70 700 30 240 380 140 2,860 I-60 Sunkist Street / Howell Avenue 10 0 20 150 10 540 320 170 10 10 260 90 1,590 I-61 Howell Avenue / Katella Avenue 20 20 40 220 70 120 50 1,820 90 170 1,370 370 4,360 I-62 Sportstown / Katella Avenue 60 10 220 60 10 70 30 1,620 370 470 930 110 3,960 I-63 Dupont Drive / Orangewood Avenue 80 20 70 160 40 150 80 1,420 640 350 780 90 3,880 I-64 Rampart Street / Orangewood Avenue 70 220 400 90 300 0 40 1,090 170 390 1,000 140 3,910 I-65 Rampart Street / Chapman Avenue 190 390 620 100 260 380 560 1,050 40 340 1,080 310 5,320 I-66 Ball Road / SR-57 Northbound Ramps 400 0 510 0 0 0 0 2,260 520 0 1,080 420 5,190 I-67 Ball Road / SR-57 Southbound Ramps 0 0 0 750 0 1,020 0 1,700 670 0 1,140 240 5,520 I-68 SR-57 Northbound Ramps / Katella Avenue 360 0 610 0 0 0 0 1,850 400 0 1,200 220 4,640 I-69 SR-57 Southbound Ramps / Katella Avenue 0 0 0 350 0 670 0 1,900 180 0 1,280 260 4,640 I-70 Orangewood Avenue / SR-57 Northbound Ramps 130 0 580 0 0 0 0 1,820 300 0 1,200 220 4,250 I-71 Orangewood Avenue / SR-57 Southbound Ramps 0 0 0 440 0 430 0 1,610 60 170 1,110 0 3,820 I-72 Phoenix Club Drive / Ball Road 100 0 100 0 0 10 20 2,810 260 180 1,370 10 4,860 I-73 Douglass Road / Katella Avenue 90 80 120 890 250 110 420 1,950 90 340 1,260 350 5,950 I-74 Katella Avenue / Struck Avenue 240 0 10 0 0 0 0 2,690 510 20 1,650 0 5,120 I-75 Eckhoff Street / Collins Avenue 0 30 910 0 10 0 0 10 10 990 30 0 1,990 I-76 Eckhoff Street / Orangewood Avenue 340 320 50 10 300 620 1,070 1,090 150 20 430 30 4,430 I-77 Main Street / Taft Avenue 130 30 200 10 50 70 110 1,160 890 290 1,020 30 3,990 I-78 Main Street / Katella Avenue 70 790 200 170 770 120 470 1,290 170 420 1,380 70 5,920 I-79 Main Street / Struck Avenue 140 1,140 120 120 1,170 40 20 210 420 150 170 110 3,810 I-80 Main Street / Collins Avenue 170 920 420 100 800 400 200 310 30 360 650 140 4,500 I-81 Main Street / Orangewood Avenue 200 1,530 60 10 1,040 120 190 400 390 80 420 20 4,460 I-82 Main Street / Chapman Avenue 460 1,380 100 70 1,370 180 210 470 400 200 390 240 5,470 I-83 Batavia Street / Taft Avenue 180 420 230 100 960 260 340 1,040 300 660 1,310 60 5,860 I-84 Batavia Street / Katella Avenue 120 720 240 120 820 370 240 770 310 390 1,510 300 5,910 I-85 Batavia Street / Collins Avenue 50 640 100 210 590 240 210 530 40 160 860 250 3,880 I-86 Batavia Street / Walnut Avenue 60 860 80 30 730 60 170 410 20 140 510 80 3,150 I-87 Glassell Street / Katella Avenue 290 730 100 90 820 330 340 440 150 170 1,380 110 4,950 I-88 Glassell Street / Collins Avenue 360 870 40 80 820 350 170 260 150 200 620 50 3,970 I-89 Glassell Street / Walnut Avenue 27 464 40 49 628 65 66 237 28 70 219 81 1,974 I-90 Santiago Boulevard / Meats Avenue 480 580 90 70 540 310 160 130 340 230 1,030 160 4,120 I-91 Clementine Street / Gene Autry Way 90 60 460 10 30 10 40 830 10 270 700 50 2,560 I-92 Clementine Street / Orangewood Avenue 10 50 130 30 0 50 410 860 10 100 360 110 2,120 I-93 Flower Street / Chapman Avenue 150 10 100 20 30 30 20 1,400 330 50 1,220 10 3,370 I-94 Harbor Boulevard / Chapman Avenue 110 1,180 300 110 1,010 150 130 1,050 160 150 430 90 4,870 I-95 I-5 Southbound Ramps / Chapman Avenue 650 0 220 1,060 0 10 0 920 990 100 1,140 0 5,090 I-96 Rampart Street / Town Center Place (South) 230 550 0 0 450 200 70 0 100 0 0 0 1,600 ---PAGE BREAK--- AM Peak Hour Intersection Turning Movement Volumes under Year 2030 No Project Conditions, Continued ID Intersection Northbound Southbound Eastbound Westbound Total L T R L T R L T R L T R I-97 SR-22 Eastbound Ramps / The City Drive 230 1,300 20 80 1,480 240 420 20 90 0 10 0 3,890 I-98 SR-22 Westbound Ramps/ Metropolitan Drive 480 0 1,550 0 0 0 0 500 30 900 60 0 3,520 I-99 SR-57 Northbound Ramps / Chapman Avenue 80 0 110 0 0 0 0 1,700 370 0 920 290 3,470 I-100 SR-57 Southbound Ramps / Chapman Avenue 20 10 20 270 60 510 10 1,730 150 90 920 160 3,950 I-101 State College Boulevard / Winston Road 60 500 140 110 1,530 100 40 40 30 30 100 30 2,710 I-102 The City Drive / Garden Grove Boulevard 0 0 0 1,460 0 200 580 980 0 0 780 620 4,620 I-103 The City Drive / Metropolitan Drive 70 920 0 0 570 450 1,330 0 590 0 0 0 3,930 Source: City of Anaheim ---PAGE BREAK--- PM Peak Hour Intersection Turning Movement Volumes under Year 2030 No Project Conditions ID Intersection Northbound Southbound Eastbound Westbound Total L T R L T R L T R L T R I-1 Euclid Street / Katella Avenue 240 1,390 140 290 1,100 90 320 810 240 240 2,020 350 7,230 I-2 Ninth Street / Katella Avenue 470 160 410 20 90 40 60 1,050 300 460 2,260 60 5,380 I-3 Walnut Street / Ball Road 250 300 300 70 270 80 50 720 100 370 1,200 30 3,740 I-4 Walnut Street / Katella Avenue 10 0 0 270 10 240 200 1,200 10 50 2,210 800 5,000 I-5 Disneyland Drive / Ball Road 210 610 580 340 540 170 230 1,030 130 470 1,500 430 6,240 I-6 Disneyland Drive / West Street / Katella Avenue 310 480 150 760 430 370 160 1,080 160 130 2,330 490 6,850 I-7 Harbor Boulevard / Vermont Avenue 130 2,290 140 60 890 30 20 50 100 180 100 60 4,050 I-8 Harbor Boulevard / Ball Road 790 1,850 340 230 1,120 330 630 1,260 580 270 1,390 140 8,930 I-9 Harbor Boulevard / I-5 Northbound Ramps 0 1,950 640 60 1,840 0 0 0 0 100 0 910 5,500 I-10 Harbor Boulevard / I-5 Southbound Ramps 100 2,360 0 0 1,200 890 290 0 400 0 0 0 5,240 I-11 Harbor Boulevard / Disney Way 50 1,710 80 190 1,320 40 0 0 0 540 80 330 4,340 I-12 Harbor Boulevard / Katella Avenue 610 1,080 230 200 700 520 500 1,730 170 410 2,230 170 8,550 I-13 Harbor Boulevard / Convention Way 120 1,250 350 150 1,240 120 190 590 100 350 300 440 5,200 I-14 Harbor Boulevard / Orangewood Avenue 250 1,540 180 100 1,210 290 120 450 110 330 830 90 5,500 I-15 Clementine Street / Disney Way 80 130 50 560 100 310 90 150 70 130 480 520 2,670 I-16 Clementine Street / Katella Avenue 120 120 360 250 140 110 90 1,940 70 160 2,760 80 6,200 I-17 I-5 SB Off Ramp / Disney Way 20 0 120 390 20 120 0 630 10 80 1,050 0 2,440 I-18 Anaheim Boulevard / Vermont Avenue 240 1,720 250 70 1,030 40 50 160 60 160 230 130 4,140 I-19 Anaheim Boulevard / Ball Road 250 1,780 160 370 860 140 240 860 300 170 1,530 470 7,130 I-20 Anaheim Boulevard / Cerritos Avenue 130 1,770 460 330 1,280 70 80 60 170 520 100 500 5,470 I-21 Anaheim Boulevard / I-5 NB Ramps 250 1,680 0 0 1,870 380 0 0 0 80 510 1,290 6,060 I-22 Anaheim Boulevard / Disney Way 260 1,440 10 560 1,180 210 550 480 180 0 580 0 5,450 I-23 Anaheim Boulevard / Haster Street / Katella Avenue 230 1,160 340 340 520 230 420 2,040 150 480 2,360 120 8,390 I-24 Haster Street / Gene Autry Way 230 1,450 480 200 1,090 130 310 920 170 540 1,100 60 6,680 I-25 Haster Street / Orangewood Avenue 260 1,830 100 160 1,530 120 130 380 120 190 770 300 5,890 I-26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 150 0 210 350 140 0 0 1,810 1,110 500 2,360 0 6,630 I-27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 860 1,560 250 0 0 0 40 2,300 0 0 2,300 590 7,900 I-28 East Street / Vermont Avenue 150 950 110 60 330 80 110 270 120 30 220 50 2,480 I-29 East Street / Ball Road 0 0 0 250 0 390 820 1,380 0 0 1,560 460 4,860 I-30 Lewis Street / Ball Road 380 10 880 70 110 90 10 1,240 240 490 1,440 10 4,970 I-31 Lewis Street / Cerritos Avenue 20 930 200 60 700 150 100 830 210 240 1,080 210 4,730 I-32 Lewis Street / North Connector Road 0 1,200 50 10 1,260 0 0 0 0 30 0 10 2,560 I-33 Lewis Street / Katella Avenue 50 560 440 190 450 560 370 1,860 70 340 2,300 100 7,290 I-34 Lewis Street / Anaheim Way 0 1,100 670 0 0 0 0 0 0 0 0 200 1,970 I-35 Lewis Street / Anaheim Connector 170 520 0 0 840 0 520 0 140 0 0 0 2,190 I-36 Lewis Street / Gene Autry Way 0 0 0 380 0 470 260 660 0 0 1,430 130 3,330 I-37 I-5 HOV Ramps / Gene Autry Way 50 0 90 330 0 50 200 530 150 120 1,260 610 3,390 I-38 Lewis Street / Orangewood Avenue 230 0 440 0 0 0 0 570 70 320 1,200 0 2,830 I-39 Manchester Avenue / Orangewood Avenue 0 0 0 460 840 200 0 660 600 540 1,300 0 4,600 I-40 Anaheim Way / Orangewood Avenue 200 570 10 0 0 0 300 700 0 0 1,210 590 3,580 I-41 Market Street / Katella Avenue 290 0 50 160 10 50 140 1,790 190 440 2,200 120 5,440 I-42 Market Street / Gene Autry Way 70 10 130 260 10 60 130 700 70 100 1,170 190 2,900 I-43 Orange Center Drive / Orangewood Avenue 90 10 480 60 10 150 70 680 420 570 1,210 40 3,790 I-44 State College Boulevard / Vermont Avenue 160 1,920 10 40 980 150 230 20 140 10 20 20 3,700 I-45 State College Boulevard / Wagner Avenue 20 1,810 110 130 950 30 20 10 10 120 20 240 3,470 I-46 State College Boulevard / Ball Road 220 1,360 160 260 570 170 200 1,220 180 150 1,620 240 6,350 I-47 State College Boulevard / Cerritos Avenue 330 1,200 50 20 700 160 240 620 190 60 800 70 4,440 I-48 State College Boulevard / Howell Avenue 0 1,230 540 40 830 0 0 10 10 820 10 390 3,880 ---PAGE BREAK--- PM Peak Hour Intersection Turning Movement Volumes under Year 2030 No Project Conditions, Continued ID Intersection Northbound Southbound Eastbound Westbound Total L T R L T R L T R L T R I-49 State College Boulevard / Katella Avenue 380 720 250 250 680 700 780 1,160 210 690 1,350 210 7,380 I-50 State College Boulevard / Gateway Center Drive 20 1,000 160 200 1,030 130 50 20 40 720 30 400 3,800 I-51 State College Boulevard / Gene Autry Way 470 1,220 330 0 1,380 500 60 180 510 20 410 10 5,090 I-52 State College Boulevard / Artisan Street 430 1,770 150 140 1,660 100 70 10 250 120 20 110 4,830 I-53 State College Boulevard / Orangewood Avenue 100 1,820 100 540 830 520 250 720 50 630 1,300 210 7,070 I-54 State College Boulevard / Orange Center Drive 210 1,930 150 130 1,480 140 70 20 310 100 10 30 4,580 I-55 State College Boulevard / I-5 Northbound Ramps 930 1,640 390 40 1,570 180 0 0 0 160 140 540 5,590 I-56 State College Boulevard / I-5 Southbound Ramps 0 2,660 80 0 1,420 320 150 700 340 0 0 0 5,670 I-57 State College Boulevard / Chapman Avenue 210 1,450 720 160 1,250 230 390 1,350 140 460 1,200 740 8,300 I-58 Sunkist Street / Ball Road 90 950 400 290 360 140 210 1,390 20 450 1,620 720 6,640 I-59 Sunkist Street / Cerritos Avenue 30 420 190 130 220 160 160 190 20 160 600 410 2,690 I-60 Sunkist Street / Howell Avenue 20 20 10 140 0 470 560 110 0 0 400 100 1,830 I-61 Howell Avenue / Katella Avenue 130 70 210 340 20 40 130 1,750 70 90 2,280 430 5,560 I-62 Sportstown / Katella Avenue 390 20 630 150 10 120 130 1,210 350 510 1,710 140 5,370 I-63 Dupont Drive / Orangewood Avenue 540 70 340 160 10 120 160 760 220 100 1,580 190 4,250 I-64 Rampart Street / Orangewood Avenue 80 350 860 260 310 10 50 730 80 150 1,740 120 4,740 I-65 Rampart Street / Chapman Avenue 160 410 580 150 460 310 720 1,300 270 500 1,240 300 6,400 I-66 Ball Road / SR-57 Northbound Ramps 510 0 350 0 0 0 0 1,620 650 0 2,290 900 6,320 I-67 Ball Road / SR-57 Southbound Ramps 0 0 0 500 0 650 0 1,610 560 0 2,300 500 6,120 I-68 SR-57 Northbound Ramps / Katella Avenue 290 0 460 0 0 0 0 1,510 490 0 2,290 500 5,540 I-69 SR-57 Southbound Ramps / Katella Avenue 0 0 0 240 0 550 0 1,790 460 0 2,060 500 5,600 I-70 Orangewood Avenue / SR-57 Northbound Ramps 90 0 220 0 0 0 0 1,810 300 0 2,150 660 5,230 I-71 Orangewood Avenue / SR-57 Southbound Ramps 0 0 0 340 0 520 0 1,480 160 490 1,540 0 4,530 I-72 Phoenix Club Drive / Ball Road 320 0 270 10 0 10 30 1,610 320 200 2,990 30 5,790 I-73 Douglass Road / Katella Avenue 400 240 340 530 180 390 240 1,500 70 250 2,210 840 7,190 I-74 Katella Avenue / Struck Avenue 580 0 20 0 0 0 0 2,310 290 10 2,900 0 6,110 I-75 Eckhoff Street / Collins Avenue 0 10 1,030 10 10 0 0 10 10 1,160 10 10 2,260 I-76 Eckhoff Street / Orangewood Avenue 100 250 80 50 410 1,020 650 730 420 120 780 60 4,670 I-77 Main Street / Taft Avenue 1,140 90 500 20 50 200 70 1,450 400 400 1,960 10 6,290 I-78 Main Street / Katella Avenue 200 690 500 100 820 510 320 1,640 130 230 1,520 190 6,850 I-79 Main Street / Struck Avenue 320 1,100 130 110 840 30 50 170 170 100 140 100 3,260 I-80 Main Street / Collins Avenue 50 1,200 390 140 1,100 220 310 740 230 410 490 140 5,420 I-81 Main Street / Orangewood Avenue 260 1,530 70 20 1,640 240 150 380 350 90 520 20 5,270 I-82 Main Street / Chapman Avenue 520 1,590 250 140 1,770 300 420 720 220 200 610 110 6,850 I-83 Batavia Street / Taft Avenue 220 880 390 90 550 370 310 1,280 220 340 1,220 60 5,930 I-84 Batavia Street / Katella Avenue 330 490 340 300 650 140 420 1,190 160 200 790 70 5,080 I-85 Batavia Street / Collins Avenue 40 570 200 220 720 320 270 980 80 60 740 180 4,380 I-86 Batavia Street / Walnut Avenue 50 790 90 40 950 220 30 580 40 60 480 50 3,380 I-87 Glassell Street / Katella Avenue 270 1,110 160 200 1,110 260 480 1,860 390 230 720 100 6,890 I-88 Glassell Street / Collins Avenue 160 670 190 120 810 160 260 740 240 70 340 90 3,850 I-89 Glassell Street / Walnut Avenue 56 876 122 70 659 58 83 174 40 60 153 77 2,428 I-90 Santiago Boulevard / Meats Avenue 520 460 250 90 450 160 120 720 700 120 250 30 3,870 I-91 Clementine Street / Gene Autry Way 90 40 530 40 70 40 20 950 30 600 880 40 3,330 I-92 Clementine Street / Orangewood Avenue 0 50 110 140 70 510 270 560 10 160 830 60 2,770 I-93 Flower Street / Chapman Avenue 350 10 30 20 40 70 40 1,470 240 100 1,900 40 4,310 I-94 Harbor Boulevard / Chapman Avenue 320 1,480 190 200 1,320 200 190 730 120 300 1,020 190 6,260 I-95 I-5 Southbound Ramps / Chapman Avenue 710 0 80 970 0 0 0 980 1,100 120 1,770 0 5,730 I-96 Rampart Street / Town Center Place (South) 200 930 0 0 260 140 270 0 320 0 0 0 2,120 ---PAGE BREAK--- PM Peak Hour Intersection Turning Movement Volumes under Year 2030 No Project Conditions, Continued ID Intersection Northbound Southbound Eastbound Westbound Total L T R L T R L T R L T R I-97 SR-22 Eastbound Ramps / The City Drive 230 1,630 10 10 1,750 450 380 0 160 10 60 50 4,740 I-98 SR-22 Westbound Ramps/ Metropolitan Drive 880 0 1,070 0 0 0 0 330 130 1,650 360 0 4,420 I-99 SR-57 Northbound Ramps / Chapman Avenue 50 0 160 0 0 0 0 1,520 480 0 1,750 580 4,540 I-100 SR-57 Southbound Ramps / Chapman Avenue 140 30 110 170 10 430 10 1,900 20 20 1,620 170 4,630 I-101 State College Boulevard / Winston Road 30 1,500 50 50 660 70 80 40 40 110 50 110 2,790 I-102 The City Drive / Garden Grove Boulevard 0 0 0 1,540 0 330 500 820 0 0 1,170 1,160 5,520 I-103 The City Drive / Metropolitan Drive 180 1,240 0 0 660 940 890 0 520 0 0 0 4,430 Source: City of Anaheim ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix G-2 Intersection Turning Movement Volumes under 2030 With Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- AM Peak Hour Intersection Turning Movement Volumes under Year 2030 With Project Conditions ID Intersection Northbound Southbound Eastbound Westbound Total L T R L T R L T R L T R I-1 Euclid Street / Katella Avenue 120 890 250 370 1,450 250 220 2,020 170 250 550 180 6,720 I-2 Ninth Street / Katella Avenue 260 70 390 30 140 40 30 2,530 260 260 690 30 4,730 I-3 Walnut Street / Ball Road 110 150 420 140 230 60 70 1,400 130 220 660 50 3,640 I-4 Walnut Street / Katella Avenue 10 10 0 950 10 180 250 2,700 0 30 770 230 5,140 I-5 Disneyland Drive / Ball Road 150 330 330 670 770 130 320 1,330 140 550 830 70 5,620 I-6 Disneyland Drive / West Street / Katella Avenue 230 410 230 500 270 330 290 3,000 210 180 920 500 7,070 I-7 Harbor Boulevard / Vermont Avenue 80 740 140 100 2,070 30 20 120 150 140 70 40 3,700 I-8 Harbor Boulevard / Ball Road 670 830 300 200 2,210 450 420 1,680 880 290 1,170 180 9,280 I-9 Harbor Boulevard / I-5 Northbound Ramps 0 930 200 90 3,270 0 0 0 0 70 0 750 5,310 I-10 Harbor Boulevard / I-5 Southbound Ramps 70 820 0 0 2,110 1,190 350 0 350 0 0 0 4,890 I-11 Harbor Boulevard / Disney Way 180 770 390 380 1,240 120 0 0 0 200 150 160 3,590 I-12 Harbor Boulevard / Katella Avenue 440 660 160 160 910 200 470 2,600 100 310 1,200 80 7,290 I-13 Harbor Boulevard / Convention Way 430 990 590 170 1,030 230 140 480 110 220 350 270 5,010 I-14 Harbor Boulevard / Orangewood Avenue 120 1,190 140 60 1,030 80 300 1,090 220 200 300 120 4,850 I-15 Clementine Street / Disney Way 70 60 30 560 80 70 220 370 60 140 490 520 2,670 I-16 Clementine Street / Katella Avenue 50 70 120 110 160 70 90 2,630 120 270 1,480 60 5,230 I-17 I-5 SB Off Ramp / Disney Way 20 0 40 570 10 150 0 930 10 150 830 0 2,710 I-18 Anaheim Boulevard / Vermont Avenue 40 480 120 120 1,590 30 50 260 150 230 160 80 3,310 I-19 Anaheim Boulevard / Ball Road 340 510 210 520 1,710 330 170 1,640 330 180 1,010 180 7,130 I-20 Anaheim Boulevard / Cerritos Avenue 250 890 590 670 1,700 100 40 40 80 440 50 200 5,050 I-21 Anaheim Boulevard / I-5 NB Ramps 710 1,220 0 0 2,070 160 0 0 0 30 20 420 4,630 I-22 Anaheim Boulevard / Disney Way 70 1,040 10 550 1,300 210 520 1,040 30 0 670 10 5,450 I-23 Anaheim Boulevard / Haster Street / Katella Avenue 250 740 260 520 530 330 270 2,560 60 560 1,220 100 7,400 I-24 Haster Street / Gene Autry Way 200 1,070 370 100 950 110 200 1,150 240 520 590 160 5,660 I-25 Haster Street / Orangewood Avenue 90 1,440 90 180 1,270 220 140 900 110 110 250 200 5,000 I-26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 130 0 810 430 590 20 0 1,470 1,300 520 1,900 0 7,170 I-27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 700 420 630 0 0 0 40 2,680 0 0 1,920 430 6,820 I-28 East Street / Vermont Avenue 120 240 40 90 1,110 130 90 330 130 100 350 60 2,790 I-29 East Street / Ball Road 0 0 0 440 0 800 270 1,260 0 0 1,580 160 4,510 I-30 Lewis Street / Ball Road 190 70 310 10 10 0 60 1,170 500 980 1,350 70 4,720 I-31 Lewis Street / Cerritos Avenue 30 490 240 260 960 130 110 950 210 210 530 80 4,200 I-32 Lewis Street / North Connector Road 0 950 150 50 1,040 0 0 0 0 10 0 10 2,210 I-33 Lewis Street / Katella Avenue 70 410 440 270 380 390 530 1,970 140 150 1,520 140 6,410 I-34 Lewis Street / Anaheim Way 0 70 480 0 0 0 0 0 0 0 0 140 690 I-35 Lewis Street / Anaheim Connector 140 700 0 0 490 0 500 0 60 0 0 0 1,890 I-36 Lewis Street / Gene Autry Way 0 0 0 410 0 120 540 1,240 0 0 610 180 3,100 I-37 I-5 HOV Ramps / Gene Autry Way 30 0 80 730 0 70 30 920 140 100 500 190 2,790 I-38 Lewis Street / Orangewood Avenue 60 0 520 0 0 0 0 1,170 80 290 400 10 2,530 I-39 Manchester Avenue / Orangewood Avenue 0 0 0 800 1,110 290 0 1,150 720 40 420 0 4,530 I-40 Anaheim Way / Orangewood Avenue 130 490 30 0 0 0 570 1,450 0 0 420 630 3,720 I-41 Market Street / Katella Avenue 230 0 40 240 20 80 80 2,580 60 180 1,730 70 5,310 I-42 Market Street / Gene Autry Way 50 10 80 180 10 70 50 770 90 80 390 60 1,840 I-43 Orange Center Drive / Orangewood Avenue 90 10 310 0 10 200 110 1,120 530 600 780 40 3,800 I-44 State College Boulevard / Vermont Avenue 130 670 20 60 1,960 220 140 60 270 20 110 50 3,710 I-45 State College Boulevard / Wagner Avenue 10 440 290 260 1,900 60 10 40 10 290 0 350 3,660 I-46 State College Boulevard / Ball Road 100 460 100 360 1,460 390 200 1,270 240 220 1,320 140 6,260 I-47 State College Boulevard / Cerritos Avenue 290 520 210 320 1,810 290 90 940 330 180 650 20 5,650 I-48 State College Boulevard / Howell Avenue 10 580 560 290 1,480 20 0 20 0 730 10 120 3,820 ---PAGE BREAK--- AM Peak Hour Intersection Turning Movement Volumes under Year 2030 With Project Conditions, Continued ID Intersection Northbound Southbound Eastbound Westbound Total L T R L T R L T R L T R I-49 State College Boulevard / Katella Avenue 300 480 310 410 1,010 900 690 1,460 670 540 620 80 7,470 I-50 State College Boulevard / Gateway Center Drive 40 720 760 740 1,200 80 80 70 140 610 20 380 4,840 I-51 State College Boulevard / Gene Autry Way 230 720 540 10 1,290 640 840 320 1,140 10 130 0 5,870 I-52 State College Boulevard / Artisan Street 270 1,440 50 60 2,250 50 100 20 330 100 10 120 4,800 I-53 State College Boulevard / Orangewood Avenue 240 1,190 200 800 1,540 480 190 1,590 50 350 1,020 180 7,830 I-54 State College Boulevard / Orange Center Drive 200 1,450 40 40 2,030 270 50 0 400 160 20 40 4,700 I-55 State College Boulevard / I-5 Northbound Ramps 670 1,170 200 30 2,510 50 0 0 0 320 450 580 5,980 I-56 State College Boulevard / I-5 Southbound Ramps 0 1,530 10 0 2,470 240 120 910 380 0 0 0 5,660 I-57 State College Boulevard / Chapman Avenue 130 560 440 150 1,820 700 270 1,440 270 440 950 470 7,640 I-58 Sunkist Street / Ball Road 40 110 250 590 830 240 120 1,570 40 540 1,300 200 5,830 I-59 Sunkist Street / Cerritos Avenue 30 70 70 420 690 180 70 880 30 310 470 140 3,360 I-60 Sunkist Street / Howell Avenue 10 0 20 300 10 650 350 270 10 10 320 90 2,040 I-61 Howell Avenue / Katella Avenue 20 20 40 320 70 250 50 2,030 90 170 1,600 510 5,170 I-62 Sportstown / Katella Avenue 100 10 420 60 10 70 30 1,640 540 820 940 110 4,750 I-63 Dupont Drive / Orangewood Avenue 80 20 70 160 40 150 80 1,420 640 350 890 90 3,990 I-64 Rampart Street / Orangewood Avenue 70 330 500 150 300 40 150 1,100 220 390 1,060 260 4,570 I-65 Rampart Street / Chapman Avenue 200 430 620 120 290 430 680 1,060 70 340 1,080 320 5,640 I-66 Ball Road / SR-57 Northbound Ramps 400 0 510 0 0 0 0 2,320 520 0 1,170 420 5,340 I-67 Ball Road / SR-57 Southbound Ramps 0 0 0 750 0 1,020 0 1,810 670 0 1,260 240 5,750 I-68 SR-57 Northbound Ramps / Katella Avenue 360 0 610 0 0 0 0 2,240 400 0 1,430 240 5,280 I-69 SR-57 Southbound Ramps / Katella Avenue 0 0 0 350 0 750 0 2,250 180 0 1,560 260 5,350 I-70 Orangewood Avenue / SR-57 Northbound Ramps 140 0 580 0 0 0 0 1,890 300 0 1,350 340 4,600 I-71 Orangewood Avenue / SR-57 Southbound Ramps 0 0 0 440 0 430 0 1,760 80 170 1,280 0 4,160 I-72 Phoenix Club Drive / Ball Road 100 0 100 0 0 10 20 2,810 290 180 1,470 10 4,990 I-73 Douglass Road / Katella Avenue 340 190 330 890 540 120 460 1,950 550 630 1,260 350 7,610 I-74 Katella Avenue / Struck Avenue 260 0 10 0 0 0 0 2,710 540 20 1,960 0 5,500 I-75 Eckhoff Street / Collins Avenue 0 30 950 0 10 0 0 10 10 1,020 30 0 2,060 I-76 Eckhoff Street / Orangewood Avenue 400 370 100 10 300 680 1,070 1,090 170 20 570 50 4,830 I-77 Main Street / Taft Avenue 130 30 200 10 50 70 110 1,160 890 290 1,120 30 4,090 I-78 Main Street / Katella Avenue 70 830 200 170 820 150 480 1,350 170 420 1,620 70 6,350 I-79 Main Street / Struck Avenue 140 1,170 130 140 1,170 40 20 210 470 150 230 110 3,980 I-80 Main Street / Collins Avenue 170 960 420 100 840 400 210 330 30 390 670 140 4,660 I-81 Main Street / Orangewood Avenue 310 1,530 60 10 1,120 120 190 400 390 80 470 20 4,700 I-82 Main Street / Chapman Avenue 460 1,530 100 70 1,370 270 240 470 400 230 390 240 5,770 I-83 Batavia Street / Taft Avenue 180 420 230 110 1,040 260 340 1,040 350 660 1,510 60 6,200 I-84 Batavia Street / Katella Avenue 120 720 250 140 840 370 240 770 310 430 1,670 300 6,160 I-85 Batavia Street / Collins Avenue 50 670 100 210 590 270 210 530 40 160 860 300 3,990 I-86 Batavia Street / Walnut Avenue 60 890 80 30 730 60 170 410 20 140 560 80 3,230 I-87 Glassell Street / Katella Avenue 300 730 100 90 820 350 340 440 160 210 1,490 110 5,140 I-88 Glassell Street / Collins Avenue 360 920 40 80 820 370 170 260 150 230 620 80 4,100 I-89 Glassell Street / Walnut Avenue 27 464 40 49 648 65 66 237 28 70 219 111 2,024 I-90 Santiago Boulevard / Meats Avenue 490 580 90 70 550 380 160 140 340 230 1,030 160 4,220 I-91 Clementine Street / Gene Autry Way 90 60 510 10 30 10 40 1,020 10 270 700 60 2,810 I-92 Clementine Street / Orangewood Avenue 10 50 140 30 0 50 490 860 10 100 360 120 2,220 I-93 Flower Street / Chapman Avenue 150 10 100 20 30 30 20 1,490 330 50 1,310 10 3,550 I-94 Harbor Boulevard / Chapman Avenue 110 1,180 330 110 1,010 150 130 1,120 170 150 430 100 4,990 I-95 I-5 Southbound Ramps / Chapman Avenue 650 0 290 1,060 0 10 0 1,050 990 100 1,200 0 5,350 I-96 Rampart Street / Town Center Place (South) 430 580 0 0 450 360 250 0 360 0 0 0 2,430 ---PAGE BREAK--- AM Peak Hour Intersection Turning Movement Volumes under Year 2030 With Project Conditions, Continued ID Intersection Northbound Southbound Eastbound Westbound Total L T R L T R L T R L T R I-97 SR-22 Eastbound Ramps / The City Drive 230 1,300 20 80 1,480 240 420 20 90 0 10 0 3,890 I-98 SR-22 Westbound Ramps/ Metropolitan Drive 520 0 1,580 0 0 0 0 600 30 900 60 0 3,690 I-99 SR-57 Northbound Ramps / Chapman Avenue 90 0 110 0 0 0 0 1,740 370 0 1,140 290 3,740 I-100 SR-57 Southbound Ramps / Chapman Avenue 20 10 20 270 60 510 10 1,800 150 90 1,120 160 4,220 I-101 State College Boulevard / Winston Road 70 500 140 110 1,750 100 40 40 30 30 100 30 2,940 I-102 The City Drive / Garden Grove Boulevard 0 0 0 1,460 0 200 580 1,130 0 0 780 680 4,830 I-103 The City Drive / Metropolitan Drive 70 920 0 0 570 450 1,330 0 590 0 0 0 3,930 Source: City of Anaheim ---PAGE BREAK--- PM Peak Hour Intersection Turning Movement Volumes under Year 2030 With Project Conditions ID Intersection Northbound Southbound Eastbound Westbound Total L T R L T R L T R L T R I-1 Euclid Street / Katella Avenue 240 1,450 140 290 1,110 90 320 820 240 240 2,160 370 7,470 I-2 Ninth Street / Katella Avenue 550 160 410 20 90 40 60 1,070 300 520 2,330 60 5,610 I-3 Walnut Street / Ball Road 290 340 330 70 270 80 50 720 100 400 1,200 30 3,880 I-4 Walnut Street / Katella Avenue 10 0 0 270 10 260 200 1,200 10 50 2,290 870 5,170 I-5 Disneyland Drive / Ball Road 210 610 590 340 540 170 230 1,030 130 470 1,500 490 6,310 I-6 Disneyland Drive / West Street / Katella Avenue 360 500 150 760 430 370 160 1,080 160 130 2,410 550 7,060 I-7 Harbor Boulevard / Vermont Avenue 130 2,430 140 60 890 30 20 50 100 180 100 60 4,190 I-8 Harbor Boulevard / Ball Road 790 2,020 340 230 1,230 330 640 1,300 580 270 1,530 140 9,400 I-9 Harbor Boulevard / I-5 Northbound Ramps 0 2,090 680 60 1,930 0 0 0 0 100 0 910 5,770 I-10 Harbor Boulevard / I-5 Southbound Ramps 100 2,550 0 0 1,250 920 290 0 410 0 0 0 5,520 I-11 Harbor Boulevard / Disney Way 50 1,750 80 200 1,320 40 0 0 0 630 80 400 4,550 I-12 Harbor Boulevard / Katella Avenue 630 1,090 230 200 730 580 510 1,730 170 410 2,330 170 8,780 I-13 Harbor Boulevard / Convention Way 120 1,270 350 160 1,240 120 190 630 100 480 310 470 5,440 I-14 Harbor Boulevard / Orangewood Avenue 250 1,580 190 100 1,400 290 130 450 110 330 1,000 100 5,930 I-15 Clementine Street / Disney Way 80 130 50 620 110 310 90 150 70 130 580 610 2,930 I-16 Clementine Street / Katella Avenue 120 120 430 300 140 110 90 1,940 70 160 2,910 80 6,470 I-17 I-5 SB Off Ramp / Disney Way 20 0 130 450 20 120 0 670 10 90 1,250 0 2,760 I-18 Anaheim Boulevard / Vermont Avenue 270 1,820 250 70 1,030 40 50 200 90 160 230 130 4,340 I-19 Anaheim Boulevard / Ball Road 300 1,800 160 430 880 140 240 920 300 180 1,550 500 7,400 I-20 Anaheim Boulevard / Cerritos Avenue 130 1,880 500 330 1,280 70 80 70 170 680 100 530 5,820 I-21 Anaheim Boulevard / I-5 NB Ramps 250 1,770 0 0 2,080 380 0 0 0 80 660 1,400 6,620 I-22 Anaheim Boulevard / Disney Way 260 1,540 10 560 1,400 230 550 680 180 0 840 0 6,250 I-23 Anaheim Boulevard / Haster Street / Katella Avenue 340 1,160 360 430 540 300 490 2,040 150 580 2,390 120 8,900 I-24 Haster Street / Gene Autry Way 260 1,530 480 250 1,090 250 310 1,000 200 730 1,170 110 7,380 I-25 Haster Street / Orangewood Avenue 260 1,830 100 220 1,650 120 130 410 120 190 790 370 6,190 I-26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 200 0 210 520 150 0 0 1,910 1,110 770 2,440 0 7,310 I-27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 860 1,680 360 0 0 0 50 2,580 0 0 2,830 950 9,310 I-28 East Street / Vermont Avenue 150 1,000 110 60 330 80 110 310 120 30 230 50 2,580 I-29 East Street / Ball Road 0 0 0 250 0 390 870 1,560 0 0 1,760 460 5,290 I-30 Lewis Street / Ball Road 380 10 1,040 70 110 90 10 1,290 360 500 1,630 10 5,500 I-31 Lewis Street / Cerritos Avenue 50 1,030 300 120 700 230 180 830 260 240 1,220 210 5,370 I-32 Lewis Street / North Connector Road 0 1,200 160 40 1,330 0 0 0 0 40 0 30 2,800 I-33 Lewis Street / Katella Avenue 250 670 520 380 460 770 420 2,100 110 480 2,700 190 9,050 I-34 Lewis Street / Anaheim Way 0 1,100 1,020 0 0 0 0 0 0 0 0 410 2,530 I-35 Lewis Street / Anaheim Connector 330 590 0 0 1,210 0 740 0 270 0 0 0 3,140 I-36 Lewis Street / Gene Autry Way 0 0 0 500 0 830 270 830 0 0 1,630 360 4,420 I-37 I-5 HOV Ramps / Gene Autry Way 50 0 110 400 0 50 200 620 160 170 1,670 730 4,160 I-38 Lewis Street / Orangewood Avenue 230 0 450 0 0 0 0 690 70 320 1,400 0 3,160 I-39 Manchester Avenue / Orangewood Avenue 0 0 0 730 840 200 0 660 640 560 1,370 0 5,000 I-40 Anaheim Way / Orangewood Avenue 200 570 40 0 0 0 300 820 0 0 1,210 610 3,750 I-41 Market Street / Katella Avenue 290 0 50 160 10 50 140 2,190 190 440 2,730 120 6,370 I-42 Market Street / Gene Autry Way 70 20 130 260 10 60 130 1,120 70 210 1,470 190 3,740 I-43 Orange Center Drive / Orangewood Avenue 90 10 480 60 10 170 180 680 450 580 1,220 40 3,970 I-44 State College Boulevard / Vermont Avenue 170 2,040 10 40 980 160 260 20 140 10 20 20 3,870 I-45 State College Boulevard / Wagner Avenue 20 1,940 150 130 950 30 20 10 10 120 20 240 3,640 I-46 State College Boulevard / Ball Road 220 1,570 160 260 610 170 250 1,350 180 150 1,760 250 6,930 I-47 State College Boulevard / Cerritos Avenue 340 1,500 70 20 710 160 240 720 200 60 960 90 5,070 I-48 State College Boulevard / Howell Avenue 0 1,470 710 50 890 0 0 10 10 1,020 10 460 4,630 ---PAGE BREAK--- PM Peak Hour Intersection Turning Movement Volumes under Year 2030 With Project Conditions, Continued ID Intersection Northbound Southbound Eastbound Westbound Total L T R L T R L T R L T R I-49 State College Boulevard / Katella Avenue 530 830 250 320 680 820 900 1,240 420 690 1,670 350 8,700 I-50 State College Boulevard / Gateway Center Drive 80 1,000 510 400 1,030 140 60 30 50 1,160 60 560 5,080 I-51 State College Boulevard / Gene Autry Way 470 1,390 420 0 1,380 560 230 210 710 20 700 40 6,130 I-52 State College Boulevard / Artisan Street 430 1,900 150 140 1,870 100 70 20 250 120 20 110 5,180 I-53 State College Boulevard / Orangewood Avenue 100 1,960 140 670 1,400 520 250 870 50 630 1,750 390 8,730 I-54 State College Boulevard / Orange Center Drive 210 2,000 150 150 1,630 180 90 20 310 100 10 30 4,880 I-55 State College Boulevard / I-5 Northbound Ramps 930 1,670 390 50 1,870 180 0 0 0 160 140 590 5,980 I-56 State College Boulevard / I-5 Southbound Ramps 0 2,680 80 0 1,720 320 150 720 340 0 0 0 6,010 I-57 State College Boulevard / Chapman Avenue 210 1,490 780 160 1,520 230 390 1,350 140 510 1,200 740 8,720 I-58 Sunkist Street / Ball Road 90 990 490 290 360 140 230 1,550 20 480 1,750 760 7,150 I-59 Sunkist Street / Cerritos Avenue 30 510 200 130 220 160 160 260 20 230 710 410 3,040 I-60 Sunkist Street / Howell Avenue 20 20 10 140 0 480 710 300 0 0 500 100 2,280 I-61 Howell Avenue / Katella Avenue 130 90 210 500 20 40 160 2,060 70 90 2,570 530 6,470 I-62 Sportstown / Katella Avenue 620 20 1,150 150 20 120 130 1,210 480 870 1,710 140 6,620 I-63 Dupont Drive / Orangewood Avenue 540 70 340 160 10 120 160 760 220 100 1,590 190 4,260 I-64 Rampart Street / Orangewood Avenue 80 350 1,000 420 380 170 140 860 80 300 1,740 290 5,810 I-65 Rampart Street / Chapman Avenue 170 420 580 150 580 320 750 1,460 270 500 1,470 310 6,980 I-66 Ball Road / SR-57 Northbound Ramps 590 0 390 0 0 0 0 1,790 650 0 2,480 900 6,800 I-67 Ball Road / SR-57 Southbound Ramps 0 0 0 560 0 650 0 1,750 580 0 2,560 520 6,620 I-68 SR-57 Northbound Ramps / Katella Avenue 290 0 480 0 0 0 0 1,850 500 0 2,680 520 6,320 I-69 SR-57 Southbound Ramps / Katella Avenue 0 0 0 240 0 560 0 2,190 510 0 2,430 510 6,440 I-70 Orangewood Avenue / SR-57 Northbound Ramps 100 0 220 0 0 0 0 2,170 350 0 2,350 690 5,880 I-71 Orangewood Avenue / SR-57 Southbound Ramps 0 0 0 410 0 520 0 1,760 210 490 1,720 0 5,110 I-72 Phoenix Club Drive / Ball Road 340 0 270 10 0 10 30 1,820 320 200 3,150 30 6,180 I-73 Douglass Road / Katella Avenue 1,060 570 640 530 310 390 260 1,500 500 570 2,210 840 9,380 I-74 Katella Avenue / Struck Avenue 580 0 20 0 0 0 0 2,670 350 10 2,970 0 6,600 I-75 Eckhoff Street / Collins Avenue 0 10 1,030 10 10 0 0 10 10 1,160 10 10 2,260 I-76 Eckhoff Street / Orangewood Avenue 310 250 80 50 450 1,020 730 920 490 130 900 60 5,390 I-77 Main Street / Taft Avenue 1,240 90 500 20 50 200 70 1,680 400 470 2,000 10 6,730 I-78 Main Street / Katella Avenue 200 770 500 100 890 510 320 1,920 160 230 1,600 190 7,390 I-79 Main Street / Struck Avenue 320 1,120 130 110 910 30 50 170 170 100 140 110 3,360 I-80 Main Street / Collins Avenue 50 1,200 460 140 1,180 220 310 740 260 420 530 140 5,650 I-81 Main Street / Orangewood Avenue 320 1,590 70 20 1,700 300 150 430 450 90 540 20 5,680 I-82 Main Street / Chapman Avenue 520 1,590 250 140 1,840 360 640 720 220 200 640 110 7,230 I-83 Batavia Street / Taft Avenue 250 890 390 90 550 400 310 1,420 240 340 1,250 70 6,200 I-84 Batavia Street / Katella Avenue 330 560 340 310 680 140 420 1,350 180 210 790 80 5,390 I-85 Batavia Street / Collins Avenue 40 610 200 230 780 320 270 1,070 80 70 740 190 4,600 I-86 Batavia Street / Walnut Avenue 50 800 90 40 990 220 40 610 40 60 490 50 3,480 I-87 Glassell Street / Katella Avenue 290 1,140 160 200 1,130 260 480 1,970 440 230 800 100 7,200 I-88 Glassell Street / Collins Avenue 160 700 190 120 890 160 260 770 240 70 350 90 4,000 I-89 Glassell Street / Walnut Avenue 56 876 132 80 659 98 83 174 40 60 153 77 2,488 I-90 Santiago Boulevard / Meats Avenue 520 460 250 90 450 160 130 730 730 120 260 30 3,930 I-91 Clementine Street / Gene Autry Way 90 70 550 40 80 40 60 990 30 670 1,060 40 3,720 I-92 Clementine Street / Orangewood Avenue 0 60 110 160 70 590 330 560 10 160 830 60 2,940 I-93 Flower Street / Chapman Avenue 390 10 30 20 40 70 40 1,670 240 110 2,060 40 4,720 I-94 Harbor Boulevard / Chapman Avenue 330 1,500 190 200 1,500 200 190 740 120 300 1,130 190 6,590 I-95 I-5 Southbound Ramps / Chapman Avenue 710 0 80 970 0 10 0 1,070 1,110 120 2,010 0 6,080 I-96 Rampart Street / Town Center Place (South) 470 930 0 0 260 400 560 0 540 0 0 0 3,160 ---PAGE BREAK--- PM Peak Hour Intersection Turning Movement Volumes under Year 2030 With Project Conditions, Continued ID Intersection Northbound Southbound Eastbound Westbound Total L T R L T R L T R L T R I-97 SR-22 Eastbound Ramps / The City Drive 310 1,630 10 10 1,750 450 380 0 160 10 60 50 4,820 I-98 SR-22 Westbound Ramps/ Metropolitan Drive 880 0 1,080 0 0 0 0 330 130 1,690 400 0 4,510 I-99 SR-57 Northbound Ramps / Chapman Avenue 50 0 160 0 0 0 0 1,720 480 0 1,900 610 4,920 I-100 SR-57 Southbound Ramps / Chapman Avenue 140 30 110 170 10 430 10 2,000 20 20 1,780 170 4,890 I-101 State College Boulevard / Winston Road 30 1,800 50 50 720 80 80 40 40 110 50 110 3,160 I-102 The City Drive / Garden Grove Boulevard 0 0 0 1,590 0 330 560 820 0 0 1,240 1,160 5,700 I-103 The City Drive / Metropolitan Drive 180 1,240 0 0 660 1,070 910 0 520 0 0 0 4,580 Source: City of Anaheim ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix H-1 Caltrans Ramp Termini Analysis Worksheets under Existing Conditions ---PAGE BREAK--- ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VW f-R kB oamps C earbor Boulevard Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage O jovement tBi tBo kBT kBo pBi pBT iane Configurations solume EvphF S4 SV4 UOT M 4R NUSN fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.R R.R R.M 4.T R.M iane rtil. cactor M.VT M.VN M.VN N.MM M.US crt M.UT M.UR N.MM N.MM N.MM clt mrotected M.VV N.MM N.MM M.VR N.MM patd. clow EprotF PMNP NPUS 4UVP NTMP SNSS clt mermitted M.VV N.MM N.MM M.VR N.MM patd. clow EpermF PMNP NPUS 4UVP NTMP SNSS meak-hour factorI mec M.V4 M.V4 M.VU M.VU M.VS M.VS Adj. clow EvphF SU TPU U44 M 4T NVPV oTlo oeduction EvphF OVR OVR M M M M iane droup clow EvphF N4O T4 U44 M 4T NVPV eeavy sehicles EBF SB SB SB SB SB SB Turn Type custom mrot mrotected mhases O N S mermitted mhases U U Actuated dreenI d EsF U.U U.U 4N.R 4.R RM.T Effective dreenI g EsF U.U U.U 4N.R 4.R RM.T Actuated gLC oatio M.NP M.NP M.RV M.MS M.TO Clearance Time EsF R.R R.R R.M 4.T R.M sehicle Extension EsF O.M O.M 4.M O.M 4.M iane drp Cap EvphF PTV NT4 OVMN NMV 44SS vLs oatio mrot M.NT M.MP cM.PN vLs oatio merm M.MR cM.MR vLc oatio M.PU M.4P M.OV M.4P M.4P rniform aelayI dN OU.N OU.P T.M PN.R P.V mrogression cactor N.MM N.MM N.MV N.MM N.MM fncremental aelayI dO M.O M.S M.P N.M M.P aelay EsF OU.P OU.V T.V PO.R 4.O ievel of pervice C C A C A Approach aelay EsF OU.S T.V 4.V Approach ilp C A A fntersection pummary eCj Average Control aelay NM.U eCj ievel of pervice B eCj solume to Capacity ratio M.4P Actuated Cycle iength EsF TM.M pum of lost time EsF NM.R fntersection Capacity rtilization RP.4B fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMW f-R pB oamps C earbor Boulevard Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage P jovement EBi EBo kBi kBT pBT pBo iane Configurations solume EvphF O4U OVS RV TTS UOP M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.R 4.M 4.O R.M R.M iane rtil. cactor M.VT N.MM N.MM M.US M.VN crt N.MM M.UR N.MM N.MM N.MM clt mrotected M.VR N.MM M.VR N.MM N.MM patd. clow EprotF PPMP NRO4 NTMP SNSS 4UVP clt mermitted M.VR N.MM M.VR N.MM N.MM patd. clow EpermF PPMP NRO4 NTMP SNSS 4UVP meak-hour factorI mec M.VR M.VR M.VU M.VU M.VT M.VT Adj. clow EvphF OSN PNO SM TVO U4U M oTlo oeduction EvphF M M M M M M iane droup clow EvphF OSN PNO SM TVO U4U M eeavy sehicles EBF SB SB SB SB SB SB Turn Type cree mrot mrotected mhases 4 R O S mermitted mhases cree Actuated dreenI d EsF V.V TM.M 4.V 4V.S 4M.R Effective dreenI g EsF V.V TM.M 4.V 4V.S 4M.R Actuated gLC oatio M.N4 N.MM M.MT M.TN M.RU Clearance Time EsF R.R 4.O R.M R.M sehicle Extension EsF O.M O.M 4.M 4.M iane drp Cap EvphF 4ST NRO4 NNV 4PSV OUPN vLs oatio mrot cM.MU cM.M4 M.NP cM.NT vLs oatio merm M.OM vLc oatio M.RS M.OM M.RM M.NU M.PM rniform aelayI dN OU.M M.M PN.4 P.4 T.R mrogression cactor N.MM N.MM N.MM N.MM M.US fncremental aelayI dO M.U M.P N.O M.N M.P aelay EsF OU.U M.P PO.S P.R S.T ievel of pervice C A C A A Approach aelay EsF NP.P R.S S.T Approach ilp B A A fntersection pummary eCj Average Control aelay T.V eCj ievel of pervice A eCj solume to Capacity ratio M.PS Actuated Cycle iength EsF TM.M pum of lost time EsF N4.T fntersection Capacity rtilization 4M.OB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NTW aisney tay C f-R pB oamps Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage R jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M NMP NO NT O4P M NU M OM PMM R N44 fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M R.M R.M R.M R.M iane rtil. cactor M.VN N.MM M.VN N.MM N.MM M.VR M.VN M.VR crt M.VU N.MM N.MM N.MM M.UR N.MM M.VV M.UR clt mrotected N.MM M.VR N.MM M.VR N.MM M.VR M.VS N.MM patd. clow EprotF 4UNV NTMP 4UVP NTMP NRO4 NSNU NR4N N44T clt mermitted N.MM M.ST N.MM M.SS N.MM M.VR M.VS N.MM patd. clow EpermF 4UNV NNVR 4UVP NNTR NRO4 NSNU NR4N N44T meak-hour factorI mec M.UV M.UV M.UV M.UM M.UM M.UM M.TO M.TO M.TO M.UT M.UT M.UT Adj. clow EvphF M NNS NP ON PM4 M OR M OU P4R S NSS oTlo oeduction EvphF M R M M M M M M OS M 4 NOO iane droup clow EvphF M NO4 M ON PM4 M OR M O NUS NTU OT eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm custom custom pplit merm mrotected mhases O S 4 4 mermitted mhases S P P 4 Actuated dreenI d EsF RO.T RO.T RO.T S.N S.N NS.O NS.O NS.O Effective dreenI g EsF RO.T RO.T RO.T S.N S.N NS.O NS.O NS.O Actuated gLC oatio M.RV M.RV M.RV M.MT M.MT M.NU M.NU M.NU Clearance Time EsF R.M R.M R.M R.M R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF OUOO TMM OUSR UM NMP OVN OTT OSM vLs oatio mrot M.MP cM.MS M.NN cM.NO vLs oatio merm M.MO cM.MO M.MM M.MO vLc oatio M.M4 M.MP M.NN M.PN M.MO M.S4 M.S4 M.NM rniform aelayI dN T.V T.V U.O 4M.M PV.O P4.O P4.O PM.U mrogression cactor N.PM N.SM N.SS N.MM N.MM N.MM N.MM N.MM fncremental aelayI dO M.M M.M M.M O.O M.N 4.S R.M M.O aelay EsF NM.P NO.S NP.T 4O.O PV.O PU.U PV.O PN.M ievel of pervice B B B a a a a C Approach aelay EsF NM.P NP.S 4M.S PS.T Approach ilp B B a a fntersection pummary eCj Average Control aelay OS.O eCj ievel of pervice C eCj solume to Capacity ratio M.O4 Actuated Cycle iength EsF VM.M pum of lost time EsF NR.M fntersection Capacity rtilization PV.NB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy ONW f-R kB oamps C Anaheim Boulevard Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage T jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M M M O4 NT PTU OMR TU4 M M NMVN M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M iane rtil. cactor M.VN M.VN M.VT M.VN M.VN crt M.UU M.UR N.MM N.MM N.MM clt mrotected M.VV N.MM M.VR N.MM N.MM patd. clow EprotF OU4R NPUS PPMP 4UVP 4UVP clt mermitted M.VV N.MM M.VR N.MM N.MM patd. clow EpermF OU4R NPUS PPMP 4UVP 4UVP meak-hour factorI mec N.MM N.MM N.MM M.U4 M.U4 M.U4 M.VR M.VR M.VR M.VP M.VP M.VP Adj. clow EvphF M M M OV OM 4RM ONS UOR M M NNTP M oTlo oeduction EvphF M M M M NR4 NR4 M M M M M M iane droup clow EvphF M M M M NOM TN ONS UOR M M NNTP M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrot mrotected mhases U R O S mermitted mhases U U Actuated dreenI d EsF NM.S NM.S NV.U SV.4 4R.4 Effective dreenI g EsF NM.S NM.S NV.U SV.4 4R.4 Actuated gLC oatio M.NO M.NO M.OO M.TT M.RM Clearance Time EsF R.M R.M 4.O R.M R.M sehicle Extension EsF O.O O.O O.M 4.M 4.M iane drp Cap EvphF PPR NSP TOT PTTP O4SU vLs oatio mrot cM.MT M.NT cM.O4 vLs oatio merm M.M4 cM.MR vLc oatio M.PS M.44 M.PM M.OO M.4U rniform aelayI dN PS.S PS.V OV.P O.U N4.R mrogression cactor M.SM M.SN M.VT O.SU N.MM fncremental aelayI dO M.P M.V M.N M.N M.T aelay EsF OO.P OP.S OU.4 T.T NR.O ievel of pervice C C C A B Approach aelay EsF M.M OO.V NO.M NR.O Approach ilp A C B B fntersection pummary eCj Average Control aelay NR.4 eCj ievel of pervice B eCj solume to Capacity ratio M.4O Actuated Cycle iength EsF VM.M pum of lost time EsF N4.O fntersection Capacity rtilization 44.SB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OOW aisney tay C Anaheim Boulevard Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage U jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF OSV NPV OR M NRN U OM TSP T 4ON RTM RN fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.O R.M R.M 4.T S.M R.O S.M iane rtil. cactor M.VT M.US M.VN N.MM M.VN M.VT M.VN crt N.MM M.VU M.VV N.MM N.MM N.MM M.VV clt mrotected M.VR N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF PPMP SMOP 4URU NTMP 4UUT PPMP 4UPP clt mermitted M.VR N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF PPMP SMOP 4URU NTMP 4UUT PPMP 4UPP meak-hour factorI mec M.VU M.VU M.VU M.US M.US M.US M.V4 M.V4 M.V4 M.VP M.VP M.VP Adj. clow EvphF OT4 N4O OS M NTS V ON UNO T 4RP SNP RR oTlo oeduction EvphF M NU M M S M M N M M V M iane droup clow EvphF OT4 NRM M M NTV M ON UNU M 4RP SRV M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot mrot mrot mrotected mhases T 4 U R O N S mermitted mhases Actuated dreenI d EsF NN.U OS.M NM.M P.M ON.N OS.T 4R.P Effective dreenI g EsF NN.U OS.M NM.M P.M ON.N OS.T 4R.P Actuated gLC oatio M.NP M.OV M.NN M.MP M.OP M.PM M.RM Clearance Time EsF 4.O R.M R.M 4.T S.M R.O S.M sehicle Extension EsF O.M P.M O.M O.R 4.M O.O 4.M iane drp Cap EvphF 4PP NT4M R4M RT NN4S VUM O4PP vLs oatio mrot cM.MU M.MO cM.M4 M.MN cM.NT cM.N4 M.N4 vLs oatio merm vLc oatio M.SP M.MV M.PP M.PT M.TN M.4S M.OT rniform aelayI dN PT.M OP.P PS.V 4O.S PN.T OR.U NO.V mrogression cactor M.ST M.UV M.VV N.MM N.MM N.ST O.PN fncremental aelayI dO O.N M.M M.N O.V P.U M.O M.O aelay EsF OT.M OM.U PS.T 4R.R PR.R 4P.O OV.V ievel of pervice C C a a a a C Approach aelay EsF O4.T PS.T PR.T PR.P Approach ilp C a a a fntersection pummary eCj Average Control aelay PP.T eCj ievel of pervice C eCj solume to Capacity ratio M.RR Actuated Cycle iength EsF VM.M pum of lost time EsF OM.4 fntersection Capacity rtilization RV.VB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OSW hatella Avenue C Manchester Avenue Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NM jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M UUP RRU NOO NO4T M RR M 4UP OO VN NS fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M R.M iane rtil. cactor M.VN N.MM M.VT M.VN M.VR M.VN M.VR M.VT M.VR N.MM crt N.MM M.UR N.MM N.MM N.MM M.UR M.UR N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM N.MM M.VR N.MM N.MM patd. clow EprotF 4UVP NRO4 PPMP 4UVP NSNU NPVM N44T PPMP P4MS NRO4 clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM N.MM M.VR N.MM N.MM patd. clow EpermF 4UVP NRO4 PPMP 4UVP NSNU NPUT N44T PPMP P4MS NRO4 meak-hour factorI mec M.VS M.VS M.VS M.VS M.VS M.VS M.T4 M.T4 M.T4 M.U4 M.U4 M.U4 Adj. clow EvphF M VOM RUN NOT NOVV M T4 M SRP OS NMU NV oTlo oeduction EvphF M M 4N4 M M M M NUN OMM M M NO iane droup clow EvphF M VOM NST NOT NOVV M ST NRP NOS OS NMU T eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot mrot merm mrot merm mrotected mhases O N S P U T 4 mermitted mhases O U 4 Actuated dreenI d EsF OU.T OU.T NM.U 4P.T R.V 44.S PU.T O.U PR.S PR.S Effective dreenI g EsF OU.T OU.T NM.U 4P.T R.V 44.S PU.T O.U PR.S PR.S Actuated gLC oatio M.OV M.OV M.NN M.44 M.MS M.4R M.PV M.MP M.PS M.PS Clearance Time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M R.M sehicle Extension EsF 4.M 4.M O.M 4.M O.M O.M O.M P.M P.M P.M iane drp Cap EvphF N4M4 4PT PRT ONPU VR SNV RSM VO NONP R4P vLs oatio mrot M.NV M.M4 cM.OT cM.M4 cM.MN M.MN M.MP vLs oatio merm M.NN cM.NM M.MV M.MM vLc oatio M.SS M.PU M.PS M.SN M.TN M.OR M.OP M.OU M.MV M.MN rniform aelayI dN PN.P OU.R 4N.4 ON.S 4S.O NT.O OM.S 4T.S ON.4 OM.U mrogression cactor N.MM N.MM N.MM N.MM N.MM N.MM N.MM N.MM N.MM N.MM fncremental aelayI dO O.4 O.R M.O N.P NT.S M.N M.N N.T M.M M.M aelay EsF PP.T PN.N 4N.S OO.V SP.U NT.P OM.T 4V.P ON.4 OM.U ievel of pervice C C a C E B C a C C Approach aelay EsF PO.T O4.R OP.N OS.N Approach ilp C C C C fntersection pummary eCj Average Control aelay OT.R eCj ievel of pervice C eCj solume to Capacity ratio M.4T Actuated Cycle iength EsF NMM.M pum of lost time EsF N4.P fntersection Capacity rtilization RU.PB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OTW hatella Avenue C Anaheim tay Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NN jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF PV NPPR M M UVS 4U RMU PSN PMU M M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.T S.M R.M R.M S.M S.M iane rtil. cactor M.VT M.VN M.UN M.UN M.UN M.UN crt N.MM N.MM N.MM M.UR N.MM M.VR clt mrotected M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EprotF PPMP 4UVP RUMP NOP4 NPTV R44O clt mermitted M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EpermF PPMP 4UVP RUMP NOP4 NPTV R44O meak-hour factorI mec M.VR M.VR M.VR M.VS M.VS M.VS M.VN M.VN M.VN N.MM N.MM N.MM Adj. clow EvphF 4N N4MR M M VPP RM RRU PVT PPU M M M oTlo oeduction EvphF M M M M N OV M S M M M M iane droup clow EvphF 4N N4MR M M VPT NS OTV NMMU M M M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot merm merm mrotected mhases R O S U mermitted mhases S U Actuated dreenI d EsF P.O PU.M PN.N PN.N 4M.M 4M.M Effective dreenI g EsF P.O PU.M PN.N PN.N 4M.M 4M.M Actuated gLC oatio M.M4 M.4O M.PR M.PR M.44 M.44 Clearance Time EsF 4.T S.M R.M R.M S.M S.M sehicle Extension EsF O.M 4.M P.M P.M O.O O.O iane drp Cap EvphF NNT OMSS OMMR 4OS SNP O4NV vLs oatio mrot M.MN cM.OV M.NS vLs oatio merm M.MN cM.OM M.NV vLc oatio M.PR M.SU M.4T M.M4 M.4S M.4O rniform aelayI dN 4O.4 ON.N OP.M NV.R NT.4 NT.M mrogression cactor N.MM N.MM M.PV M.NP N.MM N.MM fncremental aelayI dO M.T N.U M.T M.N O.4 M.R aelay EsF 4P.M OO.V V.T O.T NV.U NT.S ievel of pervice a C A A B B Approach aelay EsF OP.R V.P NU.N M.M Approach ilp C A B A fntersection pummary eCj Average Control aelay NT.V eCj ievel of pervice B eCj solume to Capacity ratio M.RS Actuated Cycle iength EsF VM.M pum of lost time EsF NO.M fntersection Capacity rtilization RM.PB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy PTW dene Autry tay C f-R els oamps Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NP jovement tBi tBo kBT kBo pBi pBT iane Configurations solume EvphF NU NO M NP S4 M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF S.M S.M S.M S.M iane rtil. cactor M.VT M.VN M.UU M.VT crt M.VU M.UR M.UR N.MM clt mrotected M.VS N.MM N.MM M.VR patd. clow EprotF P4SN N4TM OU4O PRMO clt mermitted M.VS N.MM N.MM M.VR patd. clow EpermF P4SN N4TM OU4O PRMO meak-hour factorI mec M.TO M.TO N.MM M.S4 M.TV N.MM Adj. clow EvphF OR NT M OM UN M oTlo oeduction EvphF 4 NO M NS M M iane droup clow EvphF OR N M 4 UN M eeavy sehicles EBF MB MB MB MB MB MB Turn Type merm custom custom mrotected mhases P mermitted mhases P O O Actuated dreenI d EsF N.P N.P P.4 P.4 Effective dreenI g EsF N.P N.P P.4 P.4 Actuated gLC oatio M.MU M.MU M.OM M.OM Clearance Time EsF S.M S.M S.M S.M sehicle Extension EsF 4.M 4.M 4.M 4.M iane drp Cap EvphF OSV NN4 RTV TNP vLs oatio mrot cM.MN vLs oatio merm M.MM M.MM cM.MO vLc oatio M.MV M.MN M.MN M.NN rniform aelayI dN T.O T.N R.P R.4 mrogression cactor N.MM N.MM N.MM N.MM fncremental aelayI dO M.O M.M M.M M.N aelay EsF T.4 T.N R.P R.R ievel of pervice A A A A Approach aelay EsF T.P R.P R.R Approach ilp A A A fntersection pummary eCj Average Control aelay S.M eCj ievel of pervice A eCj solume to Capacity ratio M.NN Actuated Cycle iength EsF NS.T pum of lost time EsF NO.M fntersection Capacity rtilization OM.MB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RRW Anaheim tay C ptate College Boulevard Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NR jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M M M NST VM ORV U RSR M NS N4PP NN fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF S.R S.R S.R R.R T.M R.O S.R S.R iane rtil. cactor M.VN M.VN M.UU M.VT M.US N.MM M.US N.MM crt N.MM N.MM M.UR N.MM N.MM N.MM N.MM M.UR clt mrotected M.VR M.VU N.MM M.VR N.MM M.VR N.MM N.MM patd. clow EprotF NRRM PNUS OSUO PPMP SNSS NTMP SNSS NRO4 clt mermitted M.VR M.VU N.MM M.VR N.MM M.VR N.MM N.MM patd. clow EpermF NRRM PNUS OSUO PPMP SNSS NTMP SNSS NRO4 meak-hour factorI mec N.MM N.MM N.MM M.VP M.VP M.VP M.VS M.VS M.VS M.VR M.VR M.VR Adj. clow EvphF M M M NUM VT OTU U RUV M NT NRMU NO oTlo oeduction EvphF M M M M M O44 M M M M M 4 iane droup clow EvphF M M M VM NUT P4 U RUV M NT NRMU U eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrot mrot merm mrotected mhases U R O N S mermitted mhases U U S Actuated dreenI d EsF NP.P NP.P NP.P N.P TP.P 4.T TS.V TS.V Effective dreenI g EsF NP.P NP.P NP.P N.P TP.P 4.T TS.V TS.V Actuated gLC oatio M.NO M.NO M.NO M.MN M.ST M.M4 M.TM M.TM Clearance Time EsF S.R S.R S.R R.R T.M R.O S.R S.R sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF NUT PUR PO4 PV 4NMV TP 4PNN NMSR vLs oatio mrot M.MM M.NM cM.MN cM.O4 vLs oatio merm M.MS M.MS M.MN M.MN vLc oatio M.4U M.4V M.NM M.ON M.N4 M.OP M.PR M.MN rniform aelayI dN 4R.N 4R.O 4P.M RP.U S.U RM.V S.S R.M mrogression cactor N.MM N.MM N.MM M.UM M.PP N.MR M.S4 M.OR fncremental aelayI dO N.V N.M M.N O.S M.N N.S M.O M.M aelay EsF 4T.N 4S.N 4P.O 4R.T O.P RR.P 4.R N.P ievel of pervice a a a a A E A A Approach aelay EsF M.M 44.U O.V R.M Approach ilp A a A A fntersection pummary eCj Average Control aelay NO.U eCj ievel of pervice B eCj solume to Capacity ratio M.PU Actuated Cycle iength EsF NNM.M pum of lost time EsF NU.O fntersection Capacity rtilization PS.RB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RSW f-R pB oamps C ptate College Boulevard Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NS jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF S4 OVO P4U M M M M TON U M N4OO M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF T.R T.R T.R U.R U.R iane rtil. cactor M.VR M.VR M.UU M.UN M.US crt N.MM N.MM M.UR N.MM N.MM clt mrotected M.VR N.MM N.MM N.MM N.MM patd. clow EprotF NSNU NTMN OSUO TO4U SNSS clt mermitted M.VR N.MM N.MM N.MM N.MM patd. clow EpermF NSNU NTMN OSUO TO4U SNSS meak-hour factorI mec M.VM M.VM M.VM N.MM N.MM N.MM M.VS M.VS M.VS M.VT M.VT M.VT Adj. clow EvphF TN PO4 PUT M M M M TRN U M N4SS M oTlo oeduction EvphF M M NR M M M M N M M M M iane droup clow EvphF S4 PPN PTO M M M M TRU M M N4SS M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrotected mhases 4 O S mermitted mhases 4 4 Actuated dreenI d EsF OU.R OU.R OU.R SR.R SR.R Effective dreenI g EsF OU.R OU.R OU.R SR.R SR.R Actuated gLC oatio M.OS M.OS M.OS M.SM M.SM Clearance Time EsF T.R T.R T.R U.R U.R sehicle Extension EsF O.R O.R O.R 4.M 4.M iane drp Cap EvphF 4NV 44N SVR 4PNS PSTO vLs oatio mrot M.NM cM.O4 vLs oatio merm M.M4 M.NV M.N4 vLc oatio M.NR M.TR M.R4 M.NU M.4M rniform aelayI dN PN.4 PT.R PR.N NM.N NN.U mrogression cactor N.MM N.MM N.MM N.PO M.SS fncremental aelayI dO M.N S.T M.S M.N M.P aelay EsF PN.S 44.O PR.T NP.P U.N ievel of pervice C a a B A Approach aelay EsF PU.V M.M NP.P U.N Approach ilp a A B A fntersection pummary eCj Average Control aelay NT.4 eCj ievel of pervice B eCj solume to Capacity ratio M.RN Actuated Cycle iength EsF NNM.M pum of lost time EsF NS.M fntersection Capacity rtilization 4S.NB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SSW Ball ooad C po-RT kB oamps Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OO jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF NMSU M M S4P PTS 4TP fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.S 4.S iane rtil. cactor M.VN M.VN N.MM N.MM crt N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM patd. clow EprotF 4UVP 4UVP NTMP NRO4 clt mermitted N.MM N.MM M.VR N.MM patd. clow EpermF 4UVP 4UVP NTMP NRO4 meak-hour factorI mec M.VP M.VP M.V4 M.V4 M.V4 M.V4 Adj. clow EvphF NN4U M M SU4 4MM RMP oTlo oeduction EvphF M M M M M OP iane droup clow EvphF NN4U M M SU4 4MM 4UM eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF 4U.O 4U.O PO.O PO.O Effective dreenI g EsF 4U.O 4U.O PO.O PO.O Actuated gLC oatio M.R4 M.R4 M.PS M.PS Clearance Time EsF R.M R.M 4.S 4.S sehicle Extension EsF P.R P.R N.R N.R iane drp Cap EvphF OSOM OSOM SMV R4R vLs oatio mrot cM.OP M.N4 M.OP vLs oatio merm cM.PN vLc oatio M.44 M.OS M.SS M.UU rniform aelayI dN NO.T NN.P O4.P OT.N mrogression cactor M.UT N.MM N.MM N.MM fncremental aelayI dO M.4 M.O O.M N4.V aelay EsF NN.4 NN.R OS.O 4O.M ievel of pervice B B C a Approach aelay EsF NN.4 NN.R PR.M Approach ilp B B a fntersection pummary eCj Average Control aelay NV.P eCj ievel of pervice B eCj solume to Capacity ratio M.SO Actuated Cycle iength EsF VM.M pum of lost time EsF V.S fntersection Capacity rtilization RT.VB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy STW Ball ooad C po-RT pB oamps Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OP jovement EBi EBT tBT tBo pBi pBo iane Configurations solume EvphF M NMMU TUN M RRV VRP fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.S 4.S iane rtil. cactor M.VN M.VN N.MM M.VR crt N.MM N.MM M.VS M.UR clt mrotected N.MM N.MM M.VT N.MM patd. clow EprotF 4UVP 4UVP NSRS N44T clt mermitted N.MM N.MM M.VT N.MM patd. clow EpermF 4UVP 4UVP NSRS N44T meak-hour factorI mec M.VT M.VT M.VR M.VR M.VO M.VO Adj. clow EvphF M NMPV UOO M SMU NMPS oTlo oeduction EvphF M M M M NT NU iane droup clow EvphF M NMPV UOO M U4M TSV eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF PN.M PN.M 4V.4 4V.4 Effective dreenI g EsF PN.M PN.M 4V.4 4V.4 Actuated gLC oatio M.P4 M.P4 M.RR M.RR Clearance Time EsF R.M R.M 4.S 4.S sehicle Extension EsF P.R P.R N.R N.R iane drp Cap EvphF NSUR NSUR VMV TV4 vLs oatio mrot cM.ON M.NT M.RN vLs oatio merm cM.RP vLc oatio M.SO M.4V M.VO M.VT rniform aelayI dN O4.S OP.O NU.S NV.S mrogression cactor N.OR M.UU N.MM N.MM fncremental aelayI dO M.O N.M N4.R O4.N aelay EsF PM.V ON.4 PP.N 4P.T ievel of pervice C C C a Approach aelay EsF PM.V ON.4 PU.O Approach ilp C C a fntersection pummary eCj Average Control aelay PO.N eCj ievel of pervice C eCj solume to Capacity ratio M.UP Actuated Cycle iength EsF VM.M pum of lost time EsF V.S fntersection Capacity rtilization TT.VB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SUW hatella Avenue C po-RT kB oamps Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage O4 jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF URV M M VR4 PP4 4M4 fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M iane rtil. cactor M.UN M.US M.VT M.VN crt N.MM N.MM M.VR M.UR clt mrotected N.MM N.MM M.VT N.MM patd. clow EprotF TORV SNSS PNVS NPUS clt mermitted N.MM N.MM M.VT N.MM patd. clow EpermF TORV SNSS PNVS NPUS meak-hour factorI mec M.VT M.VT M.VT M.VT M.VO M.VO Adj. clow EvphF UUS M M VU4 PSP 4PV oTlo oeduction EvphF M M M M 4V 4V iane droup clow EvphF UUS M M VU4 4VU OMS eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF OT.U OT.U NO.O NO.O Effective dreenI g EsF OT.U OT.U NO.O NO.O Actuated gLC oatio M.RS M.RS M.O4 M.O4 Clearance Time EsF R.M R.M R.M R.M sehicle Extension EsF 4.M 4.M N.R N.R iane drp Cap EvphF 4MPS P4OU TUM PPU vLs oatio mrot M.NO cM.NS cM.NS vLs oatio merm M.NR vLc oatio M.OO M.OV M.S4 M.SN rniform aelayI dN R.S R.V NS.V NS.U mrogression cactor N.4M N.MM N.MM N.MM fncremental aelayI dO M.N M.O N.P O.N aelay EsF U.M S.N NU.O NU.V ievel of pervice A A B B Approach aelay EsF U.M S.N NU.4 Approach ilp A A B fntersection pummary eCj Average Control aelay NM.4 eCj ievel of pervice B eCj solume to Capacity ratio M.PV Actuated Cycle iength EsF RM.M pum of lost time EsF NM.M fntersection Capacity rtilization PR.VB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SVW hatella Avenue C po-RT pB oamps Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OR jovement EBi EBT tBT tBo pBi pBo iane Configurations solume EvphF M UMT VOR M PO4 R44 fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M iane rtil. cactor M.VN M.VN M.VT M.VN crt N.MM N.MM M.VP M.UR clt mrotected N.MM N.MM M.VT N.MM patd. clow EprotF 4UVP 4UVP PNRR NPUS clt mermitted N.MM N.MM M.VT N.MM patd. clow EpermF 4UVP 4UVP PNRR NPUS meak-hour factorI mec M.VU M.VU M.VS M.VS M.VS M.VS Adj. clow EvphF M UOP VS4 M PPU RST oTlo oeduction EvphF M M M M 4P 4P iane droup clow EvphF M UOP VS4 M RTP O4S eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S T mermitted mhases T Actuated dreenI d EsF OT.M OT.M NP.M NP.M Effective dreenI g EsF OT.M OT.M NP.M NP.M Actuated gLC oatio M.R4 M.R4 M.OS M.OS Clearance Time EsF R.M R.M R.M R.M sehicle Extension EsF 4.M 4.M N.O N.O iane drp Cap EvphF OS4O OS4O UOM PSM vLs oatio mrot M.NT cM.OM cM.NU vLs oatio merm M.NU vLc oatio M.PN M.PS M.TM M.SU rniform aelayI dN S.4 S.S NS.T NS.S mrogression cactor N.MM N.NM N.MM N.MM fncremental aelayI dO M.P M.4 O.N 4.O aelay EsF S.T T.S NU.U OM.V ievel of pervice A A B C Approach aelay EsF S.T T.S NV.R Approach ilp A A B fntersection pummary eCj Average Control aelay NN.P eCj ievel of pervice B eCj solume to Capacity ratio M.4T Actuated Cycle iength EsF RM.M pum of lost time EsF NM.M fntersection Capacity rtilization 4U.TB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TMW lrangewood Avenue C po-RT kB oamps Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OS jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF NMUS M M TSM NNU RNO fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M iane rtil. cactor M.VR M.VN M.VT M.VN crt N.MM N.MM M.VM M.UR clt mrotected N.MM N.MM M.VU N.MM patd. clow EprotF P4MS 4UVP PMTO NPUS clt mermitted N.MM N.MM M.VU N.MM patd. clow EpermF P4MS 4UVP PMTO NPUS meak-hour factorI mec M.UV M.UV M.UP M.UP M.UU M.UU Adj. clow EvphF NOOM M M VNS NP4 RUO oTlo oeduction EvphF M M M M 4S 4S iane droup clow EvphF NOOM M M VNS PTV O4R eeavy sehicles EBF SB SB SB SB SB SB Turn Type custom mrotected mhases O S mermitted mhases U U Actuated dreenI d EsF U4.O U4.O OR.U OR.U Effective dreenI g EsF U4.O U4.O OR.U OR.U Actuated gLC oatio M.TM M.TM M.OO M.OO Clearance Time EsF R.M R.M R.M R.M sehicle Extension EsF 4.M 4.M O.M O.M iane drp Cap EvphF OPVM P4PP SSM OVU vLs oatio mrot cM.PS M.NV vLs oatio merm M.NO cM.NU vLc oatio M.RN M.OT M.RT M.UO rniform aelayI dN U.P S.S 4O.O 44.V mrogression cactor M.RT M.PP N.MM N.MM fncremental aelayI dO M.S M.O M.U NR.T aelay EsF R.P O.P 4O.V SM.S ievel of pervice A A a E Approach aelay EsF R.P O.P RM.N Approach ilp A A a fntersection pummary eCj Average Control aelay NR.S eCj ievel of pervice B eCj solume to Capacity ratio M.RU Actuated Cycle iength EsF NOM.M pum of lost time EsF NM.M fntersection Capacity rtilization RV.RB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TNW lrangewood Avenue C po-RT pB oamps Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OT jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M NNNS 4N NSP 4VR M M M M PMS M 4MN fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M R.M R.M iane rtil. cactor M.VN M.VN N.MM M.VR M.VR M.VN M.VR crt N.MM M.UR N.MM N.MM N.MM M.UV M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR M.VV N.MM patd. clow EprotF POSM NPUS NTMP P4MS NSNU N4PO N44T clt mermitted N.MM N.MM M.VR N.MM M.VR M.VV N.MM patd. clow EpermF POSM NPUS NTMP P4MS NSNU N4PO N44T meak-hour factorI mec M.VM M.VM M.VM M.UV M.UV M.UV N.MM N.MM N.MM M.VN M.VN M.VN Adj. clow EvphF M NO4M 4S NUP RRS M M M M PPS M 44N oTlo oeduction EvphF M M NR M M M M M M M VM OMN iane droup clow EvphF M NO4R OS NUP RRS M M M M OSV NST RM eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot merm merm mrotected mhases O N S 4 mermitted mhases O 4 4 Actuated dreenI d EsF SN.V SN.V NV.U UR.V O4.N O4.N O4.N Effective dreenI g EsF SN.V SN.V NV.U UR.V O4.N O4.N O4.N Actuated gLC oatio M.RO M.RO M.NT M.TO M.OM M.OM M.OM Clearance Time EsF R.M R.M 4.O R.M R.M R.M R.M sehicle Extension EsF 4.M 4.M N.T 4.M O.M O.M O.M iane drp Cap EvphF NSUO TNR OUN O4PU POR OUU OVN vLs oatio mrot cM.PU cM.NN M.NS vLs oatio merm M.MO cM.NT M.NO M.MP vLc oatio M.T4 M.M4 M.SR M.OP M.UP M.RU M.NT rniform aelayI dN OO.U N4.P 4S.V R.U 4S.M 4P.4 PV.T mrogression cactor M.NP M.MM M.VM M.SN N.MM N.MM N.MM fncremental aelayI dO N.T M.N 4.M M.O NR.N N.V M.N aelay EsF 4.S M.N 4S.P P.T SN.M 4R.P PV.U ievel of pervice A A a A E a a Approach aelay EsF 4.R N4.P M.M 4V.M Approach ilp A B A a fntersection pummary eCj Average Control aelay NV.4 eCj ievel of pervice B eCj solume to Capacity ratio M.T4 Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.O fntersection Capacity rtilization S4.TB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VRW Chapman Avenue C crontage ooad Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PO jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M USS VNP VS UOV M SMV M PR ONN M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M R.M R.M R.M iane rtil. cactor M.UN M.UN M.VT M.VN M.VT N.MM M.VT crt M.VR M.UR N.MM N.MM N.MM M.UR N.MM clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM M.VR patd. clow EprotF RRMT NOP4 PPMP 4UVP PPMP NRO4 PPMP clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM M.VR patd. clow EpermF RRMT NOP4 PPMP 4UVP PPMP NRO4 PPMP meak-hour factorI mec M.VU M.VU M.VU M.V4 M.V4 M.V4 M.VS M.VS M.VS M.V4 M.V4 M.V4 Adj. clow EvphF M UU4 VPO NMO UUO M SP4 M PS OO4 M M oTlo oeduction EvphF M TT ONN M M M M M OT M M M iane droup clow EvphF M NOTP ORR NMO UUO M SP4 M V OO4 M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot custom custom custom custom mrotected mhases O N S mermitted mhases O U U 4 4 Actuated dreenI d EsF SM.P SM.P U.N TP.4 OS.S OS.S OS.S Effective dreenI g EsF SM.P SM.P U.N TP.4 OS.S OS.S OS.S Actuated gLC oatio M.RR M.RR M.MT M.ST M.O4 M.O4 M.O4 Clearance Time EsF R.M R.M R.M R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF PMNV STS O4P POSR TVV PSV TVV vLs oatio mrot cM.OP cM.MP M.NU vLs oatio merm M.ON cM.NV M.MN M.MT vLc oatio M.4O M.PU M.4O M.OT M.TV M.MO M.OU rniform aelayI dN N4.S N4.O 4U.T T.4 PV.N PN.U PP.V mrogression cactor N.VS NM.MN N.MM N.MM N.MM N.MM M.VS fncremental aelayI dO M.P N.N N.O M.O R.4 M.M M.O aelay EsF OU.V N4O.V 4V.V T.S 44.S PN.U PO.T ievel of pervice C c a A a C C Approach aelay EsF RU.N NO.M 4P.V PO.T Approach ilp E B a C fntersection pummary eCj Average Control aelay 4N.T eCj ievel of pervice a eCj solume to Capacity ratio M.RP Actuated Cycle iength EsF NNM.M pum of lost time EsF NR.M fntersection Capacity rtilization RM.VB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VTW po-OO bB oamps C The City arive Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage P4 jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF PU4 NP UT N T 4 ONU 4TS NT T4 T4M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.S 4.S 4.S 4.R 4.R 4.O R.M 4.O R.M iane rtil. cactor M.VR M.VN M.VR N.MM N.MM N.MM M.VN N.MM M.VR crt N.MM M.VV M.UR N.MM M.UR N.MM M.VV N.MM N.MM clt mrotected M.VR M.VS N.MM M.VV N.MM M.VR N.MM M.VR N.MM patd. clow EprotF NSPP NRSS N4SN NTVT NRPU NTNV 4VN4 NTNV P4PU clt mermitted M.VR M.VS N.MM M.VV N.MM M.VR N.MM M.VR N.MM patd. clow EpermF NSPP NRSS N4SN NTVT NRPU NTNV 4VN4 NTNV P4PU meak-hour factorI mec M.VM M.VM M.VM M.RS M.RS M.RS M.VS M.VS M.VS M.VR M.VR M.VR Adj. clow EvphF 4OT N4 VT O NO T OOT 4VS NU TU TTV M oTlo oeduction EvphF M O TN M M T M O M M M M iane droup clow EvphF OOS OOP NS M N4 M OOT RNO M TU TTV M Turn Type pplit merm pplit merm mrot mrot mrotected mhases U U T T N S R O mermitted mhases U T Actuated dreenI d EsF OM.R OM.R OM.R P.4 P.4 NT.M SM.M T.U RM.U Effective dreenI g EsF OM.R OM.R OM.R P.4 P.4 NT.M SM.M T.U RM.U Actuated gLC oatio M.NV M.NV M.NV M.MP M.MP M.NR M.RR M.MT M.4S Clearance Time EsF 4.S 4.S 4.S 4.R 4.R 4.O R.M 4.O R.M sehicle Extension EsF O.M O.M O.M 4.M 4.M O.M P.M O.M P.M iane drp Cap EvphF PM4 OVO OTO RS 4U OSS OSUM NOO NRUU vLs oatio mrot M.N4 cM.N4 cM.MN cM.NP M.NM M.MR cM.OP vLs oatio merm M.MN M.MM vLc oatio M.T4 M.TS M.MS M.OR M.MM M.UR M.NV M.S4 M.4V rniform aelayI dN 4O.P 4O.R PS.U RO.N RN.T 4R.P NO.T 4V.T OM.S mrogression cactor N.MM N.MM N.MM N.MM N.MM M.UR M.4R M.VS M.UN fncremental aelayI dO U.P NM.O M.M P.O M.N NT.R M.N T.S N.N aelay EsF RM.S RO.T PS.V RR.O RN.T RS.N R.U RR.N NT.S ievel of pervice a a a E a E A E B Approach aelay EsF 4V.P R4.N ON.O ON.M Approach ilp a a C C fntersection pummary eCj Average Control aelay OU.R eCj ievel of pervice C eCj solume to Capacity ratio M.SN Actuated Cycle iength EsF NNM.M pum of lost time EsF NU.P fntersection Capacity rtilization SO.SB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VUW Metropolitan arive C po-OO tB oamps Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PR jovement EBT EBo EBoO tBi tBT kBi kBo kEi kEo iane Configurations solume EvphF NSU M OR NTT 4T NUP SPU M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.R R.M 4.S 4.S iane rtil. cactor M.VR N.MM M.VT M.VR M.VT M.UU crt N.MM M.UR N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF P4PU NRPU PPPR P4PU PPPR OTMT clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF P4PU NRPU PPPR P4PU PPPR OTMT meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR N.MM N.MM Adj. clow EvphF NTT M OS NUS 4V NVP STO M M oTlo oeduction EvphF M M U M M M SM4 M M iane droup clow EvphF NTT M NU NUS 4V NVP SU M M Turn Type merm mrot merm mrotected mhases O N S U mermitted mhases O U Actuated dreenI d EsF T4.O T4.O NM.R UV.O NN.O NN.O Effective dreenI g EsF T4.O T4.O NM.R UV.O NN.O NN.O Actuated gLC oatio M.ST M.ST M.NM M.UN M.NM M.NM Clearance Time EsF R.M R.M 4.R R.M 4.S 4.S sehicle Extension EsF 4.M 4.M O.M 4.M O.M O.M iane drp Cap EvphF OPNV NMPT PNU OTUU P4M OTS vLs oatio mrot cM.MR cM.MS M.MN cM.MS vLs oatio merm M.MN M.MP vLc oatio M.MU M.MO M.RU M.MO M.RT M.OR rniform aelayI dN S.N R.V 4T.T O.M 4T.N 4R.R mrogression cactor N.MM N.MM M.V4 M.R4 N.MM N.MM fncremental aelayI dO M.N M.M N.U M.M N.P M.O aelay EsF S.O R.V 4S.T N.N 4U.4 4R.T ievel of pervice A A a A a a Approach aelay EsF S.O PT.O 4S.P M.M Approach ilp A a a A fntersection pummary eCj Average Control aelay PU.4 eCj ievel of pervice a eCj solume to Capacity ratio M.NV Actuated Cycle iength EsF NNM.M pum of lost time EsF N4.N fntersection Capacity rtilization PU.TB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VVW Chapman Avenue C po-RT kB oamps Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PS jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M VU4 M M NMVN M 4O M NMU M M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.R 4.R 4.R 4.R iane rtil. cactor M.VR M.VN N.MM N.MM crt N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM patd. clow EprotF P4MS 4UVP NTMP NRO4 clt mermitted N.MM N.MM M.VR N.MM patd. clow EpermF P4MS 4UVP NTMP NRO4 meak-hour factorI mec M.VO M.VO M.VO M.VT M.VT M.VT M.UU M.UU M.UU N.MM N.MM N.MM Adj. clow EvphF M NMTM M M NNOR M 4U M NOP M M M oTlo oeduction EvphF M M M M M M M M SM M M M iane droup clow EvphF M NMTM M M NNOR M 4U M SP M M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot custom custom custom custom mrotected mhases T 4 U mermitted mhases O O S S Actuated dreenI d EsF PV.U PV.U RN.O RN.O Effective dreenI g EsF PV.U PV.U RN.O RN.O Actuated gLC oatio M.4M M.4M M.RN M.RN Clearance Time EsF 4.R 4.R 4.R 4.R sehicle Extension EsF O.M O.M O.M O.M iane drp Cap EvphF NPRS NV4T UTO TUM vLs oatio mrot cM.PN M.OP vLs oatio merm M.MP cM.M4 vLc oatio M.TV M.RU M.MS M.MU rniform aelayI dN OS.4 OP.R NO.P NO.4 mrogression cactor M.RP M.VT N.MM N.MM fncremental aelayI dO O.O M.P M.N M.O aelay EsF NS.N OP.M NO.4 NO.S ievel of pervice B C B B Approach aelay EsF NS.N OP.M NO.S M.M Approach ilp B C B A fntersection pummary eCj Average Control aelay NV.N eCj ievel of pervice B eCj solume to Capacity ratio M.PV Actuated Cycle iength EsF NMM.M pum of lost time EsF V.M fntersection Capacity rtilization 4N.4B fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMMW Chapman Avenue C po-RT pB oamps Existing - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PT jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF P NMPO N4P US SOS M NT R NS OSM RV PSM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.M 4.R 4.M 4.R 4.R 4.R 4.R 4.R iane rtil. cactor N.MM M.VN N.MM M.VR N.MM N.MM N.MM N.MM crt N.MM M.VU N.MM N.MM N.MM M.UR N.MM M.UR clt mrotected M.VR N.MM M.VR N.MM M.VS N.MM M.VS N.MM patd. clow EprotF NTMP 4UM4 NTMP P4MS NTOR NRO4 NTOO NRO4 clt mermitted M.VR N.MM M.VR N.MM M.VS N.MM M.VS N.MM patd. clow EpermF NTMP 4UM4 NTMP P4MS NTOR NRO4 NTOO NRO4 meak-hour factorI mec M.VM M.VM M.VM M.VP M.VP M.VP M.SV M.SV M.SV M.U4 M.U4 M.U4 Adj. clow EvphF P NN4T NRV VO STP M OR T OP PNM TM 4OV oTlo oeduction EvphF M NU M M M M M M ON M M OMP iane droup clow EvphF P NOUU M VO STP M M PO O M PUM OOT eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot mrot pplit merm pplit merm mrotected mhases R O N S U U T T mermitted mhases U T Actuated dreenI d EsF N.M PR.N T.4 4N.R T.R T.R PO.R PO.R Effective dreenI g EsF N.M PR.N T.4 4N.R T.R T.R PO.R PO.R Actuated gLC oatio M.MN M.PR M.MT M.4O M.MU M.MU M.PO M.PO Clearance Time EsF 4.M 4.R 4.M 4.R 4.R 4.R 4.R 4.R sehicle Extension EsF P.M 4.M N.R 4.M P.M P.M O.M O.M iane drp Cap EvphF NT NSUS NOS N4NP NOV NN4 RSM 4VR vLs oatio mrot M.MM cM.OT cM.MR M.OM cM.MO cM.OO vLs oatio merm M.MM M.NR vLc oatio M.NU M.TS M.TP M.4U M.OR M.MO M.SU M.4S rniform aelayI dN 4V.N OU.U 4R.P ON.P 4P.S 4O.U OV.O OS.U mrogression cactor N.MM N.MM N.MO O.MS N.MM N.MM N.MM N.MM fncremental aelayI dO 4.V P.4 NR.P N.M 4.R M.O S.R P.M aelay EsF R4.M PO.N SN.T 44.V 4U.N 4P.N PR.T OV.U ievel of pervice a C E a a a a C Approach aelay EsF PO.O 4S.V 4S.M PO.S Approach ilp C a a C fntersection pummary eCj Average Control aelay PS.4 eCj ievel of pervice a eCj solume to Capacity ratio M.SU Actuated Cycle iength EsF NMM.M pum of lost time EsF NT.R fntersection Capacity rtilization SO.VB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VW f-R kB oamps C earbor Boulevard Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage O jovement tBi tBo kBT kBo pBi pBT iane Configurations solume EvphF VM UPV VVR M RP N4SN fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.R R.R R.M 4.T R.M iane rtil. cactor M.VT M.VN M.VN N.MM M.US crt M.UU M.UR N.MM N.MM N.MM clt mrotected M.VV N.MM N.MM M.VR N.MM patd. clow EprotF PMON NPUS 4UVP NTMP SNSS clt mermitted M.VV N.MM N.MM M.VR N.MM patd. clow EpermF PMON NPUS 4UVP NTMP SNSS meak-hour factorI mec M.V4 M.V4 M.VU M.VU M.VS M.VS Adj. clow EvphF VS UVP NMNR M RR NROO oTlo oeduction EvphF ORV ORV M M M M iane droup clow EvphF OU4 NUT NMNR M RR NROO eeavy sehicles EBF SB SB SB SB SB SB Turn Type custom mrot mrotected mhases O N S mermitted mhases U U Actuated dreenI d EsF NO.N NO.N PT.V 4.U 4T.4 Effective dreenI g EsF NO.N NO.N PT.V 4.U 4T.4 Actuated gLC oatio M.NT M.NT M.R4 M.MT M.SU Clearance Time EsF R.R R.R R.M 4.T R.M sehicle Extension EsF O.M O.M 4.M O.M 4.M iane drp Cap EvphF ROO O4M OS4V NNT 4NTR vLs oatio mrot M.ON M.MP cM.OR vLs oatio merm M.MV cM.NP vLc oatio M.USdr M.TU M.PU M.4T M.PS rniform aelayI dN OS.4 OT.T V.P PN.4 4.U mrogression cactor N.MM N.MM M.VN N.MM N.MM fncremental aelayI dO M.S NP.R M.4 N.N M.O aelay EsF OT.N 4N.O U.V PO.R R.N ievel of pervice C a A C A Approach aelay EsF PP.4 U.V S.M Approach ilp C A A fntersection pummary eCj Average Control aelay N4.4 eCj ievel of pervice B eCj solume to Capacity ratio M.4R Actuated Cycle iength EsF TM.M pum of lost time EsF NM.R fntersection Capacity rtilization SO.SB fCr ievel of pervice B Analysis meriod EminF NR dr aefacto oight iane. oecode with N though lane as a right lane. c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMW f-R pB oamps C earbor Boulevard Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage P jovement EBi EBo kBi kBT pBT pBo iane Configurations solume EvphF ORN PVM UN NO4N US4 M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.R 4.M 4.O R.M R.M iane rtil. cactor M.VT N.MM N.MM M.US M.VN crt N.MM M.UR N.MM N.MM N.MM clt mrotected M.VR N.MM M.VR N.MM N.MM patd. clow EprotF PPMP NRO4 NTMP SNSS 4UVP clt mermitted M.VR N.MM M.VR N.MM N.MM patd. clow EpermF PPMP NRO4 NTMP SNSS 4UVP meak-hour factorI mec M.VR M.VR M.VU M.VU M.VT M.VT Adj. clow EvphF OS4 4NN UP NOSS UVN M oTlo oeduction EvphF M M M M M M iane droup clow EvphF OS4 4NN UP NOSS UVN M eeavy sehicles EBF SB SB SB SB SB SB Turn Type cree mrot mrotected mhases 4 R O S mermitted mhases cree Actuated dreenI d EsF NM.M TM.M S.V 4V.R PU.4 Effective dreenI g EsF NM.M TM.M S.V 4V.R PU.4 Actuated gLC oatio M.N4 N.MM M.NM M.TN M.RR Clearance Time EsF R.R 4.O R.M R.M sehicle Extension EsF O.M O.M 4.M 4.M iane drp Cap EvphF 4TO NRO4 NSU 4PSM OSU4 vLs oatio mrot cM.MU cM.MR M.ON cM.NU vLs oatio merm M.OT vLc oatio M.RS M.OT M.4V M.OV M.PP rniform aelayI dN OT.V M.M OV.V P.U U.T mrogression cactor N.MM N.MM N.MM N.MM M.TV fncremental aelayI dO M.U M.4 M.U M.O M.P aelay EsF OU.U M.4 PM.T P.V T.O ievel of pervice C A C A A Approach aelay EsF NN.R R.S T.O Approach ilp B A A fntersection pummary eCj Average Control aelay T.R eCj ievel of pervice A eCj solume to Capacity ratio M.PV Actuated Cycle iength EsF TM.M pum of lost time EsF N4.T fntersection Capacity rtilization 4M.SB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NTW aisney tay C f-R pB oamps Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage R jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M OTS V PN PR4 M NR M PS POO N NNT fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M R.M R.M R.M R.M iane rtil. cactor M.VN N.MM M.VN N.MM N.MM M.VR M.VN M.VR crt N.MM N.MM N.MM N.MM M.UR N.MM M.VV M.UR clt mrotected N.MM M.VR N.MM M.VR N.MM M.VR M.VS N.MM patd. clow EprotF 4UTM NTMP 4UVP NTMP NRO4 NSNU NR4P N44T clt mermitted N.MM M.RR N.MM M.SP N.MM M.VR M.VS N.MM patd. clow EpermF 4UTM VUT 4UVP NNOO NRO4 NSNU NR4P N44T meak-hour factorI mec M.UV M.UV M.UV M.UM M.UM M.UM M.TO M.TO M.TO M.UT M.UT M.UT Adj. clow EvphF M PNM NM PV 44O M ON M RM PTM N NP4 oTlo oeduction EvphF M N M M M M M M 4T M P NMN iane droup clow EvphF M PNV M PV 44O M ON M P NVO NVM OM eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm custom custom pplit merm mrotected mhases O S 4 4 mermitted mhases S P P 4 Actuated dreenI d EsF TS.U TS.U TS.U U.O U.O OM.M OM.M OM.M Effective dreenI g EsF TS.U TS.U TS.U U.O U.O OM.M OM.M OM.M Actuated gLC oatio M.S4 M.S4 M.S4 M.MT M.MT M.NT M.NT M.NT Clearance Time EsF R.M R.M R.M R.M R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF PNNT SPO PNPO TT NM4 OTM ORT O4N vLs oatio mrot M.MT cM.MV M.NO cM.NO vLs oatio merm M.M4 cM.MO M.MM M.MN vLc oatio M.NM M.MS M.N4 M.OT M.MP M.TN M.T4 M.MU rniform aelayI dN U.P U.N U.R RP.N RO.O 4T.P 4T.R 4O.P mrogression cactor N.MM M.PS M.PV N.MM N.MM N.MM N.MM N.MM fncremental aelayI dO M.N M.M M.M N.V M.N U.R NM.R M.N aelay EsF U.4 P.M P.4 RR.M RO.P RR.U RU.M 4O.4 ievel of pervice A A A a a E E a Approach aelay EsF U.4 P.4 RP.N RP.4 Approach ilp A A a a fntersection pummary eCj Average Control aelay OR.R eCj ievel of pervice C eCj solume to Capacity ratio M.OS Actuated Cycle iength EsF NOM.M pum of lost time EsF NR.M fntersection Capacity rtilization 4N.MB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy ONW f-R kB oamps C Anaheim Boulevard Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage T jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M M M T4 4P4 STU NUR UUP M M NOVM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M iane rtil. cactor M.VN M.VN M.VT M.VN M.VN crt M.V4 M.UR N.MM N.MM N.MM clt mrotected N.MM N.MM M.VR N.MM N.MM patd. clow EprotF PMSR NPUS PPMP 4UVP 4UVP clt mermitted N.MM N.MM M.VR N.MM N.MM patd. clow EpermF PMSR NPUS PPMP 4UVP 4UVP meak-hour factorI mec N.MM N.MM N.MM M.U4 M.U4 M.U4 M.VR M.VR M.VR M.VP M.VP M.VP Adj. clow EvphF M M M UU RNT UMT NVR VOV M M NPUT M oTlo oeduction EvphF M M M M SO SO M M M M M M iane droup clow EvphF M M M M VMS PUO NVR VOV M M NPUT M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrot mrotected mhases U R O S mermitted mhases U U Actuated dreenI d EsF 4P.M 4P.M NM.U ST.M RO.M Effective dreenI g EsF 4P.M 4P.M NM.U ST.M RO.M Actuated gLC oatio M.PS M.PS M.MV M.RS M.4P Clearance Time EsF R.M R.M 4.O R.M R.M sehicle Extension EsF O.O O.O O.M 4.M 4.M iane drp Cap EvphF NMVU 4VT OVT OTPO ONOM vLs oatio mrot cM.MS M.NV cM.OU vLs oatio merm M.PM M.OU vLc oatio M.UO M.TT M.SS M.P4 M.SR rniform aelayI dN PR.N P4.N RO.U N4.4 OS.V mrogression cactor N.MM N.MM M.VS M.PM M.TS fncremental aelayI dO R.M S.R P.4 M.P M.V aelay EsF 4M.M 4M.S R4.P 4.S ON.O ievel of pervice a a a A C Approach aelay EsF M.M 4M.O NP.O ON.O Approach ilp A a B C fntersection pummary eCj Average Control aelay OR.U eCj ievel of pervice C eCj solume to Capacity ratio M.TO Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.O fntersection Capacity rtilization S4.MB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OOW aisney tay C Anaheim Boulevard Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage U jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF O44 NNP NTR M OSO P OV UON U RON TVR PN fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.O R.M R.M 4.T S.M R.O S.M iane rtil. cactor M.VT M.US M.VN N.MM M.VN M.VT M.VN crt N.MM M.VN N.MM N.MM N.MM N.MM M.VV clt mrotected M.VR N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF PPMP RSMP 4UUS NTMP 4UUS PPMP 4USS clt mermitted M.VR N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF PPMP RSMP 4UUS NTMP 4UUS PPMP 4USS meak-hour factorI mec M.VU M.VU M.VU M.US M.US M.US M.V4 M.V4 M.V4 M.VP M.VP M.VP Adj. clow EvphF O4V NNR NTV M PMR P PN UTP V RSM URR PP oTlo oeduction EvphF M NPR M M N M M N M M P M iane droup clow EvphF O4V NRV M M PMT M PN UUN M RSM UUR M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot mrot mrot mrotected mhases T 4 U R O N S mermitted mhases Actuated dreenI d EsF NP.4 OV.T NO.N 4.T PV.4 P4.T SV.V Effective dreenI g EsF NP.4 OV.T NO.N 4.T PV.4 P4.T SV.V Actuated gLC oatio M.NN M.OR M.NM M.M4 M.PP M.OV M.RU Clearance Time EsF 4.O R.M R.M 4.T S.M R.O S.M sehicle Extension EsF O.M P.M O.M O.R 4.M O.O 4.M iane drp Cap EvphF PSV NPUT 4VP ST NSM4 VRR OUP4 vLs oatio mrot cM.MU M.MP cM.MS M.MO cM.NU cM.NT M.NU vLs oatio merm vLc oatio M.ST M.NN M.SO M.4S M.RR M.RV M.PN rniform aelayI dN RN.O PR.M RN.U RS.4 PP.M PS.R NO.U mrogression cactor M.TP M.4M N.MM M.TU M.PT M.4V M.SO fncremental aelayI dO P.T M.M N.U P.4 N.P M.R M.O aelay EsF 4N.P NP.V RP.R 4T.P NP.R NU.O U.N ievel of pervice a B a a B B A Approach aelay EsF OS.4 RP.R N4.T NO.M Approach ilp C a B B fntersection pummary eCj Average Control aelay NV.O eCj ievel of pervice B eCj solume to Capacity ratio M.RV Actuated Cycle iength EsF NOM.M pum of lost time EsF OM.4 fntersection Capacity rtilization SP.OB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OSW hatella Avenue C Manchester Avenue Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NM jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M VVP RRO POV NST4 M PU M NRU OR R4 O fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M R.M iane rtil. cactor M.VN N.MM M.VT M.VN M.VR M.VN M.VR M.VT M.VR N.MM crt N.MM M.UR N.MM N.MM N.MM M.US M.UR N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM N.MM M.VR N.MM N.MM patd. clow EprotF 4UVP NRO4 PPMP 4UVP NSNU NPV4 N44T PPMP P4MS NRO4 clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM N.MM M.VR N.MM N.MM patd. clow EpermF 4UVP NRO4 PPMP 4UVP NSNU NPVS N44T PPMP P4MS NRO4 meak-hour factorI mec M.VS M.VS M.VS M.VS M.VS M.VS M.T4 M.T4 M.T4 M.U4 M.U4 M.U4 Adj. clow EvphF M NMP4 RTR P4P NT44 M RN M ON4 PM S4 O oTlo oeduction EvphF M M ORN M M M M UT VU M M O iane droup clow EvphF M NMP4 PO4 P4P NT44 M 4S OP NN PM S4 M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot mrot merm mrot merm mrotected mhases O N S P U T 4 mermitted mhases O U 4 Actuated dreenI d EsF ST.S ST.S NS.T UU.R U.V ON.M NO.N 4.S T.U T.U Effective dreenI g EsF ST.S ST.S NS.T UU.R U.V ON.M NO.N 4.S T.U T.U Actuated gLC oatio M.RS M.RS M.N4 M.T4 M.MT M.NU M.NM M.M4 M.MS M.MS Clearance Time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M R.M sehicle Extension EsF 4.M 4.M O.M 4.M O.M O.M O.M P.M P.M P.M iane drp Cap EvphF OTRS URV 4SM PSMV NOM O44 N4S NOT OON VV vLs oatio mrot M.ON cM.NM cM.PS cM.MP M.MN M.MN cM.MO vLs oatio merm M.ON M.MN M.MN M.MM vLc oatio M.PU M.PU M.TR M.4U M.PU M.NM M.MU M.O4 M.OV M.MM rniform aelayI dN N4.R N4.R 4V.S S.4 RO.V 4N.R 4U.V RS.M RP.R RO.R mrogression cactor M.O4 N.RV N.MM N.MM N.MM N.MM N.MM M.TO M.RT M.4P fncremental aelayI dO M.4 N.O R.T M.R M.T M.N M.N M.V M.T M.M aelay EsF P.V O4.O RR.P S.V RP.T 4N.S 4V.M 4N.M PM.V OO.P ievel of pervice A C E A a a a a C C Approach aelay EsF NN.O N4.U 4S.T PP.V Approach ilp B B a C fntersection pummary eCj Average Control aelay NR.V eCj ievel of pervice B eCj solume to Capacity ratio M.4V Actuated Cycle iength EsF NOM.M pum of lost time EsF NP.T fntersection Capacity rtilization SM.SB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OTW hatella Avenue C Anaheim tay Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NN jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF PV NNRM M M N4PM NMR SRV NNOS US M M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.T S.M R.M R.M S.M S.M iane rtil. cactor M.VT M.VN M.UN M.UN M.UN M.UN crt N.MM N.MM N.MM M.UR N.MM M.VV clt mrotected M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EprotF PPMP 4UVP RUMN NOP4 NPTV RTMO clt mermitted M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EpermF PPMP 4UVP RUMN NOP4 NPTV RTMO meak-hour factorI mec M.VR M.VR M.VR M.VS M.VS M.VS M.VN M.VN M.VN N.MM N.MM N.MM Adj. clow EvphF 4N NONN M M N4VM NMV TO4 NOPT VR M M M oTlo oeduction EvphF M M M M N 4U M V M M M M iane droup clow EvphF 4N NONN M M NRMM RM PVU NS4V M M M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot merm merm mrotected mhases R O S U mermitted mhases S U Actuated dreenI d EsF P.O PU.M PN.N PN.N 4M.M 4M.M Effective dreenI g EsF P.O PU.M PN.N PN.N 4M.M 4M.M Actuated gLC oatio M.M4 M.4O M.PR M.PR M.44 M.44 Clearance Time EsF 4.T S.M R.M R.M S.M S.M sehicle Extension EsF O.M 4.M P.M P.M O.O O.O iane drp Cap EvphF NNT OMSS OMMR 4OS SNP ORP4 vLs oatio mrot M.MN cM.OR cM.OS vLs oatio merm M.M4 M.OV M.OV vLc oatio M.PR M.RV M.TR M.NO M.SR M.SR rniform aelayI dN 4O.4 OM.M OS.M OM.N NV.R NV.R mrogression cactor N.MM N.MM M.SN M.NU N.MM N.MM fncremental aelayI dO M.T N.O O.M M.4 R.P N.P aelay EsF 4P.M ON.O NU.M 4.M O4.U OM.V ievel of pervice a C B A C C Approach aelay EsF ON.V NT.N ON.S M.M Approach ilp C B C A fntersection pummary eCj Average Control aelay OM.O eCj ievel of pervice C eCj solume to Capacity ratio M.TO Actuated Cycle iength EsF VM.M pum of lost time EsF NT.M fntersection Capacity rtilization R4.RB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy PTW dene Autry tay C f-R els oamps Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NP jovement tBi tBo kBT kBo pBi pBT iane Configurations solume EvphF NR 4P M OP OO M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF S.M S.M S.M S.M iane rtil. cactor M.VT M.VN M.UU M.VT crt M.VN M.UR M.UR N.MM clt mrotected M.VU N.MM N.MM M.VR patd. clow EprotF POVP N4TM OU4O PRMO clt mermitted M.VU N.MM N.MM M.VR patd. clow EpermF POVP N4TM OU4O PRMO meak-hour factorI mec M.TO M.TO N.MM M.S4 M.TV N.MM Adj. clow EvphF ON SM M PS OU M oTlo oeduction EvphF OR OR M PM M M iane droup clow EvphF OS R M S OU M eeavy sehicles EBF MB MB MB MB MB MB Turn Type merm custom custom mrotected mhases P mermitted mhases P O O Actuated dreenI d EsF P.M P.M P.M P.M Effective dreenI g EsF P.M P.M P.M P.M Actuated gLC oatio M.NT M.NT M.NT M.NT Clearance Time EsF S.M S.M S.M S.M sehicle Extension EsF 4.M 4.M 4.M 4.M iane drp Cap EvphF R4V O4R 4T4 RU4 vLs oatio mrot cM.MN vLs oatio merm M.MM M.MM cM.MN vLc oatio M.MR M.MO M.MN M.MR rniform aelayI dN S.P S.P S.P S.P mrogression cactor N.MM N.MM N.MM N.MM fncremental aelayI dO M.M M.M M.M M.M aelay EsF S.P S.P S.P S.P ievel of pervice A A A A Approach aelay EsF S.P S.P S.P Approach ilp A A A fntersection pummary eCj Average Control aelay S.P eCj ievel of pervice A eCj solume to Capacity ratio M.MR Actuated Cycle iength EsF NU.M pum of lost time EsF NO.M fntersection Capacity rtilization OM.MB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RRW Anaheim tay C ptate College Boulevard Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NR jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M M M NRO NMV N44 UM UNM M OP NMUT PT fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF S.R S.R S.R R.R T.M R.O S.R S.R iane rtil. cactor M.VN M.VN M.UU M.VT M.US N.MM M.US N.MM crt N.MM N.MM M.UR N.MM N.MM N.MM N.MM M.UR clt mrotected M.VR M.VU N.MM M.VR N.MM M.VR N.MM N.MM patd. clow EprotF NRRM POMN OSUO PPMP SNSS NTMP SNSS NRO4 clt mermitted M.VR M.VU N.MM M.VR N.MM M.VR N.MM N.MM patd. clow EpermF NRRM POMN OSUO PPMP SNSS NTMP SNSS NRO4 meak-hour factorI mec N.MM N.MM N.MM M.VP M.VP M.VP M.VS M.VS M.VS M.VR M.VR M.VR Adj. clow EvphF M M M NSP NNT NRR UP U44 M O4 NN44 PV oTlo oeduction EvphF M M M M M NPT M M M M M N4 iane droup clow EvphF M M M VN NUV NU UP U44 M O4 NN44 OR eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrot mrot merm mrotected mhases U R O N S mermitted mhases U U S Actuated dreenI d EsF NO.U NO.U NO.U S.V TP.T 4.U TN.U TN.U Effective dreenI g EsF NO.U NO.U NO.U S.V TP.T 4.U TN.U TN.U Actuated gLC oatio M.NO M.NO M.NO M.MS M.ST M.M4 M.SR M.SR Clearance Time EsF S.R S.R S.R R.R T.M R.O S.R S.R sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF NUM PTO PNO OMT 4NPN T4 4MOR VVR vLs oatio mrot cM.MP M.N4 M.MN cM.NV vLs oatio merm M.MS M.MS M.MN M.MO vLc oatio M.RN M.RN M.MS M.4M M.OM M.PO M.OU M.MP rniform aelayI dN 4R.S 4R.S 4P.O 4V.S S.V RN.M U.N S.T mrogression cactor N.MM N.MM N.MM M.VV M.OU N.PO M.4U M.MS fncremental aelayI dO O.O N.N M.N N.P M.N O.R M.O M.M aelay EsF 4T.V 4S.T 4P.P RM.R O.M SV.V 4.N M.R ievel of pervice a a a a A E A A Approach aelay EsF M.M 4R.U S.4 R.P Approach ilp A a A A fntersection pummary eCj Average Control aelay NO.R eCj ievel of pervice B eCj solume to Capacity ratio M.PO Actuated Cycle iength EsF NNM.M pum of lost time EsF NU.R fntersection Capacity rtilization PV.RB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RSW f-R pB oamps C ptate College Boulevard Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NS jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF N44 NSM PNT M M M M NNMV OT M VPT M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF T.R T.R T.R U.R U.R iane rtil. cactor M.VR M.VR M.UU M.UN M.US crt N.MM N.MM M.UR N.MM N.MM clt mrotected M.VR N.MM N.MM N.MM N.MM patd. clow EprotF NSNU NSVS OSUO TOP4 SNSS clt mermitted M.VR N.MM N.MM N.MM N.MM patd. clow EpermF NSNU NSVS OSUO TOP4 SNSS meak-hour factorI mec M.VM M.VM M.VM N.MM N.MM N.MM M.VS M.VS M.VS M.VT M.VT M.VT Adj. clow EvphF NSM NTU PRO M M M M NNRR OU M VSS M oTlo oeduction EvphF M M VS M M M M O M M M M iane droup clow EvphF N44 NV4 ORS M M M M NNUN M M VSS M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrotected mhases 4 O S mermitted mhases 4 4 Actuated dreenI d EsF NV.N NV.N NV.N T4.V T4.V Effective dreenI g EsF NV.N NV.N NV.N T4.V T4.V Actuated gLC oatio M.NT M.NT M.NT M.SU M.SU Clearance Time EsF T.R T.R T.R U.R U.R sehicle Extension EsF O.R O.R O.R 4.M 4.M iane drp Cap EvphF OUN OV4 4SS 4VOS 4NVU vLs oatio mrot cM.NS M.NS vLs oatio merm M.MV M.NN M.NM vLc oatio M.RN M.SS M.RR M.O4 M.OP rniform aelayI dN 4N.O 4O.4 4N.R S.T S.S mrogression cactor N.MM N.MM N.MM M.MS M.TN fncremental aelayI dO N.O 4.T N.N M.N M.N aelay EsF 4O.4 4T.N 4O.S M.R 4.V ievel of pervice a a a A A Approach aelay EsF 4P.U M.M M.R 4.V Approach ilp a A A A fntersection pummary eCj Average Control aelay NO.R eCj ievel of pervice B eCj solume to Capacity ratio M.PO Actuated Cycle iength EsF NNM.M pum of lost time EsF NS.M fntersection Capacity rtilization SO.RB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SSW Ball ooad C po-RT kB oamps Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OO jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF UST M M NNUT 4VU NTP fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.S 4.S iane rtil. cactor M.VN M.VN N.MM N.MM crt N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM patd. clow EprotF 4UVP 4UVP NTMP NRO4 clt mermitted N.MM N.MM M.VR N.MM patd. clow EpermF 4UVP 4UVP NTMP NRO4 meak-hour factorI mec M.VP M.VP M.V4 M.V4 M.V4 M.V4 Adj. clow EvphF VPO M M NOSP RPM NU4 oTlo oeduction EvphF M M M M M TO iane droup clow EvphF VPO M M NOSP RPM NNO eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF RM.O RM.O PM.O PM.O Effective dreenI g EsF RM.O RM.O PM.O PM.O Actuated gLC oatio M.RS M.RS M.P4 M.P4 Clearance Time EsF R.M R.M 4.S 4.S sehicle Extension EsF P.R P.R N.R N.R iane drp Cap EvphF OTOV OTOV RTN RNN vLs oatio mrot M.NV cM.OS cM.PN vLs oatio merm M.MT vLc oatio M.P4 M.4S M.VP M.OO rniform aelayI dN NM.V NN.V OU.V ON.4 mrogression cactor N.RS N.MM N.MM N.MM fncremental aelayI dO M.P M.S ON.N M.N aelay EsF NT.P NO.4 RM.M ON.R ievel of pervice B B a C Approach aelay EsF NT.P NO.4 4O.S Approach ilp B B a fntersection pummary eCj Average Control aelay ON.4 eCj ievel of pervice C eCj solume to Capacity ratio M.S4 Actuated Cycle iength EsF VM.M pum of lost time EsF V.S fntersection Capacity rtilization RU.RB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy STW Ball ooad C po-RT pB oamps Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OP jovement EBi EBT tBT tBo pBi pBo iane Configurations solume EvphF M NNPO NOTU M PNP SMR fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.S 4.S iane rtil. cactor M.VN M.VN N.MM M.VR crt N.MM N.MM M.VR M.UR clt mrotected N.MM N.MM M.VT N.MM patd. clow EprotF 4UVP 4UVP NS4S N44T clt mermitted N.MM N.MM M.VT N.MM patd. clow EpermF 4UVP 4UVP NS4S N44T meak-hour factorI mec M.VT M.VT M.VR M.VR M.VO M.VO Adj. clow EvphF M NNST NP4R M P4M SRU oTlo oeduction EvphF M M M M NR NR iane droup clow EvphF M NNST NP4R M RMP 4SR eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF 4U.N 4U.N PO.P PO.P Effective dreenI g EsF 4U.N 4U.N PO.P PO.P Actuated gLC oatio M.RP M.RP M.PS M.PS Clearance Time EsF R.M R.M 4.S 4.S sehicle Extension EsF P.R P.R N.R N.R iane drp Cap EvphF OSNR OSNR RVN RNV vLs oatio mrot M.O4 cM.OT M.PN vLs oatio merm cM.PO vLc oatio M.4R M.RN M.UR M.VM rniform aelayI dN NO.U NP.R OS.S OT.P mrogression cactor M.R4 M.SR N.MM N.MM fncremental aelayI dO M.N M.S NM.V NT.4 aelay EsF T.N V.P PT.R 44.S ievel of pervice A A a a Approach aelay EsF T.N V.P 4M.V Approach ilp A A a fntersection pummary eCj Average Control aelay NT.S eCj ievel of pervice B eCj solume to Capacity ratio M.ST Actuated Cycle iength EsF VM.M pum of lost time EsF V.S fntersection Capacity rtilization SO.4B fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SUW hatella Avenue C po-RT kB oamps Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage O4 jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF U4T M M N4SR OOR PP4 fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M iane rtil. cactor M.UN M.US M.VT M.VN crt N.MM N.MM M.V4 M.UR clt mrotected N.MM N.MM M.VT N.MM patd. clow EprotF TORV SNSS PNTM NPUS clt mermitted N.MM N.MM M.VT N.MM patd. clow EpermF TORV SNSS PNTM NPUS meak-hour factorI mec M.VT M.VT M.VT M.VT M.VO M.VO Adj. clow EvphF UTP M M NRNM O4R PSP oTlo oeduction EvphF M M M M RR RR iane droup clow EvphF UTP M M NRNM PSN NPT eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF PM.O PM.O V.U V.U Effective dreenI g EsF PM.O PM.O V.U V.U Actuated gLC oatio M.SM M.SM M.OM M.OM Clearance Time EsF R.M R.M R.M R.M sehicle Extension EsF 4.M 4.M N.R N.R iane drp Cap EvphF 4PU4 PTO4 SON OTO vLs oatio mrot M.NO cM.O4 cM.NN vLs oatio merm M.NM vLc oatio M.OM M.4N M.RU M.RM rniform aelayI dN 4.R R.O NU.O NT.V mrogression cactor M.TU M.VP N.MM N.MM fncremental aelayI dO M.N M.P M.V M.R aelay EsF P.S R.N NV.N NU.R ievel of pervice A A B B Approach aelay EsF P.S R.N NU.V Approach ilp A A B fntersection pummary eCj Average Control aelay T.R eCj ievel of pervice A eCj solume to Capacity ratio M.4R Actuated Cycle iength EsF RM.M pum of lost time EsF NM.M fntersection Capacity rtilization PV.RB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SVW hatella Avenue C po-RT pB oamps Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OR jovement EBi EBT tBT tBo pBi pBo iane Configurations solume EvphF M NMTT VTS M OOT 4SR fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M iane rtil. cactor M.VN M.VN M.VT M.VN crt N.MM N.MM M.VO M.UR clt mrotected N.MM N.MM M.VU N.MM patd. clow EprotF 4UVP 4UVP PNPS NPUS clt mermitted N.MM N.MM M.VU N.MM patd. clow EpermF 4UVP 4UVP PNPS NPUS meak-hour factorI mec M.VU M.VU M.VS M.VS M.VS M.VS Adj. clow EvphF M NMVV NMNT M OPS 4U4 oTlo oeduction EvphF M M M M PU PU iane droup clow EvphF M NMVV NMNT M 44M OM4 eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S T mermitted mhases T Actuated dreenI d EsF OU.S OU.S NN.4 NN.4 Effective dreenI g EsF OU.S OU.S NN.4 NN.4 Actuated gLC oatio M.RT M.RT M.OP M.OP Clearance Time EsF R.M R.M R.M R.M sehicle Extension EsF 4.M 4.M N.O N.O iane drp Cap EvphF OTVV OTVV TNR PNS vLs oatio mrot cM.OO M.ON M.N4 vLs oatio merm cM.NR vLc oatio M.PV M.PS M.SO M.SR rniform aelayI dN R.V R.U NT.P NT.R mrogression cactor N.MM M.RM N.MM N.MM fncremental aelayI dO M.4 M.P N.N P.4 aelay EsF S.P P.O NU.4 OM.V ievel of pervice A A B C Approach aelay EsF S.P P.O NV.P Approach ilp A A B fntersection pummary eCj Average Control aelay U.R eCj ievel of pervice A eCj solume to Capacity ratio M.4S Actuated Cycle iength EsF RM.M pum of lost time EsF NM.M fntersection Capacity rtilization 4S.4B fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TMW lrangewood Avenue C po-RT kB oamps Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OS jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF SVS M M NRRO S4 ONO fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M iane rtil. cactor M.VR M.VN M.VT M.VN crt N.MM N.MM M.VN M.UR clt mrotected N.MM N.MM M.VU N.MM patd. clow EprotF P4MS 4UVP PMV4 NPUS clt mermitted N.MM N.MM M.VU N.MM patd. clow EpermF P4MS 4UVP PMV4 NPUS meak-hour factorI mec M.UV M.UV M.UP M.UP M.UU M.UU Adj. clow EvphF TUO M M NUTM TP O4N oTlo oeduction EvphF M M M M NNN NNN iane droup clow EvphF TUO M M NUTM UP V eeavy sehicles EBF SB SB SB SB SB SB Turn Type custom mrotected mhases O S mermitted mhases U U Actuated dreenI d EsF TO.V TO.V T.N T.N Effective dreenI g EsF TO.V TO.V T.N T.N Actuated gLC oatio M.UN M.UN M.MU M.MU Clearance Time EsF R.M R.M R.M R.M sehicle Extension EsF 4.M 4.M O.M O.M iane drp Cap EvphF OTRV PVSP O44 NMV vLs oatio mrot M.OP cM.PU vLs oatio merm cM.MP M.MN vLc oatio M.OU M.4T M.P4 M.MV rniform aelayI dN O.N O.S PV.O PU.4 mrogression cactor O.OP N.SN N.MM N.MM fncremental aelayI dO M.O M.P M.P M.N aelay EsF 4.V 4.R PV.R PU.S ievel of pervice A A a a Approach aelay EsF 4.V 4.R PV.O Approach ilp A A a fntersection pummary eCj Average Control aelay U.P eCj ievel of pervice A eCj solume to Capacity ratio M.4S Actuated Cycle iength EsF VM.M pum of lost time EsF NM.M fntersection Capacity rtilization 4O.RB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TNW lrangewood Avenue C po-RT pB oamps Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OT jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M T4U NNP 4RR UUN M M M M O4R M 4UO fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M R.M R.M iane rtil. cactor M.VN M.VN N.MM M.VR M.VR M.VN M.VR crt N.MM M.UR N.MM N.MM N.MM M.US M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM N.MM patd. clow EprotF PORR NPUS NTMP P4MS NSNU N4MP N44T clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM N.MM patd. clow EpermF PORR NPUS NTMP P4MS NSNU N4MP N44T meak-hour factorI mec M.VM M.VM M.VM M.UV M.UV M.UV N.MM N.MM N.MM M.VN M.VN M.VN Adj. clow EvphF M UPN NOS RNN VVM M M M M OSV M RPM oTlo oeduction EvphF M N TU M M M M M M M N4S N4S iane droup clow EvphF M U4P PR RNN VVM M M M M O4O NPR NPM eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot merm merm mrotected mhases O N S 4 mermitted mhases O 4 4 Actuated dreenI d EsF OT.U OT.U PO.T S4.T NR.P NR.P NR.P Effective dreenI g EsF OT.U OT.U PO.T S4.T NR.P NR.P NR.P Actuated gLC oatio M.PN M.PN M.PS M.TO M.NT M.NT M.NT Clearance Time EsF R.M R.M 4.O R.M R.M R.M R.M sehicle Extension EsF 4.M 4.M N.T 4.M O.M O.M O.M iane drp Cap EvphF NMMR 4OU SNV O44V OTR OPV O4S vLs oatio mrot cM.OS cM.PM M.OV vLs oatio merm M.MP cM.NR M.NM M.MV vLc oatio M.U4 M.MU M.UP M.4M M.UU M.RS M.RP rniform aelayI dN OV.M OO.M OS.N R.M PS.R P4.P P4.N mrogression cactor N.MM N.MM N.MN N.PP N.MM N.MM N.MM fncremental aelayI dO U.P M.4 T.V M.R OR.R N.U M.V aelay EsF PT.P OO.4 P4.O T.N SO.M PS.N PR.M ievel of pervice a C C A E a a Approach aelay EsF PR.S NS.P M.M 4P.S Approach ilp a B A a fntersection pummary eCj Average Control aelay OU.T eCj ievel of pervice C eCj solume to Capacity ratio M.U4 Actuated Cycle iength EsF VM.M pum of lost time EsF N4.O fntersection Capacity rtilization TM.SB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VRW Chapman Avenue C crontage ooad Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PO jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M VRO VVP NNP VTV M SSM M TP NRN M P fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M R.M R.M R.M R.M iane rtil. cactor M.UN M.UN M.VT M.VN M.VT N.MM M.VT N.MM crt M.VR M.UR N.MM N.MM N.MM M.UR N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM M.VR N.MM patd. clow EprotF RRMV NOP4 PPMP 4UVP PPMP NRO4 PPMP NRO4 clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM M.VR N.MM patd. clow EpermF RRMV NOP4 PPMP 4UVP PPMP NRO4 PPMP NRO4 meak-hour factorI mec M.VU M.VU M.VU M.V4 M.V4 M.V4 M.VS M.VS M.VS M.V4 M.V4 M.V4 Adj. clow EvphF M VTN NMNP NOM NM4N M SUU M TS NSN M P oTlo oeduction EvphF M TU OPU M M M M M RS M M O iane droup clow EvphF M N4MM OSU NOM NM4N M SUU M OM NSN M N eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot custom custom custom custom mrotected mhases O N S mermitted mhases O U U 4 4 Actuated dreenI d EsF RU.O RU.O U.R TN.T OU.P OU.P OU.P OU.P Effective dreenI g EsF RU.O RU.O U.R TN.T OU.P OU.P OU.P OU.P Actuated gLC oatio M.RP M.RP M.MU M.SR M.OS M.OS M.OS M.OS Clearance Time EsF R.M R.M R.M R.M R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF OVNR SRP ORR PNUV URM PVO URM PVO vLs oatio mrot cM.OR cM.M4 M.ON vLs oatio merm M.OO cM.ON M.MN M.MR M.MM vLc oatio M.4U M.4N M.4T M.PP M.UN M.MR M.NV M.MM rniform aelayI dN NS.4 NR.S 4U.S U.R PU.P PM.T PN.V PM.4 mrogression cactor N.VO V.NO N.MM N.MM N.MM N.MM N.MO M.RP fncremental aelayI dO M.4 N.4 N.4 M.P R.T M.N M.N M.M aelay EsF PN.U N4P.R RM.M U.T 44.N PM.U PO.S NS.N ievel of pervice C c a A a C C B Approach aelay EsF SM.P NP.M 4O.T PO.P Approach ilp E B a C fntersection pummary eCj Average Control aelay 4O.4 eCj ievel of pervice a eCj solume to Capacity ratio M.RU Actuated Cycle iength EsF NNM.M pum of lost time EsF NR.M fntersection Capacity rtilization R4.MB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VTW po-OO bB oamps C The City arive Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage P4 jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF P4S O NR4 U RU 4S ONS RVV S NN TOR M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.S 4.S 4.S 4.R 4.R 4.O R.M 4.O R.M iane rtil. cactor M.VR M.VN M.VR N.MM N.MM N.MM M.VN N.MM M.VR crt N.MM M.VV M.UR N.MM M.UR N.MM N.MM N.MM N.MM clt mrotected M.VR M.VS N.MM M.VV N.MM M.VR N.MM M.VR N.MM patd. clow EprotF NSPP NRRR N4SN NTVV NRPU NTNV 4VPP NTNV P4PU clt mermitted M.VR M.VS N.MM M.VV N.MM M.VR N.MM M.VR N.MM patd. clow EpermF NSPP NRRR N4SN NTVV NRPU NTNV 4VPP NTNV P4PU meak-hour factorI mec M.VM M.VM M.VM M.RS M.RS M.RS M.VS M.VS M.VS M.VR M.VR M.VR Adj. clow EvphF PU4 O NTN N4 NM4 UO OOR SO4 S NO TSP M oTlo oeduction EvphF M P NOU M M TO M M M M M M iane droup clow EvphF OM4 NVS OS M NNU NM OOR SPM M NO TSP M Turn Type pplit merm pplit merm mrot mrot mrotected mhases U U T T N S R O mermitted mhases U T Actuated dreenI d EsF NU.T NU.T NU.T NP.4 NP.4 OM.O RU.O N.4 PV.4 Effective dreenI g EsF NU.T NU.T NU.T NP.4 NP.4 OM.O RU.O N.4 PV.4 Actuated gLC oatio M.NT M.NT M.NT M.NO M.NO M.NU M.RP M.MN M.PS Clearance Time EsF 4.S 4.S 4.S 4.R 4.R 4.O R.M 4.O R.M sehicle Extension EsF O.M O.M O.M 4.M 4.M O.M P.M O.M P.M iane drp Cap EvphF OTU OS4 O4U ONV NUT PNS OSNM OO NOPN vLs oatio mrot M.NO cM.NP cM.MT cM.NP M.NP M.MN cM.OO vLs oatio merm M.MO M.MN vLc oatio M.TP M.T4 M.NN M.R4 M.MR M.TN M.O4 M.RR M.SO rniform aelayI dN 4P.P 4P.4 PU.S 4R.4 4O.T 4O.O N4.M R4.M OV.N mrogression cactor N.MM N.MM N.MM N.MM N.MM M.TM M.RV N.NO M.U4 fncremental aelayI dO U.P V.4 M.N P.O M.O R.O M.O NP.S O.P aelay EsF RN.S RO.T PU.T 4U.S 4O.V P4.R U.R T4.N OS.U ievel of pervice a a a a a C A E C Approach aelay EsF 4U.4 4S.P NR.P OT.S Approach ilp a a B C fntersection pummary eCj Average Control aelay OV.S eCj ievel of pervice C eCj solume to Capacity ratio M.SR Actuated Cycle iength EsF NNM.M pum of lost time EsF NU.P fntersection Capacity rtilization SN.4B fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VUW Metropolitan arive C po-OO tB oamps Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PR jovement EBT EBo EBoO tBi tBT kBi kBo kEi kEo iane Configurations solume EvphF NUM M NON SST NMR PUR OV4 M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.R R.M 4.S 4.S iane rtil. cactor M.VR N.MM M.VT M.VR M.VT M.UU crt N.MM M.UR N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF P4PU NRPU PPPR P4PU PPPR OTMT clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF P4PU NRPU PPPR P4PU PPPR OTMT meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR N.MM N.MM Adj. clow EvphF NUV M NOT TMO NNN 4MR PMV M M oTlo oeduction EvphF M M UT M M M ORV M M iane droup clow EvphF NUV M 4M TMO NNN 4MR RM M M Turn Type merm mrot merm mrotected mhases O N S U mermitted mhases O U Actuated dreenI d EsF P4.S P4.S 4P.R UO.S NT.U NT.U Effective dreenI g EsF P4.S P4.S 4P.R UO.S NT.U NT.U Actuated gLC oatio M.PN M.PN M.4M M.TR M.NS M.NS Clearance Time EsF R.M R.M 4.R R.M 4.S 4.S sehicle Extension EsF 4.M 4.M O.M 4.M O.M O.M iane drp Cap EvphF NMUN 4U4 NPNV ORUO R4M 4PU vLs oatio mrot cM.MR cM.ON M.MP cM.NO vLs oatio merm M.MP M.MO vLc oatio M.NT M.MU M.RP M.M4 M.TR M.NN rniform aelayI dN OT.P OS.R OR.R P.R 44.M PV.4 mrogression cactor N.MM N.MM M.TR M.TT N.MM N.MM fncremental aelayI dO M.4 M.P M.O M.M R.O M.M aelay EsF OT.T OS.V NV.O O.T 4V.N PV.4 ievel of pervice C C B A a a Approach aelay EsF OT.4 NT.M 44.V M.M Approach ilp C B a A fntersection pummary eCj Average Control aelay OV.S eCj ievel of pervice C eCj solume to Capacity ratio M.44 Actuated Cycle iength EsF NNM.M pum of lost time EsF N4.N fntersection Capacity rtilization RM.NB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VVW Chapman Avenue C po-RT kB oamps Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PS jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M URN M M NRMM M OV M NRN M M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.R 4.R 4.R 4.R iane rtil. cactor M.VR M.VN N.MM N.MM crt N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM patd. clow EprotF P4MS 4UVP NTMP NRO4 clt mermitted N.MM N.MM M.VR N.MM patd. clow EpermF P4MS 4UVP NTMP NRO4 meak-hour factorI mec M.VO M.VO M.VO M.VT M.VT M.VT M.UU M.UU M.UU N.MM N.MM N.MM Adj. clow EvphF M VOR M M NR4S M PP M NTO M M M oTlo oeduction EvphF M M M M M M M M UP M M M iane droup clow EvphF M VOR M M NR4S M PP M UV M M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot custom custom custom custom mrotected mhases T 4 U mermitted mhases O O S S Actuated dreenI d EsF PV.P PV.P RN.T RN.T Effective dreenI g EsF PV.P PV.P RN.T RN.T Actuated gLC oatio M.PV M.PV M.RO M.RO Clearance Time EsF 4.R 4.R 4.R 4.R sehicle Extension EsF O.M O.M O.M O.M iane drp Cap EvphF NPPV NVOP UUM TUU vLs oatio mrot M.OT cM.PO vLs oatio merm M.MO cM.MS vLc oatio M.SV M.UM M.M4 M.NN rniform aelayI dN OR.P OS.V NN.V NO.4 mrogression cactor M.SM M.TS N.MM N.MM fncremental aelayI dO N.N O.N M.N M.P aelay EsF NS.4 OO.S NO.M NO.T ievel of pervice B C B B Approach aelay EsF NS.4 OO.S NO.S M.M Approach ilp B C B A fntersection pummary eCj Average Control aelay NV.T eCj ievel of pervice B eCj solume to Capacity ratio M.4N Actuated Cycle iength EsF NMM.M pum of lost time EsF V.M fntersection Capacity rtilization 4M.4B fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMMW Chapman Avenue C po-RT pB oamps Existing - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PT jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF N VUV NV OP NMRP M N4M PN NMS NSM U OTS fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.M 4.R 4.M 4.R 4.R 4.R 4.R 4.R iane rtil. cactor N.MM M.VN N.MM M.VR N.MM N.MM N.MM N.MM crt N.MM N.MM N.MM N.MM N.MM M.UR N.MM M.UR clt mrotected M.VR N.MM M.VR N.MM M.VS N.MM M.VR N.MM patd. clow EprotF NTMP 4UUM NTMP P4MS NTOO NRO4 NTNN NRO4 clt mermitted M.VR N.MM M.VR N.MM M.VS N.MM M.VR N.MM patd. clow EpermF NTMP 4UUM NTMP P4MS NTOO NRO4 NTNN NRO4 meak-hour factorI mec M.VM M.VM M.VM M.VP M.VP M.VP M.SV M.SV M.SV M.U4 M.U4 M.U4 Adj. clow EvphF N NMVV ON OR NNPO M OMP 4R NR4 NVM NM POV oTlo oeduction EvphF M O M M M M M M NNO M M N4S iane droup clow EvphF N NNNU M OR NNPO M M O4U 4O M OMM NUP eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot mrot pplit merm pplit merm mrotected mhases R O N S U U T T mermitted mhases U T Actuated dreenI d EsF N.M 4P.N O.4 44.R NU.R NU.R NU.R NU.R Effective dreenI g EsF N.M 4P.N O.4 44.R NU.R NU.R NU.R NU.R Actuated gLC oatio M.MN M.4P M.MO M.44 M.NU M.NU M.NU M.NU Clearance Time EsF 4.M 4.R 4.M 4.R 4.R 4.R 4.R 4.R sehicle Extension EsF P.M 4.M N.R 4.M P.M P.M O.M O.M iane drp Cap EvphF NT ONMP 4N NRNS PNV OUO PNT OUO vLs oatio mrot M.MM M.OP cM.MN cM.PP cM.N4 M.NO vLs oatio merm M.MP cM.NO vLc oatio M.MS M.RP M.SN M.TR M.TU M.NR M.SP M.SR rniform aelayI dN 4V.M ON.M 4U.P OP.N PU.U P4.O PT.S PT.T mrogression cactor N.MM N.MM M.VR N.SN N.MM N.MM N.MM N.MM fncremental aelayI dO N.R N.M NO.P O.R NS.V N.N V.O NN.M aelay EsF RM.R OO.M RU.O PV.T RR.T PR.P 4S.U 4U.U ievel of pervice a C E a E a a a Approach aelay EsF OO.M 4M.N 4T.V 4U.M Approach ilp C a a a fntersection pummary eCj Average Control aelay PS.N eCj ievel of pervice a eCj solume to Capacity ratio M.TM Actuated Cycle iength EsF NMM.M pum of lost time EsF NP.M fntersection Capacity rtilization SS.UB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix H-2 Caltrans Ramp Termini Analysis Worksheets under 2030 No Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VW f-R kB oamps C earbor Boulevard OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage O jovement tBi tBo kBT kBo pBi pBT iane Configurations solume EvphF TM TPM VPM M VM PNMM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.R R.R R.M 4.T R.M iane rtil. cactor M.VT M.VN M.VN N.MM M.US crt M.UT M.UR N.MM N.MM N.MM clt mrotected M.VV N.MM N.MM M.VR N.MM patd. clow EprotF PMNS NPUS 4UVP NTMP SNSS clt mermitted M.VV N.MM N.MM M.VR N.MM patd. clow EpermF PMNS NPUS 4UVP NTMP SNSS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF T4 TSU VTV M VR POSP oTlo oeduction EvphF ONT ONT M M M M iane droup clow EvphF O4N NST VTV M VR POSP eeavy sehicles EBF SB SB SB SB SB SB Turn Type custom mrot mrotected mhases O N S mermitted mhases U U Actuated dreenI d EsF NV.U NV.U TN.T NP.P UV.T Effective dreenI g EsF NV.U NV.U TN.T NP.P UV.T Actuated gLC oatio M.NT M.NT M.SM M.NN M.TR Clearance Time EsF R.R R.R R.M 4.T R.M sehicle Extension EsF P.M P.M P.M P.M P.M iane drp Cap EvphF 4VU OOV OVO4 NUV 4SMV vLs oatio mrot M.OM M.MS cM.RP vLs oatio merm M.MU cM.NO vLc oatio M.4U M.TP M.PP M.RM M.TN rniform aelayI dN 4R.R 4T.S NO.O RM.O U.N mrogression cactor N.MM N.MM M.OM M.SR M.NT fncremental aelayI dO M.T NN.M M.P M.O M.N aelay EsF 4S.O RU.S O.U PO.S N.R ievel of pervice a E A C A Approach aelay EsF RN.U O.U O.4 Approach ilp a A A fntersection pummary eCj Average Control aelay NM.R eCj ievel of pervice B eCj solume to Capacity ratio M.TN Actuated Cycle iength EsF NOM.M pum of lost time EsF NM.R fntersection Capacity rtilization SP.4B fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMW f-R pB oamps C earbor Boulevard OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage P jovement EBi EBo kBi kBT pBT pBo iane Configurations solume EvphF PRM POM TM UOM NVPM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.R 4.M 4.O R.M R.M iane rtil. cactor M.VT N.MM N.MM M.US M.VN crt N.MM M.UR N.MM N.MM N.MM clt mrotected M.VR N.MM M.VR N.MM N.MM patd. clow EprotF PPMP NRO4 NTMP SNSS 4UVP clt mermitted M.VR N.MM M.VR N.MM N.MM patd. clow EpermF PPMP NRO4 NTMP SNSS 4UVP meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF PSU PPT T4 USP OMPO M oTlo oeduction EvphF M M M M M M iane droup clow EvphF PSU PPT T4 USP OMPO M eeavy sehicles EBF SB SB SB SB SB SB Turn Type cree mrot mrotected mhases 4 R O S mermitted mhases cree Actuated dreenI d EsF NU.4 NOM.M V.4 VN.N TT.R Effective dreenI g EsF NU.4 NOM.M V.4 VN.N TT.R Actuated gLC oatio M.NR N.MM M.MU M.TS M.SR Clearance Time EsF R.R 4.O R.M R.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF RMS NRO4 NPP 4SUN PNSM vLs oatio mrot cM.NN cM.M4 M.N4 cM.4O vLs oatio merm M.OO vLc oatio M.TP M.OO M.RS M.NU M.S4 rniform aelayI dN 4U.4 M.M RP.P 4.M NO.V mrogression cactor N.MM N.MM N.OV M.PO N.MT fncremental aelayI dO R.O M.P 4.T M.N M.T aelay EsF RP.S M.P TP.4 N.4 N4.R ievel of pervice a A E A B Approach aelay EsF OU.N T.N N4.R Approach ilp C A B fntersection pummary eCj Average Control aelay NR.O eCj ievel of pervice B eCj solume to Capacity ratio M.SR Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.T fntersection Capacity rtilization SP.TB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NTW aisney tay C f-R pB oamps OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage R jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M TTM NM N4M UPM M OM M 4M RMM NM NRM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M R.M R.M R.M R.M iane rtil. cactor M.VN N.MM M.VN N.MM N.MM M.VR M.VN M.VR crt N.MM N.MM N.MM N.MM M.UR N.MM M.VV M.UR clt mrotected N.MM M.VR N.MM M.VR N.MM M.VR M.VS N.MM patd. clow EprotF 4UU4 NTMP 4UVP NTMP NRO4 NSNU NR4T N44T clt mermitted N.MM M.PM N.MM M.PV N.MM M.VR M.VS N.MM patd. clow EpermF 4UU4 R4S 4UVP TMP NRO4 NSNU NR4T N44T meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M UNN NN N4T UT4 M ON M 4O ROS NN NRU oTlo oeduction EvphF M N M M M M M M PU M O NNN iane droup clow EvphF M UON M N4T UT4 M ON M 4 OTV OTO PN eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm custom custom pplit merm mrotected mhases O S 4 4 mermitted mhases S P P 4 Actuated dreenI d EsF SU.T SU.T SU.T NM.O NM.O OS.N OS.N OS.N Effective dreenI g EsF SU.T SU.T SU.T NM.O NM.O OS.N OS.N OS.N Actuated gLC oatio M.RT M.RT M.RT M.MU M.MU M.OO M.OO M.OO Clearance Time EsF R.M R.M R.M R.M R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF OTVS PNP OUMN SM NPM PRO PPS PNR vLs oatio mrot M.NT M.NU M.NT cM.NU vLs oatio merm cM.OT cM.MP M.MM M.MO vLc oatio M.OV M.4T M.PN M.PR M.MP M.TV M.UN M.NM rniform aelayI dN NP.O NR.M NP.4 RN.U RM.4 44.4 44.S PT.R mrogression cactor M.V4 M.RU M.RN N.MM N.MM N.MM N.MM N.MM fncremental aelayI dO M.P P.N M.O P.R M.N NN.S NP.U M.N aelay EsF NO.T NN.V T.M RR.P RM.4 RS.M RU.4 PT.T ievel of pervice B B A E a E E a Approach aelay EsF NO.T T.T RO.N RP.O Approach ilp B A a a fntersection pummary eCj Average Control aelay OO.R eCj ievel of pervice C eCj solume to Capacity ratio M.R4 Actuated Cycle iength EsF NOM.M pum of lost time EsF NR.M fntersection Capacity rtilization RT.TB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy ONW f-R kB oamps C Anaheim Boulevard OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage T jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M M M PM OM 4OM OSM NNOM M M OMSM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M iane rtil. cactor M.VN M.VN M.VT M.VN M.VN crt M.UU M.UR N.MM N.MM N.MM clt mrotected M.VV N.MM M.VR N.MM N.MM patd. clow EprotF OURN NPUS PPMP 4UVP 4UVP clt mermitted M.VV N.MM M.VR N.MM N.MM patd. clow EpermF OURN NPUS PPMP 4UVP 4UVP meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M M M PO ON 44O OT4 NNTV M M ONSU M oTlo oeduction EvphF M M M M VU VU M M M M M M iane droup clow EvphF M M M M NTS NOP OT4 NNTV M M ONSU M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrot mrotected mhases U R O S mermitted mhases U U Actuated dreenI d EsF NS.4 NS.4 NP.U VP.S TR.S Effective dreenI g EsF NS.4 NS.4 NP.U VP.S TR.S Actuated gLC oatio M.N4 M.N4 M.NO M.TU M.SP Clearance Time EsF R.M R.M 4.O R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M iane drp Cap EvphF PVM NUV PUM PUNT PMUP vLs oatio mrot cM.MU M.O4 cM.44 vLs oatio merm M.MS cM.MV vLc oatio M.4R M.SR M.TO M.PN M.TM rniform aelayI dN 4T.T 4V.N RN.O P.U N4.T mrogression cactor M.VV N.MM M.UV M.MN M.NS fncremental aelayI dO M.U T.4 4.R M.N M.R aelay EsF 4T.U RS.S 4V.V M.O O.V ievel of pervice a E a A A Approach aelay EsF M.M RN.T V.R O.V Approach ilp A a A A fntersection pummary eCj Average Control aelay NN.N eCj ievel of pervice B eCj solume to Capacity ratio M.TM Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.O fntersection Capacity rtilization SR.MB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OOW aisney tay C Anaheim Boulevard OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage U jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF 4NM VOM PM M SRM NM TM NM4M NM 4VM NPMM ONM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.O R.M R.M 4.T S.M R.O S.M iane rtil. cactor M.VT M.US M.VN N.MM M.VN M.VT M.VN crt N.MM N.MM N.MM N.MM N.MM N.MM M.VU clt mrotected M.VR N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF PPMP SNPS 4UUO NTMP 4UUS PPMP 4TVN clt mermitted M.VR N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF PPMP SNPS 4UUO NTMP 4UUS PPMP 4TVN meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF 4PO VSU PO M SU4 NN T4 NMVR NN RNS NPSU OON oTlo oeduction EvphF M 4 M M O M M N M M NU M iane droup clow EvphF 4PO VVS M M SVP M T4 NNMR M RNS NRTN M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot mrot mrot mrotected mhases T 4 U R O N S mermitted mhases Actuated dreenI d EsF NV.4 4P.T OM.N S.U PS.O OP.V RP.U Effective dreenI g EsF NV.4 4P.T OM.N S.U PS.O OP.V RP.U Actuated gLC oatio M.NS M.PS M.NT M.MS M.PM M.OM M.4R Clearance Time EsF 4.O R.M R.M 4.T S.M R.O S.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF RP4 OOPR UNU VT N4T4 SRU ON4U vLs oatio mrot cM.NP M.NS cM.N4 M.M4 cM.OP cM.NS cM.PP vLs oatio merm vLc oatio M.UN M.4R M.UR M.TS M.TR M.TU M.TP rniform aelayI dN 4U.R OV.M 4U.R RR.U PT.U 4R.S OT.O mrogression cactor M.SS M.44 M.VV M.UV M.44 M.RS M.OV fncremental aelayI dO U.O M.N U.N OP.V O.U 4.4 N.S aelay EsF 4M.M NP.M RS.O TP.P NV.R PM.N V.S ievel of pervice a B E E B C A Approach aelay EsF ON.O RS.O OO.V N4.S Approach ilp C E C B fntersection pummary eCj Average Control aelay OP.R eCj ievel of pervice C eCj solume to Capacity ratio M.U4 Actuated Cycle iength EsF NOM.M pum of lost time EsF OS.4 fntersection Capacity rtilization TS.TB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OSW hatella Avenue C Manchester Avenue OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NN jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M NOTM NORM 4OM NVMM M NPM M SOM OVM RVM OM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M R.M iane rtil. cactor M.VN M.UU M.VT M.VN M.VR M.VN M.VR M.VT M.VR N.MM crt N.MM M.UR N.MM N.MM N.MM M.US M.UR N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM N.MM M.VR N.MM N.MM patd. clow EprotF 4UVP OSUO PPMP 4UVP NSNU NPV4 N44T PPMP P4MS NRO4 clt mermitted N.MM N.MM M.VR N.MM M.VR M.UP N.MM M.VR N.MM N.MM patd. clow EpermF 4UVP OSUO PPMP 4UVP NSNU NNSS N44T PPMP P4MS NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NPPT NPNS 44O OMMM M NPT M SRP PMR SON ON oTlo oeduction EvphF M M POV M M M M O4N OOT M M NS iane droup clow EvphF M NPPT VUT 44O OMMM M NOP VP NMS PMR SON R eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot mrot merm mrot merm mrotected mhases O N S P U T 4 mermitted mhases O U 4 Actuated dreenI d EsF 4R.T 4R.T N4.U S4.T NP.N OV.S NS.R O4.M OT.4 OT.4 Effective dreenI g EsF 4R.T 4R.T N4.U S4.T NP.N OV.S NS.R O4.M OT.4 OT.4 Actuated gLC oatio M.PU M.PU M.NO M.R4 M.NN M.OR M.N4 M.OM M.OP M.OP Clearance Time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF NUSP NMON 4MT OSPU NTT PNP NVV SSN TTU P4U vLs oatio mrot M.OT cM.NP M.4N cM.MU M.MP M.MV cM.NU vLs oatio merm cM.PT M.M4 M.MT M.MM vLc oatio M.TO M.VT N.MV M.TS M.SV M.PM M.RP M.4S M.UM M.MN rniform aelayI dN PN.T PS.4 RO.S ON.S RN.R PS.T 4U.O 4O.P 4P.T PR.U mrogression cactor M.PN M.PO M.U4 M.TO N.MM N.MM N.MM M.4V M.SS M.RP fncremental aelayI dO M.O P.T ST.R N.V NN.O M.R O.T M.R R.N M.M aelay EsF NM.N NR.P NNN.T NT.4 SO.T PT.P RM.V ON.N PP.V NV.O ievel of pervice B B c B E a a C C B Approach aelay EsF NO.T P4.R 4T.M OV.4 Approach ilp B C a C fntersection pummary eCj Average Control aelay OS.U eCj ievel of pervice C eCj solume to Capacity ratio M.VM Actuated Cycle iength EsF NOM.M pum of lost time EsF NV.M fntersection Capacity rtilization U4.NB fCr ievel of pervice E Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OTW hatella Avenue C Anaheim tay OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NO jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF 4M ONRM M M NUNM PRM TMM 4OM 4SM M M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.T S.M R.M R.M 4.M S.M iane rtil. cactor M.VT M.VN M.UN M.UN M.UN M.UN crt N.MM N.MM N.MM M.UR N.MM M.V4 clt mrotected M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EprotF PPMP 4UVP RTVN NOP4 NPTV R4MR clt mermitted M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EpermF PPMP 4UVP RTVN NOP4 NPTV R4MR meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF 4O OOSP M M NVMR PSU TPT 44O 4U4 M M M oTlo oeduction EvphF M M M M O NNP M P M M M M iane droup clow EvphF 4O OOSP M M NV4M ONU PSU NOVO M M M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot merm mrot mrotected mhases R O S P U mermitted mhases S Actuated dreenI d EsF 4.O SS.M RU.N RU.N 44.M 44.M Effective dreenI g EsF 4.O SS.M RU.N RU.N 44.M 44.M Actuated gLC oatio M.M4 M.RR M.4U M.4U M.PT M.PT Clearance Time EsF 4.T S.M R.M R.M 4.M S.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M iane drp Cap EvphF NNS OSVN OUM4 RVT RMS NVUO vLs oatio mrot M.MN cM.4S M.PP cM.OT M.O4 vLs oatio merm M.NU vLc oatio M.PS M.U4 M.SV M.PT M.TP M.VRdr rniform aelayI dN RS.S OO.S O4.M NV.4 PO.U PN.S mrogression cactor M.TO M.PU M.PO M.MO N.MM N.MM fncremental aelayI dO N.S O.U N.P N.R R.O M.U aelay EsF 4O.R NN.R V.M N.V PU.M PO.4 ievel of pervice a B A A a C Approach aelay EsF NO.N T.V PP.S M.M Approach ilp B A C A fntersection pummary eCj Average Control aelay NS.P eCj ievel of pervice B eCj solume to Capacity ratio M.UM Actuated Cycle iength EsF NOM.M pum of lost time EsF NM.M fntersection Capacity rtilization TN.NB fCr ievel of pervice C Analysis meriod EminF NR dr aefacto oight iane. oecode with N though lane as a right lane. c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy PTW dene Autry tay C f-R els oamps OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NR jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF PM RMM N4M UM RMM N4M OM M PM RVM M PM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M S.M R.M 4.R S.M S.M R.M iane rtil. cactor N.MM M.VN N.MM M.VN N.MM M.UU M.VT N.MM crt N.MM M.VT N.MM M.VT N.MM M.UR N.MM M.UR clt mrotected M.VR N.MM M.VR N.MM M.VR N.MM M.VR N.MM patd. clow EprotF NUMR RMNT NUMR RMNT NUMR OU4O PRMO NSNR clt mermitted M.VR N.MM M.VR N.MM M.VR N.MM M.VR N.MM patd. clow EpermF NUMR RMNT NUMR RMNT NUMR OU4O PRMO NSNR meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF PO ROS N4T U4 ROS N4T ON M PO SON M PO oTlo oeduction EvphF M OT M M OV M M M OV M M OT iane droup clow EvphF PO S4S M U4 S44 M ON M P SON M R eeavy sehicles EBF MB MB MB MB MB MB MB MB MB MB MB MB Turn Type mrot mrot mrot lver mrot lver mrotected mhases R O N S P N T R mermitted mhases Actuated dreenI d EsF S.R SS.M V.T TM.O OU.U V.T OT.P S.R Effective dreenI g EsF S.R SS.M V.T TM.O OU.U V.T OT.P S.R Actuated gLC oatio M.MR M.RR M.MU M.RV M.O4 M.MU M.OP M.MR Clearance Time EsF R.M R.M S.M R.M 4.R S.M S.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF VU OTRV N4S OVPR 4PP OPM TVT UT vLs oatio mrot M.MO cM.NP cM.MR cM.NP M.MN M.MM cM.NU M.MM vLs oatio merm vLc oatio M.PP M.OP M.RU M.OO M.MR M.MN M.TU M.MR rniform aelayI dN R4.S NP.V RP.O NN.V PR.N RM.T 4P.R RP.U mrogression cactor M.UO O.MR N.MP M.S4 N.MM N.MM N.MM N.MM fncremental aelayI dO M.V M.N R.N M.O M.M M.M 4.U M.P aelay EsF 4R.V OU.S RV.S T.T PR.N RM.U 4U.4 R4.N ievel of pervice a C E A a a a a Approach aelay EsF OV.4 NP.R 44.S 4U.S Approach ilp C B a a fntersection pummary eCj Average Control aelay PM.M eCj ievel of pervice C eCj solume to Capacity ratio M.4P Actuated Cycle iength EsF NOM.M pum of lost time EsF OO.M fntersection Capacity rtilization RO.NB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RRW Anaheim tay C ptate College Boulevard OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NT jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M M M POM PPM 4UM RRM NM4M M PM O4MM 4M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF S.R S.R S.R R.R T.M R.O S.R S.R iane rtil. cactor M.VN M.VN M.UU M.VT M.US N.MM M.US N.MM crt N.MM N.MM M.UR N.MM N.MM N.MM N.MM M.UR clt mrotected M.VR M.VV N.MM M.VR N.MM M.VR N.MM N.MM patd. clow EprotF NRRM POOO OSUO PPMP SNSS NTMP SNSS NRO4 clt mermitted M.VR M.VV N.MM M.VR N.MM M.VR N.MM N.MM patd. clow EpermF NRRM POOO OSUO PPMP SNSS NTMP SNSS NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M M M PPT P4T RMR RTV NMVR M PO OROS 4O oTlo oeduction EvphF M M M M M OTM M M M M M NS iane droup clow EvphF M M M OOO 4SO OPR RTV NMVR M PO OROS OS eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrot mrot merm mrotected mhases U R O N S mermitted mhases U U S Actuated dreenI d EsF ON.P ON.P ON.P OS.M TS.M 4.M R4.O R4.O Effective dreenI g EsF ON.P ON.P ON.P OS.M TS.M 4.M R4.O R4.O Actuated gLC oatio M.NU M.NU M.NU M.OO M.SP M.MP M.4R M.4R Clearance Time EsF S.R S.R S.R R.R T.M R.O S.R S.R sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF OTR RTO 4TS TNS PVMR RT OTUR SUU vLs oatio mrot cM.NU M.NU M.MO cM.4N vLs oatio merm M.N4 M.N4 M.MV M.MO vLc oatio M.UN M.UN M.4V M.UN M.OU M.RS M.VN M.M4 rniform aelayI dN 4T.4 4T.4 44.R 44.S V.U RT.N PM.S NU.4 mrogression cactor N.MM N.MM N.MM M.SP M.PR M.VV M.OV M.MU fncremental aelayI dO NR.U U.O M.U S.P M.O S.R P.N M.N aelay EsF SP.O RR.S 4R.P P4.4 P.S SP.N NO.N N.4 ievel of pervice E E a C A E B A Approach aelay EsF M.M RO.S N4.P NO.R Approach ilp A a B B fntersection pummary eCj Average Control aelay ON.U eCj ievel of pervice C eCj solume to Capacity ratio M.US Actuated Cycle iength EsF NOM.M pum of lost time EsF NU.R fntersection Capacity rtilization TU.OB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RSW f-R pB oamps C ptate College Boulevard OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NU jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF TM VNM PUM M M M M NPUM NM M O4RM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF T.R T.R T.R U.R U.R iane rtil. cactor M.VR M.VR M.UU M.UN M.US crt N.MM N.MM M.UR N.MM N.MM clt mrotected M.VR N.MM N.MM N.MM N.MM patd. clow EprotF NSNU NTMO OSUO TORN SNSS clt mermitted M.VR N.MM N.MM N.MM N.MM patd. clow EpermF NSNU NTMO OSUO TORN SNSS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF T4 VRU 4MM M M M M N4RP NN M ORTV M oTlo oeduction EvphF M M M M M M M N M M M M iane droup clow EvphF ST VSR 4MM M M M M N4SP M M ORTV M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrotected mhases 4 O S mermitted mhases 4 4 Actuated dreenI d EsF RT.R RT.R RT.R 4S.R 4S.R Effective dreenI g EsF RT.R RT.R RT.R 4S.R 4S.R Actuated gLC oatio M.4U M.4U M.4U M.PV M.PV Clearance Time EsF T.R T.R T.R U.R U.R sehicle Extension EsF P.M P.M P.M P.M P.M iane drp Cap EvphF TTR UNS NOUR OUNM OPUV vLs oatio mrot M.OM cM.4O vLs oatio merm M.M4 M.RT M.NR vLc oatio M.MV N.NU M.PN M.RO N.MU rniform aelayI dN NT.M PN.O NV.N OU.O PS.U mrogression cactor N.MM N.MM N.MM M.RT M.4M fncremental aelayI dO M.M V4.S M.N M.S 4M.N aelay EsF NT.M NOR.U NV.P NS.S R4.V ievel of pervice B c B B a Approach aelay EsF VN.M M.M NS.S R4.V Approach ilp c A B a fntersection pummary eCj Average Control aelay R4.N eCj ievel of pervice a eCj solume to Capacity ratio N.N4 Actuated Cycle iength EsF NOM.M pum of lost time EsF NS.M fntersection Capacity rtilization T4.TB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SSW Ball ooad C po-RT kB oamps OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage O4 jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF OOSM M M NMUM 4MM RNM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.S 4.S iane rtil. cactor M.VN M.VN M.VT M.VN crt N.MM N.MM M.VR M.UR clt mrotected N.MM N.MM M.VT N.MM patd. clow EprotF 4UVP 4UVP PNVM NPUS clt mermitted N.MM N.MM M.VT N.MM patd. clow EpermF 4UVP 4UVP PNVM NPUS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF OPTV M M NNPT 4ON RPT oTlo oeduction EvphF M M M M P P iane droup clow EvphF OPTV M M NNPT S4V PMP eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF TU.P TU.P PO.N PO.N Effective dreenI g EsF TU.P TU.P PO.N PO.N Actuated gLC oatio M.SR M.SR M.OT M.OT Clearance Time EsF R.M R.M 4.S 4.S sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF PNVP PNVP URP PTN vLs oatio mrot cM.4V M.OP M.OM vLs oatio merm cM.OO vLc oatio M.TR M.PS M.TS M.UO rniform aelayI dN N4.N V.4 4M.4 4N.O mrogression cactor M.4T M.US N.MM N.MM fncremental aelayI dO N.M M.P 4.M NP.M aelay EsF T.S U.4 44.R R4.O ievel of pervice A A a a Approach aelay EsF T.S U.4 4T.S Approach ilp A A a fntersection pummary eCj Average Control aelay NS.P eCj ievel of pervice B eCj solume to Capacity ratio M.TT Actuated Cycle iength EsF NOM.M pum of lost time EsF V.S fntersection Capacity rtilization TO.TB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy STW Ball ooad C po-RT pB oamps OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OR jovement EBi EBT tBT tBo pBi pBo iane Configurations solume EvphF M NTMM NN4M M TRM NMOM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.M 4.M iane rtil. cactor M.VN M.VN N.MM M.UU crt N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM patd. clow EprotF 4UVP 4UVP NTMP OSUO clt mermitted N.MM N.MM M.VR N.MM patd. clow EpermF 4UVP 4UVP NTMP OSUO meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NTUV NOMM M TUV NMT4 oTlo oeduction EvphF M M M M M NS iane droup clow EvphF M NTUV NOMM M TUV NMRU eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S 4 mermitted mhases 4 Actuated dreenI d EsF RM.O RM.O SM.U SM.U Effective dreenI g EsF RM.O RM.O SM.U SM.U Actuated gLC oatio M.4O M.4O M.RN M.RN Clearance Time EsF R.M R.M 4.M 4.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF OM4T OM4T USP NPRV vLs oatio mrot cM.PT M.OR cM.4S vLs oatio merm M.PV vLc oatio M.UT M.RV M.VN M.TU rniform aelayI dN PO.M OS.V OT.O O4.N mrogression cactor M.PR M.VT N.MM N.MM fncremental aelayI dO P.N N.N N4.M O.V aelay EsF N4.4 OT.O 4N.O OT.M ievel of pervice B C a C Approach aelay EsF N4.4 OT.O PP.M Approach ilp B C C fntersection pummary eCj Average Control aelay O4.T eCj ievel of pervice C eCj solume to Capacity ratio M.VM Actuated Cycle iength EsF NOM.M pum of lost time EsF V.M fntersection Capacity rtilization UN.VB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SUW hatella Avenue C po-RT kB oamps OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OS jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF NURM M M N4OM PSM SNM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M iane rtil. cactor M.UN M.US M.VT M.VN crt N.MM N.MM M.VP M.UR clt mrotected N.MM N.MM M.VT N.MM patd. clow EprotF TORV SNSS PNR4 NPUS clt mermitted N.MM N.MM M.VT N.MM patd. clow EpermF TORV SNSS PNR4 NPUS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF NV4T M M N4VR PTV S4O oTlo oeduction EvphF M M M M O O iane droup clow EvphF NV4T M M N4VR SVO POR eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF TP.T TP.T PS.P PS.P Effective dreenI g EsF TP.T TP.T PS.P PS.P Actuated gLC oatio M.SN M.SN M.PM M.PM Clearance Time EsF R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF 44RU PTUT VR4 4NV vLs oatio mrot cM.OT M.O4 M.OO vLs oatio merm cM.OP vLc oatio M.44 M.PV M.TP M.TU rniform aelayI dN NO.O NN.U PT.4 PU.N mrogression cactor M.V4 M.OT N.MM N.MM fncremental aelayI dO M.O M.P O.U U.T aelay EsF NN.T P.R 4M.O 4S.U ievel of pervice B A a a Approach aelay EsF NN.T P.R 4O.P Approach ilp B A a fntersection pummary eCj Average Control aelay NS.M eCj ievel of pervice B eCj solume to Capacity ratio M.RR Actuated Cycle iength EsF NOM.M pum of lost time EsF NM.M fntersection Capacity rtilization RR.MB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SVW hatella Avenue C po-RT pB oamps OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OT jovement EBi EBT tBT tBo pBi pBo iane Configurations solume EvphF M NVMM NOUM M PRM STM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.M 4.M iane rtil. cactor M.VN M.VN N.MM M.UU crt N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM patd. clow EprotF 4UVP 4UVP NTMP OSUO clt mermitted N.MM N.MM M.VR N.MM patd. clow EpermF 4UVP 4UVP NTMP OSUO meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M OMMM NP4T M PSU TMR oTlo oeduction EvphF M M M M M RP iane droup clow EvphF M OMMM NP4T M PSU SRO eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S 4 mermitted mhases 4 Actuated dreenI d EsF TR.P TR.P PR.T PR.T Effective dreenI g EsF TR.P TR.P PR.T PR.T Actuated gLC oatio M.SP M.SP M.PM M.PM Clearance Time EsF R.M R.M 4.M 4.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF PMTM PMTM RMT TVU vLs oatio mrot cM.4N M.OU M.OO vLs oatio merm cM.O4 vLc oatio M.SR M.44 M.TP M.UO rniform aelayI dN N4.N NN.R PT.U PV.N mrogression cactor N.UP M.RO N.MM N.MM fncremental aelayI dO M.V M.4 R.N S.R aelay EsF OS.U S.4 4O.V 4R.S ievel of pervice C A a a Approach aelay EsF OS.U S.4 44.T Approach ilp C A a fntersection pummary eCj Average Control aelay O4.V eCj ievel of pervice C eCj solume to Capacity ratio M.TM Actuated Cycle iength EsF NOM.M pum of lost time EsF V.M fntersection Capacity rtilization SP.SB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TMW lrangewood Avenue C po-RT kB oamps OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OU jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF NUOM M M N4OM NPM RUM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M iane rtil. cactor M.VR M.VN M.VT M.VN crt N.MM N.MM M.VM M.UR clt mrotected N.MM N.MM M.VU N.MM patd. clow EprotF P4MS 4UVP PMTM NPUS clt mermitted N.MM N.MM M.VU N.MM patd. clow EpermF P4MS 4UVP PMTM NPUS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF NVNS M M N4VR NPT SNN oTlo oeduction EvphF M M M M N4 N4 iane droup clow EvphF NVNS M M N4VR 4OV OVN eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF TP.U TP.U OS.O OS.O Effective dreenI g EsF TP.U TP.U OS.O OS.O Actuated gLC oatio M.ST M.ST M.O4 M.O4 Clearance Time EsF R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF OOUR POUP TPN PPM vLs oatio mrot cM.RS M.PN M.N4 vLs oatio merm cM.ON vLc oatio M.U4 M.4S M.RV M.UU rniform aelayI dN NP.S U.S PT.N 4M.4 mrogression cactor M.OP M.SU N.MM N.MM fncremental aelayI dO N.V M.4 N.O OO.U aelay EsF R.M S.O PU.P SP.O ievel of pervice A A a E Approach aelay EsF R.M S.O 4U.4 Approach ilp A A a fntersection pummary eCj Average Control aelay NP.O eCj ievel of pervice B eCj solume to Capacity ratio M.UR Actuated Cycle iength EsF NNM.M pum of lost time EsF NM.M fntersection Capacity rtilization UO.SB fCr ievel of pervice E Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TNW lrangewood Avenue C po-RT pB oamps OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OV jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M NSNM SM NTM NNNM M M M M 44M M 4PM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M R.M R.M iane rtil. cactor M.VR N.MM N.MM M.VR M.VR M.VN M.VR crt N.MM M.UR N.MM N.MM N.MM M.VO M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR M.VU N.MM patd. clow EprotF P4MS NRO4 NTMP P4MS NSNU N4ST N44T clt mermitted N.MM N.MM M.VR N.MM M.VR M.VU N.MM patd. clow EpermF P4MS NRO4 NTMP P4MS NSNU N4ST N44T meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NSVR SP NTV NNSU M M M M 4SP M 4RP oTlo oeduction EvphF M M ON M M M M M M M PT VO iane droup clow EvphF M NSVR 4O NTV NNSU M M M M PNV OTM NVU eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot merm merm mrotected mhases O N S 4 mermitted mhases O 4 4 Actuated dreenI d EsF RU.R RU.R NP.U TS.R OP.R OP.R OP.R Effective dreenI g EsF RU.R RU.R NP.U TS.R OP.R OP.R OP.R Actuated gLC oatio M.RP M.RP M.NP M.TM M.ON M.ON M.ON Clearance Time EsF R.M R.M 4.O R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF NUNN UNM ON4 OPSV P4S PNP PMV vLs oatio mrot cM.RM cM.NN M.P4 vLs oatio merm M.MP cM.OM M.NU M.N4 vLc oatio M.V4 M.MR M.U4 M.4V M.VO M.US M.S4 rniform aelayI dN O4.M NO.4 4T.M T.U 4O.4 4N.T PV.4 mrogression cactor M.4N M.MV M.US M.PP N.MM N.MM N.MM fncremental aelayI dO U.O M.N OO.N M.T OV.O OM.V 4.R aelay EsF NU.N N.N SO.R P.O TN.S SO.S 4P.V ievel of pervice B A E A E E a Approach aelay EsF NT.R NN.N M.M RV.U Approach ilp B B A E fntersection pummary eCj Average Control aelay OR.M eCj ievel of pervice C eCj solume to Capacity ratio M.VO Actuated Cycle iength EsF NNM.M pum of lost time EsF N4.O fntersection Capacity rtilization UO.PB fCr ievel of pervice E Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VRW Chapman Avenue C crontage ooad OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage P4 jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M VOM VVM NMM NN4M M SRM M OOM NMSM M NM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M R.M R.M R.M R.M iane rtil. cactor M.UN M.UN M.VT M.VN M.VT N.MM M.VT N.MM crt M.VR M.UR N.MM N.MM N.MM M.UR N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM M.VR N.MM patd. clow EprotF RRMP NOP4 PPMP 4UVP PPMP NRO4 PPMP NRO4 clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM M.VR N.MM patd. clow EpermF RRMP NOP4 PPMP 4UVP PPMP NRO4 PPMP NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M VSU NM4O NMR NOMM M SU4 M OPO NNNS M NN oTlo oeduction EvphF M TS PMR M M M M M NNT M M T iane droup clow EvphF M N4NP ONS NMR NOMM M SU4 M NNR NNNS M 4 eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot custom custom custom custom mrotected mhases O N S mermitted mhases O U U 4 4 Actuated dreenI d EsF 4V.U 4V.U U.O SP.M 4T.M 4T.M 4T.M 4T.M Effective dreenI g EsF 4V.U 4V.U U.O SP.M 4T.M 4T.M 4T.M 4T.M Actuated gLC oatio M.4N M.4N M.MT M.RO M.PV M.PV M.PV M.PV Clearance Time EsF R.M R.M R.M R.M R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF OOU4 RNO OOS ORSV NOV4 RVT NOV4 RVT vLs oatio mrot cM.OS M.MP cM.OR vLs oatio merm M.NU M.ON M.MU cM.P4 M.MM vLc oatio M.SO M.4O M.4S M.4T M.RP M.NV M.US M.MN rniform aelayI dN OT.S O4.V RP.U NT.V OU.M O4.M PP.R OO.P mrogression cactor M.SM O.UP N.MM N.MM N.MM N.MM N.MO N.4O fncremental aelayI dO M.T N.R N.R M.S M.4 M.O M.S M.M aelay EsF NT.O TN.V RR.P NU.R OU.4 O4.O P4.T PN.R ievel of pervice B E E B C C C C Approach aelay EsF PN.4 ON.R OT.P P4.S Approach ilp C C C C fntersection pummary eCj Average Control aelay OV.M eCj ievel of pervice C eCj solume to Capacity ratio M.TP Actuated Cycle iength EsF NOM.M pum of lost time EsF NR.M fntersection Capacity rtilization T4.4B fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VTW po-OO bB oamps C The City arive OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PS jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF 4OM OM VM M NM M OPM NPMM OM UM N4UM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.S 4.S 4.S 4.R 4.O R.M 4.O R.M iane rtil. cactor M.VR M.VN M.VR N.MM N.MM M.VN N.MM M.VN crt N.MM M.VV M.UR N.MM N.MM N.MM N.MM N.MM clt mrotected M.VR M.VS N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF NSPP NRSU N4SN NUNM NTNV 4VOV NTNV 4V4M clt mermitted M.VR M.VS N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF NSPP NRSU N4SN NUNM NTNV 4VOV NTNV 4V4M meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF 44O ON VR M NN M O4O NPSU ON U4 NRRU M oTlo oeduction EvphF M O SV M M M M N M M M M iane droup clow EvphF OPV OPO NS M NN M O4O NPUU M U4 NRRU M Turn Type pplit merm pplit merm mrot mrot mrotected mhases U U T T N S R O mermitted mhases U T Actuated dreenI d EsF OO.U OO.U OO.U N.R NU.S SU.M V.4 RU.U Effective dreenI g EsF OO.U OO.U OO.U N.R NU.S SU.M V.4 RU.U Actuated gLC oatio M.NV M.NV M.NV M.MN M.NS M.RT M.MU M.4V Clearance Time EsF 4.S 4.S 4.S 4.R 4.O R.M 4.O R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF PNM OVU OTU OP OSS OTVP NPR O4ON vLs oatio mrot M.NR cM.NR cM.MN cM.N4 M.OU M.MR cM.PO vLs oatio merm M.MN vLc oatio M.TT M.TU M.MS M.4U M.VN M.RM M.SO M.S4 rniform aelayI dN 4S.N 4S.O PV.U RU.V 4V.V NR.T RP.S OO.U mrogression cactor N.MM N.MM N.MM N.MM M.V4 M.RT M.UV M.TN fncremental aelayI dO NN.O NO.O M.N N4.U OO.M M.4 U.4 N.P aelay EsF RT.4 RU.4 PV.V TP.T SV.M V.4 RS.O NT.R ievel of pervice E E a E E A E B Approach aelay EsF RR.N TP.T NU.O NV.4 Approach ilp E E B B fntersection pummary eCj Average Control aelay O4.P eCj ievel of pervice C eCj solume to Capacity ratio M.TO Actuated Cycle iength EsF NOM.M pum of lost time EsF NU.P fntersection Capacity rtilization TO.SB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VUW Metropolitan arive C po-OO tB oamps OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PT jovement EBT EBo EBoO tBi tBT kBi kBo kEi kEo iane Configurations solume EvphF RMM M PM VMM SM 4UM NRRM M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.R R.M 4.S 4.S iane rtil. cactor M.VR N.MM M.VT M.VR M.VT M.UU crt N.MM M.UR N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF P4PU NRPU PPPR P4PU PPPR OTMT clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF P4PU NRPU PPPR P4PU PPPR OTMT meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF ROS M PO V4T SP RMR NSPO M M oTlo oeduction EvphF M M O4 M M M UOU M M iane droup clow EvphF ROS M U V4T SP RMR UM4 M M Turn Type merm mrot merm mrotected mhases O N S U mermitted mhases O U Actuated dreenI d EsF OU.O OU.O PU.R TN.O PV.O PV.O Effective dreenI g EsF OU.O OU.O PU.R TN.O PV.O PV.O Actuated gLC oatio M.OP M.OP M.PO M.RV M.PP M.PP Clearance Time EsF R.M R.M 4.R R.M 4.S 4.S sehicle Extension EsF P.M P.M P.M P.M P.M P.M iane drp Cap EvphF UMU PSN NMTM OM4M NMUV UU4 vLs oatio mrot cM.NR cM.OU M.MO M.NR vLs oatio merm M.MM cM.PM vLc oatio M.SR M.MO M.UV M.MP M.4S M.VN rniform aelayI dN 4N.R PR.P PU.T NM.N PO.N PU.T mrogression cactor N.MM N.MM N.MP N.MS N.MM N.MM fncremental aelayI dO 4.N M.N U.V M.M M.P NP.M aelay EsF 4R.R PR.4 4U.S NM.T PO.4 RN.T ievel of pervice a a a B C a Approach aelay EsF 44.V 4S.O 4T.N M.M Approach ilp a a a A fntersection pummary eCj Average Control aelay 4S.R eCj ievel of pervice a eCj solume to Capacity ratio M.UP Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.N fntersection Capacity rtilization TS.MB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VVW Chapman Avenue C po-RT kB oamps OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PU jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M NTMM M M NONM M UM M NNM M M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.R 4.R 4.R 4.R iane rtil. cactor M.VR M.VN N.MM N.MM crt N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM patd. clow EprotF P4MS 4UVP NTMP NRO4 clt mermitted N.MM N.MM M.VR N.MM patd. clow EpermF P4MS 4UVP NTMP NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NTUV M M NOT4 M U4 M NNS M M M oTlo oeduction EvphF M M M M M M M M NMR M M M iane droup clow EvphF M NTUV M M NOT4 M U4 M NN M M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot custom custom custom custom mrotected mhases R O S mermitted mhases U U 4 4 Actuated dreenI d EsF VV.U VV.U NN.O NN.O Effective dreenI g EsF VV.U VV.U NN.O NN.O Actuated gLC oatio M.UP M.UP M.MV M.MV Clearance Time EsF 4.R 4.R 4.R 4.R sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF OUPP 4MSV NRV N4O vLs oatio mrot cM.RP M.OS vLs oatio merm cM.MR M.MN vLc oatio M.SP M.PN M.RP M.MU rniform aelayI dN P.S O.P RN.V 4V.T mrogression cactor M.RS M.P4 N.MM N.MM fncremental aelayI dO M.R M.O P.N M.O aelay EsF O.R N.M RR.M 4V.V ievel of pervice A A E a Approach aelay EsF O.R N.M RO.N M.M Approach ilp A A a A fntersection pummary eCj Average Control aelay 4.V eCj ievel of pervice A eCj solume to Capacity ratio M.SO Actuated Cycle iength EsF NOM.M pum of lost time EsF V.M fntersection Capacity rtilization SN.PB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMMW Chapman Avenue C po-RT pB oamps OMPM ko mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PV jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF NM NTPM NRM VM VOM M OM NM OM OTM SM RNM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.R 4.R 4.M 4.R R.M R.M R.M R.M iane rtil. cactor N.MM M.VN N.MM M.VR N.MM N.MM N.MM N.MM crt N.MM M.VV N.MM N.MM N.MM M.UR N.MM M.UR clt mrotected M.VR N.MM M.VR N.MM M.VT N.MM M.VS N.MM patd. clow EprotF NTMP 4UPR NTMP P4MS NTPS NRO4 NTOO NRO4 clt mermitted M.VR N.MM M.VR N.MM M.VT N.MM M.VS N.MM patd. clow EpermF NTMP 4UPR NTMP P4MS NTPS NRO4 NTOO NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF NN NUON NRU VR VSU M ON NN ON OU4 SP RPT oTlo oeduction EvphF M V M M M M M M NU M M PTR iane droup clow EvphF NN NVTM M VR VSU M M PO P M P4T NSO eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot mrot pplit merm pplit merm mrotected mhases R O N S U U T T mermitted mhases U T Actuated dreenI d EsF P.M 4V.V NM.S RT.M NS.M NS.M OR.M OR.M Effective dreenI g EsF P.M 4V.V NM.S RT.M NS.M NS.M OR.M OR.M Actuated gLC oatio M.MO M.4O M.MV M.4U M.NP M.NP M.ON M.ON Clearance Time EsF 4.R 4.R 4.M 4.R R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF 4P OMNN NRM NSNU OPN OMP PRV PNU vLs oatio mrot M.MN cM.4N M.MS cM.OU cM.MO cM.OM vLs oatio merm M.MM M.NN vLc oatio M.OS M.VU M.SP M.SM M.N4 M.MN M.VT M.RN rniform aelayI dN RT.4 P4.S RO.U OP.N 4R.V 4R.N 4T.N 4O.N mrogression cactor N.MS M.VM M.UT M.TR N.MM N.MM N.MM N.MM fncremental aelayI dO P.N NR.U U.P N.S N.O M.N PV.U R.T aelay EsF SP.T 4S.V R4.4 NU.U 4T.O 4R.P US.V 4T.U ievel of pervice E a a B a a c a Approach aelay EsF 4T.M OO.M 4S.4 SP.N Approach ilp a C a E fntersection pummary eCj Average Control aelay 4P.V eCj ievel of pervice a eCj solume to Capacity ratio M.TV Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.R fntersection Capacity rtilization TT.UB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VW f-R kB oamps C earbor Boulevard OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage O jovement tBi tBo kBT kBo pBi pBT iane Configurations solume EvphF NMM VNM NVRM M SM NU4M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.R R.R R.M 4.T R.M iane rtil. cactor M.VT M.VN M.VN N.MM M.US crt M.UU M.UR N.MM N.MM N.MM clt mrotected M.VV N.MM N.MM M.VR N.MM patd. clow EprotF PMOO NPUS 4UVP NTMP SNSS clt mermitted M.VV N.MM N.MM M.VR N.MM patd. clow EpermF PMOO NPUS 4UVP NTMP SNSS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF NMR VRU OMRP M SP NVPT oTlo oeduction EvphF VP VP M M M M iane droup clow EvphF 4VN PUS OMRP M SP NVPT eeavy sehicles EBF SB SB SB SB SB SB Turn Type custom mrot mrotected mhases O N S mermitted mhases U U Actuated dreenI d EsF PM.O PM.O 4V.O R.4 RV.P Effective dreenI g EsF PM.O PM.O 4V.O R.4 RV.P Actuated gLC oatio M.PM M.PM M.4V M.MR M.RV Clearance Time EsF R.R R.R R.M 4.T R.M sehicle Extension EsF P.M P.M P.M P.M P.M iane drp Cap EvphF VNP 4NV O4MT VO PSRS vLs oatio mrot cM.4O M.M4 cM.PN vLs oatio merm M.NS cM.OU vLc oatio M.UTdr M.VO M.UR M.SU M.RP rniform aelayI dN OV.N PP.U OO.O 4S.R NO.N mrogression cactor N.MM N.MM M.S4 N.MM N.MM fncremental aelayI dO M.S OR.R P.R NV.M M.S aelay EsF OV.T RV.P NT.T SR.R NO.S ievel of pervice C E B E B Approach aelay EsF 4P.M NT.T N4.P Approach ilp a B B fntersection pummary eCj Average Control aelay ON.S eCj ievel of pervice C eCj solume to Capacity ratio M.UT Actuated Cycle iength EsF NMM.M pum of lost time EsF NR.R fntersection Capacity rtilization U4.MB fCr ievel of pervice E Analysis meriod EminF NR dr aefacto oight iane. oecode with N though lane as a right lane. c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMW f-R pB oamps C earbor Boulevard OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage P jovement EBi EBo kBi kBT pBT pBo iane Configurations solume EvphF OVM 4MM NMM OPSM NOMM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.R 4.M 4.O R.M R.M iane rtil. cactor M.VT N.MM N.MM M.US M.VN crt N.MM M.UR N.MM N.MM N.MM clt mrotected M.VR N.MM M.VR N.MM N.MM patd. clow EprotF PPMP NRO4 NTMP SNSS 4UVP clt mermitted M.VR N.MM M.VR N.MM N.MM patd. clow EpermF PPMP NRO4 NTMP SNSS 4UVP meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF PMR 4ON NMR O4U4 NOSP M oTlo oeduction EvphF M M M M M M iane droup clow EvphF PMR 4ON NMR O4U4 NOSP M eeavy sehicles EBF SB SB SB SB SB SB Turn Type cree mrot mrotected mhases 4 R O S mermitted mhases cree Actuated dreenI d EsF N4.R NMM.M NP.4 TR.M RT.4 Effective dreenI g EsF N4.R NMM.M NP.4 TR.M RT.4 Actuated gLC oatio M.N4 N.MM M.NP M.TR M.RT Clearance Time EsF R.R 4.O R.M R.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF 4TV NRO4 OOU 4SOR OUMV vLs oatio mrot cM.MV M.MS cM.4M M.OS vLs oatio merm M.OU vLc oatio M.S4 M.OU M.4S M.R4 M.4R rniform aelayI dN 4M.P M.M 4M.M R.O NO.O mrogression cactor N.MM N.MM N.MT M.UO M.PR fncremental aelayI dO O.U M.R N.4 M.4 M.R aelay EsF 4P.M M.R 44.N 4.T 4.T ievel of pervice a A a A A Approach aelay EsF NU.P S.P 4.T Approach ilp B A A fntersection pummary eCj Average Control aelay T.U eCj ievel of pervice A eCj solume to Capacity ratio M.RR Actuated Cycle iength EsF NMM.M pum of lost time EsF NM.R fntersection Capacity rtilization RN.OB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NTW aisney tay C f-R pB oamps OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage R jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M SPM NM UM NMRM M OM M NOM PVM OM NOM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M R.M R.M R.M R.M iane rtil. cactor M.VN N.MM M.VN N.MM N.MM M.VR M.VN M.VR crt N.MM N.MM N.MM N.MM M.UR N.MM M.VV M.UR clt mrotected N.MM M.VR N.MM M.VR N.MM M.VR M.VS N.MM patd. clow EprotF 4UUN NTMP 4UVP NTMP NRO4 NSNU NRRN N44T clt mermitted N.MM M.PT N.MM M.OV N.MM M.VR M.VS N.MM patd. clow EpermF 4UUN SRR 4UVP ROM NRO4 NSNU NRRN N44T meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M SSP NN U4 NNMR M ON M NOS 4NN ON NOS oTlo oeduction EvphF M N M M M M M M NNO M O VN iane droup clow EvphF M STP M U4 NNMR M ON M N4 OOO OON OO eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm custom custom pplit merm mrotected mhases O S 4 4 mermitted mhases S P P 4 Actuated dreenI d EsF ST.V ST.V ST.V NP.U NP.U OP.P OP.P OP.P Effective dreenI g EsF ST.V ST.V ST.V NP.U NP.U OP.P OP.P OP.P Actuated gLC oatio M.RT M.RT M.RT M.NO M.NO M.NV M.NV M.NV Clearance Time EsF R.M R.M R.M R.M R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF OTSO PTN OTSV SM NTR PN4 PMN OUN vLs oatio mrot M.N4 cM.OP M.N4 cM.N4 vLs oatio merm M.NP cM.M4 M.MN M.MO vLc oatio M.O4 M.OP M.4M M.PR M.MU M.TN M.TP M.MU rniform aelayI dN NP.N NP.M N4.S 4V.M 4T.4 4R.O 4R.4 PV.S mrogression cactor M.RR M.T4 M.T4 N.MM N.MM N.MM N.MM N.MM fncremental aelayI dO M.O M.O M.M P.R M.O T.N U.V M.N aelay EsF T.4 V.T NM.V RO.R 4T.S RO.P R4.P PV.T ievel of pervice A A B a a a a a Approach aelay EsF T.4 NM.U 4U.P RM.R Approach ilp A B a a fntersection pummary eCj Average Control aelay OM.T eCj ievel of pervice C eCj solume to Capacity ratio M.4T Actuated Cycle iength EsF NOM.M pum of lost time EsF NR.M fntersection Capacity rtilization 4U.RB fCr ievel of pervice A Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy ONW f-R kB oamps C Anaheim Boulevard OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage T jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M M M UM RNM NOVM ORM NSUM M M NUTM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M iane rtil. cactor M.VN M.VN M.VT M.VN M.VN crt M.VO M.UR N.MM N.MM N.MM clt mrotected N.MM N.MM M.VR N.MM N.MM patd. clow EprotF OVVT NPUS PPMP 4UVP 4UVP clt mermitted N.MM N.MM M.VR N.MM N.MM patd. clow EpermF OVVT NPUS PPMP 4UVP 4UVP meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M M M U4 RPT NPRU OSP NTSU M M NVSU M oTlo oeduction EvphF M M M M 4 4 M M M M M M iane droup clow EvphF M M M M NOVS STR OSP NTSU M M NVSU M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrot mrotected mhases U R O S mermitted mhases U U Actuated dreenI d EsF RO.M RO.M U.U RU.M 4R.M Effective dreenI g EsF RO.M RO.M U.U RU.M 4R.M Actuated gLC oatio M.4P M.4P M.MT M.4U M.PU Clearance Time EsF R.M R.M 4.O R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M iane drp Cap EvphF NOVV SMN O4O OPSR NUPR vLs oatio mrot cM.MU M.PS cM.4M vLs oatio merm M.4P cM.4V vLc oatio N.MUdr N.NO N.MV M.TR N.MT rniform aelayI dN PP.V P4.M RR.S OR.N PT.R mrogression cactor N.MP N.MP N.OR M.MU M.R4 fncremental aelayI dO NU.N SU.N RT.U M.T 4N.4 aelay EsF RP.N NMP.N NOT.M O.R SN.S ievel of pervice a c c A E Approach aelay EsF M.M TM.P NU.T SN.S Approach ilp A E B E fntersection pummary eCj Average Control aelay 4V.V eCj ievel of pervice a eCj solume to Capacity ratio N.NM Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.O fntersection Capacity rtilization V4.MB fCr ievel of pervice c Analysis meriod EminF NR dr aefacto oight iane. oecode with N though lane as a right lane. c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OOW aisney tay C Anaheim Boulevard OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage U jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF RRM 4UM NUM M RUM M OSM N44M NM RSM NNUM ONM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.O R.M R.M 4.T S.M R.O S.M iane rtil. cactor M.VT M.US M.VN N.MM M.VN M.VT M.VN crt N.MM M.VS N.MM N.MM N.MM N.MM M.VU clt mrotected M.VR N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF PPMP RVN4 4UVP NTMP 4UUU PPMP 4TUP clt mermitted M.VR N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF PPMP RVN4 4UVP NTMP 4UUU PPMP 4TUP meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF RTV RMR NUV M SNN M OT4 NRNS NN RUV NO4O OON oTlo oeduction EvphF M RS M M M M M N M M ON M iane droup clow EvphF RTV SPU M M SNN M OT4 NROS M RUV N44O M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot mrot mrot mrotected mhases T 4 U R O N S mermitted mhases Actuated dreenI d EsF ON.U 4O.N NS.N OM.P PU.V OO.U 4N.V Effective dreenI g EsF ON.U 4O.N NS.N OM.P PU.V OO.U 4N.V Actuated gLC oatio M.NU M.PR M.NP M.NT M.PO M.NV M.PR Clearance Time EsF 4.O R.M R.M 4.T S.M R.O S.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF SMM OMTR SRS OUU NRUR SOU NSTM vLs oatio mrot cM.NU M.NN cM.NO M.NS cM.PN cM.NU M.PM vLs oatio merm vLc oatio M.VS M.PN M.VP M.VR M.VS M.V4 M.US rniform aelayI dN 4U.T OU.P RN.4 4V.4 PV.U 4T.V PS.4 mrogression cactor M.TS M.RM M.VN M.UO M.US M.OV M.MU fncremental aelayI dO OT.P M.N NS.R T.R O.P P.N M.S aelay EsF S4.N N4.P SP.P 4T.V PS.T NS.U P.R ievel of pervice E B E a a B A Approach aelay EsF PT.M SP.P PU.4 T.P Approach ilp a E a A fntersection pummary eCj Average Control aelay OV.S eCj ievel of pervice C eCj solume to Capacity ratio M.VR Actuated Cycle iength EsF NOM.M pum of lost time EsF OM.4 fntersection Capacity rtilization UT.VB fCr ievel of pervice E Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OSW hatella Avenue C Manchester Avenue OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NN jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M NUNM NNNM RMM OPSM M NRM M ONM PRM N4M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M iane rtil. cactor M.VN M.UU M.VT M.VN M.VR M.VN M.VR M.VT M.VR crt N.MM M.UR N.MM N.MM N.MM M.UU M.UR N.MM N.MM clt mrotected N.MM N.MM M.VR N.MM M.VR M.VV N.MM M.VR N.MM patd. clow EprotF 4UVP OSUO PPMP 4UVP NSNU N4ON N44T PPMP P4MS clt mermitted N.MM N.MM M.VR N.MM M.VR M.MM N.MM M.VR N.MM patd. clow EpermF 4UVP OSUO PPMP 4UVP NSNU M N44T PPMP P4MS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NVMR NNSU ROS O4U4 M NRU M OON PSU N4T M oTlo oeduction EvphF M M 4NU M M M M US NN4 M M M iane droup clow EvphF M NVMR TRM ROS O4U4 M NPP PU U PSU N4T M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot mrot merm mrot merm mrotected mhases O N S P U T 4 mermitted mhases O U 4 Actuated dreenI d EsF RU.4 RU.4 NR.U TU.4 NS.P NS.P U.N NU.T NM.R Effective dreenI g EsF RU.4 RU.4 NR.U TU.4 NS.P NS.P U.N NU.T NM.R Actuated gLC oatio M.4V M.4V M.NP M.SR M.N4 M.N4 M.MT M.NS M.MV Clearance Time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF OPUN NPMR 4PR PNVT OOM NVP VU RNR OVU vLs oatio mrot M.PV cM.NS cM.RN cM.MU M.MP cM.NN M.M4 vLs oatio merm M.OU M.MN vLc oatio M.UM M.RT N.ON M.TU M.SM M.OM M.MU M.TN M.4V rniform aelayI dN OR.V ON.V RO.N N4.S 4U.U 4S.N RO.R 4U.N RO.O mrogression cactor M.PO M.OT M.US M.UM N.MM N.MM N.MM M.SS M.TN fncremental aelayI dO M.U M.R NMR.4 N.M 4.S M.R M.4 4.P N.O aelay EsF V.O S.R NRM.N NO.T RP.4 4S.S RO.U PR.V PU.R ievel of pervice A A c B a a a a a Approach aelay EsF U.O PS.T RN.M PS.S Approach ilp A a a a fntersection pummary eCj Average Control aelay O4.V eCj ievel of pervice C eCj solume to Capacity ratio M.UO Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.R fntersection Capacity rtilization UN.PB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OTW hatella Avenue C Anaheim tay OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NO jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF 4M OPMM M M OPMM RVM USM NRSM ORM M M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.T S.M R.M R.M 4.M S.M iane rtil. cactor M.VT M.VN M.UN M.UN M.UN M.UN crt N.MM N.MM M.VV M.UR N.MM M.VU clt mrotected M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EprotF PPMP 4UVP RTTT NOP4 NPTV RSSO clt mermitted M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EpermF PPMP 4UVP RTTT NOP4 NPTV RSSO meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF 4O O4ON M M O4ON SON VMR NS4O OSP M M M oTlo oeduction EvphF M M M M 4 NS M N M M M M iane droup clow EvphF 4O O4ON M M ORM4 RNU RRO OORT M M M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot merm mrot mrotected mhases R O S P U mermitted mhases S Actuated dreenI d EsF 4.O SN.M RP.N RP.N 4V.M 4V.M Effective dreenI g EsF 4.O SN.M RP.N RP.N 4V.M 4V.M Actuated gLC oatio M.M4 M.RN M.44 M.44 M.4N M.4N Clearance Time EsF 4.T S.M R.M R.M 4.M S.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M iane drp Cap EvphF NNS O4UT ORRS R4S RSP OPNO vLs oatio mrot M.MN cM.4V M.4P cM.4M M.4M vLs oatio merm M.4O vLc oatio M.PS M.VT M.VU M.VR M.VU M.VU rniform aelayI dN RS.S OU.T PO.V PO.O PR.M P4.V mrogression cactor M.SU M.PU M.OO M.NU N.MM N.MM fncremental aelayI dO N.R NM.T O.4 4.S PO.U NP.R aelay EsF PV.V ON.S V.S NM.S ST.U 4U.4 ievel of pervice a C A B E a Approach aelay EsF ON.V V.U RO.O M.M Approach ilp C A a A fntersection pummary eCj Average Control aelay OT.T eCj ievel of pervice C eCj solume to Capacity ratio M.VU Actuated Cycle iength EsF NOM.M pum of lost time EsF NM.M fntersection Capacity rtilization US.PB fCr ievel of pervice E Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy PTW dene Autry tay C f-R els oamps OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NR jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF OMM RPM NRM NOM NOSM SNM RM M VM PPM M RM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M S.M R.M 4.R S.M S.M R.M iane rtil. cactor N.MM M.VN N.MM M.VN N.MM M.UU M.VT N.MM crt N.MM M.VT N.MM M.VR N.MM M.UR N.MM M.UR clt mrotected M.VR N.MM M.VR N.MM M.VR N.MM M.VR N.MM patd. clow EprotF NUMR RMNR NUMR 4VPP NUMR OU4O PRMO NSNR clt mermitted M.VR N.MM M.VR N.MM M.VR N.MM M.VR N.MM patd. clow EpermF NUMR RMNR NUMR 4VPP NUMR OU4O PRMO NSNR meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF ONN RRU NRU NOS NPOS S4O RP M VR P4T M RP oTlo oeduction EvphF M PV M M T4 M M M UR M M 4N iane droup clow EvphF ONN STT M NOS NUV4 M RP M NM P4T M NO eeavy sehicles EBF MB MB MB MB MB MB MB MB MB MB MB MB Turn Type mrot mrot mrot lver mrot lver mrotected mhases R O N S P N T R mermitted mhases Actuated dreenI d EsF OT.P TP.U NP.M SM.R NT.T NP.M NS.O OT.P Effective dreenI g EsF OT.P TP.U NP.M SM.R NT.T NP.M NS.O OT.P Actuated gLC oatio M.OP M.SN M.NN M.RM M.NR M.NN M.NP M.OP Clearance Time EsF R.M R.M S.M R.M 4.R S.M S.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF 4NN PMU4 NVS O4UT OSS PMU 4TP PST vLs oatio mrot cM.NO M.NP M.MT cM.PU M.MP M.MM cM.NM M.MN vLs oatio merm vLc oatio M.RN M.OO M.S4 M.TS M.OM M.MP M.TP M.MP rniform aelayI dN 4M.R NM.P RN.P OP.V 44.V 4T.V 4V.U PS.N mrogression cactor N.NS M.US N.OM M.OV N.MM N.MM N.MM N.MM fncremental aelayI dO M.O M.M R.P N.T M.4 M.M R.U M.M aelay EsF 4T.4 U.V ST.M U.R 4R.P 4T.V RR.S PS.N ievel of pervice a A E A a a E a Approach aelay EsF NT.T NO.N 4T.M RP.N Approach ilp B B a a fntersection pummary eCj Average Control aelay NV.S eCj ievel of pervice B eCj solume to Capacity ratio M.SV Actuated Cycle iength EsF NOM.M pum of lost time EsF NS.M fntersection Capacity rtilization TN.UB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RRW Anaheim tay C ptate College Boulevard OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NT jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M M M NSM N4M R4M VPM NS4M M 4M NRTM NUM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF S.R S.R S.R R.R T.M R.O S.R S.R iane rtil. cactor M.VN M.VN M.UU M.VT M.US N.MM M.US N.MM crt N.MM N.MM M.UR N.MM N.MM N.MM N.MM M.UR clt mrotected M.VR M.VU N.MM M.VR N.MM M.VR N.MM N.MM patd. clow EprotF NRRM PONO OSUO PPMP SNSS NTMP SNSS NRO4 clt mermitted M.VR M.VU N.MM M.VR N.MM M.VR N.MM N.MM patd. clow EpermF NRRM PONO OSUO PPMP SNSS NTMP SNSS NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M M M NSU N4T RSU VTV NTOS M 4O NSRP NUV oTlo oeduction EvphF M M M M M NUV M M M M M VO iane droup clow EvphF M M M NMO ONP PTV VTV NTOS M 4O NSRP VT eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrot mrot merm mrotected mhases U R O N S mermitted mhases U U S Actuated dreenI d EsF NV.S NV.S NV.S 4O.S TR.V R.U PV.P PV.P Effective dreenI g EsF NV.S NV.S NV.S 4O.S TR.V R.U PV.P PV.P Actuated gLC oatio M.NS M.NS M.NS M.PS M.SP M.MR M.PP M.PP Clearance Time EsF S.R S.R S.R R.R T.M R.O S.R S.R sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF ORP ROR 4PU NNTP PVMM UO OMNV 4VV vLs oatio mrot cM.PM M.OU M.MO cM.OT vLs oatio merm M.MT M.MT cM.N4 M.MS vLc oatio M.4M M.4N M.UT M.UP M.44 M.RN M.UO M.NV rniform aelayI dN 4R.M 4R.M 4U.V PR.R NN.P RR.T PT.N OV.M mrogression cactor N.MM N.MM N.MM M.OT M.N4 M.UP M.TS M.SV fncremental aelayI dO N.N M.R NS.O O.R M.O 4.R P.P M.T aelay EsF 4S.M 4R.R SR.N NO.M N.T RM.U PN.4 OM.V ievel of pervice a a E B A a C C Approach aelay EsF M.M RU.N R.R PM.T Approach ilp A E A C fntersection pummary eCj Average Control aelay OO.T eCj ievel of pervice C eCj solume to Capacity ratio M.UP Actuated Cycle iength EsF NOM.M pum of lost time EsF NU.R fntersection Capacity rtilization TM.4B fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RSW f-R pB oamps C ptate College Boulevard OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NU jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF NRM TMM P4M M M M M OSSM UM M N4OM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF T.R T.R T.R U.R U.R iane rtil. cactor M.VR M.VR M.UU M.UN M.US crt N.MM N.MM M.UR N.MM N.MM clt mrotected M.VR N.MM N.MM N.MM N.MM patd. clow EprotF NSNU NTMN OSUO TOOU SNSS clt mermitted M.VR N.MM N.MM N.MM N.MM patd. clow EpermF NSNU NTMN OSUO TOOU SNSS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF NRU TPT PRU M M M M OUMM U4 M N4VR M oTlo oeduction EvphF M M T M M M M 4 M M M M iane droup clow EvphF N4O TRP PRN M M M M OUUM M M N4VR M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrotected mhases 4 O S mermitted mhases 4 4 Actuated dreenI d EsF R4.4 R4.4 R4.4 4V.S 4V.S Effective dreenI g EsF R4.4 R4.4 R4.4 4V.S 4V.S Actuated gLC oatio M.4R M.4R M.4R M.4N M.4N Clearance Time EsF T.R T.R T.R U.R U.R sehicle Extension EsF P.M P.M P.M P.M P.M iane drp Cap EvphF TPP TTN NONS OVUU OR4V vLs oatio mrot cM.4M M.O4 vLs oatio merm M.MV M.44 M.NP vLc oatio M.NV M.VU M.OV M.VS M.RV rniform aelayI dN NV.T PO.O OM.S P4.P OT.P mrogression cactor N.MM N.MM N.MM M.4O M.OU fncremental aelayI dO M.N OS.4 M.N N.P M.S aelay EsF NV.U RU.S OM.U NR.U U.P ievel of pervice B E C B A Approach aelay EsF 4P.4 M.M NR.U U.P Approach ilp a A B A fntersection pummary eCj Average Control aelay OM.M eCj ievel of pervice B eCj solume to Capacity ratio M.VT Actuated Cycle iength EsF NOM.M pum of lost time EsF NS.M fntersection Capacity rtilization VN.TB fCr ievel of pervice c Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SSW Ball ooad C po-RT kB oamps OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage O4 jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF NSOM M M OOVM RNM PRM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.S 4.S iane rtil. cactor M.VN M.VN M.VT M.VN crt N.MM N.MM M.VU M.UR clt mrotected N.MM N.MM M.VS N.MM patd. clow EprotF 4UVP 4UVP POSR NPUS clt mermitted N.MM N.MM M.VS N.MM patd. clow EpermF 4UVP 4UVP POSR NPUS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF NTMR M M O4NN RPT PSU oTlo oeduction EvphF M M M M NO OM iane droup clow EvphF NTMR M M O4NN SNM OSP eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF UN.O UN.O OV.O OV.O Effective dreenI g EsF UN.O UN.O OV.O OV.O Actuated gLC oatio M.SU M.SU M.O4 M.O4 Clearance Time EsF R.M R.M 4.S 4.S sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF PPNN PPNN TV4 PPT vLs oatio mrot M.PR cM.4V M.NV vLs oatio merm cM.NV vLc oatio M.RN M.TP M.TT M.TU rniform aelayI dN V.S NO.4 4O.O 4O.4 mrogression cactor M.4O M.VU N.MM N.MM fncremental aelayI dO M.R N.O 4.R NN.O aelay EsF 4.R NP.P 4S.T RP.S ievel of pervice A B a a Approach aelay EsF 4.R NP.P 4U.V Approach ilp A B a fntersection pummary eCj Average Control aelay NS.T eCj ievel of pervice B eCj solume to Capacity ratio M.T4 Actuated Cycle iength EsF NOM.M pum of lost time EsF V.S fntersection Capacity rtilization TM.RB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy STW Ball ooad C po-RT pB oamps OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OR jovement EBi EBT tBT tBo pBi pBo iane Configurations solume EvphF M NSNM OPMM M RMM SRM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.M 4.M iane rtil. cactor M.VN M.VN N.MM M.UU crt N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM patd. clow EprotF 4UVP 4UVP NTMP OSUO clt mermitted N.MM N.MM M.VR N.MM patd. clow EpermF 4UVP 4UVP NTMP OSUO meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NSVR O4ON M ROS SU4 oTlo oeduction EvphF M M M M M P iane droup clow EvphF M NSVR O4ON M ROS SUN eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S 4 mermitted mhases 4 Actuated dreenI d EsF SV.R SV.R 4N.R 4N.R Effective dreenI g EsF SV.R SV.R 4N.R 4N.R Actuated gLC oatio M.RU M.RU M.PR M.PR Clearance Time EsF R.M R.M 4.M 4.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF OUP4 OUP4 RUV VOU vLs oatio mrot M.PR cM.4V cM.PN vLs oatio merm M.OR vLc oatio M.SM M.UR M.UV M.TP rniform aelayI dN NS.P ON.M PT.N P4.4 mrogression cactor M.RP M.SS N.MM N.MM fncremental aelayI dO M.S O.R NR.U P.M aelay EsF V.P NS.4 RP.M PT.R ievel of pervice A B a a Approach aelay EsF V.P NS.4 44.O Approach ilp A B a fntersection pummary eCj Average Control aelay OM.4 eCj ievel of pervice C eCj solume to Capacity ratio M.UT Actuated Cycle iength EsF NOM.M pum of lost time EsF V.M fntersection Capacity rtilization TV.SB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SUW hatella Avenue C po-RT kB oamps OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OS jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF NRNM M M OTVM OVM 4SM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M iane rtil. cactor M.UN M.US M.VT M.VN crt N.MM N.MM M.V4 M.UR clt mrotected N.MM N.MM M.VT N.MM patd. clow EprotF TORV SNSS PNSO NPUS clt mermitted N.MM N.MM M.VT N.MM patd. clow EpermF TORV SNSS PNSO NPUS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF NRUV M M OVPT PMR 4U4 oTlo oeduction EvphF M M M M OT OT iane droup clow EvphF NRUV M M OVPT RNM OOR eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF UP.V UP.V OS.N OS.N Effective dreenI g EsF UP.V UP.V OS.N OS.N Actuated gLC oatio M.TM M.TM M.OO M.OO Clearance Time EsF R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF RMTR 4PNN SUU PMN vLs oatio mrot M.OO cM.4U M.NS vLs oatio merm cM.NS vLc oatio M.PN M.SU M.T4 M.TR rniform aelayI dN T.M NM.4 4P.U 4P.V mrogression cactor N.PS M.PP N.MM N.MM fncremental aelayI dO M.N M.N 4.P V.T aelay EsF V.S P.R 4U.N RP.R ievel of pervice A A a a Approach aelay EsF V.S P.R 4V.U Approach ilp A A a fntersection pummary eCj Average Control aelay NO.O eCj ievel of pervice B eCj solume to Capacity ratio M.TM Actuated Cycle iength EsF NOM.M pum of lost time EsF NM.M fntersection Capacity rtilization SN.VB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SVW hatella Avenue C po-RT pB oamps OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OT jovement EBi EBT tBT tBo pBi pBo iane Configurations solume EvphF M NTVM OMSM M O4M RRM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.M 4.M iane rtil. cactor M.VN M.VN N.MM M.UU crt N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM patd. clow EprotF 4UVP 4UVP NTMP OSUO clt mermitted N.MM N.MM M.VR N.MM patd. clow EpermF 4UVP 4UVP NTMP OSUO meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NUU4 ONSU M ORP RTV oTlo oeduction EvphF M M M M M NM iane droup clow EvphF M NUU4 ONSU M ORP RSV eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S 4 mermitted mhases 4 Actuated dreenI d EsF TV.S TV.S PN.4 PN.4 Effective dreenI g EsF TV.S TV.S PN.4 PN.4 Actuated gLC oatio M.SS M.SS M.OS M.OS Clearance Time EsF R.M R.M 4.M 4.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF PO4S PO4S 44S TMO vLs oatio mrot M.PV cM.44 M.NR vLs oatio merm cM.ON vLc oatio M.RU M.ST M.RT M.UN rniform aelayI dN NN.N NO.O PU.4 4N.R mrogression cactor M.OP M.PU N.MM N.MM fncremental aelayI dO M.R M.U N.T T.N aelay EsF P.M R.4 4M.N 4U.S ievel of pervice A A a a Approach aelay EsF P.M R.4 4S.M Approach ilp A A a fntersection pummary eCj Average Control aelay NN.4 eCj ievel of pervice B eCj solume to Capacity ratio M.TN Actuated Cycle iength EsF NOM.M pum of lost time EsF V.M fntersection Capacity rtilization SS.RB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TMW lrangewood Avenue C po-RT kB oamps OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OU jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF NUNM M M OUNM VM OOM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M iane rtil. cactor M.VR M.VN M.VT M.VN crt N.MM N.MM M.VO M.UR clt mrotected N.MM N.MM M.VU N.MM patd. clow EprotF P4MS 4UVP PNOM NPUS clt mermitted N.MM N.MM M.VU N.MM patd. clow EpermF P4MS 4UVP PNOM NPUS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF NVMR M M OVRU VR OPO oTlo oeduction EvphF M M M M PP PP iane droup clow EvphF NVMR M M OVRU NTU UP eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF TU.V TU.V NN.N NN.N Effective dreenI g EsF TU.V TU.V NN.N NN.N Actuated gLC oatio M.TV M.TV M.NN M.NN Clearance Time EsF R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF OSUT PUSN P4S NR4 vLs oatio mrot M.RS cM.SM M.MS vLs oatio merm cM.MS vLc oatio M.TN M.TT M.RN M.R4 rniform aelayI dN R.N R.S 4N.V 4O.M mrogression cactor M.MT M.TU N.MM N.MM fncremental aelayI dO M.V N.4 N.P P.S aelay EsF N.P R.U 4P.O 4R.S ievel of pervice A A a a Approach aelay EsF N.P R.U 44.N Approach ilp A A a fntersection pummary eCj Average Control aelay S.R eCj ievel of pervice A eCj solume to Capacity ratio M.T4 Actuated Cycle iength EsF NMM.M pum of lost time EsF NM.M fntersection Capacity rtilization ST.RB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TNW lrangewood Avenue C po-RT pB oamps OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OV jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M N4UM NSM 4VM NR4M M M M M P4M M ROM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M R.M R.M iane rtil. cactor M.VR N.MM N.MM M.VR M.VR M.VN M.VR crt N.MM M.UR N.MM N.MM N.MM M.UT M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR M.VV N.MM patd. clow EprotF P4MS NRO4 NTMP P4MS NSNU N4NN N44T clt mermitted N.MM N.MM M.VR N.MM M.VR M.VV N.MM patd. clow EpermF P4MS NRO4 NTMP P4MS NSNU N4NN N44T meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NRRU NSU RNS NSON M M M M PRU M R4T oTlo oeduction EvphF M M SS M M M M M M M 4P 4P iane droup clow EvphF M NRRU NMO RNS NSON M M M M PNR ORT O4T eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot merm merm mrotected mhases O N S 4 mermitted mhases O 4 4 Actuated dreenI d EsF 4P.M 4P.M O4.U TO.M NU.M NU.M NU.M Effective dreenI g EsF 4P.M 4P.M O4.U TO.M NU.M NU.M NU.M Actuated gLC oatio M.4P M.4P M.OR M.TO M.NU M.NU M.NU Clearance Time EsF R.M R.M 4.O R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF N4SR SRR 4OO O4RO OVN OR4 OSM vLs oatio mrot cM.4S cM.PM M.4U vLs oatio merm M.MT cM.NV M.NU M.NT vLc oatio N.MS M.NS N.OO M.SS N.MU N.MN M.VR rniform aelayI dN OU.R NT.4 PT.S T.R 4N.M 4N.M 4M.R mrogression cactor M.RN M.OO M.TU M.4P N.MM N.MM N.MM fncremental aelayI dO PS.V M.P NNP.4 M.V TS.R RV.M 4N.P aelay EsF RN.4 4.O N4O.S 4.N NNT.R NMM.M UN.V ievel of pervice a A c A c c c Approach aelay EsF 4S.U PT.S M.M NMM.P Approach ilp a a A c fntersection pummary eCj Average Control aelay RO.U eCj ievel of pervice a eCj solume to Capacity ratio N.NN Actuated Cycle iength EsF NMM.M pum of lost time EsF N4.O fntersection Capacity rtilization V4.SB fCr ievel of pervice c Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VRW Chapman Avenue C crontage ooad OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage P4 jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M VUM NNMM NOM NTTM M TNM M UM VTM M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M R.M R.M R.M iane rtil. cactor M.UN M.UN M.VT M.VN M.VT N.MM M.VT crt M.VR M.UR N.MM N.MM N.MM M.UR N.MM clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM M.VR patd. clow EprotF R4V4 NOP4 PPMP 4UVP PPMP NRO4 PPMP clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM M.VR patd. clow EpermF R4V4 NOP4 PPMP 4UVP PPMP NRO4 PPMP meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NMPO NNRU NOS NUSP M T4T M U4 NMON M M oTlo oeduction EvphF M TV POP M M M M M R4 M M M iane droup clow EvphF M NRPO ORS NOS NUSP M T4T M PM NMON M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot custom custom custom custom mrotected mhases O N S mermitted mhases O U U 4 4 Actuated dreenI d EsF RP.M RP.M V.M ST.M 4P.M 4P.M 4P.M Effective dreenI g EsF RP.M RP.M V.M ST.M 4P.M 4P.M 4P.M Actuated gLC oatio M.44 M.44 M.MU M.RS M.PS M.PS M.PS Clearance Time EsF R.M R.M R.M R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF O4OT R4R O4U OTPO NNU4 R4S NNU4 vLs oatio mrot M.OU M.M4 cM.PU vLs oatio merm M.ON M.OP M.MO cM.PN vLc oatio M.SP M.4T M.RN M.SU M.SP M.MS M.US rniform aelayI dN OR.V OP.S RP.4 NU.V PN.V OR.O PR.U mrogression cactor N.NV R.4R N.MM N.MM N.MM N.MM M.4T fncremental aelayI dO M.T N.T N.S N.4 N.N M.M 4.N aelay EsF PN.S NPM.O RR.M OM.P PP.M OR.O ON.N ievel of pervice C c E C C C C Approach aelay EsF RT.T OO.R PO.O ON.N Approach ilp E C C C fntersection pummary eCj Average Control aelay PS.4 eCj ievel of pervice a eCj solume to Capacity ratio M.TR Actuated Cycle iength EsF NOM.M pum of lost time EsF NM.M fntersection Capacity rtilization TM.OB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VTW po-OO bB oamps C The City arive OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PS jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF PUM M NSM NM SM RM OPM NSPM NM NM NTRM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.S 4.S 4.S 4.R 4.R 4.O R.M 4.O R.M iane rtil. cactor M.VR M.VN M.VR N.MM N.MM N.MM M.VN N.MM M.VN crt N.MM M.VV M.UR N.MM M.UR N.MM N.MM N.MM N.MM clt mrotected M.VR M.VS N.MM M.VV N.MM M.VR N.MM M.VR N.MM patd. clow EprotF NSPP NRRR N4SN NTVS NRPU NTNV 4VPR NTNV 4V4M clt mermitted M.VR M.VS N.MM M.VV N.MM M.VR N.MM M.VR N.MM patd. clow EpermF NSPP NRRR N4SN NTVS NRPU NTNV 4VPR NTNV 4V4M meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF 4MM M NSU NN SP RP O4O NTNS NN NN NU4O M oTlo oeduction EvphF M O NOP M M 4V M M M M M M iane droup clow EvphF OMU OMT OU M T4 4 O4O NTOT M NN NU4O M Turn Type pplit merm pplit merm mrot mrot mrotected mhases U U T T N S R O mermitted mhases U T Actuated dreenI d EsF ON.V ON.V ON.V V.M V.M NV.O SV.S N.O RN.S Effective dreenI g EsF ON.V ON.V ON.V V.M V.M NV.O SV.S N.O RN.S Actuated gLC oatio M.NU M.NU M.NU M.MU M.MU M.NS M.RU M.MN M.4P Clearance Time EsF 4.S 4.S 4.S 4.R 4.R 4.O R.M 4.O R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF OVU OU4 OST NPR NNR OTR OUSO NT ONO4 vLs oatio mrot M.NP cM.NP cM.M4 cM.N4 M.PR M.MN cM.PT vLs oatio merm M.MO M.MM vLc oatio M.TM M.TP M.NM M.RR M.MP M.UU M.SM M.SR M.UT rniform aelayI dN 4S.M 4S.O 4M.V RP.R RN.R 4V.P NS.P RV.O PN.N mrogression cactor N.MM N.MM N.MM N.MM N.MM M.TS M.RU M.U4 M.US fncremental aelayI dO T.M U.V M.O 4.R M.N P.P M.N SN.O R.M aelay EsF RO.V RR.O 4N.M RU.M RN.S 4M.T V.S NNN.O PN.T ievel of pervice a E a E a a A c C Approach aelay EsF RM.S RR.P NP.4 PO.O Approach ilp a E B C fntersection pummary eCj Average Control aelay OT.M eCj ievel of pervice C eCj solume to Capacity ratio M.UN Actuated Cycle iength EsF NOM.M pum of lost time EsF NU.P fntersection Capacity rtilization TS.VB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VUW Metropolitan arive C po-OO tB oamps OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PT jovement EBT EBo EBoO tBi tBT kBi kBo kEi kEo iane Configurations solume EvphF PPM M NPM NSRM PSM UUM NMTM M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.R R.M 4.S 4.S iane rtil. cactor M.VR N.MM M.VT M.VR M.VT M.UU crt N.MM M.UR N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF P4PU NRPU PPPR P4PU PPPR OTMT clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF P4PU NRPU PPPR P4PU PPPR OTMT meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF P4T M NPT NTPT PTV VOS NNOS M M oTlo oeduction EvphF M M NNU M M M TTV M M iane droup clow EvphF P4T M NV NTPT PTV VOS P4T M M Turn Type merm mrot merm mrotected mhases O N S U mermitted mhases O U Actuated dreenI d EsF NT.M NT.M RU.R UM.M PM.4 PM.4 Effective dreenI g EsF NT.M NT.M RU.R UM.M PM.4 PM.4 Actuated gLC oatio M.N4 M.N4 M.4V M.ST M.OR M.OR Clearance Time EsF R.M R.M 4.R R.M 4.S 4.S sehicle Extension EsF P.M P.M P.M P.M P.M P.M iane drp Cap EvphF 4UT ONU NSOS OOVO U4R SUS vLs oatio mrot cM.NM cM.RO M.NN cM.OU vLs oatio merm M.MN M.NP vLc oatio M.TN M.MV N.MT M.NT N.NM M.RN rniform aelayI dN 4V.O 44.U PM.U T.R 44.U PU.4 mrogression cactor N.MM N.MM N.MT N.MV N.MM N.MM fncremental aelayI dO U.S M.U 4O.U M.O SM.R M.S aelay EsF RT.U 4R.S TR.V U.4 NMR.P PV.M ievel of pervice E a E A c a Approach aelay EsF R4.P SP.U SU.V M.M Approach ilp a E E A fntersection pummary eCj Average Control aelay SR.N eCj ievel of pervice E eCj solume to Capacity ratio N.MO Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.N fntersection Capacity rtilization VP.MB fCr ievel of pervice c Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VVW Chapman Avenue C po-RT kB oamps OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PU jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M NROM M M OPPM M RM M NSM M M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.R 4.R 4.R 4.R iane rtil. cactor M.VR M.VN N.MM N.MM crt N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM patd. clow EprotF P4MS 4UVP NTMP NRO4 clt mermitted N.MM N.MM M.VR N.MM patd. clow EpermF P4MS 4UVP NTMP NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NSMM M M O4RP M RP M NSU M M M oTlo oeduction EvphF M M M M M M M M NRR M M M iane droup clow EvphF M NSMM M M O4RP M RP M NP M M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot custom custom custom custom mrotected mhases R O S mermitted mhases U U 4 4 Actuated dreenI d EsF NMN.U NMN.U V.O V.O Effective dreenI g EsF NMN.U NMN.U V.O V.O Actuated gLC oatio M.UR M.UR M.MU M.MU Clearance Time EsF 4.R 4.R 4.R 4.R sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF OUUV 4NRN NPN NNT vLs oatio mrot M.4T cM.RM vLs oatio merm cM.MP M.MN vLc oatio M.RR M.RV M.4M M.NN rniform aelayI dN O.S O.U RO.U RN.S mrogression cactor M.VU M.NP N.MM N.MM fncremental aelayI dO M.R M.4 O.M M.4 aelay EsF P.M M.T R4.U RO.M ievel of pervice A A a a Approach aelay EsF P.M M.T RO.T M.M Approach ilp A A a A fntersection pummary eCj Average Control aelay 4.P eCj ievel of pervice A eCj solume to Capacity ratio M.RU Actuated Cycle iength EsF NOM.M pum of lost time EsF V.M fntersection Capacity rtilization RV.4B fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMMW Chapman Avenue C po-RT pB oamps OMPM ko mroject Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PV jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF NM NVMM OM OM NSOM M N4M PM NNM NTM NM 4PM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.R 4.R 4.M 4.R R.M R.M R.M R.M iane rtil. cactor N.MM M.VN N.MM M.VR N.MM N.MM N.MM N.MM crt N.MM N.MM N.MM N.MM N.MM M.UR N.MM M.UR clt mrotected M.VR N.MM M.VR N.MM M.VS N.MM M.VS N.MM patd. clow EprotF NTMP 4UUS NTMP P4MS NTOO NRO4 NTNO NRO4 clt mermitted M.VR N.MM M.VR N.MM M.VS N.MM M.VS N.MM patd. clow EpermF NTMP 4UUS NTMP P4MS NTOO NRO4 NTNO NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF NN OMMM ON ON NTMR M N4T PO NNS NTV NN 4RP oTlo oeduction EvphF M N M M M M M M VT M M ORN iane droup clow EvphF NN OMOM M ON NTMR M M NTV NV M NVM OMO eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot mrot pplit merm pplit merm mrotected mhases R O N S U U T T mermitted mhases U T Actuated dreenI d EsF P.M RT.V P.S RU.M NS.M NS.M O4.M O4.M Effective dreenI g EsF P.M RT.V P.S RU.M NS.M NS.M O4.M O4.M Actuated gLC oatio M.MO M.4U M.MP M.4U M.NP M.NP M.OM M.OM Clearance Time EsF 4.R 4.R 4.M 4.R R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF 4P OPRT RN NS4S OPM OMP P4O PMR vLs oatio mrot M.MN cM.4N M.MN cM.RM cM.NM M.NN vLs oatio merm M.MN cM.NP vLc oatio M.OS M.US M.4N N.M4 M.TU M.MV M.RS M.SS rniform aelayI dN RT.4 OT.4 RT.O PN.M RM.P 4R.S 4P.O 44.P mrogression cactor N.MP M.VM M.UP M.SS N.MM N.MM N.MM N.MM fncremental aelayI dO P.N 4.O 4.4 PM.N OO.4 M.V S.4 NM.U aelay EsF SO.O OU.V RO.M RM.4 TO.T 4S.R 4V.S RR.M ievel of pervice E C a a E a a E Approach aelay EsF OV.N RM.R SO.4 RP.4 Approach ilp C a E a fntersection pummary eCj Average Control aelay 4O.4 eCj ievel of pervice a eCj solume to Capacity ratio M.VO Actuated Cycle iength EsF NOM.M pum of lost time EsF NV.M fntersection Capacity rtilization VO.UB fCr ievel of pervice c Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix H-3 Caltrans Ramp Termini Analysis Worksheets under 2030 With Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VW f-R kB oamps C earbor Boulevard OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage O jovement tBi tBo kBT kBo pBi pBT iane Configurations solume EvphF TM TRM VPM M VM POTM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.R R.R R.M 4.T R.M iane rtil. cactor M.VT M.VN M.VN N.MM M.US crt M.UT M.UR N.MM N.MM N.MM clt mrotected M.VV N.MM N.MM M.VR N.MM patd. clow EprotF PMN4 NPUS 4UVP NTMP SNSS clt mermitted M.VV N.MM N.MM M.VR N.MM patd. clow EpermF PMN4 NPUS 4UVP NTMP SNSS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF T4 TUV VTV M VR P44O oTlo oeduction EvphF ONS ONS M M M M iane droup clow EvphF ORP NTU VTV M VR P44O eeavy sehicles EBF SB SB SB SB SB SB Turn Type custom mrot mrotected mhases O N S mermitted mhases U U Actuated dreenI d EsF OM.4 OM.4 TN.N NP.P UV.N Effective dreenI g EsF OM.4 OM.4 TN.N NP.P UV.N Actuated gLC oatio M.NT M.NT M.RV M.NN M.T4 Clearance Time EsF R.R R.R R.M 4.T R.M sehicle Extension EsF P.M P.M P.M P.M P.M iane drp Cap EvphF RNO OPS OUVV NUV 4RTU vLs oatio mrot M.OM M.MS cM.RS vLs oatio merm M.MU cM.NP vLc oatio M.4V M.TS M.P4 M.RM M.TR rniform aelayI dN 4R.N 4T.4 NO.R RM.O V.M mrogression cactor N.MM N.MM M.PO M.SS M.ON fncremental aelayI dO M.U NO.U M.P M.O M.N aelay EsF 4R.V SM.P 4.P PP.O O.M ievel of pervice a E A C A Approach aelay EsF RO.4 4.P O.U Approach ilp a A A fntersection pummary eCj Average Control aelay NN.M eCj ievel of pervice B eCj solume to Capacity ratio M.TR Actuated Cycle iength EsF NOM.M pum of lost time EsF NM.R fntersection Capacity rtilization SS.NB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMW f-R pB oamps C earbor Boulevard OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage P jovement EBi EBo kBi kBT pBT pBo iane Configurations solume EvphF PRM PRM TM UOM ONNM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.R 4.M 4.O R.M R.M iane rtil. cactor M.VT N.MM N.MM M.US M.VN crt N.MM M.UR N.MM N.MM N.MM clt mrotected M.VR N.MM M.VR N.MM N.MM patd. clow EprotF PPMP NRO4 NTMP SNSS 4UVP clt mermitted M.VR N.MM M.VR N.MM N.MM patd. clow EpermF PPMP NRO4 NTMP SNSS 4UVP meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF PSU PSU T4 USP OOON M oTlo oeduction EvphF M M M M M M iane droup clow EvphF PSU PSU T4 USP OOON M eeavy sehicles EBF SB SB SB SB SB SB Turn Type cree mrot mrotected mhases 4 R O S mermitted mhases cree Actuated dreenI d EsF NU.4 NOM.M U.R VN.N TU.4 Effective dreenI g EsF NU.4 NOM.M U.R VN.N TU.4 Actuated gLC oatio M.NR N.MM M.MT M.TS M.SR Clearance Time EsF R.R 4.O R.M R.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF RMS NRO4 NON 4SUN PNVT vLs oatio mrot cM.NN cM.M4 M.N4 cM.4R vLs oatio merm M.O4 vLc oatio M.TP M.O4 M.SN M.NU M.SV rniform aelayI dN 4U.4 M.M R4.N 4.M NP.O mrogression cactor N.MM N.MM M.T4 N.PO M.N4 fncremental aelayI dO R.O M.4 U.S M.N M.U aelay EsF RP.S M.4 4U.4 R.4 O.T ievel of pervice a A a A A Approach aelay EsF OT.M U.U O.T Approach ilp C A A fntersection pummary eCj Average Control aelay U.U eCj ievel of pervice A eCj solume to Capacity ratio M.SV Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.T fntersection Capacity rtilization ST.OB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NTW aisney tay C f-R pB oamps OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage R jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M VPM NM NRM UPM M OM M 4M RTM NM NRM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M R.M R.M R.M R.M iane rtil. cactor M.VN N.MM M.VN N.MM N.MM M.VR M.VN M.VR crt N.MM N.MM N.MM N.MM M.UR N.MM M.VV M.UR clt mrotected N.MM M.VR N.MM M.VR N.MM M.VR M.VS N.MM patd. clow EprotF 4UUR NTMP 4UVP NTMP NRO4 NSNU NR4U N44T clt mermitted N.MM M.O4 N.MM M.PV N.MM M.VR M.VS N.MM patd. clow EpermF 4UUR 4PP 4UVP TMP NRO4 NSNU NR4U N44T meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M VTV NN NRU UT4 M ON M 4O SMM NN NRU oTlo oeduction EvphF M N M M M M M M PU M O NMV iane droup clow EvphF M VUV M NRU UT4 M ON M 4 PNO PNP PP eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm custom custom pplit merm mrotected mhases O S 4 4 mermitted mhases S P P 4 Actuated dreenI d EsF SS.R SS.R SS.R NM.O NM.O OU.P OU.P OU.P Effective dreenI g EsF SS.R SS.R SS.R NM.O NM.O OU.P OU.P OU.P Actuated gLC oatio M.RR M.RR M.RR M.MU M.MU M.O4 M.O4 M.O4 Clearance Time EsF R.M R.M R.M R.M R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF OTMT O4M OTNO SM NPM PUO PSR P4N vLs oatio mrot M.OM M.NU M.NV cM.OM vLs oatio merm cM.PS cM.MP M.MM M.MO vLc oatio M.PT M.SS M.PO M.PR M.MP M.UO M.US M.NM rniform aelayI dN NR.M NU.U N4.R RN.U RM.4 4P.4 4P.V PR.V mrogression cactor M.R4 M.SN M.4T N.MM N.MM N.MM N.MM N.MM fncremental aelayI dO M.4 P.R M.M P.R M.N NO.T NT.U M.N aelay EsF U.4 N4.U S.V RR.P RM.4 RS.N SN.T PS.M ievel of pervice A B A E a E E a Approach aelay EsF U.4 U.N RO.N R4.T Approach ilp A A a a fntersection pummary eCj Average Control aelay ON.T eCj ievel of pervice C eCj solume to Capacity ratio M.SU Actuated Cycle iength EsF NOM.M pum of lost time EsF NR.M fntersection Capacity rtilization SP.OB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy ONW f-R kB oamps C Anaheim Boulevard OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage T jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M M M PM OM 4OM OSM NOOM M M OMTM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M iane rtil. cactor M.VN M.VN M.VT M.VN M.VN crt M.UU M.UR N.MM N.MM N.MM clt mrotected M.VV N.MM M.VR N.MM N.MM patd. clow EprotF OURN NPUS PPMP 4UVP 4UVP clt mermitted M.VV N.MM M.VR N.MM N.MM patd. clow EpermF OURN NPUS PPMP 4UVP 4UVP meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M M M PO ON 44O OT4 NOU4 M M ONTV M oTlo oeduction EvphF M M M M TV TV M M M M M M iane droup clow EvphF M M M M NVR N4O OT4 NOU4 M M ONTV M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrot mrotected mhases U R O S mermitted mhases U U Actuated dreenI d EsF NT.T NT.T NP.U VO.P T4.P Effective dreenI g EsF NT.T NT.T NP.U VO.P T4.P Actuated gLC oatio M.NR M.NR M.NO M.TT M.SO Clearance Time EsF R.M R.M 4.O R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M iane drp Cap EvphF 4ON OM4 PUM PTS4 PMPM vLs oatio mrot cM.MU M.OS cM.4R vLs oatio merm M.MT cM.NM vLc oatio M.4S M.SV M.TO M.P4 M.TO rniform aelayI dN 4S.U 4U.S RN.O 4.P NR.T mrogression cactor M.VT M.VT M.UT M.MN M.N4 fncremental aelayI dO M.U V.T P.S M.N M.4 aelay EsF 4S.N RS.U 4U.P M.O O.S ievel of pervice a E a A A Approach aelay EsF M.M RM.V U.S O.S Approach ilp A a A A fntersection pummary eCj Average Control aelay NM.R eCj ievel of pervice B eCj solume to Capacity ratio M.TO Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.O fntersection Capacity rtilization SR.OB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OOW aisney tay C Anaheim Boulevard OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage U jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF ROM NM4M PM M STM NM TM NM4M NM RRM NPMM ONM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.O R.M R.M 4.T S.M R.O S.M iane rtil. cactor M.VT M.US M.VN N.MM M.VN M.VT M.VN crt N.MM N.MM N.MM N.MM N.MM N.MM M.VU clt mrotected M.VR N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF PPMP SN4M 4UUO NTMP 4UUS PPMP 4TVN clt mermitted M.VR N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF PPMP SN4M 4UUO NTMP 4UUS PPMP 4TVN meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF R4T NMVR PO M TMR NN T4 NMVR NN RTV NPSU OON oTlo oeduction EvphF M P M M O M M N M M NU M iane droup clow EvphF R4T NNO4 M M TN4 M T4 NNMR M RTV NRTN M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot mrot mrot mrotected mhases T 4 U R O N S mermitted mhases Actuated dreenI d EsF OO.O 4S.M NV.S T.O PP.R O4.P RN.N Effective dreenI g EsF OO.O 4S.M NV.S T.O PP.R O4.P RN.N Actuated gLC oatio M.NU M.PU M.NS M.MS M.OU M.OM M.4P Clearance Time EsF 4.O R.M R.M 4.T S.M R.O S.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF SNN OPR4 TVT NMO NPS4 SSV OM4M vLs oatio mrot cM.NT M.NU cM.NR M.M4 cM.OP cM.NU M.PP vLs oatio merm vLc oatio M.VM M.4U M.VM M.TP M.UN M.UT M.TT rniform aelayI dN 4T.U OT.V 4V.O RR.4 4M.P 4S.P OV.4 mrogression cactor M.SS M.4R M.VS M.UM M.PV M.RS M.PN fncremental aelayI dO N4.M M.N NO.S NS.V P.V U.N O.M aelay EsF 4R.T NO.T SM.M SN.N NV.S PP.V NN.N ievel of pervice a B E E B C B Approach aelay EsF OP.R SM.M OO.O NT.O Approach ilp C E C B fntersection pummary eCj Average Control aelay OR.4 eCj ievel of pervice C eCj solume to Capacity ratio M.US Actuated Cycle iength EsF NOM.M pum of lost time EsF OM.4 fntersection Capacity rtilization UN.MB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OSW hatella Avenue C Manchester Avenue OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NN jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M N4TM NPMM ROM NVMM M NPM M UNM 4PM RVM OM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M R.M iane rtil. cactor M.VN M.UU M.VT M.VN M.VR M.VN M.VR M.VT M.VR N.MM crt N.MM M.UR N.MM N.MM N.MM M.UR M.UR N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM N.MM M.VR N.MM N.MM patd. clow EprotF 4UVP OSUO PPMP 4UVP NSNU NPVO N44T PPMP P4MS NRO4 clt mermitted N.MM N.MM M.VR N.MM M.VR M.US N.MM M.VR N.MM N.MM patd. clow EpermF 4UVP OSUO PPMP 4UVP NSNU NNVR N44T PPMP P4MS NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NR4T NPSU R4T OMMM M NPT M URP 4RP SON ON oTlo oeduction EvphF M M POV M M M M PNP ONS M M NS iane droup clow EvphF M NR4T NMPV R4T OMMM M NOP NNV ONV 4RP SON R eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot mrot merm mrot merm mrotected mhases O N S P U T 4 mermitted mhases O U 4 Actuated dreenI d EsF 4P.N 4P.N NS.U S4.N NP.T PM.O NS.R O4.S OT.4 OT.4 Effective dreenI g EsF 4P.N 4P.N NS.U S4.N NP.T PM.O NS.R O4.S OT.4 OT.4 Actuated gLC oatio M.PS M.PS M.N4 M.RP M.NN M.OR M.N4 M.ON M.OP M.OP Clearance Time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF NTRT VSP 4SO OSN4 NUR POP NVV STT TTU P4U vLs oatio mrot M.PO cM.NT M.4N M.MU M.M4 cM.N4 cM.NU vLs oatio merm cM.PV M.MR cM.NR M.MM vLc oatio M.UU N.MU N.NU M.TT M.SS M.PT N.NM M.ST M.UM M.MN rniform aelayI dN PS.M PU.R RN.S OO.M RM.V PT.M RN.U 44.M 4P.T PR.U mrogression cactor M.PP M.OU M.TR M.RN N.MM N.MM N.MM M.RV M.SO M.4T fncremental aelayI dO M.T PT.U NMM.T N.V U.T M.T VP.V O.N 4.T M.M aelay EsF NO.S 4U.4 NPV.S NP.O RV.S PT.U N4R.S OU.M PN.U NS.V ievel of pervice B a c B E a c C C B Approach aelay EsF OV.4 4M.P UT.V PM.M Approach ilp C a c C fntersection pummary eCj Average Control aelay 4M.U eCj ievel of pervice a eCj solume to Capacity ratio M.VS Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.M fntersection Capacity rtilization VM.RB fCr ievel of pervice E Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OTW hatella Avenue C Anaheim tay OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NO jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF 4M OSUM M M NVOM 4PM TMM 4OM SPM M M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.T S.M R.M R.M 4.M S.M iane rtil. cactor M.VT M.VN M.UN M.UN M.UN M.UN crt N.MM N.MM N.MM M.UR N.MM M.VP clt mrotected M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EprotF PPMP 4UVP RTUV NOP4 NPTV RP4T clt mermitted M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EpermF PPMP 4UVP RTUV NOP4 NPTV RP4T meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF 4O OUON M M OMON 4RP TPT 44O SSP M M M oTlo oeduction EvphF M M M M O NMO M N M M M M iane droup clow EvphF 4O OUON M M OMS4 PMS PUP N4RU M M M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot merm mrot mrotected mhases R O S P U mermitted mhases S Actuated dreenI d EsF 4.O SU.M SM.N SM.N 4O.M 4O.M Effective dreenI g EsF 4.O SU.M SM.N SM.N 4O.M 4O.M Actuated gLC oatio M.M4 M.RT M.RM M.RM M.PR M.PR Clearance Time EsF 4.T S.M R.M R.M 4.M S.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M iane drp Cap EvphF NNS OTTP OUVV SNU 4UP NUTN vLs oatio mrot M.MN cM.RU M.PS cM.OU M.OT vLs oatio merm M.OR vLc oatio M.PS N.MO M.TN M.RM M.TV N.PTdr rniform aelayI dN RS.S OS.M OP.O NV.V PR.N P4.V mrogression cactor M.SS M.4N M.4R M.M4 N.MM N.MM fncremental aelayI dO N.N NT.P N.M N.V U.T O.N aelay EsF PU.4 OU.M NN.S O.T 4P.U PT.M ievel of pervice a C B A a a Approach aelay EsF OU.O NM.N PU.4 M.M Approach ilp C B a A fntersection pummary eCj Average Control aelay O4.S eCj ievel of pervice C eCj solume to Capacity ratio M.VP Actuated Cycle iength EsF NOM.M pum of lost time EsF NM.M fntersection Capacity rtilization UP.TB fCr ievel of pervice E Analysis meriod EminF NR dr aefacto oight iane. oecode with N though lane as a right lane. c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy PTW dene Autry tay C f-R els oamps OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NR jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF PM VOM N4M NMM RMM NVM PM M UM TPM M TM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M S.M R.M 4.R S.M S.M R.M iane rtil. cactor N.MM M.VN N.MM M.VN N.MM M.UU M.VT N.MM crt N.MM M.VU N.MM M.VS N.MM M.UR N.MM M.UR clt mrotected M.VR N.MM M.VR N.MM M.VR N.MM M.VR N.MM patd. clow EprotF NUMR RMU4 NUMR 4VTP NUMR OU4O PRMO NSNR clt mermitted M.VR N.MM M.VR N.MM M.VR N.MM M.VR N.MM patd. clow EpermF NUMR RMU4 NUMR 4VTP NUMR OU4O PRMO NSNR meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF PO VSU N4T NMR ROS OMM PO M U4 TSU M T4 oTlo oeduction EvphF M NP M M S4 M M M TN M M 4N iane droup clow EvphF PO NNMO M NMR SSO M PO M NP TSU M PP eeavy sehicles EBF MB MB MB MB MB MB MB MB MB MB MB MB Turn Type mrot mrot mrot lver mrot lver mrotected mhases R O N S P N T R mermitted mhases Actuated dreenI d EsF PN.N RT.U NO.U 4M.R PP.V NO.U PO.4 PN.N Effective dreenI g EsF PN.N RT.U NO.U 4M.R PP.V NO.U PO.4 PN.N Actuated gLC oatio M.OS M.4U M.NN M.P4 M.OU M.NN M.OT M.OS Clearance Time EsF R.M R.M S.M R.M 4.R S.M S.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF 4SU O44V NVP NSTU RNM PMP V4S 4NV vLs oatio mrot M.MO cM.OO cM.MS M.NP M.MO M.MM cM.OO M.MO vLs oatio merm vLc oatio M.MT M.4R M.R4 M.PV M.MS M.M4 M.UN M.MU rniform aelayI dN PP.R OM.S RM.U PM.4 PN.4 4U.N 4N.M PP.S mrogression cactor N.P4 N.4R M.TM M.VV N.MM N.MM N.MM N.MM fncremental aelayI dO M.M M.N O.S M.S M.N M.N R.4 M.N aelay EsF 44.U OV.V PU.P PM.S PN.R 4U.O 4S.P PP.T ievel of pervice a C a C C a a C Approach aelay EsF PM.4 PN.S 4P.S 4R.O Approach ilp C C a a fntersection pummary eCj Average Control aelay PR.R eCj ievel of pervice a eCj solume to Capacity ratio M.RU Actuated Cycle iength EsF NOM.M pum of lost time EsF NT.M fntersection Capacity rtilization S4.OB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RRW Anaheim tay C ptate College Boulevard OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NT jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M M M POM 4RM RUM STM NNTM M PM ORNM RM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF S.R S.R S.R R.R T.M R.O S.R S.R iane rtil. cactor M.VN M.VN M.UU M.VT M.US N.MM M.US N.MM crt N.MM N.MM M.UR N.MM N.MM N.MM N.MM M.UR clt mrotected M.VR M.VV N.MM M.VR N.MM M.VR N.MM N.MM patd. clow EprotF NRRM PO4M OSUO PPMP SNSS NTMP SNSS NRO4 clt mermitted M.VR M.VV N.MM M.VR N.MM M.VR N.MM N.MM patd. clow EpermF NRRM PO4M OSUO PPMP SNSS NTMP SNSS NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M M M PPT 4T4 SNN TMR NOPO M PO OS4O RP oTlo oeduction EvphF M M M M M OPU M M M M M NN iane droup clow EvphF M M M OSP R4U PTP TMR NOPO M PO OS4O 4O eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrot mrot merm mrotected mhases U R O N S mermitted mhases U U S Actuated dreenI d EsF OM.R OM.R OM.R OU.T TS.U 4.M RO.P RO.P Effective dreenI g EsF OM.R OM.R OM.R OU.T TS.U 4.M RO.P RO.P Actuated gLC oatio M.NT M.NT M.NT M.O4 M.S4 M.MP M.44 M.44 Clearance Time EsF S.R S.R S.R R.R T.M R.O S.R S.R sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF OSR RR4 4RU TVM PV4S RT OSUT SS4 vLs oatio mrot cM.ON M.OM M.MO cM.4P vLs oatio merm cM.NT M.NT M.N4 M.MP vLc oatio M.VV M.VV M.UN M.UV M.PN M.RS M.VU M.MS rniform aelayI dN 4V.T 4V.S 4T.V 44.O V.T RT.N PP.4 NV.S mrogression cactor N.MM N.MM N.MM M.SS M.PS M.VV M.PP M.NS fncremental aelayI dO RP.M PR.N NM.S NN.R M.O R.P U.N M.N aelay EsF NMO.S U4.T RU.S 4M.T P.T SO.M NV.O P.P ievel of pervice c c E a A E B A Approach aelay EsF M.M TS.U NT.O NV.4 Approach ilp A E B B fntersection pummary eCj Average Control aelay PO.N eCj ievel of pervice C eCj solume to Capacity ratio M.VS Actuated Cycle iength EsF NOM.M pum of lost time EsF NU.R fntersection Capacity rtilization UR.4B fCr ievel of pervice E Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RSW f-R pB oamps C ptate College Boulevard OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NU jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF NOM VNM PUM M M M M NRPM NM M O4TM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF T.R T.R T.R U.R U.R iane rtil. cactor M.VR M.VR M.UU M.UN M.US crt N.MM N.MM M.UR N.MM N.MM clt mrotected M.VR N.MM N.MM N.MM N.MM patd. clow EprotF NSNU NTMO OSUO TORO SNSS clt mermitted M.VR N.MM N.MM N.MM N.MM patd. clow EpermF NSNU NTMO OSUO TORO SNSS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF NOS VRU 4MM M M M M NSNN NN M OSMM M oTlo oeduction EvphF M M M M M M M N M M M M iane droup clow EvphF NNP VTN 4MM M M M M NSON M M OSMM M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrotected mhases 4 O S mermitted mhases 4 4 Actuated dreenI d EsF RT.R RT.R RT.R 4S.R 4S.R Effective dreenI g EsF RT.R RT.R RT.R 4S.R 4S.R Actuated gLC oatio M.4U M.4U M.4U M.PV M.PV Clearance Time EsF T.R T.R T.R U.R U.R sehicle Extension EsF P.M P.M P.M P.M P.M iane drp Cap EvphF TTR UNS NOUR OUNM OPUV vLs oatio mrot M.OO cM.4O vLs oatio merm M.MT M.RT M.NR vLc oatio M.NR N.NV M.PN M.RU N.MV rniform aelayI dN NT.R PN.O NV.N OV.M PS.U mrogression cactor N.MM N.MM N.MM M.SM M.PR fncremental aelayI dO M.N VT.S M.N M.U 4O.R aelay EsF NT.S NOU.U NV.P NU.O RR.4 ievel of pervice B c B B E Approach aelay EsF VM.U M.M NU.O RR.4 Approach ilp c A B E fntersection pummary eCj Average Control aelay R4.N eCj ievel of pervice a eCj solume to Capacity ratio N.N4 Actuated Cycle iength EsF NOM.M pum of lost time EsF NS.M fntersection Capacity rtilization VT.SB fCr ievel of pervice c Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SSW Ball ooad C po-RT kB oamps OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage O4 jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF OPOM M M NNTM 4MM RNM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.S 4.S iane rtil. cactor M.VN M.VN M.VT M.VN crt N.MM N.MM M.VR M.UR clt mrotected N.MM N.MM M.VT N.MM patd. clow EprotF 4UVP 4UVP PNVM NPUS clt mermitted N.MM N.MM M.VT N.MM patd. clow EpermF 4UVP 4UVP PNVM NPUS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF O44O M M NOPO 4ON RPT oTlo oeduction EvphF M M M M O O iane droup clow EvphF O44O M M NOPO SRM PM4 eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF TU.P TU.P PO.N PO.N Effective dreenI g EsF TU.P TU.P PO.N PO.N Actuated gLC oatio M.SR M.SR M.OT M.OT Clearance Time EsF R.M R.M 4.S 4.S sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF PNVP PNVP URP PTN vLs oatio mrot cM.RM M.OR M.OM vLs oatio merm cM.OO vLc oatio M.TS M.PV M.TS M.UO rniform aelayI dN N4.R V.T 4M.4 4N.O mrogression cactor M.PV M.U4 N.MM N.MM fncremental aelayI dO N.M M.P 4.N NP.N aelay EsF S.T U.R 44.R R4.4 ievel of pervice A A a a Approach aelay EsF S.T U.R 4T.S Approach ilp A A a fntersection pummary eCj Average Control aelay NR.S eCj ievel of pervice B eCj solume to Capacity ratio M.TU Actuated Cycle iength EsF NOM.M pum of lost time EsF V.S fntersection Capacity rtilization TP.VB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy STW Ball ooad C po-RT pB oamps OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OR jovement EBi EBT tBT tBo pBi pBo iane Configurations solume EvphF M NUNM NOSM M TRM NMOM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.M 4.M iane rtil. cactor M.VN M.VN N.MM M.UU crt N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM patd. clow EprotF 4UVP 4UVP NTMP OSUO clt mermitted N.MM N.MM M.VR N.MM patd. clow EpermF 4UVP 4UVP NTMP OSUO meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NVMR NPOS M TUV NMT4 oTlo oeduction EvphF M M M M M NP iane droup clow EvphF M NVMR NPOS M TUV NMSN eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S 4 mermitted mhases 4 Actuated dreenI d EsF RN.4 RN.4 RV.S RV.S Effective dreenI g EsF RN.4 RN.4 RV.S RV.S Actuated gLC oatio M.4P M.4P M.RM M.RM Clearance Time EsF R.M R.M 4.M 4.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF OMVS OMVS U4S NPPO vLs oatio mrot cM.PV M.OT cM.4S vLs oatio merm M.4M vLc oatio M.VN M.SP M.VP M.UM rniform aelayI dN PO.N OS.V OU.P OR.O mrogression cactor M.OV M.VV N.MM N.MM fncremental aelayI dO P.N N.P NS.U P.4 aelay EsF NO.4 OT.V 4R.N OU.S ievel of pervice B C a C Approach aelay EsF NO.4 OT.V PR.S Approach ilp B C a fntersection pummary eCj Average Control aelay O4.V eCj ievel of pervice C eCj solume to Capacity ratio M.VO Actuated Cycle iength EsF NOM.M pum of lost time EsF V.M fntersection Capacity rtilization U4.MB fCr ievel of pervice E Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SUW hatella Avenue C po-RT kB oamps OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OS jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF OO4M M M NSTM PSM SNM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M iane rtil. cactor M.UN M.US M.VT M.VN crt N.MM N.MM M.VP M.UR clt mrotected N.MM N.MM M.VT N.MM patd. clow EprotF TORV SNSS PNR4 NPUS clt mermitted N.MM N.MM M.VT N.MM patd. clow EpermF TORV SNSS PNR4 NPUS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF OPRU M M NTRU PTV S4O oTlo oeduction EvphF M M M M N N iane droup clow EvphF OPRU M M NTRU SVP POS eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF T4.N T4.N PR.V PR.V Effective dreenI g EsF T4.N T4.N PR.V PR.V Actuated gLC oatio M.SO M.SO M.PM M.PM Clearance Time EsF R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF 44UO PUMU V44 4NR vLs oatio mrot cM.PO M.OV M.OO vLs oatio merm cM.O4 vLc oatio M.RP M.4S M.TP M.TV rniform aelayI dN NP.M NO.P PT.U PU.R mrogression cactor M.PS M.NP N.MM N.MM fncremental aelayI dO M.P M.O P.M V.R aelay EsF R.M N.U 4M.U 4U.M ievel of pervice A A a a Approach aelay EsF R.M N.U 4P.N Approach ilp A A a fntersection pummary eCj Average Control aelay NN.4 eCj ievel of pervice B eCj solume to Capacity ratio M.SN Actuated Cycle iength EsF NOM.M pum of lost time EsF NM.M fntersection Capacity rtilization RV.RB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SVW hatella Avenue C po-RT pB oamps OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OT jovement EBi EBT tBT tBo pBi pBo iane Configurations solume EvphF M OORM NRSM M PRM TRM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.M 4.M iane rtil. cactor M.VN M.VN N.MM M.UU crt N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM patd. clow EprotF 4UVP 4UVP NTMP OSUO clt mermitted N.MM N.MM M.VR N.MM patd. clow EpermF 4UVP 4UVP NTMP OSUO meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M OPSU NS4O M PSU TUV oTlo oeduction EvphF M M M M M OT iane droup clow EvphF M OPSU NS4O M PSU TSO eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S 4 mermitted mhases 4 Actuated dreenI d EsF TO.P TO.P PU.T PU.T Effective dreenI g EsF TO.P TO.P PU.T PU.T Actuated gLC oatio M.SM M.SM M.PO M.PO Clearance Time EsF R.M R.M 4.M 4.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF OV4U OV4U R4V USR vLs oatio mrot cM.4U M.P4 M.OO vLs oatio merm cM.OU vLc oatio M.UM M.RS M.ST M.UU rniform aelayI dN NU.4 N4.P PR.N PU.R mrogression cactor M.PT N.OP N.MM N.MM fncremental aelayI dO N.T M.T P.O NM.4 aelay EsF U.R NU.P PU.P 4U.V ievel of pervice A B a a Approach aelay EsF U.R NU.P 4R.R Approach ilp A B a fntersection pummary eCj Average Control aelay NV.V eCj ievel of pervice B eCj solume to Capacity ratio M.UP Actuated Cycle iength EsF NOM.M pum of lost time EsF V.M fntersection Capacity rtilization TM.4B fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TMW lrangewood Avenue C po-RT kB oamps OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OU jovement EBT EBo tBi tBT kBi kBo iane Configurations solume EvphF NUVM M M NSVM N4M RUM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M iane rtil. cactor M.VR M.VN M.VT M.VN crt N.MM N.MM M.VM M.UR clt mrotected N.MM N.MM M.VU N.MM patd. clow EprotF P4MS 4UVP PMTR NPUS clt mermitted N.MM N.MM M.VU N.MM patd. clow EpermF P4MS 4UVP PMTR NPUS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF NVUV M M NTTV N4T SNN oTlo oeduction EvphF M M M M NP NP iane droup clow EvphF NVUV M M NTTV 44M OVO eeavy sehicles EBF SB SB SB SB SB SB Turn Type merm mrotected mhases O S U mermitted mhases U Actuated dreenI d EsF T4.N T4.N OR.V OR.V Effective dreenI g EsF T4.N T4.N OR.V OR.V Actuated gLC oatio M.ST M.ST M.O4 M.O4 Clearance Time EsF R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF OOV4 POVS TO4 POS vLs oatio mrot cM.RU M.PS M.N4 vLs oatio merm cM.ON vLc oatio M.UT M.R4 M.SN M.VM rniform aelayI dN N4.N V.O PT.R 4M.T mrogression cactor M.OP M.RO N.MM N.MM fncremental aelayI dO N.P M.4 N.R OR.4 aelay EsF 4.S R.O PV.M SS.N ievel of pervice A A a E Approach aelay EsF 4.S R.O 4V.V Approach ilp A A a fntersection pummary eCj Average Control aelay NO.4 eCj ievel of pervice B eCj solume to Capacity ratio M.UT Actuated Cycle iength EsF NNM.M pum of lost time EsF NM.M fntersection Capacity rtilization U4.RB fCr ievel of pervice E Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TNW lrangewood Avenue C po-RT pB oamps OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OV jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M NTSM UM NTM NOUM M M M M 44M M 4PM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M R.M R.M iane rtil. cactor M.VR N.MM N.MM M.VR M.VR M.VN M.VR crt N.MM M.UR N.MM N.MM N.MM M.VO M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR M.VU N.MM patd. clow EprotF P4MS NRO4 NTMP P4MS NSNU N4ST N44T clt mermitted N.MM N.MM M.VR N.MM M.VR M.VU N.MM patd. clow EpermF P4MS NRO4 NTMP P4MS NSNU N4ST N44T meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NURP U4 NTV NP4T M M M M 4SP M 4RP oTlo oeduction EvphF M M OR M M M M M M M PT TM iane droup clow EvphF M NURP RV NTV NP4T M M M M PNV OTM OOM eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot merm merm mrotected mhases O N S 4 mermitted mhases O 4 4 Actuated dreenI d EsF SN.M SN.M NO.U TU.M OO.M OO.M OO.M Effective dreenI g EsF SN.M SN.M NO.U TU.M OO.M OO.M OO.M Actuated gLC oatio M.RR M.RR M.NO M.TN M.OM M.OM M.OM Clearance Time EsF R.M R.M 4.O R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF NUUV U4R NVU O4NR PO4 OVP OUV vLs oatio mrot cM.R4 cM.NN M.4M vLs oatio merm M.M4 cM.OM M.NU M.NR vLc oatio M.VU M.MT M.VM M.RS M.VU M.VO M.TS rniform aelayI dN OP.V NN.4 4U.M T.T 4P.U 4P.O 4N.R mrogression cactor M.4S M.NO M.UU M.4S N.MM N.MM N.MM fncremental aelayI dO NO.V M.N P4.V M.U 4R.R PO.U NN.P aelay EsF O4.M N.R TS.V 4.P UV.P TR.V RO.U ievel of pervice C A E A c E a Approach aelay EsF OP.M NO.U M.M TP.P Approach ilp C B A E fntersection pummary eCj Average Control aelay PM.M eCj ievel of pervice C eCj solume to Capacity ratio M.VT Actuated Cycle iength EsF NNM.M pum of lost time EsF N4.O fntersection Capacity rtilization US.RB fCr ievel of pervice E Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VRW Chapman Avenue C crontage ooad OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage P4 jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M NMRM VVM NMM NOMM M SRM M OVM NMSM M NM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M R.M R.M R.M R.M iane rtil. cactor M.UN M.UN M.VT M.VN M.VT N.MM M.VT N.MM crt M.VR M.UR N.MM N.MM N.MM M.UR N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM M.VR N.MM patd. clow EprotF RROU NOP4 PPMP 4UVP PPMP NRO4 PPMP NRO4 clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM M.VR N.MM patd. clow EpermF RROU NOP4 PPMP 4UVP PPMP NRO4 PPMP NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NNMR NM4O NMR NOSP M SU4 M PMR NNNS M NN oTlo oeduction EvphF M SS PM4 M M M M M NNM M M T iane droup clow EvphF M NRSM ONT NMR NOSP M SU4 M NVR NNNS M 4 eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot custom custom custom custom mrotected mhases O N S mermitted mhases O U U 4 4 Actuated dreenI d EsF RM.M RM.M U.M SP.M 4T.M 4T.M 4T.M 4T.M Effective dreenI g EsF RM.M RM.M U.M SP.M 4T.M 4T.M 4T.M 4T.M Actuated gLC oatio M.4O M.4O M.MT M.RO M.PV M.PV M.PV M.PV Clearance Time EsF R.M R.M R.M R.M R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF OPMP RN4 OOM ORSV NOV4 RVT NOV4 RVT vLs oatio mrot cM.OU M.MP cM.OS vLs oatio merm M.NU M.ON M.NP cM.P4 M.MM vLc oatio M.SU M.4O M.4U M.4V M.RP M.PP M.US M.MN rniform aelayI dN OU.4 O4.U R4.M NU.O OU.M OR.R PP.R OO.P mrogression cactor M.PV N.NU N.MM N.MM N.MM N.MM M.VV N.PR fncremental aelayI dO N.M N.R N.S M.T M.4 M.P M.S M.M aelay EsF NO.N PM.T RR.S NU.V OU.4 OR.U PP.T PM.N ievel of pervice B C E B C C C C Approach aelay EsF NS.S ON.T OT.S PP.T Approach ilp B C C C fntersection pummary eCj Average Control aelay OP.O eCj ievel of pervice C eCj solume to Capacity ratio M.TO Actuated Cycle iength EsF NOM.M pum of lost time EsF NM.M fntersection Capacity rtilization UM.SB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VTW po-OO bB oamps C The City arive OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PS jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF 4OM OM VM M NM M OPM NPMM OM UM N4UM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.S 4.S 4.S 4.R 4.O R.M 4.O R.M iane rtil. cactor M.VR M.VN M.VR N.MM N.MM M.VN N.MM M.VN crt N.MM M.VV M.UR N.MM N.MM N.MM N.MM N.MM clt mrotected M.VR M.VS N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF NSPP NRSU N4SN NUNM NTNV 4VOV NTNV 4V4M clt mermitted M.VR M.VS N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF NSPP NRSU N4SN NUNM NTNV 4VOV NTNV 4V4M meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF 44O ON VR M NN M O4O NPSU ON U4 NRRU M oTlo oeduction EvphF M O SV M M M M N M M M M iane droup clow EvphF OPV OPO NS M NN M O4O NPUU M U4 NRRU M Turn Type pplit merm pplit merm mrot mrot mrotected mhases U U T T N S R O mermitted mhases U T Actuated dreenI d EsF OO.U OO.U OO.U N.R NU.S SU.M V.4 RU.U Effective dreenI g EsF OO.U OO.U OO.U N.R NU.S SU.M V.4 RU.U Actuated gLC oatio M.NV M.NV M.NV M.MN M.NS M.RT M.MU M.4V Clearance Time EsF 4.S 4.S 4.S 4.R 4.O R.M 4.O R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF PNM OVU OTU OP OSS OTVP NPR O4ON vLs oatio mrot M.NR cM.NR cM.MN cM.N4 M.OU M.MR cM.PO vLs oatio merm M.MN vLc oatio M.TT M.TU M.MS M.4U M.VN M.RM M.SO M.S4 rniform aelayI dN 4S.N 4S.O PV.U RU.V 4V.V NR.T RP.S OO.U mrogression cactor N.MM N.MM N.MM N.MM M.VP M.RS M.UV M.TM fncremental aelayI dO NN.O NO.O M.N N4.U NV.4 M.P U.4 N.P aelay EsF RT.4 RU.4 PV.V TP.T SR.V V.O RS.P NT.P ievel of pervice E E a E E A E B Approach aelay EsF RR.N TP.T NT.S NV.P Approach ilp E E B B fntersection pummary eCj Average Control aelay OP.V eCj ievel of pervice C eCj solume to Capacity ratio M.TO Actuated Cycle iength EsF NOM.M pum of lost time EsF NU.P fntersection Capacity rtilization TO.SB fCr ievel of pervice C Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VUW Metropolitan arive C po-OO tB oamps OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PT jovement EBT EBo EBoO tBi tBT kBi kBo kEi kEo iane Configurations solume EvphF SMM M PM VMM SM ROM NRUM M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.R R.M 4.S 4.S iane rtil. cactor M.VR N.MM M.VT M.VR M.VT M.UU crt N.MM M.UR N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF P4PU NRPU PPPR P4PU PPPR OTMT clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF P4PU NRPU PPPR P4PU PPPR OTMT meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF SPO M PO V4T SP R4T NSSP M M oTlo oeduction EvphF M M OR M M M TPT M M iane droup clow EvphF SPO M T V4T SP R4T VOS M M Turn Type merm mrot merm mrotected mhases O N S U mermitted mhases O U Actuated dreenI d EsF OS.S OS.S PS.R ST.S 4O.U 4O.U Effective dreenI g EsF OS.S OS.S PS.R ST.S 4O.U 4O.U Actuated gLC oatio M.OO M.OO M.PM M.RS M.PS M.PS Clearance Time EsF R.M R.M 4.R R.M 4.S 4.S sehicle Extension EsF P.M P.M P.M P.M P.M P.M iane drp Cap EvphF TSO P4N NMN4 NVPT NNUV VSR vLs oatio mrot cM.NU cM.OU M.MO M.NS vLs oatio merm M.MM cM.P4 vLc oatio M.UP M.MO M.VP M.MP M.4S M.VS rniform aelayI dN 44.R PS.R 4M.S NN.T OV.T PT.T mrogression cactor N.MM N.MM N.MO N.MR N.MM N.MM fncremental aelayI dO NM.N M.N N4.U M.M M.P NV.S aelay EsF R4.T PS.S RS.P NO.P PM.M RT.P ievel of pervice a a E B C E Approach aelay EsF RP.U RP.S RM.R M.M Approach ilp a a a A fntersection pummary eCj Average Control aelay RN.V eCj ievel of pervice a eCj solume to Capacity ratio M.VO Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.N fntersection Capacity rtilization TV.VB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VVW Chapman Avenue C po-RT kB oamps OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PU jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M NT4M M M N4PM M VM M NNM M M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.R 4.R 4.R 4.R iane rtil. cactor M.VR M.VN N.MM N.MM crt N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM patd. clow EprotF P4MS 4UVP NTMP NRO4 clt mermitted N.MM N.MM M.VR N.MM patd. clow EpermF P4MS 4UVP NTMP NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NUPO M M NRMR M VR M NNS M M M oTlo oeduction EvphF M M M M M M M M NM4 M M M iane droup clow EvphF M NUPO M M NRMR M VR M NO M M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot custom custom custom custom mrotected mhases R O S mermitted mhases U U 4 4 Actuated dreenI d EsF VV.M VV.M NO.M NO.M Effective dreenI g EsF VV.M VV.M NO.M NO.M Actuated gLC oatio M.UO M.UO M.NM M.NM Clearance Time EsF 4.R 4.R 4.R 4.R sehicle Extension EsF P.M P.M P.M P.M iane drp Cap EvphF OUNM 4MPT NTM NRO vLs oatio mrot cM.R4 M.PN vLs oatio merm cM.MS M.MN vLc oatio M.SR M.PT M.RS M.MU rniform aelayI dN 4.M O.T RN.R 4V.M mrogression cactor M.RU M.4R N.MM N.MM fncremental aelayI dO M.4 M.O P.V M.O aelay EsF O.T N.4 RR.4 4V.O ievel of pervice A A E a Approach aelay EsF O.T N.4 RO.M M.M Approach ilp A A a A fntersection pummary eCj Average Control aelay R.N eCj ievel of pervice A eCj solume to Capacity ratio M.S4 Actuated Cycle iength EsF NOM.M pum of lost time EsF V.M fntersection Capacity rtilization SO.4B fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMMW Chapman Avenue C po-RT pB oamps OMPM tith mroject Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PV jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF NM NUMM NRM VM NNOM M OM NM OM OTM SM RNM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.R 4.R 4.M 4.R R.M R.M R.M R.M iane rtil. cactor N.MM M.VN N.MM M.VR N.MM N.MM N.MM N.MM crt N.MM M.VV N.MM N.MM N.MM M.UR N.MM M.UR clt mrotected M.VR N.MM M.VR N.MM M.VT N.MM M.VS N.MM patd. clow EprotF NTMP 4UPT NTMP P4MS NTPS NRO4 NTOO NRO4 clt mermitted M.VR N.MM M.VR N.MM M.VT N.MM M.VS N.MM patd. clow EpermF NTMP 4UPT NTMP P4MS NTPS NRO4 NTOO NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF NN NUVR NRU VR NNTV M ON NN ON OU4 SP RPT oTlo oeduction EvphF M U M M M M M M NU M M PSV iane droup clow EvphF NN OM4R M VR NNTV M M PO P M P4T NSU eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot mrot pplit merm pplit merm mrotected mhases R O N S U U 4 4 mermitted mhases U 4 Actuated dreenI d EsF P.M 4V.V NM.S RT.M NS.M NS.M OR.M OR.M Effective dreenI g EsF P.M 4V.V NM.S RT.M NS.M NS.M OR.M OR.M Actuated gLC oatio M.MO M.4O M.MV M.4U M.NP M.NP M.ON M.ON Clearance Time EsF 4.R 4.R 4.M 4.R R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF 4P OMNN NRM NSNU OPN OMP PRV PNU vLs oatio mrot M.MN cM.4O M.MS cM.PR cM.MO cM.OM vLs oatio merm M.MM M.NN vLc oatio M.OS N.MO M.SP M.TP M.N4 M.MN M.VT M.RP rniform aelayI dN RT.4 PR.M RO.U OR.P 4R.V 4R.N 4T.N 4O.P mrogression cactor N.MU M.UV M.UT M.TS N.MM N.MM N.MM N.MM fncremental aelayI dO P.N O4.P U.N O.U N.O M.N PV.U S.O aelay EsF S4.V RR.S R4.M OO.N 4T.O 4R.P US.V 4U.4 ievel of pervice E E a C a a c a Approach aelay EsF RR.T O4.R 4S.4 SP.R Approach ilp E C a E fntersection pummary eCj Average Control aelay 4T.V eCj ievel of pervice a eCj solume to Capacity ratio M.UO Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.R fntersection Capacity rtilization TV.VB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 9: I-5 NB Ramps & Harbor Boulevard 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vph) [PHONE REDACTED] 0 60 1930 Ideal Flow 1900 1900 1900 1900 1900 1900 Total Lost time 5.5 5.5 5.0 4.7 5.0 Lane Util. Factor 0.97 0.91 0.91 1.00 0.86 Frt 0.88 0.85 1.00 1.00 1.00 Flt Protected 0.99 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3022 1386 4893 1703 6166 Flt Permitted 0.99 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3022 1386 4893 1703 6166 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) [PHONE REDACTED] 0 63 2032 RTOR Reduction (vph) 71 71 0 0 0 0 Lane Group Flow (vph) [PHONE REDACTED] 0 63 2032 Heavy Vehicles 6% 6% 6% 6% 6% 6% Turn Type custom Prot Protected Phases 2 1 6 Permitted Phases 8 8 Actuated Green, G 37.6 37.6 62.2 5.0 71.9 Effective Green, g 37.6 37.6 62.2 5.0 71.9 Actuated g/C Ratio 0.31 0.31 0.52 0.04 0.60 Clearance Time 5.5 5.5 5.0 4.7 5.0 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) [PHONE REDACTED] 71 3694 v/s Ratio Prot c0.45 c0.04 0.33 v/s Ratio Perm 0.17 c0.29 v/c Ratio 0.87dr 0.94 0.87 0.89 0.55 Uniform Delay, d1 34.1 40.1 25.3 57.2 14.4 Progression Factor 1.00 1.00 0.64 0.76 0.49 Incremental Delay, d2 0.6 28.7 3.7 37.4 0.2 Delay 34.7 68.8 19.8 80.6 7.2 Level of Service C E B F A Approach Delay 50.1 19.8 9.4 Approach LOS D B A Intersection Summary HCM Average Control Delay 21.8 HCM Level of Service C HCM Volume to Capacity ratio 0.89 Actuated Cycle Length 120.0 Sum of lost time 15.2 Intersection Capacity Utilization 86.7% ICU Level of Service E Analysis Period (min) 15 dr Defacto Right Lane. Recode with 1 though lane as a right lane. c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 10: I-5 SB Ramps & Harbor Boulevard 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) 290 [PHONE REDACTED] 1250 0 Ideal Flow 1900 1900 1900 1900 1900 1900 Total Lost time 5.5 4.0 4.2 5.0 5.0 Lane Util. Factor 0.97 1.00 1.00 0.86 0.91 Frt 1.00 0.85 1.00 1.00 1.00 Flt Protected 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3303 1524 1703 6166 4893 Flt Permitted 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3303 1524 1703 6166 4893 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 305 [PHONE REDACTED] 1316 0 RTOR Reduction (vph) 0 0 0 0 0 0 Lane Group Flow (vph) 305 [PHONE REDACTED] 1316 0 Heavy Vehicles 6% 6% 6% 6% 6% 6% Turn Type Free Prot Protected Phases 4 5 2 6 Permitted Phases Free Actuated Green, G 16.3 120.0 20.8 93.2 68.2 Effective Green, g 16.3 120.0 20.8 93.2 68.2 Actuated g/C Ratio 0.14 1.00 0.17 0.78 0.57 Clearance Time 5.5 4.2 5.0 5.0 Vehicle Extension 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 449 1524 295 4789 2781 v/s Ratio Prot c0.09 0.06 c0.44 0.27 v/s Ratio Perm 0.28 v/c Ratio 0.68 0.28 0.36 0.56 0.47 Uniform Delay, d1 49.4 0.0 43.7 5.3 15.3 Progression Factor 1.00 1.00 1.09 1.12 0.31 Incremental Delay, d2 4.1 0.5 0.7 0.5 0.5 Delay 53.4 0.5 48.4 6.4 5.3 Level of Service D A D A A Approach Delay 22.4 8.0 5.3 Approach LOS C A A Intersection Summary HCM Average Control Delay 9.4 HCM Level of Service A HCM Volume to Capacity ratio 0.58 Actuated Cycle Length 120.0 Sum of lost time 10.5 Intersection Capacity Utilization 54.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 17: Disney Way & I-5 SB Ramps 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 670 10 90 1250 0 20 0 130 450 20 120 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 0.95 0.91 0.95 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.99 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 0.95 0.96 1.00 Satd. Flow (prot) 4882 1703 4893 1703 1524 1618 1551 1447 Flt Permitted 1.00 0.35 1.00 0.59 1.00 0.95 0.96 1.00 Satd. Flow (perm) 4882 623 4893 1056 1524 1618 1551 1447 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 705 11 95 1316 0 21 0 137 474 21 126 RTOR Reduction (vph) 0 1 0 0 0 0 0 0 119 0 2 89 Lane Group Flow (vph) 0 715 0 95 1316 0 21 0 18 256 250 24 Heavy Vehicles 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% Turn Type Perm custom custom Split Perm Protected Phases 2 6 4 4 Permitted Phases 6 3 3 4 Actuated Green, G 68.7 68.7 68.7 10.6 10.6 25.7 25.7 25.7 Effective Green, g 68.7 68.7 68.7 10.6 10.6 25.7 25.7 25.7 Actuated g/C Ratio 0.57 0.57 0.57 0.09 0.09 0.21 0.21 0.21 Clearance Time 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2795 357 2801 93 135 347 332 310 v/s Ratio Prot 0.15 c0.27 0.16 c0.16 v/s Ratio Perm 0.15 c0.02 0.01 0.02 v/c Ratio 0.26 0.27 0.47 0.23 0.13 0.74 0.75 0.08 Uniform Delay, d1 12.8 12.9 15.0 50.9 50.4 44.0 44.2 37.7 Progression Factor 0.14 0.41 0.41 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.0 0.0 1.2 0.4 8.0 9.4 0.1 Delay 2.0 5.3 6.1 52.1 50.9 52.0 53.6 37.8 Level of Service A A A D D D D D Approach Delay 2.0 6.0 51.1 50.0 Approach LOS A A D D Intersection Summary HCM Average Control Delay 16.9 HCM Level of Service B HCM Volume to Capacity ratio 0.51 Actuated Cycle Length 120.0 Sum of lost time 15.0 Intersection Capacity Utilization 53.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 21: I-5 NB Ramps & Anaheim Boulevard 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 0 0 80 660 1400 250 1770 0 0 2080 0 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 5.0 5.0 4.2 5.0 5.0 Lane Util. Factor 0.91 0.91 0.97 0.91 0.91 Frt 0.93 0.85 1.00 1.00 1.00 Flt Protected 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3016 1386 3303 4893 4893 Flt Permitted 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3016 1386 3303 4893 4893 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 0 0 84 695 1474 263 1863 0 0 2189 0 RTOR Reduction (vph) 0 0 0 0 3 3 0 0 0 0 0 0 Lane Group Flow (vph) 0 0 0 0 1513 [PHONE REDACTED] 0 0 2189 0 Heavy Vehicles 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% Turn Type Perm Perm Prot Protected Phases 8 5 2 6 Permitted Phases 8 8 Actuated Green, G 52.0 52.0 7.8 58.0 46.0 Effective Green, g 52.0 52.0 7.8 58.0 46.0 Actuated g/C Ratio 0.43 0.43 0.06 0.48 0.38 Clearance Time 5.0 5.0 4.2 5.0 5.0 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1307 [PHONE REDACTED] 1876 v/s Ratio Prot c0.08 0.38 c0.45 v/s Ratio Perm 0.50 c0.53 v/c Ratio 1.16 1.22 1.22 0.79 1.17 Uniform Delay, d1 34.0 34.0 56.1 25.9 37.0 Progression Factor 1.05 1.05 1.35 0.33 0.54 Incremental Delay, d2 71.9 101.2 104.4 0.3 79.4 Delay 107.6 136.9 180.1 8.9 99.5 Level of Service F F F A F Approach Delay 0.0 117.2 30.1 99.5 Approach LOS A F C F Intersection Summary HCM Average Control Delay 83.1 HCM Level of Service F HCM Volume to Capacity ratio 1.20 Actuated Cycle Length 120.0 Sum of lost time 14.2 Intersection Capacity Utilization 100.3% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 22: Disney Way & Anaheim Boulevard 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 550 680 180 0 840 0 260 1540 10 560 1400 230 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 4.2 5.0 5.0 4.7 6.0 5.2 6.0 Lane Util. Factor 0.97 0.86 0.91 1.00 0.91 0.97 0.91 Frt 1.00 0.97 1.00 1.00 1.00 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3303 5973 4893 1703 4888 3303 4790 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 3303 5973 4893 1703 4888 3303 4790 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 579 716 189 0 884 0 274 1621 11 589 1474 242 RTOR Reduction (vph) 0 40 0 0 0 0 0 1 0 0 19 0 Lane Group Flow (vph) 579 865 0 0 884 0 274 1631 0 589 1697 0 Heavy Vehicles 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% Turn Type Prot Prot Prot Protected Phases 7 4 8 5 2 1 6 Permitted Phases Actuated Green, G 19.8 44.0 20.0 18.3 38.4 21.4 42.0 Effective Green, g 19.8 44.0 20.0 18.3 38.4 21.4 42.0 Actuated g/C Ratio 0.16 0.37 0.17 0.15 0.32 0.18 0.35 Clearance Time 4.2 5.0 5.0 4.7 6.0 5.2 6.0 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 545 2190 [PHONE REDACTED] 589 1677 v/s Ratio Prot c0.18 0.14 c0.18 0.16 c0.33 0.18 c0.35 v/s Ratio Perm v/c Ratio 1.06 0.40 1.08 1.05 1.04 1.00 1.01 Uniform Delay, d1 50.1 28.1 50.0 50.8 40.8 49.3 39.0 Progression Factor 0.87 1.18 1.03 0.79 0.26 0.40 0.27 Incremental Delay, d2 55.4 0.1 51.1 33.1 21.6 11.1 9.9 Delay 99.2 33.4 102.6 73.6 32.4 31.1 20.3 Level of Service F C F E C C C Approach Delay 59.1 102.6 38.3 23.1 Approach LOS E F D C Intersection Summary HCM Average Control Delay 46.3 HCM Level of Service D HCM Volume to Capacity ratio 1.08 Actuated Cycle Length 120.0 Sum of lost time 21.2 Intersection Capacity Utilization 95.1% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 26: Katella Avenue & Manchester Avenue 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 11 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 1910 1110 770 2440 0 200 0 210 520 150 0 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 5.3 5.3 4.2 5.3 4.5 4.5 4.5 5.0 5.0 Lane Util. Factor 0.91 0.88 0.97 0.91 0.95 0.91 0.95 0.97 0.95 Frt 1.00 0.85 1.00 1.00 1.00 0.91 0.85 1.00 1.00 Flt Protected 1.00 1.00 0.95 1.00 0.95 0.98 1.00 0.95 1.00 Satd. Flow (prot) 4893 2682 3303 4893 1618 1459 1447 3303 3406 Flt Permitted 1.00 1.00 0.95 1.00 0.95 0.89 1.00 0.95 1.00 Satd. Flow (perm) 4893 2682 3303 4893 1618 1324 1447 3303 3406 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 2011 1168 811 2568 0 211 0 221 547 158 0 RTOR Reduction (vph) 0 0 490 0 0 0 0 29 118 0 0 0 Lane Group Flow (vph) 0 2011 [PHONE REDACTED] 0 150 116 19 547 158 0 Heavy Vehicles 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% Turn Type Perm Prot Prot Perm Prot Perm Protected Phases 2 1 6 3 8 7 4 Permitted Phases 2 8 4 Actuated Green, G 40.9 40.9 18.8 63.9 30.4 46.3 16.5 24.8 10.9 Effective Green, g 40.9 40.9 18.8 63.9 30.4 46.3 16.5 24.8 10.9 Actuated g/C Ratio 0.34 0.34 0.16 0.53 0.25 0.39 0.14 0.21 0.09 Clearance Time 5.3 5.3 4.2 5.3 4.5 4.5 4.5 5.0 5.0 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1668 [PHONE REDACTED] 410 545 199 683 309 v/s Ratio Prot c0.41 c0.25 0.52 0.09 c0.05 c0.17 c0.05 v/s Ratio Perm 0.25 0.03 0.01 v/c Ratio 1.21 0.74 1.57 0.99 0.37 0.21 0.09 0.80 0.51 Uniform Delay, d1 39.6 34.9 50.6 27.6 36.9 24.7 45.2 45.3 52.0 Progression Factor 0.44 0.22 0.88 0.81 1.00 1.00 1.00 0.62 0.99 Incremental Delay, d2 93.1 0.5 256.8 2.9 0.6 0.2 0.2 5.0 1.1 Delay 110.5 8.1 301.1 25.3 37.4 24.9 45.4 33.0 52.7 Level of Service F A F C D C D C D Approach Delay 72.9 91.5 35.7 37.4 Approach LOS E F D D Intersection Summary HCM Average Control Delay 75.7 HCM Level of Service E HCM Volume to Capacity ratio 1.05 Actuated Cycle Length 120.0 Sum of lost time 19.5 Intersection Capacity Utilization 97.2% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 27: Katella Avenue & Anaheim Way 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 12 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 50 2580 0 0 2830 [PHONE REDACTED] 360 0 0 0 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 4.7 6.0 5.0 5.0 4.0 6.0 Lane Util. Factor 0.97 0.91 0.81 0.81 0.81 0.81 Frt 1.00 1.00 0.99 0.85 1.00 0.98 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.99 Satd. Flow (prot) 3303 4893 5728 1234 1379 5638 Flt Permitted 0.95 1.00 1.00 1.00 0.95 0.99 Satd. Flow (perm) 3303 4893 5728 1234 1379 5638 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 53 2716 0 0 2979 1000 905 1768 379 0 0 0 RTOR Reduction (vph) 0 0 0 0 11 11 0 1 0 0 0 0 Lane Group Flow (vph) 53 2716 0 0 3268 [PHONE REDACTED] 0 0 0 0 Heavy Vehicles 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% Turn Type Prot Perm Prot Protected Phases 5 2 6 3 8 Permitted Phases 6 Actuated Green, G 4.2 63.0 55.1 55.1 47.0 47.0 Effective Green, g 4.2 63.0 55.1 55.1 47.0 47.0 Actuated g/C Ratio 0.04 0.52 0.46 0.46 0.39 0.39 Clearance Time 4.7 6.0 5.0 5.0 4.0 6.0 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 116 2569 2630 [PHONE REDACTED] v/s Ratio Prot 0.02 c0.56 c0.57 c0.44 0.43 v/s Ratio Perm 0.56 v/c Ratio 0.46 1.06 1.24 1.22 1.12 1.11 Uniform Delay, d1 56.8 28.5 32.4 32.4 36.5 36.5 Progression Factor 0.60 0.31 0.39 0.37 1.00 1.00 Incremental Delay, d2 0.3 26.9 109.5 98.6 76.9 55.7 Delay 34.2 35.6 122.3 110.6 113.4 92.2 Level of Service C D F F F F Approach Delay 35.5 120.3 96.4 0.0 Approach LOS D F F A Intersection Summary HCM Average Control Delay 88.9 HCM Level of Service F HCM Volume to Capacity ratio 1.14 Actuated Cycle Length 120.0 Sum of lost time 9.0 Intersection Capacity Utilization 94.6% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 37: Gene Autry Way & I-5 HOV Ramps 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 15 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 200 620 [PHONE REDACTED] 730 50 0 110 400 0 50 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 5.0 5.0 6.0 5.0 4.5 6.0 6.0 5.0 Lane Util. Factor 1.00 0.91 1.00 0.91 1.00 0.88 0.97 1.00 Frt 1.00 0.97 1.00 0.95 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1805 5028 1805 4950 1805 2842 3502 1615 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1805 5028 1805 4950 1805 2842 3502 1615 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 211 653 [PHONE REDACTED] 768 53 0 116 421 0 53 RTOR Reduction (vph) 0 36 0 0 63 0 0 0 99 0 0 45 Lane Group Flow (vph) 211 785 0 179 2463 0 53 0 17 421 0 8 Heavy Vehicles 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Turn Type Prot Prot Prot Over Prot Over Protected Phases 5 2 1 6 3 1 7 5 Permitted Phases Actuated Green, G 17.4 68.1 18.0 69.7 18.4 18.0 16.9 17.4 Effective Green, g 17.4 68.1 18.0 69.7 18.4 18.0 16.9 17.4 Actuated g/C Ratio 0.14 0.57 0.15 0.58 0.15 0.15 0.14 0.14 Clearance Time 5.0 5.0 6.0 5.0 4.5 6.0 6.0 5.0 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 262 2853 271 2875 277 426 493 234 v/s Ratio Prot c0.12 0.16 0.10 c0.50 0.03 0.01 c0.12 0.00 v/s Ratio Perm v/c Ratio 0.81 0.28 0.66 0.86 0.19 0.04 0.85 0.03 Uniform Delay, d1 49.7 13.3 48.1 21.0 44.3 43.6 50.3 44.1 Progression Factor 1.01 0.55 0.99 0.26 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.7 0.0 2.9 1.8 0.3 0.0 13.5 0.1 Delay 51.9 7.3 50.5 7.3 44.6 43.7 63.8 44.1 Level of Service D A D A D D E D Approach Delay 16.4 10.2 44.0 61.6 Approach LOS B B D E Intersection Summary HCM Average Control Delay 18.5 HCM Level of Service B HCM Volume to Capacity ratio 0.85 Actuated Cycle Length 120.0 Sum of lost time 16.0 Intersection Capacity Utilization 84.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 55: Anaheim Way & State College Boulevard 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 17 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 0 0 160 140 [PHONE REDACTED] 0 50 1870 180 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 6.5 6.5 6.5 5.5 7.0 5.2 6.5 6.5 Lane Util. Factor 0.91 0.91 0.88 0.97 0.86 1.00 0.86 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 0.98 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1550 3212 2682 3303 6166 1703 6166 1524 Flt Permitted 0.95 0.98 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1550 3212 2682 3303 6166 1703 6166 1524 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 0 0 168 147 [PHONE REDACTED] 0 53 1968 189 RTOR Reduction (vph) 0 0 0 0 0 232 0 0 0 0 0 68 Lane Group Flow (vph) 0 0 0 102 213 [PHONE REDACTED] 0 53 1968 121 Heavy Vehicles 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% Turn Type Perm Perm Prot Prot Perm Protected Phases 8 5 2 1 6 Permitted Phases 8 8 6 Actuated Green, G 17.5 17.5 17.5 40.6 76.6 7.2 43.4 43.4 Effective Green, g 17.5 17.5 17.5 40.6 76.6 7.2 43.4 43.4 Actuated g/C Ratio 0.15 0.15 0.15 0.34 0.64 0.06 0.36 0.36 Clearance Time 6.5 6.5 6.5 5.5 7.0 5.2 6.5 6.5 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 226 [PHONE REDACTED] 3936 102 2230 551 v/s Ratio Prot c0.30 0.29 0.03 c0.32 v/s Ratio Perm 0.07 0.07 c0.14 0.08 v/c Ratio 0.45 0.46 0.99 0.88 0.45 0.52 0.88 0.22 Uniform Delay, d1 46.9 46.9 51.2 37.3 11.0 54.7 35.9 26.6 Progression Factor 1.00 1.00 1.00 0.31 0.14 0.83 0.75 0.57 Incremental Delay, d2 1.4 0.7 43.7 3.8 0.2 3.6 4.6 0.8 Delay 48.3 47.6 94.9 15.5 1.7 49.3 31.7 15.9 Level of Service D D F B A D C B Approach Delay 0.0 79.0 6.6 30.8 Approach LOS A E A C Intersection Summary HCM Average Control Delay 27.2 HCM Level of Service C HCM Volume to Capacity ratio 0.90 Actuated Cycle Length 120.0 Sum of lost time 18.5 Intersection Capacity Utilization 74.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 56: I-5 SB Ramps & State College Boulevard 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 18 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 150 720 340 0 0 0 0 2680 80 0 1720 0 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 7.5 7.5 7.5 8.5 8.5 Lane Util. Factor 0.95 0.95 0.88 0.81 0.86 Frt 1.00 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1618 1701 2682 7228 6166 Flt Permitted 0.95 1.00 1.00 1.00 1.00 Satd. Flow (perm) 1618 1701 2682 7228 6166 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 158 758 358 0 0 0 0 2821 84 0 1811 0 RTOR Reduction (vph) 0 0 2 0 0 0 0 4 0 0 0 0 Lane Group Flow (vph) 142 774 356 0 0 0 0 2901 0 0 1811 0 Heavy Vehicles 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% Turn Type Perm Perm Protected Phases 4 2 6 Permitted Phases 4 4 Actuated Green, G 54.5 54.5 54.5 49.5 49.5 Effective Green, g 54.5 54.5 54.5 49.5 49.5 Actuated g/C Ratio 0.45 0.45 0.45 0.41 0.41 Clearance Time 7.5 7.5 7.5 8.5 8.5 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) [PHONE REDACTED] 2982 2543 v/s Ratio Prot c0.40 0.29 v/s Ratio Perm 0.09 0.46 0.13 v/c Ratio 0.19 1.00 0.29 0.97 0.71 Uniform Delay, d1 19.6 32.8 20.6 34.6 29.3 Progression Factor 1.00 1.00 1.00 0.61 0.30 Incremental Delay, d2 0.1 32.7 0.1 1.7 0.9 Delay 19.7 65.4 20.7 22.8 9.8 Level of Service B E C C A Approach Delay 47.8 0.0 22.8 9.8 Approach LOS D A C A Intersection Summary HCM Average Control Delay 24.2 HCM Level of Service C HCM Volume to Capacity ratio 0.99 Actuated Cycle Length 120.0 Sum of lost time 16.0 Intersection Capacity Utilization 96.8% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 66: Ball Road & SR-57 NB Ramps 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 24 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (vph) 1790 0 0 2480 590 390 Ideal Flow 1900 1900 1900 1900 1900 1900 Total Lost time 5.0 5.0 4.6 4.6 Lane Util. Factor 0.91 0.91 0.97 0.91 Frt 1.00 1.00 0.98 0.85 Flt Protected 1.00 1.00 0.96 1.00 Satd. Flow (prot) 4893 4893 3269 1386 Flt Permitted 1.00 1.00 0.96 1.00 Satd. Flow (perm) 4893 4893 3269 1386 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 1884 0 0 2611 621 411 RTOR Reduction (vph) 0 0 0 0 11 13 Lane Group Flow (vph) 1884 0 0 2611 700 308 Heavy Vehicles 6% 6% 6% 6% 6% 6% Turn Type Perm Protected Phases 2 6 8 Permitted Phases 8 Actuated Green, G 71.3 71.3 29.1 29.1 Effective Green, g 71.3 71.3 29.1 29.1 Actuated g/C Ratio 0.65 0.65 0.26 0.26 Clearance Time 5.0 5.0 4.6 4.6 Vehicle Extension 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 3172 3172 865 367 v/s Ratio Prot 0.39 c0.53 0.21 v/s Ratio Perm c0.22 v/c Ratio 0.59 0.82 0.81 0.84 Uniform Delay, d1 11.1 14.6 37.9 38.3 Progression Factor 0.89 0.34 1.00 1.00 Incremental Delay, d2 0.6 0.2 5.6 15.8 Delay 10.4 5.2 43.5 54.0 Level of Service B A D D Approach Delay 10.4 5.2 46.8 Approach LOS B A D Intersection Summary HCM Average Control Delay 14.7 HCM Level of Service B HCM Volume to Capacity ratio 0.83 Actuated Cycle Length 110.0 Sum of lost time 9.6 Intersection Capacity Utilization 76.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 67: Ball Road & SR-57 SB Ramps 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 25 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (vph) 0 1750 2560 0 560 650 Ideal Flow 1900 1900 1900 1900 1900 1900 Total Lost time 5.0 5.0 4.0 4.0 Lane Util. Factor 0.91 0.91 1.00 0.88 Frt 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 Satd. Flow (prot) 4893 4893 1703 2682 Flt Permitted 1.00 1.00 0.95 1.00 Satd. Flow (perm) 4893 4893 1703 2682 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 1842 2695 0 589 684 RTOR Reduction (vph) 0 0 0 0 0 1 Lane Group Flow (vph) 0 1842 2695 0 589 683 Heavy Vehicles 6% 6% 6% 6% 6% 6% Turn Type Perm Protected Phases 2 6 4 Permitted Phases 4 Actuated Green, G 62.0 62.0 39.0 39.0 Effective Green, g 62.0 62.0 39.0 39.0 Actuated g/C Ratio 0.56 0.56 0.35 0.35 Clearance Time 5.0 5.0 4.0 4.0 Vehicle Extension 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2758 2758 604 951 v/s Ratio Prot 0.38 c0.55 c0.35 v/s Ratio Perm 0.25 v/c Ratio 0.67 0.98 0.98 0.72 Uniform Delay, d1 16.8 23.3 35.0 30.7 Progression Factor 0.55 0.67 1.00 1.00 Incremental Delay, d2 0.1 8.6 30.1 2.6 Delay 9.4 24.3 65.2 33.4 Level of Service A C E C Approach Delay 9.4 24.3 48.1 Approach LOS A C D Intersection Summary HCM Average Control Delay 24.8 HCM Level of Service C HCM Volume to Capacity ratio 0.98 Actuated Cycle Length 110.0 Sum of lost time 9.0 Intersection Capacity Utilization 88.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 68: Katella Avenue & SR-57 NB Ramps 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 26 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (vph) 1850 0 0 3200 290 480 Ideal Flow 1900 1900 1900 1900 1900 1900 Total Lost time 5.0 5.0 5.0 5.0 Lane Util. Factor 0.81 0.86 0.97 0.91 Frt 1.00 1.00 0.93 0.85 Flt Protected 1.00 1.00 0.97 1.00 Satd. Flow (prot) 7259 6166 3157 1386 Flt Permitted 1.00 1.00 0.97 1.00 Satd. Flow (perm) 7259 6166 3157 1386 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 1947 0 0 3368 305 505 RTOR Reduction (vph) 0 0 0 0 13 13 Lane Group Flow (vph) 1947 0 0 3368 539 245 Heavy Vehicles 6% 6% 6% 6% 6% 6% Turn Type Perm Protected Phases 2 6 8 Permitted Phases 8 Actuated Green, G 83.2 83.2 26.8 26.8 Effective Green, g 83.2 83.2 26.8 26.8 Actuated g/C Ratio 0.69 0.69 0.22 0.22 Clearance Time 5.0 5.0 5.0 5.0 Vehicle Extension 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 5033 4275 705 310 v/s Ratio Prot 0.27 c0.55 0.17 v/s Ratio Perm c0.18 v/c Ratio 0.39 0.79 0.76 0.79 Uniform Delay, d1 7.7 12.4 43.6 43.9 Progression Factor 1.57 0.17 1.00 1.00 Incremental Delay, d2 0.2 0.1 4.9 12.5 Delay 12.2 2.3 48.6 56.5 Level of Service B A D E Approach Delay 12.2 2.3 51.1 Approach LOS B A D Intersection Summary HCM Average Control Delay 11.9 HCM Level of Service B HCM Volume to Capacity ratio 0.79 Actuated Cycle Length 120.0 Sum of lost time 10.0 Intersection Capacity Utilization 68.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 69: Katella Avenue & SR-57 SB Ramps 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 27 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (vph) 0 2190 2430 0 240 560 Ideal Flow 1900 1900 1900 1900 1900 1900 Total Lost time 5.0 5.0 4.0 4.0 Lane Util. Factor 0.91 0.91 1.00 0.88 Frt 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 Satd. Flow (prot) 4893 4893 1703 2682 Flt Permitted 1.00 1.00 0.95 1.00 Satd. Flow (perm) 4893 4893 1703 2682 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 2305 2558 0 253 589 RTOR Reduction (vph) 0 0 0 0 0 5 Lane Group Flow (vph) 0 2305 2558 0 253 584 Heavy Vehicles 6% 6% 6% 6% 6% 6% Turn Type Perm Protected Phases 2 6 4 Permitted Phases 4 Actuated Green, G 80.1 80.1 30.9 30.9 Effective Green, g 80.1 80.1 30.9 30.9 Actuated g/C Ratio 0.67 0.67 0.26 0.26 Clearance Time 5.0 5.0 4.0 4.0 Vehicle Extension 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 3266 3266 439 691 v/s Ratio Prot 0.47 c0.52 0.15 v/s Ratio Perm c0.22 v/c Ratio 0.71 0.78 0.58 0.84 Uniform Delay, d1 12.5 13.9 38.8 42.3 Progression Factor 0.25 0.28 1.00 1.00 Incremental Delay, d2 0.6 1.2 1.8 9.3 Delay 3.7 5.1 40.7 51.6 Level of Service A A D D Approach Delay 3.7 5.1 48.3 Approach LOS A A D Intersection Summary HCM Average Control Delay 10.9 HCM Level of Service B HCM Volume to Capacity ratio 0.80 Actuated Cycle Length 120.0 Sum of lost time 9.0 Intersection Capacity Utilization 74.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 70: Orangewood Avenue & SR-57 NB Ramps 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 28 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (vph) 2170 0 0 3040 100 220 Ideal Flow 1900 1900 1900 1900 1900 1900 Total Lost time 5.0 5.0 5.0 5.0 Lane Util. Factor 0.95 0.91 0.97 0.91 Frt 1.00 1.00 0.92 0.85 Flt Protected 1.00 1.00 0.98 1.00 Satd. Flow (prot) 3406 4893 3129 1386 Flt Permitted 1.00 1.00 0.98 1.00 Satd. Flow (perm) 3406 4893 3129 1386 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 2284 0 0 3200 105 232 RTOR Reduction (vph) 0 0 0 0 19 19 Lane Group Flow (vph) 2284 0 0 3200 202 97 Heavy Vehicles 6% 6% 6% 6% 6% 6% Turn Type Perm Protected Phases 2 6 8 Permitted Phases 8 Actuated Green, G 88.3 88.3 11.7 11.7 Effective Green, g 88.3 88.3 11.7 11.7 Actuated g/C Ratio 0.80 0.80 0.11 0.11 Clearance Time 5.0 5.0 5.0 5.0 Vehicle Extension 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2734 3928 333 147 v/s Ratio Prot c0.67 0.65 0.06 v/s Ratio Perm c0.07 v/c Ratio 0.84 0.81 0.61 0.66 Uniform Delay, d1 6.5 6.2 47.0 47.2 Progression Factor 0.15 1.37 1.00 1.00 Incremental Delay, d2 1.4 1.5 3.1 10.6 Delay 2.3 10.0 50.1 57.9 Level of Service A A D E Approach Delay 2.3 10.0 52.8 Approach LOS A A D Intersection Summary HCM Average Control Delay 9.4 HCM Level of Service A HCM Volume to Capacity ratio 0.81 Actuated Cycle Length 110.0 Sum of lost time 10.0 Intersection Capacity Utilization 77.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 71: Orangewood Avenue & SR-57 SB Ramps 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 29 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 1760 [PHONE REDACTED] 0 0 0 0 410 0 520 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 5.0 5.0 4.2 5.0 5.0 5.0 5.0 Lane Util. Factor 0.95 1.00 1.00 0.95 0.95 0.91 0.95 Frt 1.00 0.85 1.00 1.00 1.00 0.89 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 0.99 1.00 Satd. Flow (prot) 3406 1524 1703 3406 1618 1437 1447 Flt Permitted 1.00 1.00 0.95 1.00 0.95 0.99 1.00 Satd. Flow (perm) 3406 1524 1703 3406 1618 1437 1447 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 1853 [PHONE REDACTED] 0 0 0 0 432 0 547 RTOR Reduction (vph) 0 0 67 0 0 0 0 0 0 0 33 33 Lane Group Flow (vph) 0 1853 [PHONE REDACTED] 0 0 0 0 337 292 284 Heavy Vehicles 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% Turn Type Perm Prot Perm Perm Protected Phases 2 1 6 4 Permitted Phases 2 4 4 Actuated Green, G 50.0 50.0 26.8 81.0 19.0 19.0 19.0 Effective Green, g 50.0 50.0 26.8 81.0 19.0 19.0 19.0 Actuated g/C Ratio 0.45 0.45 0.24 0.74 0.17 0.17 0.17 Clearance Time 5.0 5.0 4.2 5.0 5.0 5.0 5.0 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1548 [PHONE REDACTED] 279 248 250 v/s Ratio Prot c0.54 c0.30 0.53 v/s Ratio Perm 0.10 c0.21 0.20 0.20 v/c Ratio 1.20 0.22 1.24 0.72 1.21 1.18 1.14 Uniform Delay, d1 30.0 18.2 41.6 8.2 45.5 45.5 45.5 Progression Factor 0.49 0.28 0.85 0.42 1.00 1.00 1.00 Incremental Delay, d2 89.3 0.1 120.9 1.0 122.2 113.5 98.4 Delay 104.0 5.2 156.0 4.5 167.7 159.0 143.9 Level of Service F A F A F F F Approach Delay 93.5 38.1 0.0 157.1 Approach LOS F D A F Intersection Summary HCM Average Control Delay 81.1 HCM Level of Service F HCM Volume to Capacity ratio 1.21 Actuated Cycle Length 110.0 Sum of lost time 14.2 Intersection Capacity Utilization 104.3% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 95: Chapman Avenue & Frontage Road 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 34 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 1070 1110 120 2010 0 710 0 80 970 0 10 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 0.81 0.81 0.97 0.91 0.97 1.00 0.97 1.00 Frt 0.95 0.85 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 5510 1234 3303 4893 3303 1524 3303 1524 Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 5510 1234 3303 4893 3303 1524 3303 1524 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 1126 1168 126 2116 0 747 0 84 1021 0 11 RTOR Reduction (vph) 0 73 326 0 0 0 0 0 54 0 0 3 Lane Group Flow (vph) 0 1637 [PHONE REDACTED] 0 747 0 30 1021 0 8 Heavy Vehicles 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% Turn Type Perm Prot custom custom custom custom Protected Phases 2 1 6 Permitted Phases 2 8 8 4 4 Actuated Green, G 53.0 53.0 9.0 67.0 43.0 43.0 43.0 43.0 Effective Green, g 53.0 53.0 9.0 67.0 43.0 43.0 43.0 43.0 Actuated g/C Ratio 0.44 0.44 0.08 0.56 0.36 0.36 0.36 0.36 Clearance Time 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2434 [PHONE REDACTED] 1184 546 1184 546 v/s Ratio Prot 0.30 0.04 c0.43 v/s Ratio Perm 0.21 0.23 0.02 c0.31 0.01 v/c Ratio 0.67 0.47 0.51 0.77 0.63 0.06 0.86 0.02 Uniform Delay, d1 26.6 23.6 53.4 20.6 31.9 25.2 35.8 24.8 Progression Factor 0.80 2.77 1.00 1.00 1.00 1.00 0.73 0.82 Incremental Delay, d2 0.7 1.5 1.6 2.2 1.1 0.0 3.8 0.0 Delay 21.9 67.0 55.0 22.8 33.0 25.2 29.9 20.3 Level of Service C E E C C C C C Approach Delay 33.4 24.6 32.2 29.8 Approach LOS C C C C Intersection Summary HCM Average Control Delay 29.6 HCM Level of Service C HCM Volume to Capacity ratio 0.81 Actuated Cycle Length 120.0 Sum of lost time 10.0 Intersection Capacity Utilization 74.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 97: SR-22 EB Ramps & The City Drive 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 36 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 380 0 160 10 60 50 310 1630 10 10 1750 0 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 4.6 4.6 4.6 4.5 4.5 4.2 5.0 4.2 5.0 Lane Util. Factor 0.95 0.91 0.95 1.00 1.00 1.00 0.91 1.00 0.91 Frt 1.00 0.99 0.85 1.00 0.85 1.00 1.00 1.00 1.00 Flt Protected 0.95 0.96 1.00 0.99 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1633 1555 1461 1796 1538 1719 4935 1719 4940 Flt Permitted 0.95 0.96 1.00 0.99 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1633 1555 1461 1796 1538 1719 4935 1719 4940 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 400 0 168 11 63 53 326 1716 11 11 1842 0 RTOR Reduction (vph) 0 2 123 0 0 49 0 0 0 0 0 0 Lane Group Flow (vph) 208 207 28 0 74 4 326 1727 0 11 1842 0 Turn Type Split Perm Split Perm Prot Prot Protected Phases 8 8 7 7 1 6 5 2 Permitted Phases 8 7 Actuated Green, G 21.9 21.9 21.9 9.0 9.0 21.2 69.6 1.2 49.6 Effective Green, g 21.9 21.9 21.9 9.0 9.0 21.2 69.6 1.2 49.6 Actuated g/C Ratio 0.18 0.18 0.18 0.08 0.08 0.18 0.58 0.01 0.41 Clearance Time 4.6 4.6 4.6 4.5 4.5 4.2 5.0 4.2 5.0 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 298 284 267 135 [PHONE REDACTED] 17 2042 v/s Ratio Prot 0.13 c0.13 c0.04 c0.19 0.35 0.01 c0.37 v/s Ratio Perm 0.02 0.00 v/c Ratio 0.70 0.73 0.10 0.55 0.03 1.07 0.60 0.65 0.90 Uniform Delay, d1 46.0 46.2 40.9 53.5 51.5 49.4 16.3 59.2 32.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.76 0.54 0.84 0.88 Incremental Delay, d2 7.0 8.9 0.2 4.5 0.1 39.1 0.1 61.2 6.9 Delay 52.9 55.2 41.0 58.0 51.6 76.8 9.0 111.0 35.8 Level of Service D E D E D E A F D Approach Delay 50.6 55.3 19.7 36.2 Approach LOS D E B D Intersection Summary HCM Average Control Delay 31.2 HCM Level of Service C HCM Volume to Capacity ratio 0.87 Actuated Cycle Length 120.0 Sum of lost time 18.3 Intersection Capacity Utilization 81.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 98: Metropolitan Drive & SR-22 WB Ramps 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 37 Movement EBT EBR EBR2 WBL WBT NBL NBR NEL NER Lane Configurations Volume (vph) 330 0 130 1690 [PHONE REDACTED] 0 0 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 5.0 5.0 4.5 5.0 4.6 4.6 Lane Util. Factor 0.95 1.00 0.97 0.95 0.97 0.88 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3438 1538 3335 3438 3335 2707 Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 3438 1538 3335 3438 3335 2707 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 347 0 137 1779 [PHONE REDACTED] 0 0 RTOR Reduction (vph) 0 0 118 0 0 0 786 0 0 Lane Group Flow (vph) 347 0 19 1779 421 926 351 0 0 Turn Type Perm Prot Perm Protected Phases 2 1 6 8 Permitted Phases 2 8 Actuated Green, G 17.0 17.0 58.5 80.0 30.4 30.4 Effective Green, g 17.0 17.0 58.5 80.0 30.4 30.4 Actuated g/C Ratio 0.14 0.14 0.49 0.67 0.25 0.25 Clearance Time 5.0 5.0 4.5 5.0 4.6 4.6 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) [PHONE REDACTED] 2292 845 686 v/s Ratio Prot c0.10 c0.53 0.12 c0.28 v/s Ratio Perm 0.01 0.13 v/c Ratio 0.71 0.09 1.09 0.18 1.10 0.51 Uniform Delay, d1 49.2 44.8 30.7 7.6 44.8 38.4 Progression Factor 1.00 1.00 1.07 1.10 1.00 1.00 Incremental Delay, d2 8.6 0.8 52.4 0.2 60.5 0.6 Delay 57.8 45.6 85.3 8.6 105.3 39.1 Level of Service E D F A F D Approach Delay 54.3 70.6 68.8 0.0 Approach LOS D E E A Intersection Summary HCM Average Control Delay 68.2 HCM Level of Service E HCM Volume to Capacity ratio 1.03 Actuated Cycle Length 120.0 Sum of lost time 14.1 Intersection Capacity Utilization 94.2% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 99: Chapman Avenue & SR-57 NB Ramps 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 38 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 1720 0 0 2510 0 50 0 160 0 0 0 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 4.5 4.5 4.5 4.5 Lane Util. Factor 0.95 0.91 1.00 1.00 Frt 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3406 4893 1703 1524 Flt Permitted 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3406 4893 1703 1524 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 1811 0 0 2642 0 53 0 168 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 155 0 0 0 Lane Group Flow (vph) 0 1811 0 0 2642 0 53 0 13 0 0 0 Heavy Vehicles 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% Turn Type Prot custom custom custom custom Protected Phases 5 2 6 Permitted Phases 8 8 4 4 Actuated Green, G 101.8 101.8 9.2 9.2 Effective Green, g 101.8 101.8 9.2 9.2 Actuated g/C Ratio 0.85 0.85 0.08 0.08 Clearance Time 4.5 4.5 4.5 4.5 Vehicle Extension 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2889 4151 131 117 v/s Ratio Prot 0.53 c0.54 v/s Ratio Perm c0.03 0.01 v/c Ratio 0.63 0.64 0.40 0.11 Uniform Delay, d1 2.9 3.0 52.8 51.6 Progression Factor 1.23 0.18 1.00 1.00 Incremental Delay, d2 0.6 0.3 2.0 0.4 Delay 4.3 0.9 54.8 52.0 Level of Service A A D D Approach Delay 4.3 0.9 52.7 0.0 Approach LOS A A D A Intersection Summary HCM Average Control Delay 4.6 HCM Level of Service A HCM Volume to Capacity ratio 0.62 Actuated Cycle Length 120.0 Sum of lost time 9.0 Intersection Capacity Utilization 65.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 100: Chapman Avenue & SR-57 SB Ramps 2030 With Project Condition - PM Peak Hour HCM Signalized Intersection Capacity Analysis 7 - Report Page 39 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 10 2000 20 20 1780 0 140 30 110 170 10 430 Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time 4.5 4.5 4.0 4.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.91 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.96 1.00 0.96 1.00 Satd. Flow (prot) 1703 4886 1703 3406 1722 1524 1712 1524 Flt Permitted 0.95 1.00 0.95 1.00 0.96 1.00 0.96 1.00 Satd. Flow (perm) 1703 4886 1703 3406 1722 1524 1712 1524 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 11 2105 21 21 1874 0 147 32 116 179 11 453 RTOR Reduction (vph) 0 1 0 0 0 0 0 0 97 0 0 86 Lane Group Flow (vph) 11 2125 0 21 1874 0 0 179 19 0 190 367 Heavy Vehicles 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% 6% Turn Type Prot Prot Split Perm Split Perm Protected Phases 5 2 1 6 8 8 4 4 Permitted Phases 8 4 Actuated Green, G 1.1 62.7 2.8 63.9 12.0 12.0 24.0 24.0 Effective Green, g 1.1 62.7 2.8 63.9 12.0 12.0 24.0 24.0 Actuated g/C Ratio 0.01 0.52 0.02 0.53 0.10 0.10 0.20 0.20 Clearance Time 4.5 4.5 4.0 4.5 5.0 5.0 5.0 5.0 Vehicle Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 16 2553 40 1814 172 152 342 305 v/s Ratio Prot 0.01 0.43 c0.01 c0.55 c0.10 0.11 v/s Ratio Perm 0.01 c0.24 v/c Ratio 0.69 0.83 0.52 1.03 1.04 0.12 0.56 1.20 Uniform Delay, d1 59.3 24.2 57.9 28.0 54.0 49.2 43.2 48.0 Progression Factor 1.02 0.84 0.98 0.97 1.00 1.00 1.00 1.00 Incremental Delay, d2 77.8 3.2 9.4 27.9 79.8 1.7 6.4 117.9 Delay 138.1 23.7 66.5 55.0 133.8 50.9 49.6 165.9 Level of Service F C E D F D D F Approach Delay 24.3 55.1 101.2 131.6 Approach LOS C E F F Intersection Summary HCM Average Control Delay 54.5 HCM Level of Service D HCM Volume to Capacity ratio 1.03 Actuated Cycle Length 120.0 Sum of lost time 14.0 Intersection Capacity Utilization 97.2% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix H-4 Caltrans Ramp Termini Analysis Worksheets under 2030 With Project Conditions (mitigated) ---PAGE BREAK--- ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy ONW f-R kB oamps C Anaheim Boulevard OMPM tith mroject tith jitigation Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage T jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M M M PM OM 4OM OSM NOOM M M OMTM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M iane rtil. cactor M.VN M.VN M.VT M.VN M.US crt M.UU M.UR N.MM N.MM N.MM clt mrotected M.VV N.MM M.VR N.MM N.MM patd. clow EprotF OURN NPUS PPMP 4UVP SNSS clt mermitted M.VV N.MM M.VR N.MM N.MM patd. clow EpermF OURN NPUS PPMP 4UVP SNSS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M M M PO ON 44O OT4 NOU4 M M ONTV M oTlo oeduction EvphF M M M M T4 T4 M M M M M M iane droup clow EvphF M M M M OMM N4T OT4 NOU4 M M ONTV M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrot mrotected mhases U R O S mermitted mhases U U Actuated dreenI d EsF NU.4 NU.4 N4.V VN.S TO.R Effective dreenI g EsF NU.4 NU.4 N4.V VN.S TO.R Actuated gLC oatio M.NR M.NR M.NO M.TS M.SM Clearance Time EsF R.M R.M 4.O R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M iane drp Cap EvphF 4PT ONP 4NM PTPR PTOR vLs oatio mrot cM.MU M.OS cM.PR vLs oatio merm M.MT cM.NN vLc oatio M.4S M.SV M.ST M.P4 M.RU rniform aelayI dN 4S.P 4U.N RM.O 4.S N4.R mrogression cactor N.MU N.MV N.MP M.UP M.PT fncremental aelayI dO M.U V.O O.O M.N M.4 aelay EsF RM.V SN.U RP.T P.V R.T ievel of pervice a E a A A Approach aelay EsF M.M RR.U NO.T R.T Approach ilp A E B A fntersection pummary eCj Average Control aelay N4.N eCj ievel of pervice B eCj solume to Capacity ratio M.SO Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.O fntersection Capacity rtilization RR.OB fCr ievel of pervice B Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OSW hatella Avenue C Manchester Avenue OMPM tith mroject tith jitigation Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NN jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M N4TM NPMM ROM NVMM M NPM M UNM 4PM RVM OM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M R.M iane rtil. cactor M.US M.UU M.VT M.US M.VR M.VN M.VR M.VT M.VR N.MM crt N.MM M.UR N.MM N.MM N.MM M.UR M.UR N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM N.MM M.VR N.MM N.MM patd. clow EprotF SNSS OSUO PPMP SNSS NSNU NPVO N44T PPMP P4MS NRO4 clt mermitted N.MM N.MM M.VR N.MM M.VR M.US N.MM M.VR N.MM N.MM patd. clow EpermF SNSS OSUO PPMP SNSS NSNU NNVR N44T PPMP P4MS NRO4 meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NR4T NPSU R4T OMMM M NPT M URP 4RP SON ON oTlo oeduction EvphF M M POV M M M M PNP ONS M M NS iane droup clow EvphF M NR4T NMPV R4T OMMM M NOP NNV ONV 4RP SON R eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot mrot merm mrot merm mrotected mhases O N S P U T 4 mermitted mhases O U 4 Actuated dreenI d EsF 4P.N 4P.N NS.U S4.N NP.T PM.O NS.R O4.S OT.4 OT.4 Effective dreenI g EsF 4P.N 4P.N NS.U S4.N NP.T PM.O NS.R O4.S OT.4 OT.4 Actuated gLC oatio M.PS M.PS M.N4 M.RP M.NN M.OR M.N4 M.ON M.OP M.OP Clearance Time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF OONR VSP 4SO POV4 NUR POP NVV STT TTU P4U vLs oatio mrot M.OR cM.NT M.PO M.MU M.M4 cM.N4 cM.NU vLs oatio merm cM.PV M.MR cM.NR M.MM vLc oatio M.TM N.MU N.NU M.SN M.SS M.PT N.NM M.ST M.UM M.MN rniform aelayI dN PO.V PU.R RN.S NV.P RM.V PT.M RN.U 44.M 4P.T PR.U mrogression cactor M.PM M.OT M.TR M.RM N.MM N.MM N.MM M.S4 M.4U M.OS fncremental aelayI dO M.O PT.U NMN.N M.T U.T M.T VP.V O.N 4.T M.M aelay EsF NM.N 4U.N N4M.M NM.4 RV.S PT.U N4R.S PM.O OR.T V.P ievel of pervice B a c B E a c C C A Approach aelay EsF OT.V PU.O UT.V OT.O Approach ilp C a c C fntersection pummary eCj Average Control aelay PV.O eCj ievel of pervice a eCj solume to Capacity ratio M.VS Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.M fntersection Capacity rtilization UU.TB fCr ievel of pervice E Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OTW hatella Avenue C Anaheim tay OMPM tith mroject tith jitigation Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NO jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF 4M OSUM M M NVOM 4PM TMM 4OM SPM M M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.T S.M R.M R.M 4.M S.M iane rtil. cactor M.VT M.US M.TS M.TS M.UN M.UN crt N.MM N.MM M.VV M.UR N.MM M.VP clt mrotected M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EprotF PPMP SNSS STST NNRU NPTV RP4T clt mermitted M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EpermF PPMP SNSS STST NNRU NPTV RP4T meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF 4O OUON M M OMON 4RP TPT 44O SSP M M M oTlo oeduction EvphF M M M M S NOR M N M M M M iane droup clow EvphF 4O OUON M M ONMS OPT PUP N4RU M M M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot merm mrot mrotected mhases R O S P U mermitted mhases S Actuated dreenI d EsF 4.O S4.M RS.N RS.N 4S.M 4S.M Effective dreenI g EsF 4.O S4.M RS.N RS.N 4S.M 4S.M Actuated gLC oatio M.M4 M.RP M.4T M.4T M.PU M.PU Clearance Time EsF 4.T S.M R.M R.M 4.M S.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M iane drp Cap EvphF NNS POUV PNS4 R4N ROV OMRM vLs oatio mrot M.MN cM.4S M.PN cM.OU M.OT vLs oatio merm M.ON vLc oatio M.PS M.US M.ST M.44 M.TO N.ORdr rniform aelayI dN RS.S O4.N O4.T ON.4 PN.S PN.4 mrogression cactor M.SU M.4N M.4S M.NP N.MM N.MM fncremental aelayI dO N.P O.O M.U N.T 4.V N.O aelay EsF 4M.M NO.N NO.M 4.R PS.R PO.S ievel of pervice a B B A a C Approach aelay EsF NO.R NM.V PP.4 M.M Approach ilp B B C A fntersection pummary eCj Average Control aelay NT.P eCj ievel of pervice B eCj solume to Capacity ratio M.UM Actuated Cycle iength EsF NOM.M pum of lost time EsF NM.M fntersection Capacity rtilization TM.TB fCr ievel of pervice C Analysis meriod EminF NR dr aefacto oight iane. oecode with N though lane as a right lane. c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TNW lrangewood Avenue C po-RT pB oamps OMPM tith mroject tith jitigation Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OV jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M NTSM UM NTM NOUM M M M M 44M M 4PM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M R.M R.M iane rtil. cactor M.VR N.MM M.VT M.VR M.VR M.VN M.VR crt N.MM M.UR N.MM N.MM N.MM M.VO M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR M.VU N.MM patd. clow EprotF P4MS NRO4 PPMP P4MS NSNU N4ST N44T clt mermitted N.MM N.MM M.VR N.MM M.VR M.VU N.MM patd. clow EpermF P4MS NRO4 PPMP P4MS NSNU N4ST N44T meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NURP U4 NTV NP4T M M M M 4SP M 4RP oTlo oeduction EvphF M M OP M M M M M M M P4 S4 iane droup clow EvphF M NURP SN NTV NP4T M M M M PNV OTP OOS eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot merm merm mrotected mhases O N S 4 mermitted mhases O 4 4 Actuated dreenI d EsF TN.V TN.V T.U UP.V OS.N OS.N OS.N Effective dreenI g EsF TN.V TN.V T.U UP.V OS.N OS.N OS.N Actuated gLC oatio M.SM M.SM M.MS M.TM M.OO M.OO M.OO Clearance Time EsF R.M R.M 4.O R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF OM4N VNP ONR OPUN PRO PNV PNR vLs oatio mrot cM.R4 cM.MR M.4M vLs oatio merm M.M4 cM.OM M.NV M.NS vLc oatio M.VN M.MT M.UP M.RT M.VN M.UR M.TO rniform aelayI dN ON.N NM.M RR.R V.M 4R.U 4R.N 4P.R mrogression cactor M.U4 M.MO M.TT M.PN N.MM N.MM N.MM fncremental aelayI dO R.M M.N OM.V M.V OR.U NV.4 T.S aelay EsF OO.V M.P SP.S P.S TN.R S4.R RN.N ievel of pervice C A E A E E a Approach aelay EsF ON.V NM.S M.M SO.T Approach ilp C B A E fntersection pummary eCj Average Control aelay OS.R eCj ievel of pervice C eCj solume to Capacity ratio M.VM Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.O fntersection Capacity rtilization UN.VB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VUW Metropolitan arive C po-OO tB oamps OMPM tith mroject tith jitigation Condition - Aj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PT jovement EBT EBo EBoO tBi tBT kBi kBo kEi kEo iane Configurations solume EvphF SMM M PM VMM SM ROM NRUM M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M 4.S 4.S iane rtil. cactor M.VR N.MM M.V4 N.MM M.VT M.UU crt N.MM M.UR N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF P4PU NRPU 4U4U NUNM PPPR OTMT clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF P4PU NRPU 4U4U NUNM PPPR OTMT meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF SPO M PO V4T SP R4T NSSP M M oTlo oeduction EvphF M M O4 M M M RPS M M iane droup clow EvphF SPO M U V4T SP R4T NNOU M M Turn Type merm mrot merm mrotected mhases O N S U mermitted mhases O U Actuated dreenI d EsF OU.4 OU.4 OR.M RU.4 RO.M RO.M Effective dreenI g EsF OU.4 OU.4 OR.M RU.4 RO.M RO.M Actuated gLC oatio M.O4 M.O4 M.ON M.4V M.4P M.4P Clearance Time EsF R.M R.M R.M R.M 4.S 4.S sehicle Extension EsF P.M P.M P.M P.M P.M P.M iane drp Cap EvphF UN4 PS4 NMNM UUN N44R NNTP vLs oatio mrot cM.NU cM.OM M.MP M.NS vLs oatio merm M.MM cM.4O vLc oatio M.TU M.MO M.V4 M.MT M.PU M.VS rniform aelayI dN 4O.U PR.N 4S.T NS.4 OP.M PP.M mrogression cactor N.MM N.MM N.MT N.NT N.MM N.MM fncremental aelayI dO T.O M.N NS.T M.O M.O NT.T aelay EsF RM.M PR.O SS.U NV.P OP.O RM.T ievel of pervice a a E B C a Approach aelay EsF 4V.P SP.U 4P.V M.M Approach ilp a E a A fntersection pummary eCj Average Control aelay RM.M eCj ievel of pervice a eCj solume to Capacity ratio M.VN Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.S fntersection Capacity rtilization TV.VB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy ONW f-R kB oamps C Anaheim Boulevard OMPM tith mroject tith jitigation Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage T jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M M M UM SSM N4MM ORM NTTM M M OMUM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M iane rtil. cactor M.VN M.VN M.VT M.VN M.US crt M.VP M.UR N.MM N.MM N.MM clt mrotected N.MM N.MM M.VR N.MM N.MM patd. clow EprotF PMNS NPUS PPMP 4UVP SNSS clt mermitted N.MM N.MM M.VR N.MM N.MM patd. clow EpermF PMNS NPUS PPMP 4UVP SNSS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M M M U4 SVR N4T4 OSP NUSP M M ONUV M oTlo oeduction EvphF M M M M O O M M M M M M iane droup clow EvphF M M M M NRN4 TPR OSP NUSP M M ONUV M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm merm mrot mrotected mhases U R O S mermitted mhases U U Actuated dreenI d EsF RT.M RT.M U.U RP.M 4M.M Effective dreenI g EsF RT.M RT.M U.U RP.M 4M.M Actuated gLC oatio M.4U M.4U M.MT M.44 M.PP Clearance Time EsF R.M R.M 4.O R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M iane drp Cap EvphF N4PP SRU O4O ONSN OMRR vLs oatio mrot cM.MU M.PU cM.PS vLs oatio merm M.RM cM.RP vLc oatio N.MS N.NO N.MV M.US N.MT rniform aelayI dN PN.R PN.R RR.S PM.O 4M.M mrogression cactor N.MU N.MT N.PV M.PM M.SN fncremental aelayI dO OT.R RR.O 4S.N M.R PR.P aelay EsF SN.4 UV.N NOP.P V.R RV.R ievel of pervice E c c A E Approach aelay EsF M.M TM.4 OP.S RV.R Approach ilp A E C E fntersection pummary eCj Average Control aelay RN.S eCj ievel of pervice a eCj solume to Capacity ratio N.MV Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.O fntersection Capacity rtilization NMM.PB fCr ievel of pervice d Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OSW hatella Avenue C Manchester Avenue OMPM tith mroject tith jitigation Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NN jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M NVNM NNNM TTM O44M M OMM M ONM ROM NRM M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M iane rtil. cactor M.US M.UU M.VT M.US M.VR M.VN M.VR M.VT M.VR crt N.MM M.UR N.MM N.MM N.MM M.VN M.UR N.MM N.MM clt mrotected N.MM N.MM M.VR N.MM M.VR M.VU N.MM M.VR N.MM patd. clow EprotF SNSS OSUO PPMP SNSS NSNU N4RV N44T PPMP P4MS clt mermitted N.MM N.MM M.VR N.MM M.VR M.UV N.MM M.VR N.MM patd. clow EpermF SNSS OSUO PPMP SNSS NSNU NPO4 N44T PPMP P4MS meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M OMNN NNSU UNN ORSU M ONN M OON R4T NRU M oTlo oeduction EvphF M M RTM M M M M OV NNU M M M iane droup clow EvphF M OMNN RVU UNN ORSU M NRM NNS NV R4T NRU M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot mrot merm mrot merm mrotected mhases O N S P U T 4 mermitted mhases O U 4 Actuated dreenI d EsF PU.V PU.V OM.U SP.V PM.4 4S.P NS.R O4.U NM.V Effective dreenI g EsF PU.V PU.V OM.U SP.V PM.4 4S.P NS.R O4.U NM.V Actuated gLC oatio M.PO M.PO M.NT M.RP M.OR M.PV M.N4 M.ON M.MV Clearance Time EsF R.P R.P 4.O R.P 4.R 4.R 4.R R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF NVVV USV RTP POUP 4NM R4R NVV SUP PMV vLs oatio mrot cM.PP cM.OR M.4O M.MV cM.MR cM.NT cM.MR vLs oatio merm M.OO M.MP M.MN vLc oatio N.MN M.SV N.4O M.TU M.PT M.ON M.MV M.UM M.RN rniform aelayI dN 4M.R PR.P 4V.S OO.R PS.V O4.T 4R.O 4R.P RO.M mrogression cactor M.4M M.PM M.TS M.SR N.MM N.MM N.MM M.SV M.TT fncremental aelayI dO T.S M.4 NUT.V M.O M.S M.O M.O R.M N.N aelay EsF OP.T NM.V OOR.T N4.T PT.4 O4.V 4R.4 PS.4 4M.V ievel of pervice C B c B a C a a a Approach aelay EsF NV.M SR.P PR.T PT.4 Approach ilp B E a a fntersection pummary eCj Average Control aelay 4O.M eCj ievel of pervice a eCj solume to Capacity ratio M.VR Actuated Cycle iength EsF NOM.M pum of lost time EsF NV.R fntersection Capacity rtilization UU.MB fCr ievel of pervice E Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OTW hatella Avenue C Anaheim tay OMPM tith mroject tith jitigation Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage NO jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF RM ORUM M M OUPM VRM USM NSUM PSM M M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF 4.T S.M R.M R.M 4.M S.M iane rtil. cactor M.VT M.US M.TS M.TS M.UN M.UN crt N.MM N.MM M.VU M.UR N.MM M.VU clt mrotected M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EprotF PPMP SNSS SSUU NNRU NPTV RSPU clt mermitted M.VR N.MM N.MM N.MM M.VR M.VV patd. clow EpermF PPMP SNSS SSUU NNRU NPTV RSPU meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF RP OTNS M M OVTV NMMM VMR NTSU PTV M M M oTlo oeduction EvphF M M M M S S M N M M M M iane droup clow EvphF RP OTNS M M PPUP RU4 SMS O44R M M M M eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type mrot merm mrot mrotected mhases R O S P U mermitted mhases S Actuated dreenI d EsF P.4 SO.M R4.V R4.V 4U.M 4U.M Effective dreenI g EsF P.4 SO.M R4.V R4.V 4U.M 4U.M Actuated gLC oatio M.MP M.RO M.4S M.4S M.4M M.4M Clearance Time EsF 4.T S.M R.M R.M 4.M S.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M iane drp Cap EvphF V4 PNUS PMSM RPM RRO OORR vLs oatio mrot M.MO cM.44 cM.RN cM.44 M.4P vLs oatio merm M.RM vLc oatio M.RS M.UR N.NN N.NM N.NM N.MU rniform aelayI dN RT.S OR.M PO.R PO.R PS.M PS.M mrogression cactor M.4V M.PN M.PV M.PU N.MM N.MM fncremental aelayI dO P.P N.4 4U.N 4V.M ST.U 4S.4 aelay EsF PN.R V.O SM.U SN.O NMP.U UO.4 ievel of pervice C A E E c c Approach aelay EsF V.T SM.U US.S M.M Approach ilp A E c A fntersection pummary eCj Average Control aelay R4.4 eCj ievel of pervice a eCj solume to Capacity ratio N.MS Actuated Cycle iength EsF NOM.M pum of lost time EsF V.M fntersection Capacity rtilization VM.TB fCr ievel of pervice E Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TNW lrangewood Avenue C po-RT pB oamps OMPM tith mroject tith jitigation Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage OV jovement EBi EBT EBo tBi tBT tBo kBi kBT kBo pBi pBT pBo iane Configurations solume EvphF M NTSM ONM 4VM NTOM M M M M 4NM M ROM fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M 4.O R.M R.M R.M R.M iane rtil. cactor M.VR N.MM M.VT M.VR M.VR M.VN M.VR crt N.MM M.UR N.MM N.MM N.MM M.UV M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR M.VV N.MM patd. clow EprotF P4MS NRO4 PPMP P4MS NSNU N4PT N44T clt mermitted N.MM N.MM M.VR N.MM M.VR M.VV N.MM patd. clow EpermF P4MS NRO4 PPMP P4MS NSNU N4PT N44T meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF M NURP OON RNS NUNN M M M M 4PO M R4T oTlo oeduction EvphF M M ST M M M M M M M OV OV iane droup clow EvphF M NURP NR4 RNS NUNN M M M M PPT OVS OUU eeavy sehicles EBF SB SB SB SB SB SB SB SB SB SB SB SB Turn Type merm mrot merm merm mrotected mhases O N S 4 mermitted mhases O 4 4 Actuated dreenI d EsF RU.M RU.M NS.U TV.M ON.M ON.M ON.M Effective dreenI g EsF RU.M RU.M NS.U TV.M ON.M ON.M ON.M Actuated gLC oatio M.RP M.RP M.NR M.TO M.NV M.NV M.NV Clearance Time EsF R.M R.M 4.O R.M R.M R.M R.M sehicle Extension EsF P.M P.M P.M P.M P.M P.M P.M iane drp Cap EvphF NTVS UM4 RM4 O44S PMV OT4 OTS vLs oatio mrot cM.R4 cM.NS M.RP vLs oatio merm M.NM cM.ON M.ON M.OM vLc oatio N.MP M.NV N.MO M.T4 N.MV N.MU N.M4 rniform aelayI dN OS.M NP.T 4S.S V.P 44.R 44.R 44.R mrogression cactor M.4P M.OR M.UU M.SP N.MM N.MM N.MM fncremental aelayI dO NS.U M.M PS.4 N.O TT.S TT.O SR.U aelay EsF OT.U P.4 TT.R T.N NOO.N NON.T NNM.P ievel of pervice C A E A c c c Approach aelay EsF OR.O OO.T M.M NNU.O Approach ilp C C A c fntersection pummary eCj Average Control aelay 4N.N eCj ievel of pervice a eCj solume to Capacity ratio N.M4 Actuated Cycle iength EsF NNM.M pum of lost time EsF N4.O fntersection Capacity rtilization VN.NB fCr ievel of pervice c Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VUW Metropolitan arive C po-OO tB oamps OMPM tith mroject tith jitigation Condition - mj meak eour eCj pignalized fntersection Capacity Analysis T - oeport mage PT jovement EBT EBo EBoO tBi tBT kBi kBo kEi kEo iane Configurations solume EvphF PPM M NPM NSVM 4MM UUM NMUM M M fdeal clow NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM NVMM Total iost time EsF R.M R.M R.M R.M 4.S 4.S iane rtil. cactor M.VR N.MM M.V4 N.MM M.VT M.UU crt N.MM M.UR N.MM N.MM N.MM M.UR clt mrotected N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EprotF P4PU NRPU 4U4U NUNM PPPR OTMT clt mermitted N.MM N.MM M.VR N.MM M.VR N.MM patd. clow EpermF P4PU NRPU 4U4U NUNM PPPR OTMT meak-hour factorI mec M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR M.VR Adj. clow EvphF P4T M NPT NTTV 4ON VOS NNPT M M oTlo oeduction EvphF M M NNS M M M TTV M M iane droup clow EvphF P4T M ON NTTV 4ON VOS PRU M M Turn Type merm mrot merm mrotected mhases O N S U mermitted mhases O U Actuated dreenI d EsF NU.M NU.M 4V.S TO.S PT.U PT.U Effective dreenI g EsF NU.M NU.M 4V.S TO.S PT.U PT.U Actuated gLC oatio M.NR M.NR M.4N M.SM M.PN M.PN Clearance Time EsF R.M R.M R.M R.M 4.S 4.S sehicle Extension EsF P.M P.M P.M P.M P.M P.M iane drp Cap EvphF RNS OPN OMM4 NMVR NMRN URP vLs oatio mrot cM.NM cM.PT M.OP cM.OU vLs oatio merm M.MN M.NP vLc oatio M.ST M.MV M.UV M.PU M.UU M.4O rniform aelayI dN 4U.O 4P.V PO.S NO.O PV.M PO.4 mrogression cactor N.MM N.MM M.UT M.UV N.MM N.MM fncremental aelayI dO S.U M.U S.N N.M U.U M.P aelay EsF RR.N 44.T P4.R NN.U 4T.U PO.U ievel of pervice E a C B a C Approach aelay EsF RO.N PM.N PV.R M.M Approach ilp a C a A fntersection pummary eCj Average Control aelay PS.R eCj ievel of pervice a eCj solume to Capacity ratio M.UR Actuated Cycle iength EsF NOM.M pum of lost time EsF N4.S fntersection Capacity rtilization TU.RB fCr ievel of pervice a Analysis meriod EminF NR c Critical iane droup ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix I-1 HCS Freeway Ramp Analysis Worksheets under Existing Conditions ---PAGE BREAK--- ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Connector from SR-22 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4570 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 1800 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 270 vph Position of adjacent Ramp Type of adjacent Ramp Off Distance to adjacent Ramp 1580 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4570 1800 270 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1269 500 75 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5255 2060 309 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 1098 pc/h 12 F FM Actual Maximum LOS F? v 7315 9600 No FO v v 2078 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2102 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2102 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 27.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.466 S Space mean speed in ramp influence area, S = 56.9 mph R Space mean speed in outer lanes, S = 66.1 mph 0 Space mean speed for all vehicles, S = 60.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Connector from SR-22 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7250 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2520 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 370 vph Position of adjacent Ramp Type of adjacent Ramp Off Distance to adjacent Ramp 1580 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7250 2520 370 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2014 700 103 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8337 2884 423 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 1742 pc/h 12 F FM Actual Maximum LOS F? v 11221 9600 Yes FO v v 3297 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3334 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3334 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 43.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 2.173 S Space mean speed in ramp influence area, S = 9.2 mph R Space mean speed in outer lanes, S = 62.3 mph 0 Space mean speed for all vehicles, S = 14.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Chapman Avenue Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6370 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 270 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 520 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6370 270 520 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1769 75 144 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7325 309 595 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2729 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5860 9600 No Fi F v = v - v 5551 9600 No FO F R v 309 2000 No R v v 1565 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2729 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2729 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 23.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.456 S Space mean speed in ramp influence area, S = 57.2 mph R Space mean speed in outer lanes, S = 74.6 mph 0 Space mean speed for all vehicles, S = 65.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Chapman Avenue Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9770 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 370 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 410 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9770 370 410 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2571 97 108 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10644 401 445 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3939 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8516 9600 No Fi F v = v - v 8115 9600 No FO F R v 401 2000 No R v v 2288 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3939 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3939 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 33.6 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.464 S Space mean speed in ramp influence area, S = 57.0 mph R Space mean speed in outer lanes, S = 71.8 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6100 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 520 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 270 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6100 520 270 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1694 144 75 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7015 595 309 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 1899 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5612 9600 No Fi F v = v - v 5017 9600 No FO F R v 595 3800 No R v v 1856 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2244 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2244 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 10.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.482 S Space mean speed in ramp influence area, S = 56.5 mph R Space mean speed in outer lanes, S = 74.1 mph 0 Space mean speed for all vehicles, S = 65.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9400 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 410 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 370 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9400 410 370 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2611 114 103 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10810 469 423 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2596 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8648 9600 No Fi F v = v - v 8179 9600 No FO F R v 469 3800 No R v v 3026 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3459 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3459 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 20.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.470 S Space mean speed in ramp influence area, S = 56.8 mph R Space mean speed in outer lanes, S = 70.6 mph 0 Space mean speed for all vehicles, S = 64.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV Off-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 710 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 10 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 710 10 vph Peak-hour factor, PHF 0.90 0.90 Peak 15-min volume, v15 197 3 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 789 11 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 1.000 Using Equation 0 FD v = v + (v - v ) P = 789 pc/h 12 R F R FD Actual Maximum LOS F? v = v 789 4800 No Fi F v = v - v 778 4800 No FO F R v 11 2000 No R v v 0 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 789 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 789 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 6.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence A Intermediate speed variable, D = 0.429 S Space mean speed in ramp influence area, S = 58.0 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 58.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV Off-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1170 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 20 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1170 20 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 308 5 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 1232 21 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 1.000 Using Equation 0 FD v = v + (v - v ) P = 1232 pc/h 12 R F R FD Actual Maximum LOS F? v = v 1232 4800 No Fi F v = v - v 1211 4800 No FO F R v 21 2000 No R v v 0 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1232 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 1232 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 10.3 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.430 S Space mean speed in ramp influence area, S = 58.0 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 58.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5580 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 210 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 520 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1350 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5580 210 520 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1550 58 144 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6417 240 595 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.188 Using Equation 4 FM v = v (P ) = 916 pc/h 12 F FM Actual Maximum LOS F? v 5117 9600 No FO v v 1980 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1950 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1950 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.321 S Space mean speed in ramp influence area, S = 61.0 mph R Space mean speed in outer lanes, S = 66.5 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8990 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 380 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 410 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1350 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8990 380 410 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2497 106 114 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10338 435 469 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.163 Using Equation 4 FM v = v (P ) = 1281 pc/h 12 F FM Actual Maximum LOS F? v 8273 9600 No FO v v 3278 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3135 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3135 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 30.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.425 S Space mean speed in ramp influence area, S = 58.1 mph R Space mean speed in outer lanes, S = 63.2 mph 0 Space mean speed for all vehicles, S = 60.9 mph ---PAGE BREAK--- ROUTE: I-5 Northbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: Existing 2008 ANALYSIS PERIOD: AM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 5,190 6,026 0.9 Max Upstream Fwy Flow, VF1 11,750 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 21.2 0.957 Level of service, LOS C 1.00 Level 6,026 User Input Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, VF Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp ---PAGE BREAK--- ROUTE: I-5 Northbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: Existing 2008 ANALYSIS PERIOD: PM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 8,030 9,324 0.9 Max Upstream Fwy Flow, VF1 11,750 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 32.8 0.957 Level of service, LOS D 1.00 Level 9,324 User Input Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, VF ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Orangwood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4480 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 230 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 710 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4480 230 710 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1244 64 197 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5202 263 813 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.185 Using Equation 4 FM v = v (P ) = 962 pc/h 12 F FM Actual Maximum LOS F? v 5465 9600 No FO v v 2120 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2080 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2080 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.320 S Space mean speed in ramp influence area, S = 61.1 mph R Space mean speed in outer lanes, S = 66.2 mph 0 Space mean speed for all vehicles, S = 63.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Orangwood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6910 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 320 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 1120 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6910 320 1120 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1818 84 295 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7601 347 1214 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.174 Using Equation 4 FM v = v (P ) = 1326 pc/h 12 F FM Actual Maximum LOS F? v 7948 9600 No FO v v 3137 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3040 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3040 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.0- pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.394 S Space mean speed in ramp influence area, S = 59.0 mph R Space mean speed in outer lanes, S = 63.6 mph 0 Space mean speed for all vehicles, S = 61.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4710 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 200 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 230 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1400 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4710 200 230 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1308 56 64 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5469 229 263 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.189 Using Equation 4 FM v = v (P ) = 1035 pc/h 12 F FM Actual Maximum LOS F? v 5698 9600 No FO v v 2217 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2187 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2187 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 21.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.330 S Space mean speed in ramp influence area, S = 60.8 mph R Space mean speed in outer lanes, S = 65.9 mph 0 Space mean speed for all vehicles, S = 63.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7230 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 280 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 320 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1400 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7230 280 320 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2008 78 89 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8395 320 366 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.178 Using Equation 4 FM v = v (P ) = 1493 pc/h 12 F FM Actual Maximum LOS F? v 8715 9600 No FO v v 3451 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3358 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3358 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 30.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.440 S Space mean speed in ramp influence area, S = 57.7 mph R Space mean speed in outer lanes, S = 62.2 mph 0 Space mean speed for all vehicles, S = 60.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1400 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 10 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1400 10 vph Peak-hour factor, PHF 0.90 0.90 Peak 15-min volume, v15 389 3 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 1556 11 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 1556 pc/h 12 F FM Actual Maximum LOS F? v 1567 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1556 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1556 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 14.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.305 S Space mean speed in ramp influence area, S = 61.5 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 61.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2300 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 40 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2300 40 vph Peak-hour factor, PHF 0.90 0.90 Peak 15-min volume, v15 639 11 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 2556 44 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 2556 pc/h 12 F FM Actual Maximum LOS F? v 2600 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2556 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2556 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 22.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.339 S Space mean speed in ramp influence area, S = 60.5 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Anaheim Boulevard Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4910 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 320 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 200 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1570 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4910 320 200 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1364 89 56 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5701 366 229 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.172 Using Equation 4 FM v = v (P ) = 981 pc/h 12 F FM Actual Maximum LOS F? v 6067 9600 No FO v v 2360 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2280 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2280 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 22.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.334 S Space mean speed in ramp influence area, S = 60.6 mph R Space mean speed in outer lanes, S = 65.6 mph 0 Space mean speed for all vehicles, S = 63.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Anaheim Boulevard Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7510 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 930 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 280 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1570 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7510 930 280 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2086 258 78 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8720 1064 320 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.085 Using Equation 4 FM v = v (P ) = 739 pc/h 12 F FM Actual Maximum LOS F? v 9784 9600 Yes FO v v 3990 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3488 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3488 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 36.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.649 S Space mean speed in ramp influence area, S = 51.8 mph R Space mean speed in outer lanes, S = 61.6 mph 0 Space mean speed for all vehicles, S = 56.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5160 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 760 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 230 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5160 760 230 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1433 211 64 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5991 870 263 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2711 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5093 9600 No Fi F v = v - v 4223 9600 No FO F R v 870 2000 No R v v 1191 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2711 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2711 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 23.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.506 S Space mean speed in ramp influence area, S = 55.8 mph R Space mean speed in outer lanes, S = 76.0 mph 0 Space mean speed for all vehicles, S = 63.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8120 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 930 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 530 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8120 930 530 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2256 258 147 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9428 1064 607 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3889 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7543 9600 No Fi F v = v - v 6479 9600 No FO F R v 1064 2000 No R v v 1827 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3889 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3889 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 33.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.524 S Space mean speed in ramp influence area, S = 55.3 mph R Space mean speed in outer lanes, S = 73.6 mph 0 Space mean speed for all vehicles, S = 62.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4400 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 230 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 760 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4400 230 760 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1222 64 211 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5109 263 870 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.185 Using Equation 4 FM v = v (P ) = 945 pc/h 12 F FM Actual Maximum LOS F? v 5372 9600 No FO v v 2082 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2043 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2043 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.318 S Space mean speed in ramp influence area, S = 61.1 mph R Space mean speed in outer lanes, S = 66.3 mph 0 Space mean speed for all vehicles, S = 63.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7190 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 530 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 930 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7190 530 930 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1997 147 258 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8348 607 1064 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.142 Using Equation 4 FM v = v (P ) = 1185 pc/h 12 F FM Actual Maximum LOS F? v 8955 9600 No FO v v 3581 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3339 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3339 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 32.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.481 S Space mean speed in ramp influence area, S = 56.5 mph R Space mean speed in outer lanes, S = 62.2 mph 0 Space mean speed for all vehicles, S = 59.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6420 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 540 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1120 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1300 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6420 540 1120 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1783 150 311 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7454 618 1282 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2949 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5964 9600 No Fi F v = v - v 5346 9600 No FO F R v 618 2000 No R v v 1507 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2949 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2949 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 25.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.484 S Space mean speed in ramp influence area, S = 56.5 mph R Space mean speed in outer lanes, S = 74.8 mph 0 Space mean speed for all vehicles, S = 64.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7880 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 640 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 790 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1300 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7880 640 790 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2189 178 219 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9150 732 904 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3604 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7320 9600 No Fi F v = v - v 6588 9600 No FO F R v 732 2000 No R v v 1858 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3604 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3604 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 30.7 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.494 S Space mean speed in ramp influence area, S = 56.2 mph R Space mean speed in outer lanes, S = 73.4 mph 0 Space mean speed for all vehicles, S = 63.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5880 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 1120 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 540 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1300 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5880 1120 540 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1633 311 150 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6827 1282 618 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.058 Using Equation 4 FM v = v (P ) = 393 pc/h 12 F FM Actual Maximum LOS F? v 8109 9600 No FO v v 3217 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2730 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2730 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 32.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.495 S Space mean speed in ramp influence area, S = 56.2 mph R Space mean speed in outer lanes, S = 64.4 mph 0 Space mean speed for all vehicles, S = 60.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7240 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 790 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 640 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1300 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7240 790 640 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2011 219 178 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8406 904 732 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.105 Using Equation 4 FM v = v (P ) = 881 pc/h 12 F FM Actual Maximum LOS F? v 9310 9600 No FO v v 3762 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3362 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3362 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 34.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.557 S Space mean speed in ramp influence area, S = 54.4 mph R Space mean speed in outer lanes, S = 62.1 mph 0 Space mean speed for all vehicles, S = 58.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at Disney Way Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7000 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 450 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 540 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 1130 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7000 450 540 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1944 125 150 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8128 515 618 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3126 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6503 9600 No Fi F v = v - v 5988 9600 No FO F R v 515 2000 No R v v 1688 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3126 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3126 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 26.6 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.474 S Space mean speed in ramp influence area, S = 56.7 mph R Space mean speed in outer lanes, S = 74.1 mph 0 Space mean speed for all vehicles, S = 64.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at Disney Way Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8030 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 440 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 200 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 1130 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8030 440 200 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2231 122 56 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9324 504 229 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3537 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7460 9600 No Fi F v = v - v 6956 9600 No FO F R v 504 2000 No R v v 1961 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3537 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3537 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 30.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.473 S Space mean speed in ramp influence area, S = 56.7 mph R Space mean speed in outer lanes, S = 73.0 mph 0 Space mean speed for all vehicles, S = 64.3 mph ---PAGE BREAK--- ROUTE: I-5 Southbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: Existing 2008 ANALYSIS PERIOD: AM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 5,590 6,491 0.9 Max Upstream Fwy Flow, VF1 11,750 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 22.8 0.957 Level of service, LOS C 1.00 Level 6,491 User Input Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, VF ---PAGE BREAK--- ROUTE: I-5 Southbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: Existing 2008 ANALYSIS PERIOD: PM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 6,930 8,047 0.9 Max Upstream Fwy Flow, VF1 11,750 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 28.3 0.957 Level of service, LOS D 1.00 Level 8,047 User Input Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, VF Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV Off-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1090 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 70 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1090 70 vph Peak-hour factor, PHF 0.90 0.90 Peak 15-min volume, v15 303 19 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 1211 78 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 1.000 Using Equation 0 FD v = v + (v - v ) P = 1211 pc/h 12 R F R FD Actual Maximum LOS F? v = v 1211 4800 No Fi F v = v - v 1133 4800 No FO F R v 78 2000 No R v v 0 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1211 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 1211 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 10.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.435 S Space mean speed in ramp influence area, S = 57.8 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 57.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV Off-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 630 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 20 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 630 20 vph Peak-hour factor, PHF 0.90 0.90 Peak 15-min volume, v15 175 6 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 700 22 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 1.000 Using Equation 0 FD v = v + (v - v ) P = 700 pc/h 12 R F R FD Actual Maximum LOS F? v = v 700 4800 No Fi F v = v - v 678 4800 No FO F R v 22 2000 No R v v 0 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 700 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 700 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 5.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence A Intermediate speed variable, D = 0.430 S Space mean speed in ramp influence area, S = 58.0 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 58.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Anaheim Blvd Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5050 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 380 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 540 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1630 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5050 380 540 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1403 106 150 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5864 435 618 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.163 Using Equation 4 FM v = v (P ) = 958 pc/h 12 F FM Actual Maximum LOS F? v 6299 9600 No FO v v 2453 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2345 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2345 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 23.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.342 S Space mean speed in ramp influence area, S = 60.4 mph R Space mean speed in outer lanes, S = 65.5 mph 0 Space mean speed for all vehicles, S = 63.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Anaheim Blvd Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6730 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 530 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 200 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1630 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6730 530 200 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1869 147 56 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7814 607 229 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.142 Using Equation 4 FM v = v (P ) = 1109 pc/h 12 F FM Actual Maximum LOS F? v 8421 9600 No FO v v 3352 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3125 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3125 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 30.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.442 S Space mean speed in ramp influence area, S = 57.6 mph R Space mean speed in outer lanes, S = 63.2 mph 0 Space mean speed for all vehicles, S = 60.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Katella Avenue Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5430 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 310 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 380 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1260 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5430 310 380 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1508 86 106 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6305 355 435 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.173 Using Equation 4 FM v = v (P ) = 1093 pc/h 12 F FM Actual Maximum LOS F? v 6660 9600 No FO v v 2606 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2522 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2522 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 24.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.348 S Space mean speed in ramp influence area, S = 60.2 mph R Space mean speed in outer lanes, S = 65.0 mph 0 Space mean speed for all vehicles, S = 62.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Katella Avenue Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7260 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 370 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 530 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1260 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7260 370 530 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2017 103 147 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8430 423 607 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.165 Using Equation 4 FM v = v (P ) = 1390 pc/h 12 F FM Actual Maximum LOS F? v 8853 9600 No FO v v 3520 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3372 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3372 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 31.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.452 S Space mean speed in ramp influence area, S = 57.3 mph R Space mean speed in outer lanes, S = 62.1 mph 0 Space mean speed for all vehicles, S = 60.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6060 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 440 vph Length of first accel/decel lane 700 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 310 vph Position of adjacent ramp Upstream Type of adjacent ramp On Distance to adjacent ramp 1290 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6060 440 310 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1683 122 86 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7036 504 355 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2738 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5629 9600 No Fi F v = v - v 5125 9600 No FO F R v 504 2000 No R v v 1445 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2738 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2738 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 21.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.473 S Space mean speed in ramp influence area, S = 56.7 mph R Space mean speed in outer lanes, S = 75.1 mph 0 Space mean speed for all vehicles, S = 64.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7720 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 620 vph Length of first accel/decel lane 700 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 370 vph Position of adjacent ramp Upstream Type of adjacent ramp On Distance to adjacent ramp 1290 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7720 620 370 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2144 172 103 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8964 710 423 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3527 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7172 9600 No Fi F v = v - v 6462 9600 No FO F R v 710 2000 No R v v 1822 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3527 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3527 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 28.3 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.492 S Space mean speed in ramp influence area, S = 56.2 mph R Space mean speed in outer lanes, S = 73.6 mph 0 Space mean speed for all vehicles, S = 63.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2040 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 20 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2040 20 vph Peak-hour factor, PHF 0.90 0.90 Peak 15-min volume, v15 567 6 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 2267 22 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 2267 pc/h 12 F FM Actual Maximum LOS F? v 2289 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2267 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2267 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 20.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.324 S Space mean speed in ramp influence area, S = 60.9 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1220 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 20 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1220 20 vph Peak-hour factor, PHF 0.90 0.90 Peak 15-min volume, v15 339 6 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 1356 22 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 1356 pc/h 12 F FM Actual Maximum LOS F? v 1378 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1356 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1356 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 13.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.301 S Space mean speed in ramp influence area, S = 61.6 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 61.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5620 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 280 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 170 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5620 280 170 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1561 78 47 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6525 320 195 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.178 Using Equation 4 FM v = v (P ) = 1160 pc/h 12 F FM Actual Maximum LOS F? v 6845 9600 No FO v v 2682 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2610 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2610 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 24.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.352 S Space mean speed in ramp influence area, S = 60.1 mph R Space mean speed in outer lanes, S = 64.8 mph 0 Space mean speed for all vehicles, S = 62.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7100 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 390 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 290 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7100 390 290 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1972 108 81 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8244 446 332 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.162 Using Equation 4 FM v = v (P ) = 1336 pc/h 12 F FM Actual Maximum LOS F? v 8690 9600 No FO v v 3454 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3297 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3297 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 30.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.444 S Space mean speed in ramp influence area, S = 57.6 mph R Space mean speed in outer lanes, S = 62.4 mph 0 Space mean speed for all vehicles, S = 60.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5900 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 170 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 280 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5900 170 280 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1639 47 78 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6851 195 320 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.193 Using Equation 4 FM v = v (P ) = 968 pc/h 12 F FM Actual Maximum LOS F? v 5197 9600 No FO v v 2017 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2000 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2000 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 18.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.314 S Space mean speed in ramp influence area, S = 61.2 mph R Space mean speed in outer lanes, S = 66.4 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7490 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 290 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 390 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7490 290 390 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2081 81 108 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8697 332 446 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.176 Using Equation 4 FM v = v (P ) = 1093 pc/h 12 F FM Actual Maximum LOS F? v 6529 9600 No FO v v 2552 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2478 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2478 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 23.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.344 S Space mean speed in ramp influence area, S = 60.4 mph R Space mean speed in outer lanes, S = 65.1 mph 0 Space mean speed for all vehicles, S = 63.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5058 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 430 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 840 vph Position of adjacent Ramp Type of adjacent Ramp Off Distance to adjacent Ramp 1170 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5058 430 840 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1405 119 233 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5817 492 961 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.156 Using Equation 4 FM v = v (P ) = 691 pc/h 12 F FM Actual Maximum LOS F? v 4913 9600 No FO v v 1865 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1768 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1768 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.316 S Space mean speed in ramp influence area, S = 61.1 mph R Space mean speed in outer lanes, S = 67.0 mph 0 Space mean speed for all vehicles, S = 64.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6483 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 600 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 1180 vph Position of adjacent Ramp Type of adjacent Ramp Off Distance to adjacent Ramp 1170 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6483 600 1180 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1801 167 328 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7455 687 1350 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.132 Using Equation 4 FM v = v (P ) = 718 pc/h 12 F FM Actual Maximum LOS F? v 6130 9600 No FO v v 2362 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2177 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2177 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 23.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.347 S Space mean speed in ramp influence area, S = 60.3 mph R Space mean speed in outer lanes, S = 65.9 mph 0 Space mean speed for all vehicles, S = 63.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 WB Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6500 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 840 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 850 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6500 840 850 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1806 233 236 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7475 961 973 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3149 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5980 9600 No Fi F v = v - v 5019 9600 No FO F R v 961 2000 No R v v 1415 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3149 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3149 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 26.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.514 S Space mean speed in ramp influence area, S = 55.6 mph R Space mean speed in outer lanes, S = 75.2 mph 0 Space mean speed for all vehicles, S = 63.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 WB Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8380 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 1180 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1190 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8380 1180 1190 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2328 328 331 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9637 1350 1362 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4123 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7710 9600 No Fi F v = v - v 6360 9600 No FO F R v 1350 2000 No R v v 1793 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4123 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4123 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 35.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.549 S Space mean speed in ramp influence area, S = 54.6 mph R Space mean speed in outer lanes, S = 73.7 mph 0 Space mean speed for all vehicles, S = 62.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 EB Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5660 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 850 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 840 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5660 850 840 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 1572 236 233 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6509 973 961 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2159 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5533 9600 No Fi F v = v - v 4560 9600 No FO F R v 973 3800 No R v v 1687 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2213 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2213 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 9.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence A Intermediate speed variable, D = 0.516 S Space mean speed in ramp influence area, S = 55.6 mph R Space mean speed in outer lanes, S = 74.2 mph 0 Space mean speed for all vehicles, S = 65.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 EB Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7200 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1190 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1180 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7200 1190 1180 vph Peak-hour factor, PHF 0.90 0.90 0.90 Peak 15-min volume, v15 2000 331 328 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8280 1362 1350 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2730 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6624 9600 No Fi F v = v - v 5262 9600 No FO F R v 1362 3800 No R v v 1947 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2730 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2730 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 14.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.551 S Space mean speed in ramp influence area, S = 54.6 mph R Space mean speed in outer lanes, S = 73.1 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 3430 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 120 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 3430 120 vph Peak-hour factor, PHF 0.87 0.87 Peak 15-min volume, v15 986 34 v Trucks and buses 6 6 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 Driver population factor, fP 1.00 1.00 Flow rate, vp 4061 142 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.652 Using Equation 5 FD v = v + (v - v ) P = 2697 pc/h 12 R F R FD Actual Maximum LOS F? v = v 4061 7200 No Fi F v = v - v 3919 7200 No FO F R v 142 2000 No R v v 1364 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2697 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2697 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 22.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.441 S Space mean speed in ramp influence area, S = 57.7 mph R Space mean speed in outer lanes, S = 75.4 mph 0 Space mean speed for all vehicles, S = 62.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 4800 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 170 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4800 170 vph Peak-hour factor, PHF 0.87 0.87 Peak 15-min volume, v15 1379 49 v Trucks and buses 6 6 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 Driver population factor, fP 1.00 1.00 Flow rate, vp 5683 201 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.609 Using Equation 5 FD v = v + (v - v ) P = 3538 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5683 7200 No Fi F v = v - v 5482 7200 No FO F R v 201 2000 No R v v 2145 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3538 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3538 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 30.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.446 S Space mean speed in ramp influence area, S = 57.5 mph R Space mean speed in outer lanes, S = 72.3 mph 0 Space mean speed for all vehicles, S = 62.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4617 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 230 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 200 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4617 230 200 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1327 66 57 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5466 272 237 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.184 Using Equation 4 FM v = v (P ) = 784 pc/h 12 F FM Actual Maximum LOS F? v 4536 9600 No FO v v 1740 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1705 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1705 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 17.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.314 S Space mean speed in ramp influence area, S = 61.2 mph R Space mean speed in outer lanes, S = 67.2 mph 0 Space mean speed for all vehicles, S = 64.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7033 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 330 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 280 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7033 330 280 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2021 95 80 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8326 391 331 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.169 Using Equation 4 FM v = v (P ) = 1006 pc/h 12 F FM Actual Maximum LOS F? v 6345 9600 No FO v v 2474 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2381 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2381 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 23.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.348 S Space mean speed in ramp influence area, S = 60.2 mph R Space mean speed in outer lanes, S = 65.4 mph 0 Space mean speed for all vehicles, S = 63.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5340 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 200 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 230 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5340 200 230 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1534 57 66 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6322 237 272 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.188 Using Equation 4 FM v = v (P ) = 904 pc/h 12 F FM Actual Maximum LOS F? v 5042 9600 No FO v v 1950 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1922 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1922 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.320 S Space mean speed in ramp influence area, S = 61.0 mph R Space mean speed in outer lanes, S = 66.6 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8160 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 280 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 330 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8160 280 330 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2345 80 95 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9661 331 391 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.176 Using Equation 4 FM v = v (P ) = 1263 pc/h 12 F FM Actual Maximum LOS F? v 7492 9600 No FO v v 2949 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2864 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2864 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 27.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.381 S Space mean speed in ramp influence area, S = 59.3 mph R Space mean speed in outer lanes, S = 64.1 mph 0 Space mean speed for all vehicles, S = 62.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5770 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 630 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 270 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 940 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5770 630 270 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1658 181 78 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6831 746 320 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2953 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5807 9600 No Fi F v = v - v 5061 9600 No FO F R v 746 2000 No R v v 1427 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2953 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2953 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 25.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.495 S Space mean speed in ramp influence area, S = 56.1 mph R Space mean speed in outer lanes, S = 75.1 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8770 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 280 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 270 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 940 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8770 280 270 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2520 80 78 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10383 331 320 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3809 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8307 9600 No Fi F v = v - v 7976 9600 No FO F R v 331 2000 No R v v 2249 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3809 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3809 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 32.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.458 S Space mean speed in ramp influence area, S = 57.2 mph R Space mean speed in outer lanes, S = 71.9 mph 0 Space mean speed for all vehicles, S = 64.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5410 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 160 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 270 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1080 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5410 160 270 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1555 46 78 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6405 189 320 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.194 Using Equation 4 FM v = v (P ) = 945 pc/h 12 F FM Actual Maximum LOS F? v 5057 9600 No FO v v 1961 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1947 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1947 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 18.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.319 S Space mean speed in ramp influence area, S = 61.1 mph R Space mean speed in outer lanes, S = 66.5 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8760 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 280 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 270 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1080 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8760 280 270 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2517 80 78 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10371 331 320 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.176 Using Equation 4 FM v = v (P ) = 1389 pc/h 12 F FM Actual Maximum LOS F? v 8202 9600 No FO v v 3241 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3148 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3148 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 29.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.412 S Space mean speed in ramp influence area, S = 58.5 mph R Space mean speed in outer lanes, S = 63.1 mph 0 Space mean speed for all vehicles, S = 61.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5140 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 270 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 160 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 940 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5140 270 160 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1477 78 46 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6085 320 189 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.178 Using Equation 4 FM v = v (P ) = 822 pc/h 12 F FM Actual Maximum LOS F? v 4945 9600 No FO v v 1901 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1850 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1850 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.320 S Space mean speed in ramp influence area, S = 61.0 mph R Space mean speed in outer lanes, S = 66.8 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8490 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 270 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 280 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 940 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8490 270 280 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2440 78 80 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10051 320 331 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.178 Using Equation 4 FM v = v (P ) = 1343 pc/h 12 F FM Actual Maximum LOS F? v 7871 9600 No FO v v 3104 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3020 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3020 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.396 S Space mean speed in ramp influence area, S = 58.9 mph R Space mean speed in outer lanes, S = 63.6 mph 0 Space mean speed for all vehicles, S = 61.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4750 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 740 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 300 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4750 740 300 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1365 213 86 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5624 876 355 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2579 pc/h 12 R F R FD Actual Maximum LOS F? v = v 4781 9600 No Fi F v = v - v 3905 9600 No FO F R v 876 2000 No R v v 1101 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2579 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2579 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 21.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.507 S Space mean speed in ramp influence area, S = 55.8 mph R Space mean speed in outer lanes, S = 76.4 mph 0 Space mean speed for all vehicles, S = 63.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7790 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 560 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 450 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7790 560 450 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2239 161 129 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9223 663 533 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3591 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7379 9600 No Fi F v = v - v 6716 9600 No FO F R v 663 2000 No R v v 1894 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3591 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3591 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 30.6 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.488 S Space mean speed in ramp influence area, S = 56.3 mph R Space mean speed in outer lanes, S = 73.3 mph 0 Space mean speed for all vehicles, S = 63.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4310 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 150 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 300 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 1090 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4310 150 300 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1239 43 86 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5103 178 355 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.196 Using Equation 4 FM v = v (P ) = 998 pc/h 12 F FM Actual Maximum LOS F? v 5281 9600 No FO v v 2052 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2041 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2041 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.322 S Space mean speed in ramp influence area, S = 61.0 mph R Space mean speed in outer lanes, S = 66.3 mph 0 Space mean speed for all vehicles, S = 64.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7680 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 240 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 450 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1090 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7680 240 450 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2207 69 129 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9092 284 533 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.182 Using Equation 4 FM v = v (P ) = 1657 pc/h 12 F FM Actual Maximum LOS F? v 9376 9600 No FO v v 3717 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3636 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3636 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 32.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.483 S Space mean speed in ramp influence area, S = 56.5 mph R Space mean speed in outer lanes, S = 60.9 mph 0 Space mean speed for all vehicles, S = 59.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4010 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 300 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 150 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 1090 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4010 300 150 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1152 86 43 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 4747 355 178 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.173 Using Equation 4 FM v = v (P ) = 823 pc/h 12 F FM Actual Maximum LOS F? v 5102 9600 No FO v v 1962 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1898 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1898 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.323 S Space mean speed in ramp influence area, S = 61.0 mph R Space mean speed in outer lanes, S = 66.7 mph 0 Space mean speed for all vehicles, S = 64.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7230 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 450 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 240 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 1090 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7230 450 240 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2078 129 69 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8560 533 284 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.151 Using Equation 4 FM v = v (P ) = 1294 pc/h 12 F FM Actual Maximum LOS F? v 9093 9600 No FO v v 3633 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3424 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3424 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 33.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.490 S Space mean speed in ramp influence area, S = 56.3 mph R Space mean speed in outer lanes, S = 61.9 mph 0 Space mean speed for all vehicles, S = 59.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4590 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 850 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 480 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1500 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4590 850 480 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1319 244 138 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5434 1006 568 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2937 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5434 9600 No Fi F v = v - v 4428 9600 No FO F R v 1006 2000 No R v v 1248 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2937 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2937 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 25.0 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.519 S Space mean speed in ramp influence area, S = 55.5 mph R Space mean speed in outer lanes, S = 75.8 mph 0 Space mean speed for all vehicles, S = 63.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7950 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 670 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 610 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1500 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7950 670 610 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2284 193 175 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9412 793 722 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4551 pc/h 12 R F R FD Actual Maximum LOS F? v = v 9412 9600 No Fi F v = v - v 8619 9600 No FO F R v 793 2000 No R v v 2430 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4551 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4551 4400 Yes 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 38.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.499 S Space mean speed in ramp influence area, S = 56.0 mph R Space mean speed in outer lanes, S = 71.2 mph 0 Space mean speed for all vehicles, S = 63.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4220 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 300 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 480 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4220 300 480 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1213 86 138 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 4996 355 568 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.173 Using Equation 4 FM v = v (P ) = 866 pc/h 12 F FM Actual Maximum LOS F? v 5351 9600 No FO v v 2065 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1998 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1998 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 20.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.327 S Space mean speed in ramp influence area, S = 60.8 mph R Space mean speed in outer lanes, S = 66.4 mph 0 Space mean speed for all vehicles, S = 63.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7890 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 340 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 610 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7890 340 610 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2267 98 175 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9341 403 722 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.167 Using Equation 4 FM v = v (P ) = 1564 pc/h 12 F FM Actual Maximum LOS F? v 9744 9600 Yes FO v v 3888 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3736 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3736 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 34.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.531 S Space mean speed in ramp influence area, S = 55.1 mph R Space mean speed in outer lanes, S = 60.5 mph 0 Space mean speed for all vehicles, S = 58.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 3740 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 480 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 300 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 3740 480 300 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1075 138 86 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 4428 568 355 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.147 Using Equation 4 FM v = v (P ) = 650 pc/h 12 F FM Actual Maximum LOS F? v 4996 9600 No FO v v 1889 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1771 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1771 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 20.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.326 S Space mean speed in ramp influence area, S = 60.9 mph R Space mean speed in outer lanes, S = 67.0 mph 0 Space mean speed for all vehicles, S = 64.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7280 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 610 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 340 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7280 610 340 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2092 175 98 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8619 722 403 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.128 Using Equation 4 FM v = v (P ) = 1099 pc/h 12 F FM Actual Maximum LOS F? v 9341 9600 No FO v v 3760 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3447 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3447 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 34.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.538 S Space mean speed in ramp influence area, S = 54.9 mph R Space mean speed in outer lanes, S = 61.8 mph 0 Space mean speed for all vehicles, S = 58.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6580 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 1510 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 220 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1180 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6580 1510 220 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1891 434 63 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7790 1788 260 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3726 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6232 9600 No Fi F v = v - v 4444 9600 No FO F R v 1788 2000 No R v v 1253 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3726 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3726 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 31.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.589 S Space mean speed in ramp influence area, S = 53.5 mph R Space mean speed in outer lanes, S = 75.8 mph 0 Space mean speed for all vehicles, S = 60.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7370 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 920 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 410 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1180 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7370 920 410 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2118 264 118 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8725 1089 485 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3657 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6980 9600 No Fi F v = v - v 5891 9600 No FO F R v 1089 2000 No R v v 1661 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3657 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3657 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 31.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.526 S Space mean speed in ramp influence area, S = 55.3 mph R Space mean speed in outer lanes, S = 74.2 mph 0 Space mean speed for all vehicles, S = 62.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: WB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5070 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 220 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 630 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5070 220 630 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1457 63 181 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6002 260 746 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.185 Using Equation 4 FM v = v (P ) = 1112 pc/h 12 F FM Actual Maximum LOS F? v 6262 9600 No FO v v 2445 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2400 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2400 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 23.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.342 S Space mean speed in ramp influence area, S = 60.4 mph R Space mean speed in outer lanes, S = 65.3 mph 0 Space mean speed for all vehicles, S = 63.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: WB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6450 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 410 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 530 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6450 410 530 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1853 118 152 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7636 485 627 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.157 Using Equation 4 FM v = v (P ) = 1200 pc/h 12 F FM Actual Maximum LOS F? v 8121 9600 No FO v v 3218 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3054 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3054 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 29.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.420 S Space mean speed in ramp influence area, S = 58.2 mph R Space mean speed in outer lanes, S = 63.6 mph 0 Space mean speed for all vehicles, S = 61.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5290 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 630 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 220 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5290 630 220 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1520 181 63 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6263 746 260 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.125 Using Equation 4 FM v = v (P ) = 780 pc/h 12 F FM Actual Maximum LOS F? v 7009 9600 No FO v v 2741 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2505 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2505 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 27.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.387 S Space mean speed in ramp influence area, S = 59.2 mph R Space mean speed in outer lanes, S = 65.0 mph 0 Space mean speed for all vehicles, S = 62.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6860 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 530 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 410 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6860 530 410 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1971 152 118 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8122 627 485 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.139 Using Equation 4 FM v = v (P ) = 1132 pc/h 12 F FM Actual Maximum LOS F? v 8749 9600 No FO v v 3495 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3248 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3248 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 32.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.474 S Space mean speed in ramp influence area, S = 56.7 mph R Space mean speed in outer lanes, S = 62.6 mph 0 Space mean speed for all vehicles, S = 59.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6360 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 870 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 240 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1120 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6360 870 240 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1828 250 69 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7530 1030 284 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3864 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7530 9600 No Fi F v = v - v 6500 9600 No FO F R v 1030 2000 No R v v 1833 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3864 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3864 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 33.0 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.521 S Space mean speed in ramp influence area, S = 55.4 mph R Space mean speed in outer lanes, S = 73.5 mph 0 Space mean speed for all vehicles, S = 63.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7380 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 690 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 460 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1120 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7380 690 460 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2121 198 132 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8737 817 545 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4270 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8737 9600 No Fi F v = v - v 7920 9600 No FO F R v 817 2000 No R v v 2233 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4270 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4270 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 36.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.502 S Space mean speed in ramp influence area, S = 56.0 mph R Space mean speed in outer lanes, S = 72.0 mph 0 Space mean speed for all vehicles, S = 63.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: WB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5490 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 240 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 160 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 1015 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5490 240 160 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1578 69 46 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6500 284 189 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.182 Using Equation 4 FM v = v (P ) = 1185 pc/h 12 F FM Actual Maximum LOS F? v 6784 9600 No FO v v 2657 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2600 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2600 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 24.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.356 S Space mean speed in ramp influence area, S = 60.0 mph R Space mean speed in outer lanes, S = 64.8 mph 0 Space mean speed for all vehicles, S = 62.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: WB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6690 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 460 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 360 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 1015 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6690 460 360 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1922 132 103 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7920 545 426 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.150 Using Equation 4 FM v = v (P ) = 1185 pc/h 12 F FM Actual Maximum LOS F? v 8465 9600 No FO v v 3367 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3168 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3168 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 31.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.446 S Space mean speed in ramp influence area, S = 57.5 mph R Space mean speed in outer lanes, S = 63.0 mph 0 Space mean speed for all vehicles, S = 60.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5730 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 160 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 240 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1015 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5730 160 240 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1647 46 69 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6784 189 284 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.194 Using Equation 4 FM v = v (P ) = 1317 pc/h 12 F FM Actual Maximum LOS F? v 6973 9600 No FO v v 2733 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2713 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2713 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 24.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.357 S Space mean speed in ramp influence area, S = 60.0 mph R Space mean speed in outer lanes, S = 64.5 mph 0 Space mean speed for all vehicles, S = 62.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7150 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 360 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 460 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1015 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7150 360 460 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2055 103 132 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8465 426 545 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.165 Using Equation 4 FM v = v (P ) = 1393 pc/h 12 F FM Actual Maximum LOS F? v 8891 9600 No FO v v 3536 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3386 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3386 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 31.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.462 S Space mean speed in ramp influence area, S = 57.1 mph R Space mean speed in outer lanes, S = 62.0 mph 0 Space mean speed for all vehicles, S = 59.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6350 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 710 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 200 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6350 710 200 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1825 204 57 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7518 841 237 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3097 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6015 9600 No Fi F v = v - v 5174 9600 No FO F R v 841 2000 No R v v 1459 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3097 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3097 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 26.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.504 S Space mean speed in ramp influence area, S = 55.9 mph R Space mean speed in outer lanes, S = 75.0 mph 0 Space mean speed for all vehicles, S = 63.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7750 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 730 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 570 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7750 730 570 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2227 210 164 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9175 864 675 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3688 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7340 9600 No Fi F v = v - v 6476 9600 No FO F R v 864 2000 No R v v 1826 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3688 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3688 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 31.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.506 S Space mean speed in ramp influence area, S = 55.8 mph R Space mean speed in outer lanes, S = 73.6 mph 0 Space mean speed for all vehicles, S = 63.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5640 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 200 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 710 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5640 200 710 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1621 57 204 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6677 237 841 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.188 Using Equation 4 FM v = v (P ) = 917 pc/h 12 F FM Actual Maximum LOS F? v 5112 9600 No FO v v 1979 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1950 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1950 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.321 S Space mean speed in ramp influence area, S = 61.0 mph R Space mean speed in outer lanes, S = 66.5 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7020 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 570 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 730 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7020 570 730 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2017 164 210 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8311 675 864 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.133 Using Equation 4 FM v = v (P ) = 793 pc/h 12 F FM Actual Maximum LOS F? v 6618 9600 No FO v v 2575 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2377 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2377 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 25.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.369 S Space mean speed in ramp influence area, S = 59.7 mph R Space mean speed in outer lanes, S = 65.4 mph 0 Space mean speed for all vehicles, S = 62.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5840 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 450 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 380 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2160 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5840 450 380 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 1678 129 109 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6914 533 450 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2863 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5877 9600 No Fi F v = v - v 5344 9600 No FO F R v 533 2000 No R v v 1507 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2863 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2863 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 24.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.476 S Space mean speed in ramp influence area, S = 56.7 mph R Space mean speed in outer lanes, S = 74.8 mph 0 Space mean speed for all vehicles, S = 64.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7590 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 640 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 530 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2160 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7590 640 530 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 2181 184 152 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8986 758 627 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3562 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7189 9600 No Fi F v = v - v 6431 9600 No FO F R v 758 2000 No R v v 1813 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3562 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3562 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 30.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.496 S Space mean speed in ramp influence area, S = 56.1 mph R Space mean speed in outer lanes, S = 73.6 mph 0 Space mean speed for all vehicles, S = 63.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1157 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 380 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 450 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 2160 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1157 380 450 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 332 109 129 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 1370 450 533 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 1370 pc/h 12 F FM Actual Maximum LOS F? v 1820 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1370 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1370 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 16.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.310 S Space mean speed in ramp influence area, S = 61.3 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 61.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1621 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 530 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 640 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 2160 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1621 530 640 vph Peak-hour factor, PHF 0.87 0.87 0.87 Peak 15-min volume, v15 466 152 184 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 1919 627 758 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 1919 pc/h 12 F FM Actual Maximum LOS F? v 2546 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1919 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1919 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 21.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.336 S Space mean speed in ramp influence area, S = 60.6 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at Fairview Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5890 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 200 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 870 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5890 200 870 vph Peak-hour factor, PHF 0.92 0.92 0.92 Peak 15-min volume, v15 1601 54 236 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6562 223 969 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2987 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6562 9600 No Fi F v = v - v 6339 9600 No FO F R v 223 2000 No R v v 1787 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2987 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2987 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 25.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.448 S Space mean speed in ramp influence area, S = 57.5 mph R Space mean speed in outer lanes, S = 73.7 mph 0 Space mean speed for all vehicles, S = 65.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at Fairview Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8000 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 280 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1220 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8000 280 1220 vph Peak-hour factor, PHF 0.92 0.92 0.92 Peak 15-min volume, v15 2174 76 332 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8913 312 1359 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4062 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8913 9600 No Fi F v = v - v 8601 9600 No FO F R v 312 2000 No R v v 2425 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4062 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4062 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 34.7 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.456 S Space mean speed in ramp influence area, S = 57.2 mph R Space mean speed in outer lanes, S = 71.2 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector from I-5/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5690 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 870 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 200 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5690 870 200 vph Peak-hour factor, PHF 0.92 0.92 0.92 Peak 15-min volume, v15 1546 236 54 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6339 969 223 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.097 Using Equation 4 FM v = v (P ) = 613 pc/h 12 F FM Actual Maximum LOS F? v 7308 9600 No FO v v 2863 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2535 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2535 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 29.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.416 S Space mean speed in ramp influence area, S = 58.4 mph R Space mean speed in outer lanes, S = 65.0 mph 0 Space mean speed for all vehicles, S = 61.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 SB Junction: EB On-Ramp at Fairview Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7720 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 1220 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 280 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7720 1220 280 vph Peak-hour factor, PHF 0.92 0.92 0.92 Peak 15-min volume, v15 2098 332 76 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8601 1359 312 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.048 Using Equation 4 FM v = v (P ) = 412 pc/h 12 F FM Actual Maximum LOS F? v 9960 9600 Yes FO v v 4094 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3440 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3440 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 39.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.759 S Space mean speed in ramp influence area, S = 48.7 mph R Space mean speed in outer lanes, S = 61.8 mph 0 Space mean speed for all vehicles, S = 54.7 mph ---PAGE BREAK--- ROUTE: SR-22 Eastbound RAMP: Connector to I-5/SR-57/The City Drive/Bristol Street FORECAST YEAR: Existing 2008 ANALYSIS PERIOD: AM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 6,090 6,785 0.92 Max Upstream Fwy Flow, VF1 11,750 5 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 23.9 0.976 Level of service, LOS C 1.00 Level 6,785 User Input Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, VF Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector to I-5/SR-57/City Dr Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8310 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 4173 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane 600 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8310 4173 vph Peak-hour factor, PHF 0.92 0.92 Peak 15-min volume, v15 2258 1134 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 9258 4649 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 5366 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7407 9600 No Fi F v = v - v 2758 9600 No FO F R v 4649 3800 Yes R v v 1020 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 5366 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 5366 4400 Yes 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 34.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, D = 0.846 S Space mean speed in ramp influence area, S = 46.3 mph R Space mean speed in outer lanes, S = 76.7 mph 0 Space mean speed for all vehicles, S = 52.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at City Drive Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 4470 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 290 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4470 290 vph Peak-hour factor, PHF 0.92 0.92 Peak 15-min volume, v15 1215 79 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 4980 323 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.621 Using Equation 5 FD v = v + (v - v ) P = 3213 pc/h 12 R F R FD Actual Maximum LOS F? v = v 4980 7200 No Fi F v = v - v 4657 7200 No FO F R v 323 2000 No R v v 1767 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3213 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3213 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 27.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.457 S Space mean speed in ramp influence area, S = 57.2 mph R Space mean speed in outer lanes, S = 73.8 mph 0 Space mean speed for all vehicles, S = 62.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at City Drive Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 6260 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 410 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6260 410 vph Peak-hour factor, PHF 0.92 0.92 Peak 15-min volume, v15 1701 111 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 6974 457 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.565 Using Equation 5 FD v = v + (v - v ) P = 4137 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6974 7200 No Fi F v = v - v 6517 7200 No FO F R v 457 2000 No R v v 2837 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4274 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4274 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 36.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.469 S Space mean speed in ramp influence area, S = 56.9 mph R Space mean speed in outer lanes, S = 70.2 mph 0 Space mean speed for all vehicles, S = 61.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector from I-5/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 1832 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 1500 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1832 1500 vph Peak-hour factor, PHF 0.92 0.92 Peak 15-min volume, v15 498 408 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 2041 1671 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.555 Using Equation 0 FM v = v (P ) = 1133 pc/h 12 F FM Actual Maximum LOS F? v 3712 7200 No FO v v 908 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1166 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1166 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 17.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.283 S Space mean speed in ramp influence area, S = 62.1 mph R Space mean speed in outer lanes, S = 68.7 mph 0 Space mean speed for all vehicles, S = 63.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector from I-5/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 2816 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2100 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2816 2100 vph Peak-hour factor, PHF 0.92 0.92 Peak 15-min volume, v15 765 571 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 3137 2340 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.555 Using Equation 0 FM v = v (P ) = 1741 pc/h 12 F FM Actual Maximum LOS F? v 5477 7200 No FO v v 1396 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1792 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1792 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 27.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.459 S Space mean speed in ramp influence area, S = 57.1 mph R Space mean speed in outer lanes, S = 67.0 mph 0 Space mean speed for all vehicles, S = 59.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Connector to I-5/SR-57 NB Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 3670 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1400 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 3670 1400 vph Peak-hour factor, PHF 0.92 0.92 Peak 15-min volume, v15 997 380 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 4089 1560 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2218 pc/h 12 R F R FD Actual Maximum LOS F? v = v 4089 9600 No Fi F v = v - v 2529 9600 No FO F R v 1560 3800 No R v v 935 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2218 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2218 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 9.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence A Intermediate speed variable, D = 0.568 S Space mean speed in ramp influence area, S = 54.1 mph R Space mean speed in outer lanes, S = 76.8 mph 0 Space mean speed for all vehicles, S = 62.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Connector to I-5/SR-57 NB Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4880 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1960 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4880 1960 vph Peak-hour factor, PHF 0.92 0.92 Peak 15-min volume, v15 1326 533 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 5437 2184 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 3030 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5437 9600 No Fi F v = v - v 3253 9600 No FO F R v 2184 3800 No R v v 1203 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3030 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3030 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 16.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.625 S Space mean speed in ramp influence area, S = 52.5 mph R Space mean speed in outer lanes, S = 76.0 mph 0 Space mean speed for all vehicles, S = 60.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Rampr at City Drive Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2100 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 320 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2100 320 vph Peak-hour factor, PHF 0.92 0.92 Peak 15-min volume, v15 571 87 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 2340 357 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 2340 pc/h 12 F FM Actual Maximum LOS F? v 2697 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2340 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2340 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 23.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.344 S Space mean speed in ramp influence area, S = 60.4 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Rampr at City Drive Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2940 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 440 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2940 440 vph Peak-hour factor, PHF 0.92 0.92 Peak 15-min volume, v15 799 120 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 3276 490 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 3276 pc/h 12 F FM Actual Maximum LOS F? v 3766 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3276 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3276 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 31.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.455 S Space mean speed in ramp influence area, S = 57.3 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 57.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Connector from I-15/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 3690 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2100 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 3690 2100 vph Peak-hour factor, PHF 0.92 0.92 Peak 15-min volume, v15 1003 571 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 4111 2340 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 670 pc/h 12 F FM Actual Maximum LOS F? v 5547 9600 No FO v v 1268 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1282 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1282 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 23.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.362 S Space mean speed in ramp influence area, S = 59.9 mph R Space mean speed in outer lanes, S = 68.3 mph 0 Space mean speed for all vehicles, S = 62.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Connector from I-15/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5390 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2940 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5390 2940 vph Peak-hour factor, PHF 0.92 0.92 Peak 15-min volume, v15 1465 799 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 6005 3276 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 954 pc/h 12 F FM Actual Maximum LOS F? v 7840 9600 No FO v v 1805 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1825 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1825 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 34.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.856 S Space mean speed in ramp influence area, S = 46.0 mph R Space mean speed in outer lanes, S = 66.9 mph 0 Space mean speed for all vehicles, S = 51.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Off-Ramp at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6110 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 600 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 430 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6110 600 430 vph Peak-hour factor, PHF 0.92 0.92 0.92 Peak 15-min volume, v15 1660 163 117 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6807 668 479 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 1999 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5786 9600 No Fi F v = v - v 5118 9600 No FO F R v 668 3800 No R v v 1893 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2314 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2314 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 10.7 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.488 S Space mean speed in ramp influence area, S = 56.3 mph R Space mean speed in outer lanes, S = 73.9 mph 0 Space mean speed for all vehicles, S = 65.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Off-Ramp at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8770 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 840 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 600 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8770 840 600 vph Peak-hour factor, PHF 0.92 0.92 0.92 Peak 15-min volume, v15 2383 228 163 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9771 936 668 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2725 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7817 9600 No Fi F v = v - v 6881 9600 No FO F R v 936 3800 No R v v 2546 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3126 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3126 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 17.6 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.512 S Space mean speed in ramp influence area, S = 55.7 mph R Space mean speed in outer lanes, S = 71.5 mph 0 Space mean speed for all vehicles, S = 64.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Ramp at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5510 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 430 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 600 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5510 430 600 vph Peak-hour factor, PHF 0.92 0.92 0.92 Peak 15-min volume, v15 1497 117 163 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6139 479 668 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.158 Using Equation 4 FM v = v (P ) = 970 pc/h 12 F FM Actual Maximum LOS F? v 6618 9600 No FO v v 2584 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2455 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2455 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 25.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.359 S Space mean speed in ramp influence area, S = 59.9 mph R Space mean speed in outer lanes, S = 65.2 mph 0 Space mean speed for all vehicles, S = 62.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Ramp at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7930 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 600 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 840 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7930 600 840 vph Peak-hour factor, PHF 0.92 0.92 0.92 Peak 15-min volume, v15 2155 163 228 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8835 668 936 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.134 Using Equation 4 FM v = v (P ) = 1187 pc/h 12 F FM Actual Maximum LOS F? v 9503 9600 No FO v v 3824 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3534 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3534 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 34.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.547 S Space mean speed in ramp influence area, S = 54.7 mph R Space mean speed in outer lanes, S = 61.4 mph 0 Space mean speed for all vehicles, S = 58.2 mph ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix I-2 HCS Freeway Ramp Analysis Worksheets under 2030 No Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Connector from SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5320 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 1850 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 340 vph Position of adjacent Ramp Type of adjacent Ramp Off Distance to adjacent Ramp 1580 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5320 1850 340 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1400 487 89 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5796 2006 369 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 1211 pc/h 12 F FM Actual Maximum LOS F? v 7802 9600 No FO v v 2292 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2318 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2318 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.510 S Space mean speed in ramp influence area, S = 55.7 mph R Space mean speed in outer lanes, S = 65.5 mph 0 Space mean speed for all vehicles, S = 59.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Connector from SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 9250 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2790 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 420 vph Position of adjacent Ramp Type of adjacent Ramp Off Distance to adjacent Ramp 1580 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9250 2790 420 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2434 734 111 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10078 3025 455 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 2106 pc/h 12 F FM Actual Maximum LOS F? v 13103 9600 Yes FO v v 3986 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 4031 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 4031 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 49.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 4.739 S Space mean speed in ramp influence area, S = -62.7 mph R Space mean speed in outer lanes, S = 59.1 mph 0 Space mean speed for all vehicles, S = mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Chapman Avenue Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7170 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 340 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1130 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7170 340 1130 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1887 89 297 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7812 369 1225 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2933 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6250 9600 No Fi F v = v - v 5881 9600 No FO F R v 369 2000 No R v v 1658 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2933 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2933 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 25.0 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.461 S Space mean speed in ramp influence area, S = 57.1 mph R Space mean speed in outer lanes, S = 74.2 mph 0 Space mean speed for all vehicles, S = 65.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Chapman Avenue Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 12040 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 420 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 840 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 800 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 12040 420 840 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 3168 111 221 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 13244 455 911 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4876 pc/h 12 R F R FD Actual Maximum LOS F? v = v 10596 9600 Yes Fi F v = v - v 10141 9600 Yes FO F R v 455 2000 No R v v 2860 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 5196 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 5196 4400 Yes 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 44.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, D = 0.469 S Space mean speed in ramp influence area, S = 56.9 mph R Space mean speed in outer lanes, S = 70.2 mph 0 Space mean speed for all vehicles, S = 62.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6830 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1130 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 340 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6830 1130 340 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1797 297 89 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7441 1225 369 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2454 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5953 9600 No Fi F v = v - v 4728 9600 No FO F R v 1225 3800 No R v v 1749 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2454 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2454 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 11.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.538 S Space mean speed in ramp influence area, S = 54.9 mph R Space mean speed in outer lanes, S = 73.9 mph 0 Space mean speed for all vehicles, S = 64.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 11620 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 840 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 420 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 11620 840 420 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 3058 221 111 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 12660 911 455 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 3307 pc/h 12 R F R FD Actual Maximum LOS F? v = v 10128 9600 Yes Fi F v = v - v 9217 9600 No FO F R v 911 3800 No R v v 3410 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4728 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4728 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 31.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, D = 0.510 S Space mean speed in ramp influence area, S = 55.7 mph R Space mean speed in outer lanes, S = 70.2 mph 0 Space mean speed for all vehicles, S = 62.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV Off-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1400 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 50 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1400 50 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 368 13 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 1474 53 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 1.000 Using Equation 0 FD v = v + (v - v ) P = 1474 pc/h 12 R F R FD Actual Maximum LOS F? v = v 1474 4800 No Fi F v = v - v 1421 4800 No FO F R v 53 2000 No R v v 0 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1474 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 1474 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 12.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.433 S Space mean speed in ramp influence area, S = 57.9 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 57.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV Off-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1950 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 140 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1950 140 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 513 37 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 2053 147 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 1.000 Using Equation 0 FD v = v + (v - v ) P = 2053 pc/h 12 R F R FD Actual Maximum LOS F? v = v 2053 4800 No Fi F v = v - v 1906 4800 No FO F R v 147 2000 No R v v 0 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2053 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2053 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 17.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.441 S Space mean speed in ramp influence area, S = 57.6 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 57.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5700 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 230 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 1130 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1350 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5700 230 1130 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1500 61 297 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6210 249 1225 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.187 Using Equation 4 FM v = v (P ) = 881 pc/h 12 F FM Actual Maximum LOS F? v 4969 9600 No FO v v 1919 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1888 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1888 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 18.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.319 S Space mean speed in ramp influence area, S = 61.1 mph R Space mean speed in outer lanes, S = 66.7 mph 0 Space mean speed for all vehicles, S = 64.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 10780 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 430 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 840 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1350 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 10780 430 840 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2837 113 221 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 11745 466 911 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.160 Using Equation 4 FM v = v (P ) = 1475 pc/h 12 F FM Actual Maximum LOS F? v 9711 9600 Yes FO v v 3885 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3698 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3698 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 34.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.537 S Space mean speed in ramp influence area, S = 55.0 mph R Space mean speed in outer lanes, S = 60.6 mph 0 Space mean speed for all vehicles, S = 58.1 mph ---PAGE BREAK--- ROUTE: I-5 Northbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: 2030 No Project ANALYSIS PERIOD: AM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 5,810 6,391 0.95 Max Upstream Fwy Flow, VF1 11,750 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 22.5 0.957 Level of service, LOS C 1.00 Level 6,391 User Input Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, Vp Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp ---PAGE BREAK--- ROUTE: I-5 Northbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: 2030 No Project ANALYSIS PERIOD: PM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 9,360 10,296 0.95 Max Upstream Fwy Flow, VF1 11,750 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 36.2 0.957 Level of service, LOS E 1.00 Level 10,296 User Input Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, Vp ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Orangwood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4860 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 370 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 950 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4860 370 950 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1279 97 250 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5346 401 1030 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.168 Using Equation 4 FM v = v (P ) = 896 pc/h 12 F FM Actual Maximum LOS F? v 5747 9600 No FO v v 2225 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2138 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2138 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 21.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.328 S Space mean speed in ramp influence area, S = 60.8 mph R Space mean speed in outer lanes, S = 66.0 mph 0 Space mean speed for all vehicles, S = 63.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Orangwood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7760 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 520 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 1600 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7760 520 1600 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2042 137 421 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8536 564 1735 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.147 Using Equation 4 FM v = v (P ) = 1257 pc/h 12 F FM Actual Maximum LOS F? v 9100 9600 No FO v v 3639 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3414 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3414 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 32.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.487 S Space mean speed in ramp influence area, S = 56.4 mph R Space mean speed in outer lanes, S = 61.9 mph 0 Space mean speed for all vehicles, S = 59.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5230 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 260 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 370 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1400 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5230 260 370 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1376 68 97 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5753 282 401 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.183 Using Equation 4 FM v = v (P ) = 1050 pc/h 12 F FM Actual Maximum LOS F? v 6035 9600 No FO v v 2351 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2301 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2301 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 22.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.338 S Space mean speed in ramp influence area, S = 60.5 mph R Space mean speed in outer lanes, S = 65.6 mph 0 Space mean speed for all vehicles, S = 63.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8280 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 400 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 520 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1400 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8280 400 520 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2179 105 137 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9108 434 564 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.164 Using Equation 4 FM v = v (P ) = 1490 pc/h 12 F FM Actual Maximum LOS F? v 9542 9600 No FO v v 3809 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3643 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3643 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 33.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.516 S Space mean speed in ramp influence area, S = 55.6 mph R Space mean speed in outer lanes, S = 60.9 mph 0 Space mean speed for all vehicles, S = 58.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2340 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 170 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2340 170 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 616 45 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 2463 179 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 2463 pc/h 12 F FM Actual Maximum LOS F? v 2642 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2463 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2463 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 22.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.341 S Space mean speed in ramp influence area, S = 60.5 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 3420 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 810 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 3420 810 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 900 213 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 3600 853 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 3600 pc/h 12 F FM Actual Maximum LOS F? v 4453 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3600 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3600 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 36.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, M = 0.621 S Space mean speed in ramp influence area, S = 52.6 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 52.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Anaheim Boulevard Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5490 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 440 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 260 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1570 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5490 440 260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1445 116 68 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6039 477 282 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.158 Using Equation 4 FM v = v (P ) = 955 pc/h 12 F FM Actual Maximum LOS F? v 6516 9600 No FO v v 2542 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2415 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2415 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 24.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.349 S Space mean speed in ramp influence area, S = 60.2 mph R Space mean speed in outer lanes, S = 65.3 mph 0 Space mean speed for all vehicles, S = 62.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Anaheim Boulevard Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8680 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 1140 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 400 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1570 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8680 1140 400 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2284 300 105 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9548 1236 434 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.063 Using Equation 4 FM v = v (P ) = 604 pc/h 12 F FM Actual Maximum LOS F? v 10784 9600 Yes FO v v 4472 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3819 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3819 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 40.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.891 S Space mean speed in ramp influence area, S = 45.1 mph R Space mean speed in outer lanes, S = 60.1 mph 0 Space mean speed for all vehicles, S = 52.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5780 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 800 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 290 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5780 800 290 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1521 211 76 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6358 867 314 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2846 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5405 9600 No Fi F v = v - v 4538 9600 No FO F R v 867 2000 No R v v 1279 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2846 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2846 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 24.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.506 S Space mean speed in ramp influence area, S = 55.8 mph R Space mean speed in outer lanes, S = 75.7 mph 0 Space mean speed for all vehicles, S = 63.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9920 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 1010 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 700 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9920 1010 700 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2611 266 184 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10912 1095 759 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4424 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8730 9600 No Fi F v = v - v 7635 9600 No FO F R v 1095 2000 No R v v 2153 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4424 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4424 4400 Yes 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 37.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.527 S Space mean speed in ramp influence area, S = 55.3 mph R Space mean speed in outer lanes, S = 72.3 mph 0 Space mean speed for all vehicles, S = 62.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4980 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 290 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 800 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4980 290 800 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1311 76 211 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5478 314 867 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.179 Using Equation 4 FM v = v (P ) = 978 pc/h 12 F FM Actual Maximum LOS F? v 5792 9600 No FO v v 2250 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2191 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2191 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 21.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.327 S Space mean speed in ramp influence area, S = 60.9 mph R Space mean speed in outer lanes, S = 65.9 mph 0 Space mean speed for all vehicles, S = 63.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8910 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 700 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 1010 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8910 700 1010 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2345 184 266 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9801 759 1095 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.123 Using Equation 4 FM v = v (P ) = 1205 pc/h 12 F FM Actual Maximum LOS F? v 10560 9600 Yes FO v v 4298 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3920 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3920 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 37.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.699 S Space mean speed in ramp influence area, S = 50.4 mph R Space mean speed in outer lanes, S = 59.6 mph 0 Space mean speed for all vehicles, S = 55.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7760 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 670 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1260 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1300 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7760 670 1260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2042 176 332 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8536 726 1366 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3387 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6829 9600 No Fi F v = v - v 6103 9600 No FO F R v 726 2000 No R v v 1721 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3387 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3387 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 28.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.493 S Space mean speed in ramp influence area, S = 56.2 mph R Space mean speed in outer lanes, S = 74.0 mph 0 Space mean speed for all vehicles, S = 63.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8830 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 690 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 990 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1300 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8830 690 990 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2324 182 261 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9713 748 1073 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3810 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7771 9600 No Fi F v = v - v 7023 9600 No FO F R v 748 2000 No R v v 1980 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3810 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3810 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 32.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.495 S Space mean speed in ramp influence area, S = 56.1 mph R Space mean speed in outer lanes, S = 73.0 mph 0 Space mean speed for all vehicles, S = 63.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7090 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 1260 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 670 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1300 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7090 1260 670 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1866 332 176 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7799 1366 726 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.047 Using Equation 4 FM v = v (P ) = 262 pc/h 12 F FM Actual Maximum LOS F? v 6943 9600 No FO v v 2657 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2230 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2230 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 29.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.421 S Space mean speed in ramp influence area, S = 58.2 mph R Space mean speed in outer lanes, S = 65.8 mph 0 Space mean speed for all vehicles, S = 61.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8140 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 990 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 690 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1300 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8140 990 690 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2142 261 182 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8954 1073 748 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.084 Using Equation 4 FM v = v (P ) = 540 pc/h 12 F FM Actual Maximum LOS F? v 7527 9600 No FO v v 2957 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2581 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2581 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 29.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.430 S Space mean speed in ramp influence area, S = 58.0 mph R Space mean speed in outer lanes, S = 64.8 mph 0 Space mean speed for all vehicles, S = 61.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at Disney Way Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8350 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 660 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 750 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 1130 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8350 660 750 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2197 174 197 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9185 716 813 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3608 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7348 9600 No Fi F v = v - v 6632 9600 No FO F R v 716 2000 No R v v 1870 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3608 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3608 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 30.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.492 S Space mean speed in ramp influence area, S = 56.2 mph R Space mean speed in outer lanes, S = 73.4 mph 0 Space mean speed for all vehicles, S = 63.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at Disney Way Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9130 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 530 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 360 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 1130 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9130 530 360 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2403 139 95 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10043 575 390 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3828 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8035 9600 No Fi F v = v - v 7460 9600 No FO F R v 575 2000 No R v v 2103 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3828 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3828 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 32.7 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.480 S Space mean speed in ramp influence area, S = 56.6 mph R Space mean speed in outer lanes, S = 72.5 mph 0 Space mean speed for all vehicles, S = 63.9 mph ---PAGE BREAK--- ROUTE: I-5 Southbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: 2030 No Project ANALYSIS PERIOD: AM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 6,130 6,743 0.95 Max Upstream Fwy Flow, VF1 11,750 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 23.7 0.957 Level of service, LOS C 1.00 Level 6,743 User Input Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, Vp Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type ---PAGE BREAK--- ROUTE: I-5 Southbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: 2030 No Project ANALYSIS PERIOD: PM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 7,770 8,547 0.95 Max Upstream Fwy Flow, VF1 11,750 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 30.1 0.957 Level of service, LOS D 1.00 Level 8,547 User Input Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, Vp ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV Off-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2760 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 620 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2760 620 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 726 163 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 2905 653 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 1.000 Using Equation 0 FD v = v + (v - v ) P = 2905 pc/h 12 R F R FD Actual Maximum LOS F? v = v 2905 4800 No Fi F v = v - v 2252 4800 No FO F R v 653 2000 No R v v 0 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2905 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2905 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 24.7 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.487 S Space mean speed in ramp influence area, S = 56.4 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 56.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV Off-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2690 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 380 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2690 380 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 708 100 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 2832 400 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 1.000 Using Equation 0 FD v = v + (v - v ) P = 2832 pc/h 12 R F R FD Actual Maximum LOS F? v = v 2832 4800 No Fi F v = v - v 2432 4800 No FO F R v 400 2000 No R v v 0 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2832 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2832 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 24.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.464 S Space mean speed in ramp influence area, S = 57.0 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 57.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Anaheim Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5380 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 430 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 750 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1630 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5380 430 750 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1416 113 197 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5918 466 813 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.160 Using Equation 4 FM v = v (P ) = 944 pc/h 12 F FM Actual Maximum LOS F? v 6384 9600 No FO v v 2487 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2367 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2367 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 23.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.345 S Space mean speed in ramp influence area, S = 60.3 mph R Space mean speed in outer lanes, S = 65.4 mph 0 Space mean speed for all vehicles, S = 63.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Anaheim Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7410 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 560 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 360 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1630 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7410 560 360 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1950 147 95 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8151 607 390 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.142 Using Equation 4 FM v = v (P ) = 1157 pc/h 12 F FM Actual Maximum LOS F? v 8758 9600 No FO v v 3497 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3260 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3260 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 31.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.465 S Space mean speed in ramp influence area, S = 57.0 mph R Space mean speed in outer lanes, S = 62.6 mph 0 Space mean speed for all vehicles, S = 60.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Katella Avenue Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5810 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 900 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 430 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1260 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5810 900 430 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1529 237 113 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6391 976 466 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.096 Using Equation 4 FM v = v (P ) = 612 pc/h 12 F FM Actual Maximum LOS F? v 7367 9600 No FO v v 2889 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2556 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2556 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.412 S Space mean speed in ramp influence area, S = 58.5 mph R Space mean speed in outer lanes, S = 64.9 mph 0 Space mean speed for all vehicles, S = 61.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Katella Avenue Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7970 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 700 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 560 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1260 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7970 700 560 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2097 184 147 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8767 759 607 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.123 Using Equation 4 FM v = v (P ) = 1078 pc/h 12 F FM Actual Maximum LOS F? v 9526 9600 No FO v v 3844 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3506 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3506 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 34.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.557 S Space mean speed in ramp influence area, S = 54.4 mph R Space mean speed in outer lanes, S = 61.5 mph 0 Space mean speed for all vehicles, S = 58.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6470 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 630 vph Length of first accel/decel lane 700 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 900 vph Position of adjacent ramp Upstream Type of adjacent ramp On Distance to adjacent ramp 1290 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6470 630 900 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1703 166 237 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7117 683 976 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2868 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5694 9600 No Fi F v = v - v 5011 9600 No FO F R v 683 2000 No R v v 1413 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2868 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2868 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 22.6 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.489 S Space mean speed in ramp influence area, S = 56.3 mph R Space mean speed in outer lanes, S = 75.2 mph 0 Space mean speed for all vehicles, S = 64.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8640 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 840 vph Length of first accel/decel lane 700 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 700 vph Position of adjacent ramp Upstream Type of adjacent ramp On Distance to adjacent ramp 1290 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8640 840 700 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2274 221 184 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9504 911 759 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3829 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7604 9600 No Fi F v = v - v 6693 9600 No FO F R v 911 2000 No R v v 1887 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3829 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3829 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 30.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.510 S Space mean speed in ramp influence area, S = 55.7 mph R Space mean speed in outer lanes, S = 73.3 mph 0 Space mean speed for all vehicles, S = 63.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2070 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 220 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2070 220 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 545 58 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 2179 232 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 2179 pc/h 12 F FM Actual Maximum LOS F? v 2411 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2179 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2179 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 21.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.329 S Space mean speed in ramp influence area, S = 60.8 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2260 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 270 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2260 270 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 595 71 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 2379 284 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 2379 pc/h 12 F FM Actual Maximum LOS F? v 2663 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2379 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2379 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 23.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.342 S Space mean speed in ramp influence area, S = 60.4 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5840 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 680 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 230 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5840 680 230 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1537 179 61 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6424 737 249 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.126 Using Equation 4 FM v = v (P ) = 807 pc/h 12 F FM Actual Maximum LOS F? v 7161 9600 No FO v v 2808 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2569 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2569 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 27.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.385 S Space mean speed in ramp influence area, S = 59.2 mph R Space mean speed in outer lanes, S = 64.9 mph 0 Space mean speed for all vehicles, S = 62.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7800 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 820 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 320 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7800 820 320 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2053 216 84 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8580 889 347 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.107 Using Equation 4 FM v = v (P ) = 915 pc/h 12 F FM Actual Maximum LOS F? v 9469 9600 No FO v v 3832 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3432 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3432 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 35.0+ pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, M = 0.573 S Space mean speed in ramp influence area, S = 54.0 mph R Space mean speed in outer lanes, S = 61.8 mph 0 Space mean speed for all vehicles, S = 58.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6520 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 230 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 680 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6520 230 680 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1716 61 179 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7172 249 737 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.187 Using Equation 4 FM v = v (P ) = 977 pc/h 12 F FM Actual Maximum LOS F? v 5485 9600 No FO v v 2129 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2094 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2094 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.320 S Space mean speed in ramp influence area, S = 61.1 mph R Space mean speed in outer lanes, S = 66.1 mph 0 Space mean speed for all vehicles, S = 63.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8620 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 320 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 820 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8620 320 820 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2268 84 216 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9482 347 889 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.174 Using Equation 4 FM v = v (P ) = 1218 pc/h 12 F FM Actual Maximum LOS F? v 7329 9600 No FO v v 2882 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2792 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2792 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 26.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.369 S Space mean speed in ramp influence area, S = 59.7 mph R Space mean speed in outer lanes, S = 64.3 mph 0 Space mean speed for all vehicles, S = 62.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5625 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 480 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 880 vph Position of adjacent Ramp Type of adjacent Ramp Off Distance to adjacent Ramp 1115 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5625 480 880 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1480 126 232 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6128 520 954 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.153 Using Equation 4 FM v = v (P ) = 712 pc/h 12 F FM Actual Maximum LOS F? v 5178 9600 No FO v v 1973 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1863 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1863 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 20.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.321 S Space mean speed in ramp influence area, S = 61.0 mph R Space mean speed in outer lanes, S = 66.8 mph 0 Space mean speed for all vehicles, S = 64.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7450 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 670 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 1320 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1115 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7450 670 1320 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1961 176 347 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8117 726 1431 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.127 Using Equation 4 FM v = v (P ) = 737 pc/h 12 F FM Actual Maximum LOS F? v 6530 9600 No FO v v 2533 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2321 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2321 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 25.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.361 S Space mean speed in ramp influence area, S = 59.9 mph R Space mean speed in outer lanes, S = 65.5 mph 0 Space mean speed for all vehicles, S = 62.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 WB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7230 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 880 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1040 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7230 880 1040 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1903 232 274 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7877 954 1128 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3286 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6302 9600 No Fi F v = v - v 5348 9600 No FO F R v 954 2000 No R v v 1508 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3286 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3286 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 28.0+ pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.514 S Space mean speed in ramp influence area, S = 55.6 mph R Space mean speed in outer lanes, S = 74.8 mph 0 Space mean speed for all vehicles, S = 63.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 WB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9610 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 1320 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1330 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9610 1320 1330 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2529 347 350 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10470 1431 1442 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4459 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8376 9600 No Fi F v = v - v 6945 9600 No FO F R v 1431 2000 No R v v 1958 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4459 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4459 4400 Yes 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 38.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.557 S Space mean speed in ramp influence area, S = 54.4 mph R Space mean speed in outer lanes, S = 73.1 mph 0 Space mean speed for all vehicles, S = 61.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 EB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6350 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1040 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 880 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6350 1040 880 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1671 274 232 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6918 1128 954 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2364 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5881 9600 No Fi F v = v - v 4753 9600 No FO F R v 1128 3800 No R v v 1758 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2364 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2364 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 11.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.530 S Space mean speed in ramp influence area, S = 55.2 mph R Space mean speed in outer lanes, S = 73.8 mph 0 Space mean speed for all vehicles, S = 65.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 EB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8290 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1330 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1320 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8290 1330 1320 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2182 350 347 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9032 1442 1431 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2946 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7226 9600 No Fi F v = v - v 5784 9600 No FO F R v 1442 3800 No R v v 2140 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2946 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2946 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 16.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.558 S Space mean speed in ramp influence area, S = 54.4 mph R Space mean speed in outer lanes, S = 72.3 mph 0 Space mean speed for all vehicles, S = 63.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 3790 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 160 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 3790 160 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 997 42 v Trucks and buses 6 6 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 Driver population factor, fP 1.00 1.00 Flow rate, vp 4109 173 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.649 Using Equation 5 FD v = v + (v - v ) P = 2729 pc/h 12 R F R FD Actual Maximum LOS F? v = v 4109 7200 No Fi F v = v - v 3936 7200 No FO F R v 173 2000 No R v v 1380 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2729 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2729 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 23.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.444 S Space mean speed in ramp influence area, S = 57.6 mph R Space mean speed in outer lanes, S = 75.3 mph 0 Space mean speed for all vehicles, S = 62.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 5150 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 180 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5150 180 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1355 47 v Trucks and buses 6 6 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 Driver population factor, fP 1.00 1.00 Flow rate, vp 5584 195 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.611 Using Equation 5 FD v = v + (v - v ) P = 3490 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5584 7200 No Fi F v = v - v 5389 7200 No FO F R v 195 2000 No R v v 2094 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3490 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3490 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 29.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.446 S Space mean speed in ramp influence area, S = 57.5 mph R Space mean speed in outer lanes, S = 72.5 mph 0 Space mean speed for all vehicles, S = 62.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5225 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 260 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 220 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5225 260 220 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1375 68 58 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5665 282 239 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.183 Using Equation 4 FM v = v (P ) = 786 pc/h 12 F FM Actual Maximum LOS F? v 4588 9600 No FO v v 1760 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1722 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1722 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 17.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.315 S Space mean speed in ramp influence area, S = 61.2 mph R Space mean speed in outer lanes, S = 67.1 mph 0 Space mean speed for all vehicles, S = 64.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8092 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 420 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 300 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8092 420 300 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2129 111 79 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8773 455 325 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.161 Using Equation 4 FM v = v (P ) = 1009 pc/h 12 F FM Actual Maximum LOS F? v 6728 9600 No FO v v 2632 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2509 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2509 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 25.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.362 S Space mean speed in ramp influence area, S = 59.9 mph R Space mean speed in outer lanes, S = 65.0 mph 0 Space mean speed for all vehicles, S = 62.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5790 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 220 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 260 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5790 220 260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1524 58 68 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6278 239 282 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.188 Using Equation 4 FM v = v (P ) = 897 pc/h 12 F FM Actual Maximum LOS F? v 5011 9600 No FO v v 1937 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1908 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1908 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.319 S Space mean speed in ramp influence area, S = 61.1 mph R Space mean speed in outer lanes, S = 66.6 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9410 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 300 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 420 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9410 300 420 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2476 79 111 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10202 325 455 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.177 Using Equation 4 FM v = v (P ) = 1365 pc/h 12 F FM Actual Maximum LOS F? v 8027 9600 No FO v v 3168 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3080 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3080 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.403 S Space mean speed in ramp influence area, S = 58.7 mph R Space mean speed in outer lanes, S = 63.4 mph 0 Space mean speed for all vehicles, S = 61.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6270 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 710 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 300 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 940 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6270 710 300 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1650 187 79 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6798 770 325 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2954 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5779 9600 No Fi F v = v - v 5009 9600 No FO F R v 770 2000 No R v v 1412 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2954 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2954 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 25.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.497 S Space mean speed in ramp influence area, S = 56.1 mph R Space mean speed in outer lanes, S = 75.2 mph 0 Space mean speed for all vehicles, S = 64.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 10130 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 310 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 300 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 940 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 10130 310 300 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2666 82 79 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10983 336 325 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4021 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8787 9600 No Fi F v = v - v 8451 9600 No FO F R v 336 2000 No R v v 2383 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4021 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4021 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 34.3 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.458 S Space mean speed in ramp influence area, S = 57.2 mph R Space mean speed in outer lanes, S = 71.4 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5860 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 220 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 300 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1080 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5860 220 300 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1542 58 79 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6353 239 325 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.188 Using Equation 4 FM v = v (P ) = 907 pc/h 12 F FM Actual Maximum LOS F? v 5068 9600 No FO v v 1961 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1931 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1931 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.320 S Space mean speed in ramp influence area, S = 61.0 mph R Space mean speed in outer lanes, S = 66.6 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 10120 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 660 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 300 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1080 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 10120 660 300 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2663 174 79 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10972 716 325 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.128 Using Equation 4 FM v = v (P ) = 1087 pc/h 12 F FM Actual Maximum LOS F? v 9188 9600 No FO v v 3692 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3388 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3388 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 34.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.522 S Space mean speed in ramp influence area, S = 55.4 mph R Space mean speed in outer lanes, S = 62.0 mph 0 Space mean speed for all vehicles, S = 58.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5560 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 300 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 220 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 940 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5560 300 220 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1463 79 58 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6028 325 239 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.177 Using Equation 4 FM v = v (P ) = 812 pc/h 12 F FM Actual Maximum LOS F? v 4907 9600 No FO v v 1885 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1832 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1832 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.320 S Space mean speed in ramp influence area, S = 61.0 mph R Space mean speed in outer lanes, S = 66.8 mph 0 Space mean speed for all vehicles, S = 64.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9820 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 300 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 660 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 940 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9820 300 660 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2584 79 174 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10647 325 716 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.177 Using Equation 4 FM v = v (P ) = 1443 pc/h 12 F FM Actual Maximum LOS F? v 8472 9600 No FO v v 3352 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3258 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3258 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 30.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.426 S Space mean speed in ramp influence area, S = 58.1 mph R Space mean speed in outer lanes, S = 62.6 mph 0 Space mean speed for all vehicles, S = 60.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5320 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 970 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 400 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5320 970 400 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1400 255 105 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5768 1052 434 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2731 pc/h 12 R F R FD Actual Maximum LOS F? v = v 4903 9600 No Fi F v = v - v 3851 9600 No FO F R v 1052 2000 No R v v 1086 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2731 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2731 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 23.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.523 S Space mean speed in ramp influence area, S = 55.4 mph R Space mean speed in outer lanes, S = 76.5 mph 0 Space mean speed for all vehicles, S = 63.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9020 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 750 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 490 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9020 750 490 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2374 197 129 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9780 813 531 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3870 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7824 9600 No Fi F v = v - v 7011 9600 No FO F R v 813 2000 No R v v 1977 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3870 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3870 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 33.0 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.501 S Space mean speed in ramp influence area, S = 56.0 mph R Space mean speed in outer lanes, S = 73.0 mph 0 Space mean speed for all vehicles, S = 63.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4750 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 220 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 400 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1090 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4750 220 400 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1250 58 105 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5150 239 434 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.188 Using Equation 4 FM v = v (P ) = 755 pc/h 12 F FM Actual Maximum LOS F? v 4257 9600 No FO v v 1631 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1607 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1607 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 16.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.311 S Space mean speed in ramp influence area, S = 61.3 mph R Space mean speed in outer lanes, S = 67.5 mph 0 Space mean speed for all vehicles, S = 64.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8760 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 500 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 490 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1090 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8760 500 490 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2305 132 129 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9498 542 531 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.150 Using Equation 4 FM v = v (P ) = 1050 pc/h 12 F FM Actual Maximum LOS F? v 7540 9600 No FO v v 2974 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2799 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2799 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.396 S Space mean speed in ramp influence area, S = 58.9 mph R Space mean speed in outer lanes, S = 64.2 mph 0 Space mean speed for all vehicles, S = 61.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4350 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 400 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 200 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 1090 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4350 400 200 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1145 105 53 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 4716 434 217 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.164 Using Equation 4 FM v = v (P ) = 602 pc/h 12 F FM Actual Maximum LOS F? v 4113 9600 No FO v v 1538 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1471 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1471 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 17.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.312 S Space mean speed in ramp influence area, S = 61.3 mph R Space mean speed in outer lanes, S = 67.8 mph 0 Space mean speed for all vehicles, S = 64.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8270 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 490 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 500 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 1090 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8270 490 500 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2176 129 132 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8966 531 542 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.151 Using Equation 4 FM v = v (P ) = 979 pc/h 12 F FM Actual Maximum LOS F? v 6997 9600 No FO v v 2743 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2586 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2586 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 26.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.374 S Space mean speed in ramp influence area, S = 59.5 mph R Space mean speed in outer lanes, S = 64.8 mph 0 Space mean speed for all vehicles, S = 62.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4780 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 910 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 520 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1500 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4780 910 520 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1258 239 137 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5183 987 564 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2591 pc/h 12 R F R FD Actual Maximum LOS F? v = v 4665 9600 No Fi F v = v - v 3678 9600 No FO F R v 987 2000 No R v v 1037 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2591 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2591 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 22.0 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.517 S Space mean speed in ramp influence area, S = 55.5 mph R Space mean speed in outer lanes, S = 76.6 mph 0 Space mean speed for all vehicles, S = 63.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9300 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 860 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 650 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1500 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9300 860 650 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2447 226 171 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10083 932 705 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4043 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8067 9600 No Fi F v = v - v 7135 9600 No FO F R v 932 2000 No R v v 2012 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4043 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4043 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 34.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.512 S Space mean speed in ramp influence area, S = 55.7 mph R Space mean speed in outer lanes, S = 72.8 mph 0 Space mean speed for all vehicles, S = 63.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4390 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 420 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 520 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4390 420 520 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1155 111 137 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 4760 455 564 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.161 Using Equation 4 FM v = v (P ) = 598 pc/h 12 F FM Actual Maximum LOS F? v 4168 9600 No FO v v 1557 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1485 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1485 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 17.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.313 S Space mean speed in ramp influence area, S = 61.2 mph R Space mean speed in outer lanes, S = 67.8 mph 0 Space mean speed for all vehicles, S = 64.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9090 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 900 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 650 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9090 900 650 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2392 237 171 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9855 976 705 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.096 Using Equation 4 FM v = v (P ) = 705 pc/h 12 F FM Actual Maximum LOS F? v 8331 9600 No FO v v 3325 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2942 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2942 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 32.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.482 S Space mean speed in ramp influence area, S = 56.5 mph R Space mean speed in outer lanes, S = 63.9 mph 0 Space mean speed for all vehicles, S = 60.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 3870 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 520 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 420 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 3870 520 420 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1018 137 111 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 4196 564 455 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.147 Using Equation 4 FM v = v (P ) = 482 pc/h 12 F FM Actual Maximum LOS F? v 3837 9600 No FO v v 1395 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1309 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1309 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 16.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.311 S Space mean speed in ramp influence area, S = 61.3 mph R Space mean speed in outer lanes, S = 68.3 mph 0 Space mean speed for all vehicles, S = 64.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8440 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 650 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 900 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8440 650 900 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2221 171 237 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9151 705 976 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.130 Using Equation 4 FM v = v (P ) = 862 pc/h 12 F FM Actual Maximum LOS F? v 7356 9600 No FO v v 2894 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2660 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2660 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.399 S Space mean speed in ramp influence area, S = 58.8 mph R Space mean speed in outer lanes, S = 64.6 mph 0 Space mean speed for all vehicles, S = 61.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8430 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 1770 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 240 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1180 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8430 1770 240 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2218 466 63 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9140 1919 260 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4270 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7312 9600 No Fi F v = v - v 5393 9600 No FO F R v 1919 2000 No R v v 1521 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4270 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4270 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 36.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.601 S Space mean speed in ramp influence area, S = 53.2 mph R Space mean speed in outer lanes, S = 74.8 mph 0 Space mean speed for all vehicles, S = 60.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8250 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 1150 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 500 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1180 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8250 1150 500 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2171 303 132 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8945 1247 542 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3823 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7156 9600 No Fi F v = v - v 5909 9600 No FO F R v 1247 2000 No R v v 1666 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3823 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3823 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 32.6 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.540 S Space mean speed in ramp influence area, S = 54.9 mph R Space mean speed in outer lanes, S = 74.2 mph 0 Space mean speed for all vehicles, S = 62.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: WB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6660 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 240 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 670 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6660 240 670 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1753 63 176 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7221 260 726 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.185 Using Equation 4 FM v = v (P ) = 1338 pc/h 12 F FM Actual Maximum LOS F? v 7481 9600 No FO v v 2941 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2888 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2888 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 26.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.377 S Space mean speed in ramp influence area, S = 59.4 mph R Space mean speed in outer lanes, S = 64.0 mph 0 Space mean speed for all vehicles, S = 62.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: WB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7100 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 500 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 560 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7100 500 560 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1868 132 147 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7698 542 607 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.150 Using Equation 4 FM v = v (P ) = 1155 pc/h 12 F FM Actual Maximum LOS F? v 8240 9600 No FO v v 3271 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3079 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3079 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 30.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.432 S Space mean speed in ramp influence area, S = 57.9 mph R Space mean speed in outer lanes, S = 63.4 mph 0 Space mean speed for all vehicles, S = 60.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6900 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 670 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 240 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6900 670 240 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1816 176 63 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7481 726 260 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.127 Using Equation 4 FM v = v (P ) = 950 pc/h 12 F FM Actual Maximum LOS F? v 8207 9600 No FO v v 3265 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2992 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2992 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 31.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.447 S Space mean speed in ramp influence area, S = 57.5 mph R Space mean speed in outer lanes, S = 63.7 mph 0 Space mean speed for all vehicles, S = 60.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7600 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 560 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 500 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7600 560 500 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2000 147 132 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8240 607 542 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.142 Using Equation 4 FM v = v (P ) = 1169 pc/h 12 F FM Actual Maximum LOS F? v 8847 9600 No FO v v 3535 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3296 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3296 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 32.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.479 S Space mean speed in ramp influence area, S = 56.6 mph R Space mean speed in outer lanes, S = 62.4 mph 0 Space mean speed for all vehicles, S = 59.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8140 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 1020 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 260 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1120 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8140 1020 260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2142 268 68 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8825 1106 282 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4471 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8825 9600 No Fi F v = v - v 7719 9600 No FO F R v 1106 2000 No R v v 2177 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4471 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4471 4400 Yes 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 38.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.528 S Space mean speed in ramp influence area, S = 55.2 mph R Space mean speed in outer lanes, S = 72.2 mph 0 Space mean speed for all vehicles, S = 62.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8360 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 790 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 500 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1120 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8360 790 500 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2200 208 132 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9064 857 542 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4435 pc/h 12 R F R FD Actual Maximum LOS F? v = v 9064 9600 No Fi F v = v - v 8207 9600 No FO F R v 857 2000 No R v v 2314 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4435 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4435 4400 Yes 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 37.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.505 S Space mean speed in ramp influence area, S = 55.9 mph R Space mean speed in outer lanes, S = 71.7 mph 0 Space mean speed for all vehicles, S = 62.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: WB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7120 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 260 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 180 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 1015 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7120 260 180 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1874 68 47 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7720 282 195 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.183 Using Equation 4 FM v = v (P ) = 1409 pc/h 12 F FM Actual Maximum LOS F? v 8002 9600 No FO v v 3155 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3088 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3088 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.399 S Space mean speed in ramp influence area, S = 58.8 mph R Space mean speed in outer lanes, S = 63.4 mph 0 Space mean speed for all vehicles, S = 61.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: WB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7570 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 500 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 460 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 1015 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7570 500 460 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1992 132 121 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8207 542 499 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.150 Using Equation 4 FM v = v (P ) = 1231 pc/h 12 F FM Actual Maximum LOS F? v 8749 9600 No FO v v 3488 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3282 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3282 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 31.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.465 S Space mean speed in ramp influence area, S = 57.0 mph R Space mean speed in outer lanes, S = 62.5 mph 0 Space mean speed for all vehicles, S = 60.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7380 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 180 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 260 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1015 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7380 180 260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1942 47 68 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8001 195 282 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.193 Using Equation 4 FM v = v (P ) = 1548 pc/h 12 F FM Actual Maximum LOS F? v 8196 9600 No FO v v 3226 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3200 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3200 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.402 S Space mean speed in ramp influence area, S = 58.7 mph R Space mean speed in outer lanes, S = 62.9 mph 0 Space mean speed for all vehicles, S = 61.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8070 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 460 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 500 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1015 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8070 460 500 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2124 121 132 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8750 499 542 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.155 Using Equation 4 FM v = v (P ) = 1360 pc/h 12 F FM Actual Maximum LOS F? v 9249 9600 No FO v v 3695 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3500 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3500 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 33.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.499 S Space mean speed in ramp influence area, S = 56.0 mph R Space mean speed in outer lanes, S = 61.5 mph 0 Space mean speed for all vehicles, S = 59.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7980 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 870 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 230 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7980 870 230 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2100 229 61 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8652 943 249 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3550 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6922 9600 No Fi F v = v - v 5979 9600 No FO F R v 943 2000 No R v v 1686 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3550 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3550 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 30.3 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.513 S Space mean speed in ramp influence area, S = 55.6 mph R Space mean speed in outer lanes, S = 74.1 mph 0 Space mean speed for all vehicles, S = 63.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8980 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 860 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 650 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8980 860 650 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2363 226 171 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9736 932 705 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3922 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7789 9600 No Fi F v = v - v 6857 9600 No FO F R v 932 2000 No R v v 1933 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3922 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3922 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 33.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.512 S Space mean speed in ramp influence area, S = 55.7 mph R Space mean speed in outer lanes, S = 73.2 mph 0 Space mean speed for all vehicles, S = 63.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7110 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 230 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 870 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7110 230 870 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1871 61 229 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7709 249 943 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.187 Using Equation 4 FM v = v (P ) = 1439 pc/h 12 F FM Actual Maximum LOS F? v 7958 9600 No FO v v 3135 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3083 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3083 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.395 S Space mean speed in ramp influence area, S = 58.9 mph R Space mean speed in outer lanes, S = 63.4 mph 0 Space mean speed for all vehicles, S = 61.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8120 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 650 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 860 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8120 650 860 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2137 171 226 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8804 705 932 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.130 Using Equation 4 FM v = v (P ) = 1142 pc/h 12 F FM Actual Maximum LOS F? v 9509 9600 No FO v v 3831 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3521 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3521 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 35.0- pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.553 S Space mean speed in ramp influence area, S = 54.5 mph R Space mean speed in outer lanes, S = 61.4 mph 0 Space mean speed for all vehicles, S = 58.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7340 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 530 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 430 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2160 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7340 530 430 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1932 139 113 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7958 575 466 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3100 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6367 9600 No Fi F v = v - v 5792 9600 No FO F R v 575 2000 No R v v 1633 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3100 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3100 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 26.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.480 S Space mean speed in ramp influence area, S = 56.6 mph R Space mean speed in outer lanes, S = 74.3 mph 0 Space mean speed for all vehicles, S = 64.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8770 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 680 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 600 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2160 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8770 680 600 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2308 179 158 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9509 737 651 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3733 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7608 9600 No Fi F v = v - v 6871 9600 No FO F R v 737 2000 No R v v 1937 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3733 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3733 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 31.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.494 S Space mean speed in ramp influence area, S = 56.2 mph R Space mean speed in outer lanes, S = 73.1 mph 0 Space mean speed for all vehicles, S = 63.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1340 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 430 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1340 430 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 353 113 v Trucks and buses 6 6 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 Driver population factor, fP 1.00 1.00 Flow rate, vp 1453 466 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 1453 pc/h 12 F FM Actual Maximum LOS F? v 1919 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1453 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1453 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 17.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.313 S Space mean speed in ramp influence area, S = 61.2 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 61.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1660 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 600 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1660 600 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 437 158 v Trucks and buses 6 6 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 Driver population factor, fP 1.00 1.00 Flow rate, vp 1800 651 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 1800 pc/h 12 F FM Actual Maximum LOS F? v 2451 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1800 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1800 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 21.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.331 S Space mean speed in ramp influence area, S = 60.7 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at Fairview Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6970 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 230 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 980 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6970 230 980 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1834 61 258 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7520 248 1057 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3419 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7520 9600 No Fi F v = v - v 7272 9600 No FO F R v 248 2000 No R v v 2050 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3419 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3419 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 29.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.450 S Space mean speed in ramp influence area, S = 57.4 mph R Space mean speed in outer lanes, S = 72.7 mph 0 Space mean speed for all vehicles, S = 64.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at Fairview Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8530 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 300 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1360 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8530 300 1360 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2245 79 358 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9203 324 1467 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4195 pc/h 12 R F R FD Actual Maximum LOS F? v = v 9203 9600 No Fi F v = v - v 8879 9600 No FO F R v 324 2000 No R v v 2504 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4195 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4195 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 35.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.457 S Space mean speed in ramp influence area, S = 57.2 mph R Space mean speed in outer lanes, S = 70.9 mph 0 Space mean speed for all vehicles, S = 63.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector from I-5/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6740 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 980 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 230 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6740 980 230 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1774 258 61 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7272 1057 248 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.086 Using Equation 4 FM v = v (P ) = 623 pc/h 12 F FM Actual Maximum LOS F? v 8329 9600 No FO v v 3324 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2908 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2908 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 32.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.492 S Space mean speed in ramp influence area, S = 56.2 mph R Space mean speed in outer lanes, S = 63.9 mph 0 Space mean speed for all vehicles, S = 60.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 SB Junction: EB On-Ramp at Fairview Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8230 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 1360 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 300 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8230 1360 300 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2166 358 79 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8880 1467 324 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.034 Using Equation 4 FM v = v (P ) = 306 pc/h 12 F FM Actual Maximum LOS F? v 10347 9600 Yes FO v v 4287 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3552 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3552 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 40.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.876 S Space mean speed in ramp influence area, S = 45.5 mph R Space mean speed in outer lanes, S = 61.3 mph 0 Space mean speed for all vehicles, S = 52.4 mph ---PAGE BREAK--- ROUTE: SR-22 Eastbound RAMP: Connector to I-5/SR-57/The City Drive/Bristol Street FORECAST YEAR: 2030 No Project ANALYSIS PERIOD: AM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 6,990 7,542 0.95 Max Upstream Fwy Flow, VF1 11,750 5 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 26.5 0.976 Level of service, LOS C 1.00 Level 7,542 User Input Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, Vp ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector to I-5/SR-57/City Dr Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8680 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 4460 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane 600 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8680 4460 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 2284 1174 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 9365 4812 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 5509 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7492 9600 No Fi F v = v - v 2680 9600 No FO F R v 4812 3800 Yes R v v 991 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 5509 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 5509 4400 Yes 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 35.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, D = 0.861 S Space mean speed in ramp influence area, S = 45.9 mph R Space mean speed in outer lanes, S = 76.8 mph 0 Space mean speed for all vehicles, S = 51.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at City Drive Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 5010 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 330 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5010 330 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1318 87 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 5406 356 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.608 Using Equation 5 FD v = v + (v - v ) P = 3429 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5406 7200 No Fi F v = v - v 5050 7200 No FO F R v 356 2000 No R v v 1977 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3429 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3429 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 29.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.460 S Space mean speed in ramp influence area, S = 57.1 mph R Space mean speed in outer lanes, S = 73.0 mph 0 Space mean speed for all vehicles, S = 62.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at City Drive Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 6690 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 460 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6690 460 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1761 121 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 7218 496 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.557 Using Equation 5 FD v = v + (v - v ) P = 4238 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7218 7200 Yes Fi F v = v - v 6722 7200 No FO F R v 496 2000 No R v v 2980 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4518 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4518 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 38.6 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, D = 0.473 S Space mean speed in ramp influence area, S = 56.8 mph R Space mean speed in outer lanes, S = 70.2 mph 0 Space mean speed for all vehicles, S = 61.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector from I-5/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 2680 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2090 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2680 2090 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 705 550 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 2892 2255 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.555 Using Equation 0 FM v = v (P ) = 1605 pc/h 12 F FM Actual Maximum LOS F? v 5147 7200 No FO v v 1287 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1652 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1652 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 25.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.410 S Space mean speed in ramp influence area, S = 58.5 mph R Space mean speed in outer lanes, S = 67.3 mph 0 Space mean speed for all vehicles, S = 60.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector from I-5/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 3030 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2950 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 3030 2950 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 797 776 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 3269 3183 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.555 Using Equation 0 FM v = v (P ) = 1814 pc/h 12 F FM Actual Maximum LOS F? v 6452 7200 No FO v v 1455 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1868 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1868 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 34.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.825 S Space mean speed in ramp influence area, S = 46.9 mph R Space mean speed in outer lanes, S = 66.8 mph 0 Space mean speed for all vehicles, S = 50.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Connector to I-5/SR-57 NB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4340 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1830 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4340 1830 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1142 482 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 4683 1974 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2678 pc/h 12 R F R FD Actual Maximum LOS F? v = v 4683 9600 No Fi F v = v - v 2709 9600 No FO F R v 1974 3800 No R v v 1002 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2678 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2678 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 13.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.606 S Space mean speed in ramp influence area, S = 53.0 mph R Space mean speed in outer lanes, S = 76.8 mph 0 Space mean speed for all vehicles, S = 61.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Connector to I-5/SR-57 NB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6470 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 2300 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6470 2300 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1703 605 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 6981 2482 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 3652 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6981 9600 No Fi F v = v - v 4499 9600 No FO F R v 2482 3800 No R v v 1664 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3652 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3652 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 22.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.651 S Space mean speed in ramp influence area, S = 51.8 mph R Space mean speed in outer lanes, S = 74.2 mph 0 Space mean speed for all vehicles, S = 60.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Rampr at City Drive Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2000 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 380 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2000 380 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 526 100 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 2158 410 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 2158 pc/h 12 F FM Actual Maximum LOS F? v 2568 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2158 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2158 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 22.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.337 S Space mean speed in ramp influence area, S = 60.6 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Rampr at City Drive Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2480 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 470 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2480 470 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 653 124 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 2676 507 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 2676 pc/h 12 F FM Actual Maximum LOS F? v 3183 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2676 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2676 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 26.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.380 S Space mean speed in ramp influence area, S = 59.4 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 59.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Connector from I-15/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4660 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2000 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4660 2000 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1226 526 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 5028 2158 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 820 pc/h 12 F FM Actual Maximum LOS F? v 6080 9600 No FO v v 1551 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1568 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1568 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 24.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.378 S Space mean speed in ramp influence area, S = 59.4 mph R Space mean speed in outer lanes, S = 67.6 mph 0 Space mean speed for all vehicles, S = 62.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Connector from I-15/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7200 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2480 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7200 2480 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1895 653 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 7768 2676 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 1161 pc/h 12 F FM Actual Maximum LOS F? v 8231 9600 No FO v v 2197 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2222 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2222 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 33.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.739 S Space mean speed in ramp influence area, S = 49.3 mph R Space mean speed in outer lanes, S = 65.8 mph 0 Space mean speed for all vehicles, S = 54.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Off-Ramp at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7040 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 640 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 550 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7040 640 550 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1853 168 145 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7596 691 593 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2091 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6077 9600 No Fi F v = v - v 5386 9600 No FO F R v 691 3800 No R v v 1993 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2430 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2430 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 11.7 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.490 S Space mean speed in ramp influence area, S = 56.3 mph R Space mean speed in outer lanes, S = 73.6 mph 0 Space mean speed for all vehicles, S = 65.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Off-Ramp at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 10150 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 870 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 790 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 10150 870 790 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2671 229 208 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10951 939 852 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2973 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8761 9600 No Fi F v = v - v 7822 9600 No FO F R v 939 3800 No R v v 2894 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3504 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3504 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 20.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.513 S Space mean speed in ramp influence area, S = 55.6 mph R Space mean speed in outer lanes, S = 70.4 mph 0 Space mean speed for all vehicles, S = 63.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Rampr at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6400 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 550 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 640 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6400 550 640 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1684 145 168 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6905 593 691 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.144 Using Equation 4 FM v = v (P ) = 992 pc/h 12 F FM Actual Maximum LOS F? v 7498 9600 No FO v v 2956 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2762 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2762 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.398 S Space mean speed in ramp influence area, S = 58.9 mph R Space mean speed in outer lanes, S = 64.3 mph 0 Space mean speed for all vehicles, S = 61.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Ramp at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 9280 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 790 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 870 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9280 790 870 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2442 208 229 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10013 852 939 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.111 Using Equation 4 FM v = v (P ) = 1114 pc/h 12 F FM Actual Maximum LOS F? v 10865 9600 Yes FO v v 4449 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 4005 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 4005 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 39.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.788 S Space mean speed in ramp influence area, S = 47.9 mph R Space mean speed in outer lanes, S = 59.2 mph 0 Space mean speed for all vehicles, S = 53.6 mph ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project DRAFT TRAFFIC STUDY REPORT Technical Appendices VOLUME II (Appendix I-3 – Appendix N) Prepared for CITY OF ANAHEIM Prepared by August 2010 ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix I-3 HCS Freeway Ramp Analysis Worksheets under 2030 With Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Connector from SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5320 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2020 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 340 vph Position of adjacent Ramp Type of adjacent Ramp Off Distance to adjacent Ramp 1580 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5320 2020 340 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1400 532 89 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5796 2190 369 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 1211 pc/h 12 F FM Actual Maximum LOS F? v 7986 9600 No FO v v 2292 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2318 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2318 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 30.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.570 S Space mean speed in ramp influence area, S = 54.0 mph R Space mean speed in outer lanes, S = 65.5 mph 0 Space mean speed for all vehicles, S = 58.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Connector from SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 9390 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2800 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 420 vph Position of adjacent Ramp Type of adjacent Ramp Off Distance to adjacent Ramp 1580 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9390 2800 420 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2471 737 111 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10230 3036 455 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 2138 pc/h 12 F FM Actual Maximum LOS F? v 13266 9600 Yes FO v v 4046 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 4092 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 4092 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 50.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 5.077 S Space mean speed in ramp influence area, S = -72.2 mph R Space mean speed in outer lanes, S = 58.9 mph 0 Space mean speed for all vehicles, S = 2412.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Chapman Avenue Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7170 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 340 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1350 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7170 340 1350 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1887 89 355 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7812 369 1464 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2933 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6250 9600 No Fi F v = v - v 5881 9600 No FO F R v 369 2000 No R v v 1658 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2933 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2933 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 25.0 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.461 S Space mean speed in ramp influence area, S = 57.1 mph R Space mean speed in outer lanes, S = 74.2 mph 0 Space mean speed for all vehicles, S = 65.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Chapman Avenue Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 12190 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 420 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 890 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 12190 420 890 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 3208 111 234 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 13281 455 965 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4889 pc/h 12 R F R FD Actual Maximum LOS F? v = v 10625 9600 Yes Fi F v = v - v 10170 9600 Yes FO F R v 455 2000 No R v v 2868 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 5225 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 5225 4400 Yes 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 44.7 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, D = 0.469 S Space mean speed in ramp influence area, S = 56.9 mph R Space mean speed in outer lanes, S = 70.2 mph 0 Space mean speed for all vehicles, S = 62.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6830 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1350 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 340 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6830 1350 340 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1797 355 89 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7441 1464 369 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2631 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5953 9600 No Fi F v = v - v 4489 9600 No FO F R v 1464 3800 No R v v 1661 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2631 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2631 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 13.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.560 S Space mean speed in ramp influence area, S = 54.3 mph R Space mean speed in outer lanes, S = 74.2 mph 0 Space mean speed for all vehicles, S = 63.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 11770 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 890 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 420 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 11770 890 420 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 3097 234 111 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 12823 965 455 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 3381 pc/h 12 R F R FD Actual Maximum LOS F? v = v 10259 9600 Yes Fi F v = v - v 9294 9600 No FO F R v 965 3800 No R v v 3439 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4859 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4859 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 32.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, D = 0.515 S Space mean speed in ramp influence area, S = 55.6 mph R Space mean speed in outer lanes, S = 70.2 mph 0 Space mean speed for all vehicles, S = 62.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV Off-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1520 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 110 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1520 110 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 400 29 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 1600 116 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 1.000 Using Equation 0 FD v = v + (v - v ) P = 1600 pc/h 12 R F R FD Actual Maximum LOS F? v = v 1600 4800 No Fi F v = v - v 1484 4800 No FO F R v 116 2000 No R v v 0 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1600 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 1600 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 13.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.438 S Space mean speed in ramp influence area, S = 57.7 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 57.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV Off-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2050 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 160 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2050 160 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 539 42 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 2158 168 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 1.000 Using Equation 0 FD v = v + (v - v ) P = 2158 pc/h 12 R F R FD Actual Maximum LOS F? v = v 2158 4800 No Fi F v = v - v 1990 4800 No FO F R v 168 2000 No R v v 0 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2158 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2158 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 18.3 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.443 S Space mean speed in ramp influence area, S = 57.6 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 57.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5700 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 230 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 1350 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1350 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5700 230 1350 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1500 61 355 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6210 249 1464 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.187 Using Equation 4 FM v = v (P ) = 881 pc/h 12 F FM Actual Maximum LOS F? v 4969 9600 No FO v v 1919 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1888 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1888 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 18.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.319 S Space mean speed in ramp influence area, S = 61.1 mph R Space mean speed in outer lanes, S = 66.7 mph 0 Space mean speed for all vehicles, S = 64.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 10880 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 440 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 890 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1350 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 10880 440 890 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2863 116 234 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 11853 477 965 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.158 Using Equation 4 FM v = v (P ) = 1479 pc/h 12 F FM Actual Maximum LOS F? v 9830 9600 Yes FO v v 3937 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3741 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3741 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 35.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.551 S Space mean speed in ramp influence area, S = 54.6 mph R Space mean speed in outer lanes, S = 60.4 mph 0 Space mean speed for all vehicles, S = 57.8 mph ---PAGE BREAK--- ROUTE: I-5 Northbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: 2030 With Project ANALYSIS PERIOD: AM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 5,810 6,391 0.95 Max Upstream Fwy Flow, VF1 11,750 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 22.5 0.957 Level of service, LOS C 1.00 Level 6,391 User Input Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, VF ---PAGE BREAK--- ROUTE: I-5 Northbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: 2030 With Project ANALYSIS PERIOD: PM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 9,460 10,406 0.95 Max Upstream Fwy Flow, VF1 11,750 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 36.6 0.957 Level of service, LOS E 1.00 Level 10,406 User Input Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, VF Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Orangwood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4860 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 370 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 1050 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4860 370 1050 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1279 97 276 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5346 401 1138 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.168 Using Equation 4 FM v = v (P ) = 896 pc/h 12 F FM Actual Maximum LOS F? v 5747 9600 No FO v v 2225 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2138 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2138 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 21.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.328 S Space mean speed in ramp influence area, S = 60.8 mph R Space mean speed in outer lanes, S = 66.0 mph 0 Space mean speed for all vehicles, S = 63.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Orangwood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7760 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 570 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 1740 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7760 570 1740 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2042 150 458 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8536 618 1887 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.141 Using Equation 4 FM v = v (P ) = 1200 pc/h 12 F FM Actual Maximum LOS F? v 9154 9600 No FO v v 3668 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3414 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3414 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 32.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.499 S Space mean speed in ramp influence area, S = 56.0 mph R Space mean speed in outer lanes, S = 61.9 mph 0 Space mean speed for all vehicles, S = 59.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5230 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 260 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 370 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1400 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5230 260 370 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1376 68 97 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5753 282 401 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.183 Using Equation 4 FM v = v (P ) = 1050 pc/h 12 F FM Actual Maximum LOS F? v 6035 9600 No FO v v 2351 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2301 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2301 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 22.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.338 S Space mean speed in ramp influence area, S = 60.5 mph R Space mean speed in outer lanes, S = 65.6 mph 0 Space mean speed for all vehicles, S = 63.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8290 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 410 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 570 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1400 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8290 410 570 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2182 108 150 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9119 445 618 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.162 Using Equation 4 FM v = v (P ) = 1479 pc/h 12 F FM Actual Maximum LOS F? v 9564 9600 No FO v v 3820 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3647 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3647 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 34.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.519 S Space mean speed in ramp influence area, S = 55.5 mph R Space mean speed in outer lanes, S = 60.9 mph 0 Space mean speed for all vehicles, S = 58.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Projectt Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2500 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 220 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2500 220 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 658 58 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 2632 232 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 2632 pc/h 12 F FM Actual Maximum LOS F? v 2864 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2632 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2632 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 24.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.354 S Space mean speed in ramp influence area, S = 60.1 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 3600 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 930 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 3600 930 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 947 245 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 3789 979 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 3789 pc/h 12 F FM Actual Maximum LOS F? v 4768 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3789 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3789 4600 Yes R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 39.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, M = 0.745 S Space mean speed in ramp influence area, S = 49.1 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 49.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Anaheim Boulevard Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5490 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 440 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 260 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1570 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5490 440 260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1445 116 68 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6039 477 282 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.158 Using Equation 4 FM v = v (P ) = 955 pc/h 12 F FM Actual Maximum LOS F? v 6516 9600 No FO v v 2542 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2415 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2415 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 24.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.349 S Space mean speed in ramp influence area, S = 60.2 mph R Space mean speed in outer lanes, S = 65.3 mph 0 Space mean speed for all vehicles, S = 62.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Anaheim Boulevard Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8700 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 1290 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 410 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1570 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8700 1290 410 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2289 339 108 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9570 1399 445 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.043 Using Equation 4 FM v = v (P ) = 411 pc/h 12 F FM Actual Maximum LOS F? v 10969 9600 Yes FO v v 4579 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3828 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3828 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 41.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 1.005 S Space mean speed in ramp influence area, S = 41.9 mph R Space mean speed in outer lanes, S = 60.0 mph 0 Space mean speed for all vehicles, S = 49.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5780 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 820 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 290 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5780 820 290 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1521 216 76 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6358 889 314 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2858 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5405 9600 No Fi F v = v - v 4516 9600 No FO F R v 889 2000 No R v v 1273 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2858 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2858 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 24.3 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.508 S Space mean speed in ramp influence area, S = 55.8 mph R Space mean speed in outer lanes, S = 75.7 mph 0 Space mean speed for all vehicles, S = 63.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 10090 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 1010 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 740 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 10090 1010 740 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2655 266 195 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 11099 1095 802 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4489 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8880 9600 No Fi F v = v - v 7785 9600 No FO F R v 1095 2000 No R v v 2195 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4489 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4489 4400 Yes 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 38.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.527 S Space mean speed in ramp influence area, S = 55.3 mph R Space mean speed in outer lanes, S = 72.1 mph 0 Space mean speed for all vehicles, S = 62.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4980 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 290 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 820 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4980 290 820 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1311 76 216 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5478 314 889 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.179 Using Equation 4 FM v = v (P ) = 978 pc/h 12 F FM Actual Maximum LOS F? v 5792 9600 No FO v v 2250 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2191 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2191 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 21.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.327 S Space mean speed in ramp influence area, S = 60.9 mph R Space mean speed in outer lanes, S = 65.9 mph 0 Space mean speed for all vehicles, S = 63.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 9080 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 740 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 1010 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9080 740 1010 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2389 195 266 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9988 802 1095 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.118 Using Equation 4 FM v = v (P ) = 1174 pc/h 12 F FM Actual Maximum LOS F? v 10790 9600 Yes FO v v 4407 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3995 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3995 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 38.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.751 S Space mean speed in ramp influence area, S = 49.0 mph R Space mean speed in outer lanes, S = 59.3 mph 0 Space mean speed for all vehicles, S = 54.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7870 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 700 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1260 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1300 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7870 700 1260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2071 184 332 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8657 759 1366 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3448 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6926 9600 No Fi F v = v - v 6167 9600 No FO F R v 759 2000 No R v v 1739 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3448 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3448 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 29.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.496 S Space mean speed in ramp influence area, S = 56.1 mph R Space mean speed in outer lanes, S = 73.9 mph 0 Space mean speed for all vehicles, S = 63.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8830 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 700 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1020 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1300 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8830 700 1020 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2324 184 268 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9713 759 1106 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3816 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7771 9600 No Fi F v = v - v 7012 9600 No FO F R v 759 2000 No R v v 1977 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3816 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3816 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 32.6 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.496 S Space mean speed in ramp influence area, S = 56.1 mph R Space mean speed in outer lanes, S = 73.0 mph 0 Space mean speed for all vehicles, S = 63.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7170 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 1260 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 700 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1300 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7170 1260 700 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1887 332 184 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7887 1366 759 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.047 Using Equation 4 FM v = v (P ) = 265 pc/h 12 F FM Actual Maximum LOS F? v 7006 9600 No FO v v 2687 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2256 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2256 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 29.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.425 S Space mean speed in ramp influence area, S = 58.1 mph R Space mean speed in outer lanes, S = 65.7 mph 0 Space mean speed for all vehicles, S = 61.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8140 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 1020 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 700 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1300 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8140 1020 700 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2142 268 184 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8954 1106 759 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.080 Using Equation 4 FM v = v (P ) = 513 pc/h 12 F FM Actual Maximum LOS F? v 7560 9600 No FO v v 2970 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2581 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2581 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 30.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.435 S Space mean speed in ramp influence area, S = 57.8 mph R Space mean speed in outer lanes, S = 64.8 mph 0 Space mean speed for all vehicles, S = 61.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at Disney Way Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8430 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 730 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 940 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 1130 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8430 730 940 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2218 192 247 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9273 791 1019 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3681 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7419 9600 No Fi F v = v - v 6628 9600 No FO F R v 791 2000 No R v v 1869 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3681 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3681 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 31.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.499 S Space mean speed in ramp influence area, S = 56.0 mph R Space mean speed in outer lanes, S = 73.4 mph 0 Space mean speed for all vehicles, S = 63.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at Disney Way Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9150 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 590 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 410 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 1130 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9150 590 410 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2408 155 108 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10065 640 445 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3872 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8052 9600 No Fi F v = v - v 7412 9600 No FO F R v 640 2000 No R v v 2090 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3872 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3872 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 33.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.486 S Space mean speed in ramp influence area, S = 56.4 mph R Space mean speed in outer lanes, S = 72.5 mph 0 Space mean speed for all vehicles, S = 63.8 mph ---PAGE BREAK--- ROUTE: I-5 Southbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: 2030 With Project ANALYSIS PERIOD: AM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 6,230 6,853 0.95 Max Upstream Fwy Flow, VF1 11,750 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 24.1 0.957 Level of service, LOS C 1.00 Level 6,853 User Input Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, VF Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type ---PAGE BREAK--- ROUTE: I-5 Southbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: 2030 With Project ANALYSIS PERIOD: PM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 7,770 8,547 0.95 Max Upstream Fwy Flow, VF1 11,750 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 30.1 0.957 Level of service, LOS D 1.00 Level 8,547 User Input Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, VF Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV Off-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2910 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 800 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2910 800 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 766 211 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 3063 842 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 1.000 Using Equation 0 FD v = v + (v - v ) P = 3063 pc/h 12 R F R FD Actual Maximum LOS F? v = v 3063 4800 No Fi F v = v - v 2221 4800 No FO F R v 842 2000 No R v v 0 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3063 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3063 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 26.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.504 S Space mean speed in ramp influence area, S = 55.9 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 55.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV Off-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2690 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 450 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2690 450 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 708 118 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 2832 474 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 1.000 Using Equation 0 FD v = v + (v - v ) P = 2832 pc/h 12 R F R FD Actual Maximum LOS F? v = v 2832 4800 No Fi F v = v - v 2358 4800 No FO F R v 474 2000 No R v v 0 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2832 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2832 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 24.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.471 S Space mean speed in ramp influence area, S = 56.8 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 56.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Anaheim Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5380 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 440 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 940 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1630 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5380 440 940 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1416 116 247 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5918 477 1019 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.158 Using Equation 4 FM v = v (P ) = 936 pc/h 12 F FM Actual Maximum LOS F? v 6395 9600 No FO v v 2491 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2367 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2367 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 23.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.346 S Space mean speed in ramp influence area, S = 60.3 mph R Space mean speed in outer lanes, S = 65.4 mph 0 Space mean speed for all vehicles, S = 63.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Anaheim Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7410 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 590 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 410 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1630 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7410 590 410 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1950 155 108 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8151 640 445 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.138 Using Equation 4 FM v = v (P ) = 1123 pc/h 12 F FM Actual Maximum LOS F? v 8791 9600 No FO v v 3514 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3260 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3260 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 31.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.472 S Space mean speed in ramp influence area, S = 56.8 mph R Space mean speed in outer lanes, S = 62.6 mph 0 Space mean speed for all vehicles, S = 59.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Katella Avenue Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study -With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5810 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 960 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 440 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1260 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5810 960 440 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1529 253 116 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6391 1041 477 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.088 Using Equation 4 FM v = v (P ) = 560 pc/h 12 F FM Actual Maximum LOS F? v 7432 9600 No FO v v 2915 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2556 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2556 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 29.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.421 S Space mean speed in ramp influence area, S = 58.2 mph R Space mean speed in outer lanes, S = 64.9 mph 0 Space mean speed for all vehicles, S = 61.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Katella Avenue Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7970 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 810 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 590 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1260 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7970 810 590 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2097 213 155 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8767 878 640 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.108 Using Equation 4 FM v = v (P ) = 947 pc/h 12 F FM Actual Maximum LOS F? v 9645 9600 Yes FO v v 3910 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3506 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3506 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 35.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.592 S Space mean speed in ramp influence area, S = 53.4 mph R Space mean speed in outer lanes, S = 61.5 mph 0 Space mean speed for all vehicles, S = 57.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6470 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 640 vph Length of first accel/decel lane 700 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 960 vph Position of adjacent ramp Upstream Type of adjacent ramp On Distance to adjacent ramp 1290 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6470 640 960 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1703 168 253 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7117 694 1041 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2874 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5694 9600 No Fi F v = v - v 5000 9600 No FO F R v 694 2000 No R v v 1410 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2874 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2874 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 22.7 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.490 S Space mean speed in ramp influence area, S = 56.3 mph R Space mean speed in outer lanes, S = 75.2 mph 0 Space mean speed for all vehicles, S = 64.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8640 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 870 vph Length of first accel/decel lane 700 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 810 vph Position of adjacent ramp Upstream Type of adjacent ramp On Distance to adjacent ramp 1290 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8640 870 810 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2274 229 213 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9504 943 878 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3847 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7604 9600 No Fi F v = v - v 6661 9600 No FO F R v 943 2000 No R v v 1878 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3847 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3847 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 31.0 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.513 S Space mean speed in ramp influence area, S = 55.6 mph R Space mean speed in outer lanes, S = 73.4 mph 0 Space mean speed for all vehicles, S = 63.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2170 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 240 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2170 240 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 571 63 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 2284 253 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 2284 pc/h 12 F FM Actual Maximum LOS F? v 2537 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2284 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2284 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 22.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.335 S Space mean speed in ramp influence area, S = 60.6 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2370 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 330 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2370 330 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 624 87 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 2495 347 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 2495 pc/h 12 F FM Actual Maximum LOS F? v 2842 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2495 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2495 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 24.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.353 S Space mean speed in ramp influence area, S = 60.1 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5840 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 700 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 240 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5840 700 240 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1537 184 63 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6424 759 260 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.123 Using Equation 4 FM v = v (P ) = 790 pc/h 12 F FM Actual Maximum LOS F? v 7183 9600 No FO v v 2817 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2569 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2569 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 27.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.388 S Space mean speed in ramp influence area, S = 59.1 mph R Space mean speed in outer lanes, S = 64.9 mph 0 Space mean speed for all vehicles, S = 62.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7800 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 900 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 320 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7800 900 320 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2053 237 84 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8580 976 347 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.096 Using Equation 4 FM v = v (P ) = 822 pc/h 12 F FM Actual Maximum LOS F? v 9556 9600 No FO v v 3879 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3432 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3432 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 35.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, M = 0.599 S Space mean speed in ramp influence area, S = 53.2 mph R Space mean speed in outer lanes, S = 61.8 mph 0 Space mean speed for all vehicles, S = 57.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6530 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 240 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 700 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6530 240 700 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1718 63 184 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7183 260 759 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.185 Using Equation 4 FM v = v (P ) = 972 pc/h 12 F FM Actual Maximum LOS F? v 5504 9600 No FO v v 2136 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2097 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2097 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 20.0- pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.320 S Space mean speed in ramp influence area, S = 61.0 mph R Space mean speed in outer lanes, S = 66.1 mph 0 Space mean speed for all vehicles, S = 63.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8670 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 320 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 900 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8670 320 900 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2282 84 237 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9537 347 976 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.174 Using Equation 4 FM v = v (P ) = 1227 pc/h 12 F FM Actual Maximum LOS F? v 7384 9600 No FO v v 2905 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2814 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2814 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 26.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.371 S Space mean speed in ramp influence area, S = 59.6 mph R Space mean speed in outer lanes, S = 64.2 mph 0 Space mean speed for all vehicles, S = 62.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5642 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 480 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 950 vph Position of adjacent Ramp Type of adjacent Ramp Off Distance to adjacent Ramp 1170 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5642 480 950 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1485 126 250 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6147 520 1030 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.153 Using Equation 4 FM v = v (P ) = 714 pc/h 12 F FM Actual Maximum LOS F? v 5192 9600 No FO v v 1979 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1868 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1868 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 20.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.321 S Space mean speed in ramp influence area, S = 61.0 mph R Space mean speed in outer lanes, S = 66.8 mph 0 Space mean speed for all vehicles, S = 64.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study -With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7492 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 670 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 1320 vph Position of adjacent Ramp Type of adjacent Ramp Off Distance to adjacent Ramp 1170 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7492 670 1320 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1972 176 347 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8162 726 1431 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.127 Using Equation 4 FM v = v (P ) = 741 pc/h 12 F FM Actual Maximum LOS F? v 6562 9600 No FO v v 2547 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2334 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2334 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 25.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.362 S Space mean speed in ramp influence area, S = 59.9 mph R Space mean speed in outer lanes, S = 65.5 mph 0 Space mean speed for all vehicles, S = 62.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 WB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study -With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7250 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 950 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1060 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7250 950 1060 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1908 250 279 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7899 1030 1149 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3336 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6320 9600 No Fi F v = v - v 5290 9600 No FO F R v 1030 2000 No R v v 1492 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3336 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3336 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 28.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.521 S Space mean speed in ramp influence area, S = 55.4 mph R Space mean speed in outer lanes, S = 74.9 mph 0 Space mean speed for all vehicles, S = 63.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 WB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9610 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 1320 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1350 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9610 1320 1350 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2529 347 355 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10470 1431 1464 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4459 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8376 9600 No Fi F v = v - v 6945 9600 No FO F R v 1431 2000 No R v v 1958 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4459 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4459 4400 Yes 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 38.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.557 S Space mean speed in ramp influence area, S = 54.4 mph R Space mean speed in outer lanes, S = 73.1 mph 0 Space mean speed for all vehicles, S = 61.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 EB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6350 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1060 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 950 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6350 1060 950 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1671 279 250 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6918 1149 1030 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2379 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5881 9600 No Fi F v = v - v 4732 9600 No FO F R v 1149 3800 No R v v 1751 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2379 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2379 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 11.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.531 S Space mean speed in ramp influence area, S = 55.1 mph R Space mean speed in outer lanes, S = 73.9 mph 0 Space mean speed for all vehicles, S = 64.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 EB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study -With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8290 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1350 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1320 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8290 1350 1320 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2182 355 347 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9032 1464 1431 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2962 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7226 9600 No Fi F v = v - v 5762 9600 No FO F R v 1464 3800 No R v v 2132 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2962 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2962 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 16.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.560 S Space mean speed in ramp influence area, S = 54.3 mph R Space mean speed in outer lanes, S = 72.4 mph 0 Space mean speed for all vehicles, S = 63.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 3890 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 160 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 3890 160 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1024 42 v Trucks and buses 6 6 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 Driver population factor, fP 1.00 1.00 Flow rate, vp 4218 173 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.647 Using Equation 5 FD v = v + (v - v ) P = 2788 pc/h 12 R F R FD Actual Maximum LOS F? v = v 4218 7200 No Fi F v = v - v 4045 7200 No FO F R v 173 2000 No R v v 1430 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2788 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2788 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 23.7 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.444 S Space mean speed in ramp influence area, S = 57.6 mph R Space mean speed in outer lanes, S = 75.1 mph 0 Space mean speed for all vehicles, S = 62.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 5340 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 180 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5340 180 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1405 47 v Trucks and buses 6 6 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 Driver population factor, fP 1.00 1.00 Flow rate, vp 5790 195 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.606 Using Equation 5 FD v = v + (v - v ) P = 3587 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5790 7200 No Fi F v = v - v 5595 7200 No FO F R v 195 2000 No R v v 2203 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3587 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3587 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 30.6 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.446 S Space mean speed in ramp influence area, S = 57.5 mph R Space mean speed in outer lanes, S = 72.1 mph 0 Space mean speed for all vehicles, S = 62.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5142 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 260 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 220 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5142 260 220 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1353 68 58 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5575 282 239 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.183 Using Equation 4 FM v = v (P ) = 774 pc/h 12 F FM Actual Maximum LOS F? v 4520 9600 No FO v v 1732 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1695 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1695 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 17.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.314 S Space mean speed in ramp influence area, S = 61.2 mph R Space mean speed in outer lanes, S = 67.2 mph 0 Space mean speed for all vehicles, S = 64.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study -With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8150 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 430 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 320 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8150 430 320 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2145 113 84 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8836 466 347 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.160 Using Equation 4 FM v = v (P ) = 1011 pc/h 12 F FM Actual Maximum LOS F? v 6802 9600 No FO v v 2662 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2534 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2534 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 25.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.364 S Space mean speed in ramp influence area, S = 59.8 mph R Space mean speed in outer lanes, S = 65.0 mph 0 Space mean speed for all vehicles, S = 62.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5950 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 220 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 260 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5950 220 260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1566 58 68 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6451 239 282 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.188 Using Equation 4 FM v = v (P ) = 921 pc/h 12 F FM Actual Maximum LOS F? v 5142 9600 No FO v v 1991 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1961 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1961 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.321 S Space mean speed in ramp influence area, S = 61.0 mph R Space mean speed in outer lanes, S = 66.5 mph 0 Space mean speed for all vehicles, S = 64.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study -With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9460 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 320 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 430 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9460 320 430 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2489 84 113 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10257 347 466 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.174 Using Equation 4 FM v = v (P ) = 1353 pc/h 12 F FM Actual Maximum LOS F? v 8104 9600 No FO v v 3202 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3102 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3102 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 29.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.409 S Space mean speed in ramp influence area, S = 58.6 mph R Space mean speed in outer lanes, S = 63.3 mph 0 Space mean speed for all vehicles, S = 61.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6430 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 720 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 300 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 940 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6430 720 300 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1692 189 79 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6971 781 325 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3024 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5926 9600 No Fi F v = v - v 5145 9600 No FO F R v 781 2000 No R v v 1451 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3024 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3024 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 25.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.498 S Space mean speed in ramp influence area, S = 56.0 mph R Space mean speed in outer lanes, S = 75.0 mph 0 Space mean speed for all vehicles, S = 64.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 10210 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 320 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 350 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 940 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 10210 320 350 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2687 84 92 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 11070 347 379 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4057 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8856 9600 No Fi F v = v - v 8509 9600 No FO F R v 347 2000 No R v v 2399 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4057 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4057 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 34.6 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.459 S Space mean speed in ramp influence area, S = 57.1 mph R Space mean speed in outer lanes, S = 71.3 mph 0 Space mean speed for all vehicles, S = 64.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6010 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 340 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 300 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1080 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6010 340 300 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1582 89 79 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6516 369 325 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.172 Using Equation 4 FM v = v (P ) = 817 pc/h 12 F FM Actual Maximum LOS F? v 5126 9600 No FO v v 1970 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1902 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1902 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.324 S Space mean speed in ramp influence area, S = 60.9 mph R Space mean speed in outer lanes, S = 66.7 mph 0 Space mean speed for all vehicles, S = 64.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study- With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 10240 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 690 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 350 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1080 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 10240 690 350 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2695 182 92 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 11102 748 379 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.124 Using Equation 4 FM v = v (P ) = 1069 pc/h 12 F FM Actual Maximum LOS F? v 9350 9600 No FO v v 3766 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3440 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3440 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 34.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.543 S Space mean speed in ramp influence area, S = 54.8 mph R Space mean speed in outer lanes, S = 61.8 mph 0 Space mean speed for all vehicles, S = 58.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study -With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5710 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 300 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 340 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 940 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5710 300 340 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1503 79 89 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6191 325 369 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.177 Using Equation 4 FM v = v (P ) = 834 pc/h 12 F FM Actual Maximum LOS F? v 5031 9600 No FO v v 1936 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1882 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1882 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 19.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.321 S Space mean speed in ramp influence area, S = 61.0 mph R Space mean speed in outer lanes, S = 66.7 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9890 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 350 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 690 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 940 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9890 350 690 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2603 92 182 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10723 379 748 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.170 Using Equation 4 FM v = v (P ) = 1401 pc/h 12 F FM Actual Maximum LOS F? v 8602 9600 No FO v v 3411 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3289 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3289 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 30.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.439 S Space mean speed in ramp influence area, S = 57.7 mph R Space mean speed in outer lanes, S = 62.5 mph 0 Space mean speed for all vehicles, S = 60.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5320 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 970 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 400 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5320 970 400 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1400 255 105 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5768 1052 434 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2731 pc/h 12 R F R FD Actual Maximum LOS F? v = v 4903 9600 No Fi F v = v - v 3851 9600 No FO F R v 1052 2000 No R v v 1086 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2731 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2731 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 23.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.523 S Space mean speed in ramp influence area, S = 55.4 mph R Space mean speed in outer lanes, S = 76.5 mph 0 Space mean speed for all vehicles, S = 63.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9180 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 770 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 500 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9180 770 500 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2416 203 132 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9953 835 542 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3943 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7963 9600 No Fi F v = v - v 7128 9600 No FO F R v 835 2000 No R v v 2010 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3943 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3943 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 33.7 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.503 S Space mean speed in ramp influence area, S = 55.9 mph R Space mean speed in outer lanes, S = 72.9 mph 0 Space mean speed for all vehicles, S = 63.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4750 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 240 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 400 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1090 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4750 240 400 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1250 63 105 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5150 260 434 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.185 Using Equation 4 FM v = v (P ) = 745 pc/h 12 F FM Actual Maximum LOS F? v 4278 9600 No FO v v 1636 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1607 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1607 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 16.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.311 S Space mean speed in ramp influence area, S = 61.3 mph R Space mean speed in outer lanes, S = 67.5 mph 0 Space mean speed for all vehicles, S = 64.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8910 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 520 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 500 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1090 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8910 520 500 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2345 137 132 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9660 564 542 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.147 Using Equation 4 FM v = v (P ) = 1055 pc/h 12 F FM Actual Maximum LOS F? v 7724 9600 No FO v v 3052 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2864 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2864 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.406 S Space mean speed in ramp influence area, S = 58.6 mph R Space mean speed in outer lanes, S = 64.1 mph 0 Space mean speed for all vehicles, S = 61.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4350 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 400 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 240 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 1090 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4350 400 240 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1145 105 63 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 4716 434 260 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.164 Using Equation 4 FM v = v (P ) = 602 pc/h 12 F FM Actual Maximum LOS F? v 4113 9600 No FO v v 1538 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1471 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1471 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 17.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.312 S Space mean speed in ramp influence area, S = 61.3 mph R Space mean speed in outer lanes, S = 67.8 mph 0 Space mean speed for all vehicles, S = 64.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8410 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 500 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 520 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 1090 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8410 500 520 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2213 132 137 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9118 542 564 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.150 Using Equation 4 FM v = v (P ) = 993 pc/h 12 F FM Actual Maximum LOS F? v 7160 9600 No FO v v 2812 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2647 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2647 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 27.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.381 S Space mean speed in ramp influence area, S = 59.3 mph R Space mean speed in outer lanes, S = 64.7 mph 0 Space mean speed for all vehicles, S = 62.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5140 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 910 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 520 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1500 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5140 910 520 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1353 239 137 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5573 987 564 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2622 pc/h 12 R F R FD Actual Maximum LOS F? v = v 4738 9600 No Fi F v = v - v 3751 9600 No FO F R v 987 2000 No R v v 1058 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2622 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2622 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 22.3 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.517 S Space mean speed in ramp influence area, S = 55.5 mph R Space mean speed in outer lanes, S = 76.6 mph 0 Space mean speed for all vehicles, S = 63.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9840 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 980 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 650 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1500 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9840 980 650 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2589 258 171 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10669 1063 705 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4321 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8536 9600 No Fi F v = v - v 7473 9600 No FO F R v 1063 2000 No R v v 2107 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4321 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4321 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 36.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.524 S Space mean speed in ramp influence area, S = 55.3 mph R Space mean speed in outer lanes, S = 72.5 mph 0 Space mean speed for all vehicles, S = 62.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4750 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 420 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 520 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4750 420 520 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1250 111 137 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5150 455 564 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.161 Using Equation 4 FM v = v (P ) = 647 pc/h 12 F FM Actual Maximum LOS F? v 4473 9600 No FO v v 1685 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1607 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1607 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 18.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.317 S Space mean speed in ramp influence area, S = 61.1 mph R Space mean speed in outer lanes, S = 67.5 mph 0 Space mean speed for all vehicles, S = 64.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: WB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9510 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 900 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 650 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9510 900 650 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2503 237 171 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10311 976 705 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.096 Using Equation 4 FM v = v (P ) = 748 pc/h 12 F FM Actual Maximum LOS F? v 8787 9600 No FO v v 3531 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3124 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3124 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 33.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.521 S Space mean speed in ramp influence area, S = 55.4 mph R Space mean speed in outer lanes, S = 63.2 mph 0 Space mean speed for all vehicles, S = 59.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4230 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 520 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 420 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4230 520 420 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1113 137 111 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 4586 564 455 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.147 Using Equation 4 FM v = v (P ) = 527 pc/h 12 F FM Actual Maximum LOS F? v 4142 9600 No FO v v 1525 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1431 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1431 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 17.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.315 S Space mean speed in ramp influence area, S = 61.2 mph R Space mean speed in outer lanes, S = 67.9 mph 0 Space mean speed for all vehicles, S = 64.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: EB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8860 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 650 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 900 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8860 650 900 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2332 171 237 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9606 705 976 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.130 Using Equation 4 FM v = v (P ) = 921 pc/h 12 F FM Actual Maximum LOS F? v 7811 9600 No FO v v 3092 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2842 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2842 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 29.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.421 S Space mean speed in ramp influence area, S = 58.2 mph R Space mean speed in outer lanes, S = 64.1 mph 0 Space mean speed for all vehicles, S = 61.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8720 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 1770 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 240 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1180 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8720 1770 240 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2295 466 63 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9454 1919 260 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4380 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7564 9600 No Fi F v = v - v 5645 9600 No FO F R v 1919 2000 No R v v 1592 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4380 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4380 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 37.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.601 S Space mean speed in ramp influence area, S = 53.2 mph R Space mean speed in outer lanes, S = 74.5 mph 0 Space mean speed for all vehicles, S = 60.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8250 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 1210 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 520 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1180 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8250 1210 520 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2171 318 137 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8945 1312 564 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3860 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7156 9600 No Fi F v = v - v 5844 9600 No FO F R v 1312 2000 No R v v 1648 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3860 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3860 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 32.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.546 S Space mean speed in ramp influence area, S = 54.7 mph R Space mean speed in outer lanes, S = 74.3 mph 0 Space mean speed for all vehicles, S = 62.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: WB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6950 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 240 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 670 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6950 240 670 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1829 63 176 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7535 260 726 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.185 Using Equation 4 FM v = v (P ) = 1396 pc/h 12 F FM Actual Maximum LOS F? v 7795 9600 No FO v v 3069 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3014 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3014 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 27.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.389 S Space mean speed in ramp influence area, S = 59.1 mph R Space mean speed in outer lanes, S = 63.7 mph 0 Space mean speed for all vehicles, S = 61.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: WB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7100 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 520 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 580 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7100 520 580 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1868 137 153 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7698 564 629 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.147 Using Equation 4 FM v = v (P ) = 1134 pc/h 12 F FM Actual Maximum LOS F? v 8262 9600 No FO v v 3282 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3079 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3079 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 30.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.435 S Space mean speed in ramp influence area, S = 57.8 mph R Space mean speed in outer lanes, S = 63.4 mph 0 Space mean speed for all vehicles, S = 60.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7190 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 670 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 240 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7190 670 240 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1892 176 63 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7795 726 260 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.127 Using Equation 4 FM v = v (P ) = 990 pc/h 12 F FM Actual Maximum LOS F? v 8521 9600 No FO v v 3402 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3118 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3118 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 32.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.468 S Space mean speed in ramp influence area, S = 56.9 mph R Space mean speed in outer lanes, S = 63.2 mph 0 Space mean speed for all vehicles, S = 60.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7600 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 580 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 520 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 860 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7600 580 520 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2000 153 137 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8240 629 564 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.139 Using Equation 4 FM v = v (P ) = 1147 pc/h 12 F FM Actual Maximum LOS F? v 8869 9600 No FO v v 3546 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3296 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3296 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 32.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.484 S Space mean speed in ramp influence area, S = 56.5 mph R Space mean speed in outer lanes, S = 62.4 mph 0 Space mean speed for all vehicles, S = 59.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8490 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 1100 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 260 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1120 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8490 1100 260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2234 289 68 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9205 1193 282 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4686 pc/h 12 R F R FD Actual Maximum LOS F? v = v 9205 9600 No Fi F v = v - v 8012 9600 No FO F R v 1193 2000 No R v v 2259 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4686 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4686 4400 Yes 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 40.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.535 S Space mean speed in ramp influence area, S = 55.0 mph R Space mean speed in outer lanes, S = 71.9 mph 0 Space mean speed for all vehicles, S = 62.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8360 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 800 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 510 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1120 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8360 800 510 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2200 211 134 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9064 867 553 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4441 pc/h 12 R F R FD Actual Maximum LOS F? v = v 9064 9600 No Fi F v = v - v 8197 9600 No FO F R v 867 2000 No R v v 2311 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4441 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4441 4400 Yes 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 37.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.506 S Space mean speed in ramp influence area, S = 55.8 mph R Space mean speed in outer lanes, S = 71.7 mph 0 Space mean speed for all vehicles, S = 62.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: WB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7390 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 260 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 180 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 1015 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7390 260 180 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1945 68 47 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8012 282 195 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.183 Using Equation 4 FM v = v (P ) = 1463 pc/h 12 F FM Actual Maximum LOS F? v 8294 9600 No FO v v 3274 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3204 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3204 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 29.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.413 S Space mean speed in ramp influence area, S = 58.4 mph R Space mean speed in outer lanes, S = 62.8 mph 0 Space mean speed for all vehicles, S = 60.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: WB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study -With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7570 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 510 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 510 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 1015 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7570 510 510 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1992 134 134 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8207 553 553 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.149 Using Equation 4 FM v = v (P ) = 1220 pc/h 12 F FM Actual Maximum LOS F? v 8760 9600 No FO v v 3493 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3282 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3282 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 32.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.467 S Space mean speed in ramp influence area, S = 56.9 mph R Space mean speed in outer lanes, S = 62.5 mph 0 Space mean speed for all vehicles, S = 59.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7650 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 180 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 260 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1015 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7650 180 260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2013 47 68 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8294 195 282 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.193 Using Equation 4 FM v = v (P ) = 1604 pc/h 12 F FM Actual Maximum LOS F? v 8489 9600 No FO v v 3345 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3317 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3317 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 29.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.417 S Space mean speed in ramp influence area, S = 58.3 mph R Space mean speed in outer lanes, S = 62.3 mph 0 Space mean speed for all vehicles, S = 60.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8070 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 510 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 510 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1015 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8070 510 510 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2124 134 134 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8750 553 553 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.149 Using Equation 4 FM v = v (P ) = 1301 pc/h 12 F FM Actual Maximum LOS F? v 9303 9600 No FO v v 3724 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3500 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3500 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 33.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.511 S Space mean speed in ramp influence area, S = 55.7 mph R Space mean speed in outer lanes, S = 61.5 mph 0 Space mean speed for all vehicles, S = 58.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7980 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 870 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 250 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7980 870 250 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2100 229 66 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8652 943 271 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3550 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6922 9600 No Fi F v = v - v 5979 9600 No FO F R v 943 2000 No R v v 1686 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3550 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3550 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 30.3 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.513 S Space mean speed in ramp influence area, S = 55.6 mph R Space mean speed in outer lanes, S = 74.1 mph 0 Space mean speed for all vehicles, S = 63.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9160 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 930 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 700 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9160 930 700 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2411 245 184 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9931 1008 759 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4033 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7945 9600 No Fi F v = v - v 6937 9600 No FO F R v 1008 2000 No R v v 1956 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4033 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4033 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 34.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.519 S Space mean speed in ramp influence area, S = 55.5 mph R Space mean speed in outer lanes, S = 73.1 mph 0 Space mean speed for all vehicles, S = 62.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7110 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 250 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 870 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7110 250 870 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1871 66 229 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7709 271 943 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.184 Using Equation 4 FM v = v (P ) = 1418 pc/h 12 F FM Actual Maximum LOS F? v 7980 9600 No FO v v 3145 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3083 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3083 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.398 S Space mean speed in ramp influence area, S = 58.9 mph R Space mean speed in outer lanes, S = 63.4 mph 0 Space mean speed for all vehicles, S = 61.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8230 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 700 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 930 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8230 700 930 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2166 184 245 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8923 759 1008 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.123 Using Equation 4 FM v = v (P ) = 1097 pc/h 12 F FM Actual Maximum LOS F? v 9682 9600 Yes FO v v 3913 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3569 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3569 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 35.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.582 S Space mean speed in ramp influence area, S = 53.7 mph R Space mean speed in outer lanes, S = 61.2 mph 0 Space mean speed for all vehicles, S = 57.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7360 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 530 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 430 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2160 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7360 530 430 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1937 139 113 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7980 575 466 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3108 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6384 9600 No Fi F v = v - v 5809 9600 No FO F R v 575 2000 No R v v 1638 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3108 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3108 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 26.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.480 S Space mean speed in ramp influence area, S = 56.6 mph R Space mean speed in outer lanes, S = 74.3 mph 0 Space mean speed for all vehicles, S = 64.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8930 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 680 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 600 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2160 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8930 680 600 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2350 179 158 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9682 737 651 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3793 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7746 9600 No Fi F v = v - v 7009 9600 No FO F R v 737 2000 No R v v 1976 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3793 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3793 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 32.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.494 S Space mean speed in ramp influence area, S = 56.2 mph R Space mean speed in outer lanes, S = 73.0 mph 0 Space mean speed for all vehicles, S = 63.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study -With Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1370 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 430 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1370 430 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 361 113 v Trucks and buses 6 6 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 Driver population factor, fP 1.00 1.00 Flow rate, vp 1485 466 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 1485 pc/h 12 F FM Actual Maximum LOS F? v 1951 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1485 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1485 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 17.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.313 S Space mean speed in ramp influence area, S = 61.2 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 61.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Chapman Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1790 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 600 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1790 600 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 471 158 v Trucks and buses 6 6 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 Driver population factor, fP 1.00 1.00 Flow rate, vp 1941 651 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 1941 pc/h 12 F FM Actual Maximum LOS F? v 2592 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1941 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1941 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 22.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.338 S Space mean speed in ramp influence area, S = 60.5 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at Fairview Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7130 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 260 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 980 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7130 260 980 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1876 68 258 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7693 281 1057 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3513 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7693 9600 No Fi F v = v - v 7412 9600 No FO F R v 281 2000 No R v v 2090 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3513 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3513 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 30.0 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.453 S Space mean speed in ramp influence area, S = 57.3 mph R Space mean speed in outer lanes, S = 72.5 mph 0 Space mean speed for all vehicles, S = 64.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at Fairview Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8530 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 300 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1360 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8530 300 1360 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2245 79 358 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9203 324 1467 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 4195 pc/h 12 R F R FD Actual Maximum LOS F? v = v 9203 9600 No Fi F v = v - v 8879 9600 No FO F R v 324 2000 No R v v 2504 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4195 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4195 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 35.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence E Intermediate speed variable, D = 0.457 S Space mean speed in ramp influence area, S = 57.2 mph R Space mean speed in outer lanes, S = 70.9 mph 0 Space mean speed for all vehicles, S = 63.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector from I-5/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6870 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 980 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 260 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6870 980 260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1808 258 68 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7412 1057 281 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.086 Using Equation 4 FM v = v (P ) = 635 pc/h 12 F FM Actual Maximum LOS F? v 8469 9600 No FO v v 3388 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2964 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2964 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 33.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.503 S Space mean speed in ramp influence area, S = 55.9 mph R Space mean speed in outer lanes, S = 63.8 mph 0 Space mean speed for all vehicles, S = 59.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 SB Junction: EB On-Ramp at Fairview Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8230 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 1360 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 300 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8230 1360 300 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2166 358 79 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8880 1467 324 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.034 Using Equation 4 FM v = v (P ) = 306 pc/h 12 F FM Actual Maximum LOS F? v 10347 9600 Yes FO v v 4287 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3552 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3552 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 40.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.876 S Space mean speed in ramp influence area, S = 45.5 mph R Space mean speed in outer lanes, S = 61.3 mph 0 Space mean speed for all vehicles, S = 52.4 mph ---PAGE BREAK--- ROUTE: SR-22 Eastbound RAMP: Connector to I-5/SR-57/The City Drive/Bristol Street FORECAST YEAR: 2030 With Project ANALYSIS PERIOD: AM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 7,000 7,553 0.95 Max Upstream Fwy Flow, VF1 11,750 5 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 5 1.2 26.6 0.976 Level of service, LOS C 1.00 Level 7,553 User Input Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, VF Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector to I-5/SR-57/City Dr Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9110 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 4460 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane 600 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9110 4460 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 2397 1174 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 9829 4812 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 5606 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7864 9600 No Fi F v = v - v 3052 9600 No FO F R v 4812 3800 Yes R v v 1129 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 5606 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 5606 4400 Yes 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 36.3 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, D = 0.861 S Space mean speed in ramp influence area, S = 45.9 mph R Space mean speed in outer lanes, S = 76.3 mph 0 Space mean speed for all vehicles, S = 51.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at City Drive Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 5010 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 330 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5010 330 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1318 87 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 5406 356 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.608 Using Equation 5 FD v = v + (v - v ) P = 3429 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5406 7200 No Fi F v = v - v 5050 7200 No FO F R v 356 2000 No R v v 1977 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3429 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3429 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 29.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.460 S Space mean speed in ramp influence area, S = 57.1 mph R Space mean speed in outer lanes, S = 73.0 mph 0 Space mean speed for all vehicles, S = 62.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at City Drive Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 6690 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 460 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6690 460 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1761 121 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 7218 496 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.557 Using Equation 5 FD v = v + (v - v ) P = 4238 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7218 7200 Yes Fi F v = v - v 6722 7200 No FO F R v 496 2000 No R v v 2980 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4518 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4518 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 38.6 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, D = 0.473 S Space mean speed in ramp influence area, S = 56.8 mph R Space mean speed in outer lanes, S = 70.2 mph 0 Space mean speed for all vehicles, S = 61.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector from I-5/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 2900 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2090 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2900 2090 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 763 550 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 3129 2255 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.555 Using Equation 0 FM v = v (P ) = 1737 pc/h 12 F FM Actual Maximum LOS F? v 5384 7200 No FO v v 1392 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1788 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1788 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 26.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.438 S Space mean speed in ramp influence area, S = 57.7 mph R Space mean speed in outer lanes, S = 67.0 mph 0 Space mean speed for all vehicles, S = 59.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector from I-5/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 3 Free-flow speed on freeway 70.0 mph Volume on freeway 3230 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2950 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 3230 2950 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 850 776 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 3485 3183 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.555 Using Equation 0 FM v = v (P ) = 1934 pc/h 12 F FM Actual Maximum LOS F? v 6668 7200 No FO v v 1551 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1991 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1991 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 35.0- pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.905 S Space mean speed in ramp influence area, S = 44.7 mph R Space mean speed in outer lanes, S = 66.4 mph 0 Space mean speed for all vehicles, S = 48.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Connector to I-5/SR-57 NB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 4460 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1940 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4460 1940 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1174 511 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 4812 2093 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2800 pc/h 12 R F R FD Actual Maximum LOS F? v = v 4812 9600 No Fi F v = v - v 2719 9600 No FO F R v 2093 3800 No R v v 1006 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2800 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2800 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 14.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.616 S Space mean speed in ramp influence area, S = 52.7 mph R Space mean speed in outer lanes, S = 76.8 mph 0 Space mean speed for all vehicles, S = 60.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Connector to I-5/SR-57 NB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6630 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 2400 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6630 2400 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1745 632 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 7153 2589 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 3776 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7153 9600 No Fi F v = v - v 4564 9600 No FO F R v 2589 3800 No R v v 1688 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3776 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3776 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 23.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.661 S Space mean speed in ramp influence area, S = 51.5 mph R Space mean speed in outer lanes, S = 74.1 mph 0 Space mean speed for all vehicles, S = 60.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Rampr at City Drive Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2000 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 380 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2000 380 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 526 100 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 2158 410 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 2158 pc/h 12 F FM Actual Maximum LOS F? v 2568 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2158 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2158 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 22.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.337 S Space mean speed in ramp influence area, S = 60.6 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Rampr at City Drive Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study -With Project Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 2570 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 490 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 2570 490 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 676 129 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 2773 529 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 2773 pc/h 12 F FM Actual Maximum LOS F? v 3302 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2773 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2773 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 27.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.392 S Space mean speed in ramp influence area, S = 59.0 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 59.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Connector from I-15/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4720 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2000 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4720 2000 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1242 526 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 5093 2158 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 830 pc/h 12 F FM Actual Maximum LOS F? v 6131 9600 No FO v v 1571 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1589 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1589 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 24.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.381 S Space mean speed in ramp influence area, S = 59.3 mph R Space mean speed in outer lanes, S = 67.5 mph 0 Space mean speed for all vehicles, S = 62.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Connector from I-15/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7280 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 2570 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7280 2570 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1916 676 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 7855 2773 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 1174 pc/h 12 F FM Actual Maximum LOS F? v 8390 9600 No FO v v 2221 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2246 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2246 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 33.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.806 S Space mean speed in ramp influence area, S = 47.4 mph R Space mean speed in outer lanes, S = 65.7 mph 0 Space mean speed for all vehicles, S = 53.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Off-Ramp at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7040 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 650 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 550 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7040 650 550 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1853 171 145 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7596 701 593 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2099 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6077 9600 No Fi F v = v - v 5376 9600 No FO F R v 701 3800 No R v v 1989 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2430 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2430 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 11.7 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.491 S Space mean speed in ramp influence area, S = 56.2 mph R Space mean speed in outer lanes, S = 73.6 mph 0 Space mean speed for all vehicles, S = 65.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: Off-Ramp at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 10340 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 870 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 810 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 10340 870 810 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2721 229 213 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 11156 939 874 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 3015 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8925 9600 No Fi F v = v - v 7986 9600 No FO F R v 939 3800 No R v v 2955 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3570 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3570 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 21.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.513 S Space mean speed in ramp influence area, S = 55.6 mph R Space mean speed in outer lanes, S = 70.2 mph 0 Space mean speed for all vehicles, S = 63.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Rampr at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6400 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 550 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 650 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6400 550 650 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1684 145 171 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6905 593 701 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.144 Using Equation 4 FM v = v (P ) = 992 pc/h 12 F FM Actual Maximum LOS F? v 7498 9600 No FO v v 2956 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2762 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2762 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.398 S Space mean speed in ramp influence area, S = 58.9 mph R Space mean speed in outer lanes, S = 64.3 mph 0 Space mean speed for all vehicles, S = 61.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Ramp at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study -With Project Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 9470 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 810 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 870 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9470 810 870 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2492 213 229 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10218 874 939 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.109 Using Equation 4 FM v = v (P ) = 1109 pc/h 12 F FM Actual Maximum LOS F? v 11092 9600 Yes FO v v 4554 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 4087 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 4087 4600 Yes 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 40.6 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence F Intermediate speed variable, M = 0.843 S Space mean speed in ramp influence area, S = 46.4 mph R Space mean speed in outer lanes, S = 58.9 mph 0 Space mean speed for all vehicles, S = 52.6 mph ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix I-4 HCS Freeway Ramp Analysis Worksheets under 2030 With Project Conditions (mitigated) ---PAGE BREAK--- ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Connector from SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4433 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 1347 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 340 vph Position of adjacent Ramp Type of adjacent Ramp Off Distance to adjacent Ramp 1580 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4433 1347 340 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1167 354 89 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 4830 1460 369 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 788 pc/h 12 F FM Actual Maximum LOS F? v 5228 9600 No FO v v 1490 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1507 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1507 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 18.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.292 S Space mean speed in ramp influence area, S = 61.8 mph R Space mean speed in outer lanes, S = 67.7 mph 0 Space mean speed for all vehicles, S = 64.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Connector from SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7825 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 1867 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 420 vph Position of adjacent Ramp Type of adjacent Ramp Off Distance to adjacent Ramp 1580 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7825 1867 420 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2059 491 111 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8525 2024 455 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 1259 pc/h 12 F FM Actual Maximum LOS F? v 8049 9600 No FO v v 2383 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2410 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2410 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 29.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.545 S Space mean speed in ramp influence area, S = 54.7 mph R Space mean speed in outer lanes, S = 65.3 mph 0 Space mean speed for all vehicles, S = 59.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Chapman Avenue Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5975 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 340 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1350 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5975 340 1350 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1572 89 355 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6510 369 1464 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 1712 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5534 9600 No Fi F v = v - v 5165 9600 No FO F R v 369 3800 No R v v 1911 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2213 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2213 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 9.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence A Intermediate speed variable, D = 0.461 S Space mean speed in ramp influence area, S = 57.1 mph R Space mean speed in outer lanes, S = 74.2 mph 0 Space mean speed for all vehicles, S = 66.3 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Chapman Avenue Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 10158 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 420 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 890 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 10158 420 890 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2673 111 234 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 11067 455 965 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2639 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8854 9600 No Fi F v = v - v 8399 9600 No FO F R v 455 3800 No R v v 3107 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3541 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3541 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 21.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.469 S Space mean speed in ramp influence area, S = 56.9 mph R Space mean speed in outer lanes, S = 70.3 mph 0 Space mean speed for all vehicles, S = 64.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5692 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1350 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 340 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5692 1350 340 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1498 355 89 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6201 1464 369 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2454 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5271 9600 No Fi F v = v - v 3807 9600 No FO F R v 1464 3800 No R v v 1408 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2454 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2454 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 11.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.560 S Space mean speed in ramp influence area, S = 54.3 mph R Space mean speed in outer lanes, S = 75.2 mph 0 Space mean speed for all vehicles, S = 63.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9808 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 890 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 420 vph Position of adjacent ramp Upstream Type of adjacent ramp Off Distance to adjacent ramp 780 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9808 890 420 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2581 234 111 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10686 965 455 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2937 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8549 9600 No Fi F v = v - v 7584 9600 No FO F R v 965 3800 No R v v 2806 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3419 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3419 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 20.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.515 S Space mean speed in ramp influence area, S = 55.6 mph R Space mean speed in outer lanes, S = 70.7 mph 0 Space mean speed for all vehicles, S = 63.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4900 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 230 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 1350 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1350 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4900 230 1350 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1289 61 355 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5338 249 1464 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.187 Using Equation 4 FM v = v (P ) = 777 pc/h 12 F FM Actual Maximum LOS F? v 4413 9600 No FO v v 1693 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1665 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1665 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 17.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.312 S Space mean speed in ramp influence area, S = 61.3 mph R Space mean speed in outer lanes, S = 67.3 mph 0 Space mean speed for all vehicles, S = 64.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9067 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 440 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 890 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1350 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9067 440 890 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2386 116 234 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9878 477 965 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.158 Using Equation 4 FM v = v (P ) = 1167 pc/h 12 F FM Actual Maximum LOS F? v 7855 9600 No FO v v 3105 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2951 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2951 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.406 S Space mean speed in ramp influence area, S = 58.6 mph R Space mean speed in outer lanes, S = 63.8 mph 0 Space mean speed for all vehicles, S = 61.5 mph ---PAGE BREAK--- ROUTE: I-5 Northbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: 2030 With Project With Mitigation ANALYSIS PERIOD: AM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 5,810 6,391 0.95 Max Upstream Fwy Flow, VF1 14,100 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 6 1.2 18.7 0.957 Level of service, LOS B 1.00 Level 6,391 User Input Mit Measure: Add aux flow lane Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, VF Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp ---PAGE BREAK--- ROUTE: I-5 Northbound RAMP: Off-Ramp to Katella Avenue FORECAST YEAR: 2030 With Project With Mitigation ANALYSIS PERIOD: PM Peak Hour Flow Inputs and Adjustments LOS and Performance Measures 9,460 10,406 0.95 Max Upstream Fwy Flow, VF1 14,100 9 If overcapacity (v>Max No 0 Density Factor 0.01758 1.5 Number of lanes, N 6 1.2 30.5 0.957 Level of service, LOS D 1.00 Level 10,406 User Input Mit Measure: Add aux flow lane Flow rate, VF % RVs Trucks and buses PCE, ET Density, D Driver population factor, fp Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Terrain type Peak Hour Factor, PHF % Trucks and buses PTMLUP TRAFFIC STUDY RAMP MAJOR DIVERGE WORKSHEET Volume, V Flow rate, VF ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1250 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 220 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1250 220 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 329 58 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 1316 232 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 1316 pc/h 12 F FM Actual Maximum LOS F? v 1548 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1316 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1316 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 14.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.304 S Space mean speed in ramp influence area, S = 61.5 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 61.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 1800 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 930 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 1800 930 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 474 245 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 1895 979 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 1895 pc/h 12 F FM Actual Maximum LOS F? v 2874 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1895 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1895 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 24.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.355 S Space mean speed in ramp influence area, S = 60.1 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 60.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Anaheim Boulevard Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5490 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 890 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 260 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1570 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5490 890 260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1445 234 68 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6039 965 282 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.097 Using Equation 4 FM v = v (P ) = 446 pc/h 12 F FM Actual Maximum LOS F? v 5555 9600 No FO v v 2072 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1836 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1836 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 23.1 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.343 S Space mean speed in ramp influence area, S = 60.4 mph R Space mean speed in outer lanes, S = 66.8 mph 0 Space mean speed for all vehicles, S = 63.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Anaheim Boulevard Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8700 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 1290 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 410 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1570 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8700 1290 410 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2289 339 108 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9570 1399 445 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.043 Using Equation 4 FM v = v (P ) = 303 pc/h 12 F FM Actual Maximum LOS F? v 8469 9600 No FO v v 3383 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2828 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2828 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 34.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.546 S Space mean speed in ramp influence area, S = 54.7 mph R Space mean speed in outer lanes, S = 64.2 mph 0 Space mean speed for all vehicles, S = 59.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5780 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 820 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 290 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5780 820 290 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1521 216 76 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6358 889 314 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2063 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5405 9600 No Fi F v = v - v 4516 9600 No FO F R v 889 3800 No R v v 1671 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2162 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2162 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 9.3 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence A Intermediate speed variable, D = 0.508 S Space mean speed in ramp influence area, S = 55.8 mph R Space mean speed in outer lanes, S = 74.4 mph 0 Space mean speed for all vehicles, S = 65.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: Off-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 10090 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1010 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 740 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 10090 1010 740 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2655 266 195 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 11099 1095 802 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 3119 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8880 9600 No Fi F v = v - v 7785 9600 No FO F R v 1095 3800 No R v v 2880 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3552 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3552 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 21.3 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.527 S Space mean speed in ramp influence area, S = 55.3 mph R Space mean speed in outer lanes, S = 70.3 mph 0 Space mean speed for all vehicles, S = 63.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 4980 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 290 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 820 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 4980 290 820 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1311 76 216 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5478 314 889 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.179 Using Equation 4 FM v = v (P ) = 763 pc/h 12 F FM Actual Maximum LOS F? v 4587 9600 No FO v v 1755 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1709 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1709 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 17.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, M = 0.308 S Space mean speed in ramp influence area, S = 61.4 mph R Space mean speed in outer lanes, S = 67.2 mph 0 Space mean speed for all vehicles, S = 64.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Junction: On-Ramp at Harbor Blvd Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9080 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 740 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 1010 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1330 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9080 740 1010 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2389 195 266 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9988 802 1095 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.118 Using Equation 4 FM v = v (P ) = 880 pc/h 12 F FM Actual Maximum LOS F? v 8290 9600 No FO v v 3304 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2995 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2995 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 31.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.453 S Space mean speed in ramp influence area, S = 57.3 mph R Space mean speed in outer lanes, S = 63.7 mph 0 Space mean speed for all vehicles, S = 60.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Katella Avenue Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study -With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5810 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 960 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 440 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1260 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5810 960 440 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1529 253 116 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6391 1041 477 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.088 Using Equation 4 FM v = v (P ) = 426 pc/h 12 F FM Actual Maximum LOS F? v 5899 9600 No FO v v 2216 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 1943 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 1943 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 24.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.356 S Space mean speed in ramp influence area, S = 60.0 mph R Space mean speed in outer lanes, S = 66.6 mph 0 Space mean speed for all vehicles, S = 63.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Katella Avenue Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7970 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 810 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 590 vph Position of adjacent Ramp Upstream Type of adjacent Ramp On Distance to adjacent Ramp 1260 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7970 810 590 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2097 213 155 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8767 878 640 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.108 Using Equation 4 FM v = v (P ) = 677 pc/h 12 F FM Actual Maximum LOS F? v 7145 9600 No FO v v 2795 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2506 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2506 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 27.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.394 S Space mean speed in ramp influence area, S = 59.0 mph R Space mean speed in outer lanes, S = 65.0 mph 0 Space mean speed for all vehicles, S = 62.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 3213 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 240 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 3213 240 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 846 63 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 3382 253 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 3382 pc/h 12 F FM Actual Maximum LOS F? v 3635 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3382 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3382 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 24.3 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.364 S Space mean speed in ramp influence area, S = 59.8 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 59.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: HOV On-Ramp at Gene Autry Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 2 Free-flow speed on freeway 70.0 mph Volume on freeway 3600 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 330 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent Ramp vph Position of adjacent Ramp Type of adjacent Ramp Distance to adjacent Ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 3600 330 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 947 87 v Trucks and buses 0 0 % Recreational vehicles 0 0 % Terrain type: Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 1.000 1.000 Driver population factor, fP 1.00 1.00 Flow rate, vp 3789 347 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 1.000 Using Equation 0 FM v = v (P ) = 3789 pc/h 12 F FM Actual Maximum LOS F? v 4136 4800 No FO v v 0 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3789 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3789 4600 No R12 of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.2 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.460 S Space mean speed in ramp influence area, S = 57.1 mph R Space mean speed in outer lanes, S = N/A mph 0 Space mean speed for all vehicles, S = 57.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5840 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 700 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 240 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5840 700 240 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1537 184 63 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6424 759 260 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 1343 pc/h 12 F FM Actual Maximum LOS F? v 7183 9600 No FO v v 2540 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2569 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2569 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 20.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.311 S Space mean speed in ramp influence area, S = 61.3 mph R Space mean speed in outer lanes, S = 64.9 mph 0 Space mean speed for all vehicles, S = 63.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7800 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-flow speed on ramp 35.0 mph Volume on ramp 900 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 320 vph Position of adjacent Ramp Type of adjacent Ramp On Distance to adjacent Ramp 720 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7800 900 320 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2053 237 84 v Trucks and buses 9 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8580 976 347 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.209 Using Equation 0 FM v = v (P ) = 1793 pc/h 12 F FM Actual Maximum LOS F? v 9556 9600 No FO v v 3393 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3432 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3432 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 28.7 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.522 S Space mean speed in ramp influence area, S = 55.4 mph R Space mean speed in outer lanes, S = 61.8 mph 0 Space mean speed for all vehicles, S = 58.7 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 WB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7250 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 950 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1060 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7250 950 1060 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1908 250 279 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7899 1030 1149 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2405 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6320 9600 No Fi F v = v - v 5290 9600 No FO F R v 1030 3800 No R v v 1957 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2528 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2528 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 12.5 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.521 S Space mean speed in ramp influence area, S = 55.4 mph R Space mean speed in outer lanes, S = 73.3 mph 0 Space mean speed for all vehicles, S = 64.9 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Junction: to SR-22 WB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9610 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1320 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1350 vph Position of adjacent ramp Type of adjacent ramp Off Distance to adjacent ramp 680 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9610 1320 1350 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2529 347 355 v Trucks and buses 7 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10470 1431 1464 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 3237 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8376 9600 No Fi F v = v - v 6945 9600 No FO F R v 1431 3800 No R v v 2569 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3350 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3350 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 19.6 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.557 S Space mean speed in ramp influence area, S = 54.4 mph R Space mean speed in outer lanes, S = 70.9 mph 0 Space mean speed for all vehicles, S = 63.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5140 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 910 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 520 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1500 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5140 910 520 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1353 239 137 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 5573 987 564 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 1962 pc/h 12 R F R FD Actual Maximum LOS F? v = v 4738 9600 No Fi F v = v - v 3751 9600 No FO F R v 987 3800 No R v v 1388 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 1962 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 1962 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 7.6 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence A Intermediate speed variable, D = 0.517 S Space mean speed in ramp influence area, S = 55.5 mph R Space mean speed in outer lanes, S = 75.3 mph 0 Space mean speed for all vehicles, S = 65.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9840 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 980 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 650 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1500 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9840 980 650 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2589 258 171 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10669 1063 705 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 3006 pc/h 12 R F R FD Actual Maximum LOS F? v = v 8536 9600 No Fi F v = v - v 7473 9600 No FO F R v 1063 3800 No R v v 2765 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3414 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3414 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 20.1 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.524 S Space mean speed in ramp influence area, S = 55.3 mph R Space mean speed in outer lanes, S = 70.7 mph 0 Space mean speed for all vehicles, S = 63.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8720 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1770 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 240 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1180 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8720 1770 240 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2295 466 63 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9454 1919 260 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 3387 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7564 9600 No Fi F v = v - v 5645 9600 No FO F R v 1919 3800 No R v v 2088 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3387 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3387 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 19.9 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.601 S Space mean speed in ramp influence area, S = 53.2 mph R Space mean speed in outer lanes, S = 72.5 mph 0 Space mean speed for all vehicles, S = 62.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8250 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 1210 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 520 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1180 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8250 1210 520 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2171 318 137 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8945 1312 564 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2831 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7156 9600 No Fi F v = v - v 5844 9600 No FO F R v 1312 3800 No R v v 2162 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2862 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2862 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 15.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.546 S Space mean speed in ramp influence area, S = 54.7 mph R Space mean speed in outer lanes, S = 72.3 mph 0 Space mean speed for all vehicles, S = 64.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8490 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 1100 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 260 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1120 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8490 1100 260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2234 289 68 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9205 1193 282 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3884 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7364 9600 No Fi F v = v - v 6171 9600 No FO F R v 1193 2000 No R v v 1740 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3884 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3884 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 33.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.535 S Space mean speed in ramp influence area, S = 55.0 mph R Space mean speed in outer lanes, S = 73.9 mph 0 Space mean speed for all vehicles, S = 62.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: Off-Ramp at Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8360 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 800 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 510 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 1120 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8360 800 510 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2200 211 134 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9064 867 553 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3651 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7252 9600 No Fi F v = v - v 6385 9600 No FO F R v 867 2000 No R v v 1800 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3651 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3651 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 31.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.506 S Space mean speed in ramp influence area, S = 55.8 mph R Space mean speed in outer lanes, S = 73.7 mph 0 Space mean speed for all vehicles, S = 63.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7110 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 250 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 870 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7110 250 870 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1871 66 229 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7709 271 943 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.184 Using Equation 4 FM v = v (P ) = 1014 pc/h 12 F FM Actual Maximum LOS F? v 5783 9600 No FO v v 2249 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2204 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2204 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 21.5 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.332 S Space mean speed in ramp influence area, S = 60.7 mph R Space mean speed in outer lanes, S = 65.8 mph 0 Space mean speed for all vehicles, S = 63.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Junction: EB On-Ramp at Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8230 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 700 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 930 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 1970 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8230 700 930 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2166 184 245 v Trucks and buses 6 6 6 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8923 759 1008 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.123 Using Equation 4 FM v = v (P ) = 790 pc/h 12 F FM Actual Maximum LOS F? v 7182 9600 No FO v v 2816 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2569 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2569 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 27.9 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.395 S Space mean speed in ramp influence area, S = 58.9 mph R Space mean speed in outer lanes, S = 64.9 mph 0 Space mean speed for all vehicles, S = 62.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at Fairview Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 7130 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 260 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 980 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7130 260 980 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1876 68 258 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7693 281 1057 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2208 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7693 9600 No Fi F v = v - v 7412 9600 No FO F R v 281 3800 No R v v 2742 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3077 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3077 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 17.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.453 S Space mean speed in ramp influence area, S = 57.3 mph R Space mean speed in outer lanes, S = 71.7 mph 0 Space mean speed for all vehicles, S = 65.1 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at Fairview Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 8530 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 300 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane 500 ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent ramp 1360 vph Position of adjacent ramp Type of adjacent ramp On Distance to adjacent ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8530 300 1360 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2245 79 358 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade 0.00 % 0.00 % 0.00 % Length 0.00 mi 0.00 mi 0.00 mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 9203 324 1467 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 2633 pc/h 12 R F R FD Actual Maximum LOS F? v = v 9203 9600 No Fi F v = v - v 8879 9600 No FO F R v 324 3800 No R v v 3285 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3681 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3681 4400 No 12A of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 22.4 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.457 S Space mean speed in ramp influence area, S = 57.2 mph R Space mean speed in outer lanes, S = 69.9 mph 0 Space mean speed for all vehicles, S = 64.2 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector from I-5/SR-57 SB Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6870 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 980 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 260 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6870 980 260 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1808 258 68 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 7412 1057 281 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.086 Using Equation 4 FM v = v (P ) = 464 pc/h 12 F FM Actual Maximum LOS F? v 6468 9600 No FO v v 2473 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2164 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2164 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 27.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.384 S Space mean speed in ramp influence area, S = 59.3 mph R Space mean speed in outer lanes, S = 66.0 mph 0 Space mean speed for all vehicles, S = 62.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 SB Junction: EB On-Ramp at Fairview Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 8230 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 1360 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 300 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 2950 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 8230 1360 300 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2166 358 79 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 8880 1467 324 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.034 Using Equation 4 FM v = v (P ) = 220 pc/h 12 F FM Actual Maximum LOS F? v 7847 9600 No FO v v 3080 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2552 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2552 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 33.0 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.503 S Space mean speed in ramp influence area, S = 55.9 mph R Space mean speed in outer lanes, S = 64.9 mph 0 Space mean speed for all vehicles, S = 60.0 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector to I-5/SR-57/City Dr Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 5833 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 2227 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane 600 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5833 2227 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1535 586 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 6293 2403 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 3169 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5350 9600 No Fi F v = v - v 2947 9600 No FO F R v 2403 3800 No R v v 1090 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3169 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3169 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 15.3 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence B Intermediate speed variable, D = 0.644 S Space mean speed in ramp influence area, S = 52.0 mph R Space mean speed in outer lanes, S = 76.4 mph 0 Space mean speed for all vehicles, S = 59.8 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Connector to I-5/SR-57/City Dr Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 7591 vph Ramp Side of freeway Right Number of lanes in ramp 2 Free-Flow speed on ramp 35.0 mph Volume on ramp 3345 vph Length of first accel/decel lane 600 ft Length of second accel/decel lane 600 ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 7591 3345 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1998 880 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 8190 3609 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.260 Using Equation 0 FD v = v + (v - v ) P = 4374 pc/h 12 R F R FD Actual Maximum LOS F? v = v 6552 9600 No Fi F v = v - v 2943 9600 No FO F R v 3609 3800 No R v v 1089 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 4374 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 4374 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 25.7 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.753 S Space mean speed in ramp influence area, S = 48.9 mph R Space mean speed in outer lanes, S = 76.4 mph 0 Space mean speed for all vehicles, S = 55.6 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at City Drive Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 5010 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 330 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 5010 330 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1318 87 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 5406 356 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 2558 pc/h 12 R F R FD Actual Maximum LOS F? v = v 5406 9600 No Fi F v = v - v 5050 9600 No FO F R v 356 2000 No R v v 1424 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 2558 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 2558 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 21.8 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, D = 0.460 S Space mean speed in ramp influence area, S = 57.1 mph R Space mean speed in outer lanes, S = 75.1 mph 0 Space mean speed for all vehicles, S = 65.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Junction: Off-Ramp at City Drive Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Diverge Number of lanes in freeway 4 Free-flow speed on freeway 70.0 mph Volume on freeway 6690 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-Flow speed on ramp 35.0 mph Volume on ramp 460 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? No Volume on adjacent ramp vph Position of adjacent ramp Type of adjacent ramp Distance to adjacent ramp ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6690 460 vph Peak-hour factor, PHF 0.95 0.95 Peak 15-min volume, v15 1761 121 v Trucks and buses 5 5 % Recreational vehicles 0 0 % Terrain type: Level Level Grade 0.00 % 0.00 % % Length 0.00 mi 0.00 mi mi Trucks and buses PCE, ET 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 Driver population factor, fP 1.00 1.00 Flow rate, vp 7218 496 pcph of V12 Diverge L = (Equation 25-8 or 25-9) EQ P = 0.436 Using Equation 8 FD v = v + (v - v ) P = 3427 pc/h 12 R F R FD Actual Maximum LOS F? v = v 7218 9600 No Fi F v = v - v 6722 9600 No FO F R v 496 2000 No R v v 1895 pc/h (Equation 25-15 or 25-16) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 No 3 or av34 12 If yes, v = 3427 (Equation 25-18) 12A Entering Diverge Influence Actual Max Desirable Violation? v 3427 4400 No 12 of Service Determination (if not Density, D = 4.252 + 0.0086 v - 0.009 L = 29.2 pc/mi/ln R 12 D Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, D = 0.473 S Space mean speed in ramp influence area, S = 56.8 mph R Space mean speed in outer lanes, S = 73.3 mph 0 Space mean speed for all vehicles, S = 64.4 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Rampr at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 6400 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 550 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 650 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 6400 550 650 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 1684 145 171 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 6905 593 701 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.144 Using Equation 4 FM v = v (P ) = 724 pc/h 12 F FM Actual Maximum LOS F? v 5634 9600 No FO v v 2158 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? No 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 2016 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 2016 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 22.4 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence C Intermediate speed variable, M = 0.339 S Space mean speed in ramp influence area, S = 60.5 mph R Space mean speed in outer lanes, S = 66.4 mph 0 Space mean speed for all vehicles, S = 63.5 mph ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date performed: 07/21/10 Analysis time period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Junction: On-Ramp at Haster Street Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Type of analysis Merge Number of lanes in freeway 5 Free-flow speed on freeway 70.0 mph Volume on freeway 9470 vph Ramp Side of freeway Right Number of lanes in ramp 1 Free-flow speed on ramp 35.0 mph Volume on ramp 810 vph Length of first accel/decel lane 500 ft Length of second accel/decel lane ft Ramp Data (if one Does adjacent ramp exist? Yes Volume on adjacent Ramp 870 vph Position of adjacent Ramp Upstream Type of adjacent Ramp Off Distance to adjacent Ramp 3000 ft to pc/h Under Base Junction Components Freeway Ramp Adjacent Ramp Volume, V (vph) 9470 810 870 vph Peak-hour factor, PHF 0.95 0.95 0.95 Peak 15-min volume, v15 2492 213 229 v Trucks and buses 5 5 5 % Recreational vehicles 0 0 0 % Terrain type: Level Level Level Grade % % % Length mi mi mi Trucks and buses PCE, ET 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 Driver population factor, fP 1.00 1.00 1.00 Flow rate, vp 10218 874 939 pcph of V12 Merge L = (Equation 25-2 or 25-3) EQ P = 0.109 Using Equation 4 FM v = v (P ) = 838 pc/h 12 F FM Actual Maximum LOS F? v 8592 9600 No FO v v 3440 pc/h (Equation 25-4 or 25-5) 3 or av34 Is v v > 2700 pc/h? Yes 3 or av34 Is v v > 1.5 v /2 Yes 3 or av34 12 If yes, v = 3087 (Equation 25-8) 12A Entering Merge Influence Actual Max Desirable Violation? v 3087 4600 No 12A of Service Determination (if not Density, D = 5.475 + 0.00734 v + 0.0078 v - 0.00627 L = 32.8 pc/mi/ln R R 12 A Level of service for ramp-freeway junction areas of influence D Intermediate speed variable, M = 0.491 S Space mean speed in ramp influence area, S = 56.3 mph R Space mean speed in outer lanes, S = 63.4 mph 0 Space mean speed for all vehicles, S = 59.9 mph ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix J-1 HCS Freeway Mainline Analysis Worksheets under Existing Conditions ---PAGE BREAK--- ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5370 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1492 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1247 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1247 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 17.8 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7800 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2167 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1811 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1811 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.7 mi/h Number of lanes, N 5 Density, D 26.7 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5530 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1536 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1070 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1070 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 15.3 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7460 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2072 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1444 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1444 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.9 mi/h Number of lanes, N 6 Density, D 20.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5630 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1564 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1307 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1307 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 18.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8560 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2378 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1988 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1988 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.1 mi/h Number of lanes, N 5 Density, D 30.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 6120 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1700 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1421 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1421 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.9 mi/h Number of lanes, N 5 Density, D 20.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7890 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2192 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1832 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1832 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.5 mi/h Number of lanes, N 5 Density, D 27.1 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5630 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1564 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1307 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1307 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 18.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8890 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2469 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2064 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2064 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 63.5 mi/h Number of lanes, N 5 Density, D 32.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 6370 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1769 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1849 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1849 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.3 mi/h Number of lanes, N 4 Density, D 27.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7910 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2197 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2296 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2296 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 57.1 mi/h Number of lanes, N 4 Density, D 40.2 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5780 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1606 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1342 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1342 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 19.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 9200 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2556 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2136 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2136 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 61.8 mi/h Number of lanes, N 5 Density, D 34.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 6420 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1783 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1491 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1491 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.8 mi/h Number of lanes, N 5 Density, D 21.4 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7880 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2189 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1830 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1830 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.5 mi/h Number of lanes, N 5 Density, D 27.1 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5160 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1433 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1198 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1198 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 17.1 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8120 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2256 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1886 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1886 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 66.8 mi/h Number of lanes, N 5 Density, D 28.3 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 5590 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1553 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1298 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1298 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 18.5 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 6930 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1925 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1609 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1609 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.4 mi/h Number of lanes, N 5 Density, D 23.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Katella and State College Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5190 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1442 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1205 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1205 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 17.2 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Katella and State College Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8030 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2113 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1767 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1767 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.2 mi/h Number of lanes, N 5 Density, D 25.9 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Katella and State College Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 6060 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1683 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1407 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1407 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 20.1 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Katella and State College Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7720 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2144 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1793 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1793 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.9 mi/h Number of lanes, N 5 Density, D 26.4 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: State College and SR-22 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 6100 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1694 v Trucks and buses 7 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.966 Driver population factor, fp 1.00 Flow rate, vp 1169 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1169 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 16.7 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: State College and SR-22 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 9400 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2611 v Trucks and buses 7 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.966 Driver population factor, fp 1.00 Flow rate, vp 1802 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1802 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.8 mi/h Number of lanes, N 6 Density, D 26.6 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: State College and SR-22 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7000 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 1944 v Trucks and buses 7 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.966 Driver population factor, fp 1.00 Flow rate, vp 1342 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1342 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 19.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: State College and SR-22 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8940 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2483 v Trucks and buses 7 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.966 Driver population factor, fp 1.00 Flow rate, vp 1713 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1713 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.7 mi/h Number of lanes, N 6 Density, D 24.9 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7570 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2103 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1444 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1444 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.9 mi/h Number of lanes, N 6 Density, D 20.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 11520 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 3200 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2197 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2197 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 60.2 mi/h Number of lanes, N 6 Density, D 36.5 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 9630 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2675 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1837 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1837 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.4 mi/h Number of lanes, N 6 Density, D 27.2 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 12560 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 3489 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2396 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2396 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 53.5 mi/h Number of lanes, N 6 Density, D 44.8 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8130 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2258 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1551 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1551 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.6 mi/h Number of lanes, N 6 Density, D 22.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 11680 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 3244 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2228 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2228 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 59.3 mi/h Number of lanes, N 6 Density, D 37.6 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8670 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2408 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1654 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1654 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.1 mi/h Number of lanes, N 6 Density, D 23.9 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 11840 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 3289 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2258 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2258 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 58.4 mi/h Number of lanes, N 6 Density, D 38.7 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7970 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2214 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1520 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1520 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.7 mi/h Number of lanes, N 6 Density, D 21.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 11240 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 3122 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2144 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2144 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 61.6 mi/h Number of lanes, N 6 Density, D 34.8 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8580 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2258 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1550 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1550 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.6 mi/h Number of lanes, N 6 Density, D 22.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 11930 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 3314 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2276 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2276 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 57.8 mi/h Number of lanes, N 6 Density, D 39.4 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7960 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2211 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1518 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1518 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.8 mi/h Number of lanes, N 6 Density, D 21.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 10980 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 3050 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2094 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2094 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 62.9 mi/h Number of lanes, N 6 Density, D 33.3 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7690 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 2136 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1467 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1467 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.9 mi/h Number of lanes, N 6 Density, D 21.0 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 10930 veh/h Peak-hour factor, PHF 0.90 Peak 15-min volume, v15 3036 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2085 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2085 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 63.1 mi/h Number of lanes, N 6 Density, D 33.1 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: SR-22 and Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5770 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 1658 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1139 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1139 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 16.3 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: SR-22 and Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8770 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 2520 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1730 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1730 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.6 mi/h Number of lanes, N 6 Density, D 25.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: SR-22 and Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5530 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 1589 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1309 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1309 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 18.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: SR-22 and Orangewood Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7050 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 2026 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1669 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1669 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.0 mi/h Number of lanes, N 5 Density, D 24.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Orangewood and Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 4750 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 1365 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1125 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1125 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 16.1 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Orangewood and Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7790 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 2239 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1845 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1845 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.3 mi/h Number of lanes, N 5 Density, D 27.4 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: Orangewood and Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 6350 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 1825 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1504 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1504 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.8 mi/h Number of lanes, N 5 Density, D 21.5 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: Orangewood and Katella Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7750 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 2227 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1835 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1835 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.4 mi/h Number of lanes, N 5 Density, D 27.2 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 4590 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 1319 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1359 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1359 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 19.4 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7950 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 2284 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2353 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2353 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 55.1 mi/h Number of lanes, N 4 Density, D 42.7 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 6360 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 1828 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1882 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1882 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 66.8 mi/h Number of lanes, N 4 Density, D 28.2 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7380 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 2121 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2184 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2184 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 60.6 mi/h Number of lanes, N 4 Density, D 36.1 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 4670 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 1342 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1382 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1382 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 19.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8380 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 2408 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2480 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2480 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 4 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 6580 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 1891 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1558 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1558 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.6 mi/h Number of lanes, N 5 Density, D 22.4 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7370 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 2118 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1745 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1745 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.4 mi/h Number of lanes, N 5 Density, D 25.5 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 4930 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 1417 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1167 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1167 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 16.7 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8640 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 2483 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2046 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2046 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 63.9 mi/h Number of lanes, N 5 Density, D 32.0 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 6520 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 1874 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1287 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1287 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 18.4 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7390 veh/h Peak-hour factor, PHF 0.87 Peak 15-min volume, v15 2124 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1458 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1458 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.9 mi/h Number of lanes, N 6 Density, D 20.9 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5140 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1397 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1432 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1432 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.9 mi/h Number of lanes, N 4 Density, D 20.5 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7030 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1910 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1958 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1958 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.6 mi/h Number of lanes, N 4 Density, D 29.8 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 4860 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1321 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1354 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1354 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 19.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 6970 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1894 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1941 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1941 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.9 mi/h Number of lanes, N 4 Density, D 29.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5410 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1470 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1507 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1507 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.8 mi/h Number of lanes, N 4 Density, D 21.6 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7300 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1984 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2033 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2033 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 64.2 mi/h Number of lanes, N 4 Density, D 31.7 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5190 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1410 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1446 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1446 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.9 mi/h Number of lanes, N 4 Density, D 20.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7540 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 2049 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2100 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2100 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 62.7 mi/h Number of lanes, N 4 Density, D 33.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5890 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1601 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1641 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1641 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.2 mi/h Number of lanes, N 4 Density, D 23.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8000 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 2174 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2228 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2228 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 59.3 mi/h Number of lanes, N 4 Density, D 37.6 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5510 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1497 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1535 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1535 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.7 mi/h Number of lanes, N 4 Density, D 22.0 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 7960 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 2163 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2217 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2217 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 59.6 mi/h Number of lanes, N 4 Density, D 37.2 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 6090 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1655 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1357 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1357 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 19.4 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8310 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 2258 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1852 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1852 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.2 mi/h Number of lanes, N 5 Density, D 27.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 6110 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1660 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1361 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1361 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 19.4 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 8770 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 2383 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1954 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1954 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.7 mi/h Number of lanes, N 5 Density, D 29.7 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: I-5 and Main Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 3330 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 905 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1855 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 2 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 4.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1855 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.2 mi/h Number of lanes, N 2 Density, D 27.6 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: I-5 and Main Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 4920 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1337 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1370 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1370 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 19.6 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: I-5 and Main Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 3670 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 997 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1022 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1022 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 14.6 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: I-5 and Main Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 4880 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1326 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1359 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1359 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 19.4 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Main and Glassell Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 3110 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 845 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 866 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 866 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 12.4 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Main and Glassell Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 5120 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1391 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1426 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1426 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.9 mi/h Number of lanes, N 4 Density, D 20.4 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Main and Glassell Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 3790 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1030 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1056 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1056 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 15.1 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Main and Glassell Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 4540 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1234 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1265 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1265 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 18.1 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Glassell and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 2600 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 707 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 579 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 579 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 8.3 pc/mi/ln Level of service, LOS A Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Glassell and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 4510 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1226 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1005 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1005 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 14.4 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Glassell and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 3300 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 897 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 919 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 919 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 13.1 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Glassell and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2008 Description: PTMLUP Traffic Study - Existing Inputs and Volume, V 3750 veh/h Peak-hour factor, PHF 0.92 Peak 15-min volume, v15 1019 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1044 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1044 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 14.9 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix J-2 HCS Freeway Mainline Analysis Worksheets under 2030 No Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6020 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1584 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1324 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1324 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 18.9 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 9820 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2584 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2160 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2160 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 61.2 mi/h Number of lanes, N 5 Density, D 35.3 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6950 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1829 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1274 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1274 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 18.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 7690 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2024 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1410 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1410 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 20.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6300 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1658 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1386 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1386 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 19.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 10230 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2692 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2251 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2251 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 58.6 mi/h Number of lanes, N 5 Density, D 38.4 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 7110 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1871 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1564 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1564 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.6 mi/h Number of lanes, N 5 Density, D 22.5 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8840 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2326 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1945 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1945 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.8 mi/h Number of lanes, N 5 Density, D 29.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6300 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1658 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1386 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1386 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 19.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 10600 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2789 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2332 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2332 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 55.9 mi/h Number of lanes, N 5 Density, D 41.7 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 7670 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2018 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2109 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2109 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 62.5 mi/h Number of lanes, N 4 Density, D 33.7 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8860 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2332 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2437 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2437 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 4 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6460 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1700 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1421 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1421 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.9 mi/h Number of lanes, N 5 Density, D 20.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 11010 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2897 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2422 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2422 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 5 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 7760 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2042 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1707 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1707 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.7 mi/h Number of lanes, N 5 Density, D 24.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8830 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2324 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1943 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1943 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.9 mi/h Number of lanes, N 5 Density, D 29.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 5780 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1521 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1272 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1272 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 18.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 9920 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2611 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2182 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2182 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 60.6 mi/h Number of lanes, N 5 Density, D 36.0 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6130 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1613 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1349 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1349 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 19.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 7770 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2045 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1709 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1709 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.7 mi/h Number of lanes, N 5 Density, D 24.9 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Katella and State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 5810 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1529 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1278 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1278 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 18.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Katella and State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 9360 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2463 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2059 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2059 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 63.6 mi/h Number of lanes, N 5 Density, D 32.3 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Katella and State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6470 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1703 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1423 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1423 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.9 mi/h Number of lanes, N 5 Density, D 20.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Katella and State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8640 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2274 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1901 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1901 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 66.5 mi/h Number of lanes, N 5 Density, D 28.6 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: State College and SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6830 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1797 v Trucks and buses 7 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.966 Driver population factor, fp 1.00 Flow rate, vp 1240 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1240 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 17.7 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: State College and SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 11620 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3058 v Trucks and buses 7 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.966 Driver population factor, fp 1.00 Flow rate, vp 2110 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2110 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 62.5 mi/h Number of lanes, N 6 Density, D 33.8 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: State College and SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8180 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2153 v Trucks and buses 7 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.966 Driver population factor, fp 1.00 Flow rate, vp 1485 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1485 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.8 mi/h Number of lanes, N 6 Density, D 21.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: State College and SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 10020 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2637 v Trucks and buses 7 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.966 Driver population factor, fp 1.00 Flow rate, vp 1819 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1819 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.6 mi/h Number of lanes, N 6 Density, D 26.9 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8350 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2197 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1509 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1509 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.8 mi/h Number of lanes, N 6 Density, D 21.6 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 14380 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3784 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2598 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2598 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 6 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 12120 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3189 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2190 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2190 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 60.4 mi/h Number of lanes, N 6 Density, D 36.3 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 14470 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3808 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2615 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2615 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 6 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8760 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2305 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1583 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1583 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.5 mi/h Number of lanes, N 6 Density, D 22.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 13700 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3605 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2476 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2476 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 6 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 10230 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2692 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1849 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1849 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.3 mi/h Number of lanes, N 6 Density, D 27.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 12870 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3387 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2326 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2326 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 56.1 mi/h Number of lanes, N 6 Density, D 41.5 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8620 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2268 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1558 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1558 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.6 mi/h Number of lanes, N 6 Density, D 22.4 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 13310 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3503 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2405 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2405 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 6 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 9950 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2618 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1798 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1798 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.9 mi/h Number of lanes, N 6 Density, D 26.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 12710 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3345 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2297 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2297 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 57.1 mi/h Number of lanes, N 6 Density, D 40.2 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8580 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2258 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1550 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1550 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.6 mi/h Number of lanes, N 6 Density, D 22.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 13030 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3429 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2355 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2355 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 55.0 mi/h Number of lanes, N 6 Density, D 42.8 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8900 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2342 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1608 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1608 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.4 mi/h Number of lanes, N 6 Density, D 23.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 11600 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3053 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2096 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2096 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 62.8 mi/h Number of lanes, N 6 Density, D 33.4 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: SR-22 and Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6270 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1650 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1133 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1133 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 16.2 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: SR-22 and Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 10130 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2666 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1831 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1831 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.5 mi/h Number of lanes, N 6 Density, D 27.1 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: SR-22 and Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 7010 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1845 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1520 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1520 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.7 mi/h Number of lanes, N 5 Density, D 21.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: SR-22 and Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8300 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2184 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1800 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1800 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.9 mi/h Number of lanes, N 5 Density, D 26.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Orangewood and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 5320 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1400 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1154 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1154 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 16.5 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Orangewood and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 9020 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2374 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1956 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1956 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.7 mi/h Number of lanes, N 5 Density, D 29.8 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: Orangewood and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 7980 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2100 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1730 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1730 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.6 mi/h Number of lanes, N 5 Density, D 25.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: Orangewood and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8980 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2363 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1947 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1947 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.8 mi/h Number of lanes, N 5 Density, D 29.6 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 4780 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1258 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1037 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1037 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 14.8 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 9300 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2447 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2017 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2017 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 64.5 mi/h Number of lanes, N 5 Density, D 31.3 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8140 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2142 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2206 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2206 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 59.9 mi/h Number of lanes, N 4 Density, D 36.8 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8360 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2200 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2266 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2266 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 58.1 mi/h Number of lanes, N 4 Density, D 39.0 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 5230 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1376 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1134 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1134 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 16.2 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 10010 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2634 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2171 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2171 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 60.9 mi/h Number of lanes, N 5 Density, D 35.6 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8430 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2218 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1828 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1828 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.5 mi/h Number of lanes, N 5 Density, D 27.1 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8250 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2171 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1789 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1789 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.0 mi/h Number of lanes, N 5 Density, D 26.3 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 5090 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1339 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1104 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1104 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 15.8 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 10640 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2800 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2307 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2307 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 56.8 mi/h Number of lanes, N 5 Density, D 40.6 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 9060 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2384 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1637 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1637 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.2 mi/h Number of lanes, N 6 Density, D 23.6 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8720 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2295 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1576 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1576 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.5 mi/h Number of lanes, N 6 Density, D 22.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6700 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1763 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1807 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1807 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.8 mi/h Number of lanes, N 4 Density, D 26.7 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8090 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2129 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2182 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2182 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 60.6 mi/h Number of lanes, N 4 Density, D 36.0 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 5640 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1484 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1521 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1521 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.7 mi/h Number of lanes, N 4 Density, D 21.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8580 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2258 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2314 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2314 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 56.5 mi/h Number of lanes, N 4 Density, D 40.9 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 7130 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1876 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1923 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1923 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 66.2 mi/h Number of lanes, N 4 Density, D 29.0 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8630 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2271 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2328 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2328 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 56.0 mi/h Number of lanes, N 4 Density, D 41.6 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6210 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1634 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1675 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1675 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.0 mi/h Number of lanes, N 4 Density, D 24.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 9240 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2432 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2492 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2492 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 4 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6970 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1834 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1880 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1880 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 66.8 mi/h Number of lanes, N 4 Density, D 28.1 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8530 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2245 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2301 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2301 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 57.0 mi/h Number of lanes, N 4 Density, D 40.4 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6370 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1676 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1718 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1718 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.7 mi/h Number of lanes, N 4 Density, D 25.0 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 9390 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2471 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2533 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2533 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 4 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6990 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1839 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1508 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1508 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.8 mi/h Number of lanes, N 5 Density, D 21.6 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 8680 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2284 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1873 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1873 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 66.9 mi/h Number of lanes, N 5 Density, D 28.0 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 7040 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1853 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1519 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1519 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.7 mi/h Number of lanes, N 5 Density, D 21.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 10150 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2671 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2190 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2190 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 60.4 mi/h Number of lanes, N 5 Density, D 36.3 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: I-5 and Main Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 4860 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1279 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1311 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1311 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 18.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: I-5 and Main Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6090 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1603 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1643 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1643 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.2 mi/h Number of lanes, N 4 Density, D 23.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: I-5 and Main Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 4340 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1142 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1171 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1171 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 16.7 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: I-5 and Main Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6470 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1703 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1745 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1745 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.4 mi/h Number of lanes, N 4 Density, D 25.5 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Main and Glassell Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 4210 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1108 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1136 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1136 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 16.2 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Main and Glassell Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 6360 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1674 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1716 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1716 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.7 mi/h Number of lanes, N 4 Density, D 25.0 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Main and Glassell Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 4400 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1158 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1187 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1187 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 17.0 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Main and Glassell Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 5870 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1545 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1583 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1583 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.5 mi/h Number of lanes, N 4 Density, D 22.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Glassell and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 3320 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 874 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 716 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 716 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 10.2 pc/mi/ln Level of service, LOS A Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Glassell and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 5310 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1397 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1146 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1146 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 16.4 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Glassell and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 4440 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1168 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1198 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1198 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 17.1 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Glassell and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - No Project Inputs and Volume, V 5180 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1363 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1397 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1397 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 20.0 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix J-3 HCS Freeway Mainline Analysis Worksheets under 2030 With Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6020 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1584 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1324 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1324 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 18.9 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 10040 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2642 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2209 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2209 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 59.8 mi/h Number of lanes, N 5 Density, D 36.9 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 7200 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1895 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1320 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1320 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 18.9 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8010 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2108 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1469 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1469 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.9 mi/h Number of lanes, N 6 Density, D 21.0 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6300 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1658 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1386 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1386 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 19.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 10420 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2742 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2292 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2292 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 57.3 mi/h Number of lanes, N 5 Density, D 40.0 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 7360 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1937 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1619 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1619 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.3 mi/h Number of lanes, N 5 Density, D 23.4 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8840 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2326 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1945 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1945 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.8 mi/h Number of lanes, N 5 Density, D 29.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6300 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1658 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1386 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1386 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 19.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 10830 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2850 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2383 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2383 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 54.0 mi/h Number of lanes, N 5 Density, D 44.1 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 7830 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2061 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2153 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2153 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 61.4 mi/h Number of lanes, N 4 Density, D 35.1 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8860 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2332 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2437 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2437 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 4 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6460 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1700 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1421 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1421 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.9 mi/h Number of lanes, N 5 Density, D 20.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 11240 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2958 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2473 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2473 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 5 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 7870 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2071 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1731 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1731 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.5 mi/h Number of lanes, N 5 Density, D 25.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8830 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2324 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1943 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1943 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.9 mi/h Number of lanes, N 5 Density, D 29.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 5780 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1521 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1272 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1272 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 18.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 10090 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2655 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2220 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2220 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 59.5 mi/h Number of lanes, N 5 Density, D 37.3 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6230 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1639 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1371 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1371 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 19.6 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 7770 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2045 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1709 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1709 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.7 mi/h Number of lanes, N 5 Density, D 24.9 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Katella and State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 5810 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1529 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1278 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1278 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 18.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Katella and State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 9460 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2489 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2081 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2081 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 63.2 mi/h Number of lanes, N 5 Density, D 32.9 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Katella and State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6470 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1703 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1423 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1423 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.9 mi/h Number of lanes, N 5 Density, D 20.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Katella and State College Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8640 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2274 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1901 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1901 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 66.5 mi/h Number of lanes, N 5 Density, D 28.6 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: State College and SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6830 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1797 v Trucks and buses 7 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.966 Driver population factor, fp 1.00 Flow rate, vp 1240 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1240 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 17.7 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: State College and SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 11770 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3097 v Trucks and buses 7 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.966 Driver population factor, fp 1.00 Flow rate, vp 2137 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2137 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 61.8 mi/h Number of lanes, N 6 Density, D 34.6 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: State College and SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8210 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2161 v Trucks and buses 7 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.966 Driver population factor, fp 1.00 Flow rate, vp 1491 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1491 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.8 mi/h Number of lanes, N 6 Density, D 21.4 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: State College and SR-22 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 10020 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2637 v Trucks and buses 7 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.966 Driver population factor, fp 1.00 Flow rate, vp 1819 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1819 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.6 mi/h Number of lanes, N 6 Density, D 26.9 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8470 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2229 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1531 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1531 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.7 mi/h Number of lanes, N 6 Density, D 22.0 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 14590 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3839 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2636 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2636 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 6 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 12120 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3189 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2190 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2190 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 60.4 mi/h Number of lanes, N 6 Density, D 36.3 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 14900 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3921 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2692 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2692 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 6 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8800 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2316 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1590 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1590 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.5 mi/h Number of lanes, N 6 Density, D 22.9 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 13780 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3626 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2490 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2490 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 6 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 10230 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2692 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1849 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1849 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.3 mi/h Number of lanes, N 6 Density, D 27.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 13220 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3479 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2389 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2389 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 53.8 mi/h Number of lanes, N 6 Density, D 44.4 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8640 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2274 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1561 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1561 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.6 mi/h Number of lanes, N 6 Density, D 22.4 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 13380 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3521 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2418 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2418 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 6 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 9950 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2618 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1798 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1798 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.9 mi/h Number of lanes, N 6 Density, D 26.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 13050 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3434 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2358 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2358 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 54.9 mi/h Number of lanes, N 6 Density, D 42.9 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8590 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2261 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1552 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1552 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.6 mi/h Number of lanes, N 6 Density, D 22.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 13070 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3439 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2362 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2362 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 54.8 mi/h Number of lanes, N 6 Density, D 43.1 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8900 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2342 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1608 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1608 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.4 mi/h Number of lanes, N 6 Density, D 23.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 11890 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3129 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2149 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2149 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 61.5 mi/h Number of lanes, N 6 Density, D 34.9 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: SR-22 and Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6430 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1692 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1162 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1162 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 16.6 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: SR-22 and Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 10210 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2687 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1845 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1845 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.3 mi/h Number of lanes, N 6 Density, D 27.4 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: SR-22 and Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 7010 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1845 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1520 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1520 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.7 mi/h Number of lanes, N 5 Density, D 21.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: SR-22 and Orangewood Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8550 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2250 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1854 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1854 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.2 mi/h Number of lanes, N 5 Density, D 27.6 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Orangewood and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - WIth Project Inputs and Volume, V 5320 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1400 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1154 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1154 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 16.5 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Orangewood and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 9180 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2416 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1991 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1991 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.0 mi/h Number of lanes, N 5 Density, D 30.6 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: Orangewood and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 7980 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2100 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1730 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1730 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.6 mi/h Number of lanes, N 5 Density, D 25.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: Orangewood and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 9160 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2411 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1986 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1986 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.1 mi/h Number of lanes, N 5 Density, D 30.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 5140 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1353 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1115 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1115 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 15.9 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 9840 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2589 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2134 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2134 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 61.9 mi/h Number of lanes, N 5 Density, D 34.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8490 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2234 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2301 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2301 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 57.0 mi/h Number of lanes, N 4 Density, D 40.4 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8360 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2200 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2266 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2266 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 58.1 mi/h Number of lanes, N 4 Density, D 39.0 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 5230 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1376 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1134 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1134 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 16.2 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 10390 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2734 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2253 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2253 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 58.5 mi/h Number of lanes, N 5 Density, D 38.5 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8720 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2295 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1891 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1891 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 66.7 mi/h Number of lanes, N 5 Density, D 28.4 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8250 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2171 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1789 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1789 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.0 mi/h Number of lanes, N 5 Density, D 26.3 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 5090 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1339 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1104 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1104 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 15.8 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 10940 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2879 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2372 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2372 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 54.4 mi/h Number of lanes, N 5 Density, D 43.6 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 9410 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2476 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1700 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1700 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.8 mi/h Number of lanes, N 6 Density, D 24.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8720 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2295 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1576 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1576 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.5 mi/h Number of lanes, N 6 Density, D 22.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6870 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1808 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1853 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1853 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.2 mi/h Number of lanes, N 4 Density, D 27.6 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8090 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2129 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2182 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2182 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 60.6 mi/h Number of lanes, N 4 Density, D 36.0 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 5640 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1484 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1521 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1521 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.7 mi/h Number of lanes, N 4 Density, D 21.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8720 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2295 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2352 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2352 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 55.2 mi/h Number of lanes, N 4 Density, D 42.6 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 7310 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1924 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1972 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1972 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.4 mi/h Number of lanes, N 4 Density, D 30.2 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8630 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2271 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2328 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2328 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 56.0 mi/h Number of lanes, N 4 Density, D 41.6 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6210 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1634 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1675 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1675 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.0 mi/h Number of lanes, N 4 Density, D 24.3 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 9490 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2497 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2560 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2560 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 4 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 7130 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1876 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1923 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1923 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 66.2 mi/h Number of lanes, N 4 Density, D 29.0 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 8530 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2245 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2301 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2301 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 57.0 mi/h Number of lanes, N 4 Density, D 40.4 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6370 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1676 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1718 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1718 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.7 mi/h Number of lanes, N 4 Density, D 25.0 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 9590 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2524 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2587 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2587 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S mi/h Number of lanes, N 4 Density, D pc/mi/ln Level of service, LOS F Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 7000 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1842 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1511 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1511 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.8 mi/h Number of lanes, N 5 Density, D 21.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 9110 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2397 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1966 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1966 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.5 mi/h Number of lanes, N 5 Density, D 30.0 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 7040 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1853 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1519 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1519 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.7 mi/h Number of lanes, N 5 Density, D 21.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 10340 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2721 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2231 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2231 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 59.2 mi/h Number of lanes, N 5 Density, D 37.7 pc/mi/ln Level of service, LOS E Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: I-5 and Main Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 4980 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1311 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1343 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1343 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 19.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: I-5 and Main Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6090 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1603 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1643 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1643 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.2 mi/h Number of lanes, N 4 Density, D 23.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: I-5 and Main Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 4460 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1174 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1203 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1203 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 17.2 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: I-5 and Main Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6630 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1745 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1788 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1788 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.0 mi/h Number of lanes, N 4 Density, D 26.3 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Main and Glassell Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 4290 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1129 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1157 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1157 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 16.5 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Main and Glassell Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 6360 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1674 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1716 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1716 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.7 mi/h Number of lanes, N 4 Density, D 25.0 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Main and Glassell Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 4580 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1205 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1235 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1235 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 17.6 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Main and Glassell Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 5880 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1547 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1586 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1586 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.5 mi/h Number of lanes, N 4 Density, D 22.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Glassell and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 3490 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 918 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 753 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 753 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 10.8 pc/mi/ln Level of service, LOS A Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Glassell and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 5580 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1468 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1204 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1204 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 17.2 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Glassell and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 4440 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1168 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1198 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1198 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 17.1 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/12/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Glassell and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project Inputs and Volume, V 5210 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1371 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1405 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 4 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 1.5 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1405 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 4 Density, D 20.1 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix J-4 HCS Freeway Mainline Analysis Worksheets under 2030 With Project Conditions (mitigated) ---PAGE BREAK--- ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 6020 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1584 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1104 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1104 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 15.8 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: SR-91 and Brookhurst Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 10040 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2642 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1841 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1841 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.4 mi/h Number of lanes, N 6 Density, D 27.3 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 6300 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1658 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1155 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1155 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 16.5 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 10420 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2742 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1910 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1910 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 66.4 mi/h Number of lanes, N 6 Density, D 28.8 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 6300 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1658 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1155 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1155 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 16.5 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 10830 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2850 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1986 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1986 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.1 mi/h Number of lanes, N 6 Density, D 30.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 7830 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2061 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1723 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1723 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.6 mi/h Number of lanes, N 5 Density, D 25.1 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Euclid and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 8860 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2332 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1949 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1949 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.8 mi/h Number of lanes, N 5 Density, D 29.6 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 6460 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1700 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1184 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1184 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 16.9 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Lincoln and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 11240 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2958 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 2061 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2061 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 63.6 mi/h Number of lanes, N 6 Density, D 32.4 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 5780 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1521 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1060 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1060 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 15.1 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Harbor and Katella Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 10090 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2655 v Trucks and buses 9 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.957 Driver population factor, fp 1.00 Flow rate, vp 1850 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1850 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.3 mi/h Number of lanes, N 6 Density, D 27.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 8470 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2229 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1148 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 8 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1148 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 8 Density, D 16.4 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 14590 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3839 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1977 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 8 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1977 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.3 mi/h Number of lanes, N 8 Density, D 30.3 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 12120 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3189 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1643 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 8 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1643 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.2 mi/h Number of lanes, N 8 Density, D 23.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: SR-22 and 17th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 14900 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3921 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2019 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 8 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2019 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 64.5 mi/h Number of lanes, N 8 Density, D 31.3 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 8800 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2316 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1363 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 7 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1363 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 7 Density, D 19.5 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 13780 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3626 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2134 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 7 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2134 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 61.9 mi/h Number of lanes, N 7 Density, D 34.5 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 10230 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2692 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1584 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 7 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1584 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.5 mi/h Number of lanes, N 7 Density, D 22.8 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: 17th and Grand Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 13220 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3479 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2048 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 7 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2048 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 63.9 mi/h Number of lanes, N 7 Density, D 32.1 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 8640 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2274 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1338 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 7 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1338 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 7 Density, D 19.1 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 13380 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3521 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2072 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 7 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2072 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 63.4 mi/h Number of lanes, N 7 Density, D 32.7 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 9950 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2618 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1541 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 7 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1541 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.7 mi/h Number of lanes, N 7 Density, D 22.1 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: Grand and 4th Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 13050 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3434 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2021 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 7 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2021 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 64.4 mi/h Number of lanes, N 7 Density, D 31.4 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 NB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 8590 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2261 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1330 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 7 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1330 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 7 Density, D 19.0 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 NB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 13070 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3439 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 2024 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 7 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2024 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 64.4 mi/h Number of lanes, N 7 Density, D 31.4 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: I-5 SB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 8900 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2342 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1378 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 7 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1378 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 7 Density, D 19.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: I-5 SB From/To: 4th and SR-55 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 11910 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 3134 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1845 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 7 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1845 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.3 mi/h Number of lanes, N 7 Density, D 27.4 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 SB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 8490 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2234 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1841 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1841 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.4 mi/h Number of lanes, N 5 Density, D 27.3 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 SB From/To: Katella and Ball Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 8360 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2200 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1813 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1813 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.7 mi/h Number of lanes, N 5 Density, D 26.8 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 5230 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1376 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 945 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 945 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 13.5 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Ball and Lincoln Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 10390 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2734 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1877 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1877 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 66.9 mi/h Number of lanes, N 6 Density, D 28.1 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-57 NB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 5090 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1339 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 920 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 920 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 13.1 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-57 NB From/To: Lincoln and SR91 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 10940 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2879 v Trucks and buses 6 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.971 Driver population factor, fp 1.00 Flow rate, vp 1977 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1977 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 65.3 mi/h Number of lanes, N 6 Density, D 30.3 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 6870 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1808 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1482 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1482 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.8 mi/h Number of lanes, N 5 Density, D 21.2 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 8090 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2129 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1746 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1746 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 68.4 mi/h Number of lanes, N 5 Density, D 25.5 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 5640 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1484 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1217 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1217 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 17.4 pc/mi/ln Level of service, LOS B Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Brookhurst and Euclid Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 8720 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2295 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1882 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1882 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 66.8 mi/h Number of lanes, N 5 Density, D 28.2 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 7310 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1924 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1577 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1577 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.5 mi/h Number of lanes, N 5 Density, D 22.7 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 8630 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2271 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1862 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1862 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.1 mi/h Number of lanes, N 5 Density, D 27.8 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 6210 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1634 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1340 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1340 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 19.1 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Euclid and Harbor Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 9490 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2497 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2048 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2048 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 63.9 mi/h Number of lanes, N 5 Density, D 32.1 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 EB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 7130 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1876 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1539 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1539 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 69.7 mi/h Number of lanes, N 5 Density, D 22.1 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 EB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 8530 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2245 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1841 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1841 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.4 mi/h Number of lanes, N 5 Density, D 27.3 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 6370 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1676 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1375 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1375 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 5 Density, D 19.6 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Harbor and Haster Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 9590 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2524 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 2069 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 5 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 2069 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 63.4 mi/h Number of lanes, N 5 Density, D 32.6 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: AM Peak Hour Freeway/Direction: SR-22 WB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 7040 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 1853 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1266 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1266 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 70.0 mi/h Number of lanes, N 6 Density, D 18.1 pc/mi/ln Level of service, LOS C Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- Analyst: PB Agency or Company: Parsons Brinckerhoff Date Performed: 07/13/10 Analysis Time Period: PM Peak Hour Freeway/Direction: SR-22 WB From/To: Haster and The City / I-5 Jurisdiction: City of Anaheim Analysis Year: 2030 Description: PTMLUP Traffic Study - With Project With Mitigation Inputs and Volume, V 10340 veh/h Peak-hour factor, PHF 0.95 Peak 15-min volume, v15 2721 v Trucks and buses 5 % Recreational vehicles 0 % Terrain type: Level Grade 0.00 % Segment length 0.00 mi Trucks and buses PCE, ET 1.5* Recreational vehicle PCE, ER 1.2 Heavy vehicle adjustment, fHV 0.976 Driver population factor, fp 1.00 Flow rate, vp 1859 pc/h/ln Inputs and Lane width 12.0 ft Right-shoulder lateral clearance 6.0 ft Interchange density 0.50 interchange/mi Number of lanes, N 6 Free-flow speed: Measured FFS or BFFS 70.0 mi/h Lane width adjustment, fLW 0.0 mi/h Lateral clearance adjustment, fLC 0.0 mi/h Interchange density adjustment, fID 0.0 mi/h Number of lanes adjustment, fN 0.0 mi/h Free-flow speed, FFS 70.0 mi/h Urban Freeway and Performance Flow rate, vp 1859 pc/h/ln Free-flow speed, FFS 70.0 mi/h Average passenger-car speed, S 67.1 mi/h Number of lanes, N 6 Density, D 27.7 pc/mi/ln Level of service, LOS D Overall results are not computed when free-flow speed is less than 55 mph. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix K-1 HCS Freeway Weaving Analysis Worksheets under Existing Conditions ---PAGE BREAK--- ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Lincoln On to Euclid Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2000 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.33 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4980 10 430 210 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1383 3 119 58 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5782 11 492 240 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.34 0.11 Weaving and non-weaving speeds, Si 55.96 64.53 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.63 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 63.44 mph Weaving segment density, D 20.57 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11244 pc/h Capacity as a full-hour volume, ch 10120 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 732 4000 a Average flow rate 1305 2350 b Volume ratio, VR 0.11 0.80 c Weaving ratio, R 0.33 N/A d Weaving length (ft) 2000 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Lincoln On to Euclid Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2000 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.10 Weaving ratio, R 0.33 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7990 20 590 290 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 2219 6 164 81 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9277 23 675 331 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.46 0.16 Weaving and non-weaving speeds, Si 52.71 62.37 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.49 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 61.27 mph Weaving segment density, D 33.64 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11244 pc/h Capacity as a full-hour volume, ch 10120 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1006 4000 a Average flow rate 2061 2350 b Volume ratio, VR 0.10 0.80 c Weaving ratio, R 0.33 N/A d Weaving length (ft) 2000 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Disneyland On to Lincoln Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1680 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.39 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5070 10 430 270 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1408 3 119 75 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5886 11 492 309 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.39 0.13 Weaving and non-weaving speeds, Si 54.67 63.73 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.73 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 62.49 mph Weaving segment density, D 21.44 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11725 pc/h Capacity as a 15-minute flow rate, c 11220 pc/h Capacity as a full-hour volume, ch 10098 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 801 4000 a Average flow rate 1339 2350 b Volume ratio, VR 0.12 0.80 c Weaving ratio, R 0.39 N/A d Weaving length (ft) 1680 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Disneyland On to Lincoln Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1680 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.10 Weaving ratio, R 0.38 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 8210 20 600 370 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 2281 6 167 103 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9532 23 686 423 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.52 0.19 Weaving and non-weaving speeds, Si 51.21 61.28 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.58 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.05 mph Weaving segment density, D 35.52 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11745 pc/h Capacity as a 15-minute flow rate, c 11239 pc/h Capacity as a full-hour volume, ch 10115 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1109 4000 a Average flow rate 2132 2350 b Volume ratio, VR 0.10 0.80 c Weaving ratio, R 0.38 N/A d Weaving length (ft) 1680 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Disneyland On to Harbor Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1520 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.17 Weaving ratio, R 0.45 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5260 30 620 510 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1461 8 172 142 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6107 34 709 583 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.69 0.21 Weaving and non-weaving speeds, Si 35.42 60.55 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.40 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 53.90 mph Weaving segment density, D 27.58 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10526 pc/h Capacity as a 15-minute flow rate, c 10073 pc/h Capacity as a full-hour volume, ch 9066 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1292 2800 a Average flow rate 1486 2350 b Volume ratio, VR 0.17 0.20 c Weaving ratio, R 0.45 N/A d Weaving length (ft) 1520 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Disneyland On to Harbor Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1520 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.18 Weaving ratio, R 0.41 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6390 50 850 590 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1775 14 236 164 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7419 58 972 675 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.09 0.28 Weaving and non-weaving speeds, Si 32.79 58.07 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.47 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.97 mph Weaving segment density, D 35.80 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10478 pc/h Capacity as a 15-minute flow rate, c 10027 pc/h Capacity as a full-hour volume, ch 9024 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1647 2800 a Average flow rate 1824 2350 b Volume ratio, VR 0.18 0.20 c Weaving ratio, R 0.41 N/A d Weaving length (ft) 1520 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Anaheim On to Harbor Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2080 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.29 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4100 20 740 300 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1139 6 206 83 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4760 23 846 343 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.12 0.13 Weaving and non-weaving speeds, Si 40.98 63.49 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.56 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 57.23 mph Weaving segment density, D 20.87 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 10819 pc/h Capacity as a 15-minute flow rate, c 10353 pc/h Capacity as a full-hour volume, ch 9318 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1189 2800 a Average flow rate 1194 2350 b Volume ratio, VR 0.20 0.20 c Weaving ratio, R 0.29 N/A d Weaving length (ft) 2080 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Anaheim On to Harbor Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2080 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.21 Weaving ratio, R 0.50 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6310 50 880 880 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1753 14 244 244 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7326 58 1007 1007 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.78 0.25 Weaving and non-weaving speeds, Si 34.77 58.83 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.71 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.23 mph Weaving segment density, D 36.69 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10813 pc/h Capacity as a 15-minute flow rate, c 10347 pc/h Capacity as a full-hour volume, ch 9312 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2014 2800 a Average flow rate 1879 2350 b Volume ratio, VR 0.21 0.20 c Weaving ratio, R 0.50 N/A d Weaving length (ft) 2080 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: St College On to Katella Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.17 Weaving ratio, R 0.22 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4280 10 700 200 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1189 3 194 56 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4969 11 801 228 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.33 0.13 Weaving and non-weaving speeds, Si 56.21 63.76 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.85 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 62.33 mph Weaving segment density, D 19.28 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11244 pc/h Capacity as a full-hour volume, ch 10120 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1029 4000 a Average flow rate 1201 2350 b Volume ratio, VR 0.17 0.80 c Weaving ratio, R 0.22 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: St College On to Katella Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.18 Weaving ratio, R 0.25 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6550 20 1100 360 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1819 6 306 100 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7605 23 1258 412 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.46 0.21 Weaving and non-weaving speeds, Si 52.64 60.58 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.84 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.98 mph Weaving segment density, D 31.53 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11244 pc/h Capacity as a full-hour volume, ch 10120 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1670 4000 a Average flow rate 1859 2350 b Volume ratio, VR 0.18 0.80 c Weaving ratio, R 0.25 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Katella On to St College Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1870 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.41 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5330 20 420 290 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1481 6 117 81 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6188 23 480 331 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.52 0.24 Weaving and non-weaving speeds, Si 51.18 59.52 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.12 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.42 mph Weaving segment density, D 24.04 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11260 pc/h Capacity as a 15-minute flow rate, c 10775 pc/h Capacity as a full-hour volume, ch 9697 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 811 2800 a Average flow rate 1404 2350 b Volume ratio, VR 0.12 0.20 c Weaving ratio, R 0.41 N/A d Weaving length (ft) 1870 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Katella On to St College Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1870 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.37 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6750 20 600 350 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1875 6 167 97 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7837 23 686 400 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.67 0.33 Weaving and non-weaving speeds, Si 48.02 56.37 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.19 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.21 mph Weaving segment density, D 32.41 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11217 pc/h Capacity as a 15-minute flow rate, c 10734 pc/h Capacity as a full-hour volume, ch 9661 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1086 2800 a Average flow rate 1789 2350 b Volume ratio, VR 0.12 0.20 c Weaving ratio, R 0.37 N/A d Weaving length (ft) 1870 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: Parsons Brinckerhoff Agency/Co.: PB Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR-22 to Chapman Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1720 ft Terrain type Level Grade % Length mi Weaving type C Multilane or C-D Volume ratio, VR 0.35 Weaving ratio, R 0.10 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3330 90 1710 180 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 925 25 475 50 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3829 103 1957 206 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.30 6.00 c (Exhibit 24-6) 0.80 1.10 d (Exhibit 24-6) 0.60 0.60 Weaving intensity factor, Wi 0.54 0.35 Weaving and non-weaving speeds, Si 50.67 55.70 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.82 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.00 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 53.80 mph Weaving segment density, D 22.66 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 9622 pc/h Capacity as a 15-minute flow rate, c 9297 pc/h Capacity as a full-hour volume, ch 8367 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2163 3500 a Average flow rate 1219 2350 b Volume ratio, VR 0.35 0.50 c Weaving ratio, R 0.10 0.40 d Weaving length (ft) 1720 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: Parsons Brinckerhoff Agency/Co.: PB Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR-22 to Chapman Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1720 ft Terrain type Level Grade % Length mi Weaving type C Multilane or C-D Volume ratio, VR 0.32 Weaving ratio, R 0.09 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5380 130 2390 240 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1494 36 664 67 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6186 149 2735 274 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.30 6.00 c (Exhibit 24-6) 0.80 1.10 d (Exhibit 24-6) 0.60 0.60 Weaving intensity factor, Wi 0.72 0.49 Weaving and non-weaving speeds, Si 46.96 52.03 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.81 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.00 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.28 mph Weaving segment density, D 37.16 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10257 pc/h Capacity as a 15-minute flow rate, c 9910 pc/h Capacity as a full-hour volume, ch 8919 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3009 3500 a Average flow rate 1868 2350 b Volume ratio, VR 0.32 0.50 c Weaving ratio, R 0.09 0.40 d Weaving length (ft) 1720 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: St College On to SR22 Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.17 Weaving ratio, R 0.16 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4830 10 830 160 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1342 3 231 44 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5554 11 949 183 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.65 0.31 Weaving and non-weaving speeds, Si 48.26 56.88 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.36 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.21 mph Weaving segment density, D 24.26 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10552 pc/h Capacity as a 15-minute flow rate, c 10195 pc/h Capacity as a full-hour volume, ch 9175 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1132 2800 a Average flow rate 1339 2350 b Volume ratio, VR 0.17 0.20 c Weaving ratio, R 0.16 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: St College On to SR22 Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.19 Weaving ratio, R 0.19 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5990 10 1170 280 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1664 3 325 78 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6888 11 1339 320 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.03 0.27 Weaving and non-weaving speeds, Si 33.18 58.38 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.53 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.89 mph Weaving segment density, D 33.64 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10373 pc/h Capacity as a 15-minute flow rate, c 10022 pc/h Capacity as a full-hour volume, ch 9020 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1659 2800 a Average flow rate 1711 2350 b Volume ratio, VR 0.19 0.20 c Weaving ratio, R 0.19 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Main On to SR22 Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1740 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.22 Weaving ratio, R 0.45 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4870 30 780 630 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1353 8 217 175 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5573 34 892 721 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.49 0.23 Weaving and non-weaving speeds, Si 52.00 59.64 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.20 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 57.74 mph Weaving segment density, D 25.01 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11561 pc/h Capacity as a 15-minute flow rate, c 11224 pc/h Capacity as a full-hour volume, ch 10102 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1613 4000 a Average flow rate 1444 2350 b Volume ratio, VR 0.22 0.80 c Weaving ratio, R 0.45 N/A d Weaving length (ft) 1740 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Main On to SR22 Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1740 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.45 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7600 50 1080 870 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 2111 14 300 242 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8697 57 1236 995 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.63 0.32 Weaving and non-weaving speeds, Si 48.76 56.68 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.10 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 54.87 mph Weaving segment density, D 40.04 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11635 pc/h Capacity as a 15-minute flow rate, c 11296 pc/h Capacity as a full-hour volume, ch 10166 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2231 4000 a Average flow rate 2197 2350 b Volume ratio, VR 0.20 0.80 c Weaving ratio, R 0.45 N/A d Weaving length (ft) 1740 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 17th On to Main Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1530 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5960 10 630 240 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1656 3 175 67 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6820 11 721 274 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.69 0.33 Weaving and non-weaving speeds, Si 47.47 56.40 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.17 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.08 mph Weaving segment density, D 28.41 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10871 pc/h Capacity as a 15-minute flow rate, c 10554 pc/h Capacity as a full-hour volume, ch 9499 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 995 2800 a Average flow rate 1565 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 1530 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 17th On to Main Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1530 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.27 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9120 20 880 330 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 2533 6 244 92 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 10437 22 1007 377 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.02 0.54 Weaving and non-weaving speeds, Si 42.27 50.66 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.17 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 49.51 mph Weaving segment density, D 47.84 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10945 pc/h Capacity as a 15-minute flow rate, c 10626 pc/h Capacity as a full-hour volume, ch 9563 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1384 2800 a Average flow rate 2368 2350 b Volume ratio, VR 0.12 0.20 c Weaving ratio, R 0.27 N/A d Weaving length (ft) 1530 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Main On to 17th Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.10 Weaving ratio, R 0.39 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7170 30 510 320 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1992 8 142 89 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8205 34 583 366 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.78 0.38 Weaving and non-weaving speeds, Si 45.87 55.00 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.05 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 53.89 mph Weaving segment density, D 34.10 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11025 pc/h Capacity as a 15-minute flow rate, c 10704 pc/h Capacity as a full-hour volume, ch 9634 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 949 2800 a Average flow rate 1837 2350 b Volume ratio, VR 0.10 0.20 c Weaving ratio, R 0.39 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Main On to 17th Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.39 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9260 40 710 450 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 2572 11 197 125 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 10597 45 812 515 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.03 0.54 Weaving and non-weaving speeds, Si 42.15 50.63 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.14 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 49.53 mph Weaving segment density, D 48.33 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10971 pc/h Capacity as a 15-minute flow rate, c 10651 pc/h Capacity as a full-hour volume, ch 9586 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1327 2800 a Average flow rate 2393 2350 b Volume ratio, VR 0.11 0.20 c Weaving ratio, R 0.39 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Grand On to 17th Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2110 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.50 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5830 20 460 460 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1619 6 128 128 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6672 22 526 526 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.54 0.26 Weaving and non-weaving speeds, Si 50.70 58.56 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.27 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 57.36 mph Weaving segment density, D 27.01 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11291 pc/h Capacity as a 15-minute flow rate, c 10962 pc/h Capacity as a full-hour volume, ch 9866 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1052 2800 a Average flow rate 1549 2350 b Volume ratio, VR 0.14 0.20 c Weaving ratio, R 0.50 N/A d Weaving length (ft) 2110 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Grand On to 17th Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2110 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.50 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 8430 30 640 640 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 2342 8 178 178 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9647 34 732 732 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.76 0.41 Weaving and non-weaving speeds, Si 46.21 53.88 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.30 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.73 mph Weaving segment density, D 42.28 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11323 pc/h Capacity as a 15-minute flow rate, c 10993 pc/h Capacity as a full-hour volume, ch 9894 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1464 2800 a Average flow rate 2229 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.50 N/A d Weaving length (ft) 2110 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Penn On to Santa Ana Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1260 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.49 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6250 30 480 470 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1736 8 133 131 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7152 34 549 537 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.86 0.41 Weaving and non-weaving speeds, Si 44.53 53.89 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.17 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.44 mph Weaving segment density, D 31.55 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10507 pc/h Capacity as a 15-minute flow rate, c 10201 pc/h Capacity as a full-hour volume, ch 9181 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1086 2800 a Average flow rate 1654 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.49 N/A d Weaving length (ft) 1260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Penn On to Santa Ana Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1260 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.50 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 8490 40 670 660 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 2358 11 186 183 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9716 45 766 755 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.17 0.63 Weaving and non-weaving speeds, Si 40.31 48.78 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.24 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 47.44 mph Weaving segment density, D 47.56 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10482 pc/h Capacity as a 15-minute flow rate, c 10177 pc/h Capacity as a full-hour volume, ch 9159 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1521 2800 a Average flow rate 2256 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.50 N/A d Weaving length (ft) 1260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 4th On to Grand Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1820 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.47 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5880 20 390 350 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1633 6 108 97 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6729 22 446 400 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.57 0.26 Weaving and non-weaving speeds, Si 50.05 58.58 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.10 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 57.49 mph Weaving segment density, D 26.43 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11245 pc/h Capacity as a 15-minute flow rate, c 10917 pc/h Capacity as a full-hour volume, ch 9825 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 846 2800 a Average flow rate 1519 2350 b Volume ratio, VR 0.11 0.20 c Weaving ratio, R 0.47 N/A d Weaving length (ft) 1820 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 4th On to Grand Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1820 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.48 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 8310 30 540 490 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 2308 8 150 136 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9510 34 618 560 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.79 0.41 Weaving and non-weaving speeds, Si 45.68 54.06 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.14 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.99 mph Weaving segment density, D 40.47 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11256 pc/h Capacity as a 15-minute flow rate, c 10928 pc/h Capacity as a full-hour volume, ch 9835 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1178 2800 a Average flow rate 2144 2350 b Volume ratio, VR 0.11 0.20 c Weaving ratio, R 0.48 N/A d Weaving length (ft) 1820 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Santa Ana On to 4th Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2500 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.34 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6260 20 570 300 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1739 6 158 83 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7164 22 652 343 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.37 0.13 Weaving and non-weaving speeds, Si 55.26 63.66 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.57 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 62.50 mph Weaving segment density, D 26.18 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10267 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 995 4000 a Average flow rate 1636 2350 b Volume ratio, VR 0.12 0.80 c Weaving ratio, R 0.34 N/A d Weaving length (ft) 2500 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Santa Ana On to 4th Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2500 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.34 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 8700 20 800 420 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 2417 6 222 117 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9956 22 915 480 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.46 0.18 Weaving and non-weaving speeds, Si 52.62 61.53 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.52 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.27 mph Weaving segment density, D 37.74 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10267 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1395 4000 a Average flow rate 2274 2350 b Volume ratio, VR 0.12 0.80 c Weaving ratio, R 0.34 N/A d Weaving length (ft) 2500 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR55 to 1st Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1750 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.41 Weaving ratio, R 0.22 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3780 110 2140 600 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1050 31 594 167 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4326 125 2449 686 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.69 0.58 Weaving and non-weaving speeds, Si 47.55 49.86 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.34 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 48.87 mph Weaving segment density, D 31.04 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 9644 pc/h Capacity as a 15-minute flow rate, c 9363 pc/h Capacity as a full-hour volume, ch 8427 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3135 4000 a Average flow rate 1517 2350 b Volume ratio, VR 0.41 0.80 c Weaving ratio, R 0.22 N/A d Weaving length (ft) 1750 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR55 to 1st Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1750 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.42 Weaving ratio, R 0.22 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5170 160 2990 830 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1436 44 831 231 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5916 183 3421 949 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.87 0.81 Weaving and non-weaving speeds, Si 44.41 45.36 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.48 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 44.96 mph Weaving segment density, D 46.57 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 9565 pc/h Capacity as a 15-minute flow rate, c 9286 pc/h Capacity as a full-hour volume, ch 8357 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 4370 4000 a Average flow rate 2093 2350 b Volume ratio, VR 0.42 0.80 c Weaving ratio, R 0.22 N/A d Weaving length (ft) 1750 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: 1st On to SR55 Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1580 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.36 Weaving ratio, R 0.27 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4090 30 1670 620 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1136 8 464 172 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4680 34 1911 709 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.65 0.46 Weaving and non-weaving speeds, Si 48.36 52.64 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.04 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.02 mph Weaving segment density, D 28.75 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10541 pc/h Capacity as a 15-minute flow rate, c 10234 pc/h Capacity as a full-hour volume, ch 9211 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2620 4000 a Average flow rate 1466 2350 b Volume ratio, VR 0.36 0.80 c Weaving ratio, R 0.27 N/A d Weaving length (ft) 1580 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: 1st On to SR55 Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1580 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.35 Weaving ratio, R 0.27 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5870 50 2330 860 veh/h Peak-hour factor, PHF 0.90 0.90 0.90 0.90 Peak 15-min volume, v15 1631 14 647 239 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6717 57 2666 984 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.82 0.64 Weaving and non-weaving speeds, Si 45.22 48.63 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.09 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 47.38 mph Weaving segment density, D 44.00 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10660 pc/h Capacity as a 15-minute flow rate, c 10350 pc/h Capacity as a full-hour volume, ch 9315 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3650 4000 a Average flow rate 2084 2350 b Volume ratio, VR 0.35 0.80 c Weaving ratio, R 0.27 N/A d Weaving length (ft) 1580 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Chapman On to Orangewood Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1230 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.17 Weaving ratio, R 0.26 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3960 10 620 220 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1138 3 178 63 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4688 11 734 260 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.45 0.17 Weaving and non-weaving speeds, Si 52.98 61.99 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.18 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.20 mph Weaving segment density, D 18.91 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11428 pc/h Capacity as a 15-minute flow rate, c 11095 pc/h Capacity as a full-hour volume, ch 9653 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 994 4000 a Average flow rate 1138 2350 b Volume ratio, VR 0.17 0.80 c Weaving ratio, R 0.26 N/A d Weaving length (ft) 1230 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Chapman On to Orangewood Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1230 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.08 Weaving ratio, R 0.46 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6720 20 310 260 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1931 6 89 75 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7955 23 367 307 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.50 0.15 Weaving and non-weaving speeds, Si 51.74 62.63 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.67 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 61.62 mph Weaving segment density, D 28.08 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 9925 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 674 4000 a Average flow rate 1730 2350 b Volume ratio, VR 0.08 0.80 c Weaving ratio, R 0.46 N/A d Weaving length (ft) 1230 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Orangewood On to Chapman Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1140 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.30 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4890 10 440 190 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1405 3 126 55 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5789 11 520 224 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.72 0.31 Weaving and non-weaving speeds, Si 46.99 57.01 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.03 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.66 mph Weaving segment density, D 23.51 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 10476 pc/h Capacity as a 15-minute flow rate, c 10171 pc/h Capacity as a full-hour volume, ch 8849 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 744 2800 a Average flow rate 1308 2350 b Volume ratio, VR 0.11 0.20 c Weaving ratio, R 0.30 N/A d Weaving length (ft) 1140 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Orangewood On to Chapman Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1140 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.16 Weaving ratio, R 0.47 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5870 30 610 540 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1687 9 175 155 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6949 35 722 639 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.00 0.50 Weaving and non-weaving speeds, Si 42.48 51.55 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.32 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 49.82 mph Weaving segment density, D 33.50 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10131 pc/h Capacity as a 15-minute flow rate, c 9836 pc/h Capacity as a full-hour volume, ch 8557 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1361 2800 a Average flow rate 1669 2350 b Volume ratio, VR 0.16 0.20 c Weaving ratio, R 0.47 N/A d Weaving length (ft) 1140 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Orangewood On to Katella Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1360 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.19 Weaving ratio, R 0.17 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3860 10 730 150 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1109 3 210 43 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4569 11 864 177 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.43 0.17 Weaving and non-weaving speeds, Si 53.44 62.05 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.16 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.25 mph Weaving segment density, D 18.66 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11477 pc/h Capacity as a 15-minute flow rate, c 11143 pc/h Capacity as a full-hour volume, ch 9694 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1041 4000 a Average flow rate 1124 2350 b Volume ratio, VR 0.19 0.80 c Weaving ratio, R 0.17 N/A d Weaving length (ft) 1360 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Orangewood On to Katella Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1360 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.33 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6960 10 550 270 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 2000 3 158 78 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8240 11 651 319 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.52 0.18 Weaving and non-weaving speeds, Si 51.13 61.52 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.72 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.23 mph Weaving segment density, D 30.62 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11733 pc/h Capacity as a 15-minute flow rate, c 11391 pc/h Capacity as a full-hour volume, ch 9910 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 970 4000 a Average flow rate 1844 2350 b Volume ratio, VR 0.11 0.80 c Weaving ratio, R 0.33 N/A d Weaving length (ft) 1360 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Katella On to Orangewood Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1780 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.18 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5490 10 700 150 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1578 3 201 43 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6499 11 828 177 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.60 0.28 Weaving and non-weaving speeds, Si 49.40 57.81 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.22 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 56.53 mph Weaving segment density, D 26.59 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11047 pc/h Capacity as a 15-minute flow rate, c 10725 pc/h Capacity as a full-hour volume, ch 9331 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1005 2800 a Average flow rate 1503 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.18 N/A d Weaving length (ft) 1780 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Katella On to Orangewood Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1780 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6680 20 710 340 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1920 6 204 98 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7908 23 840 402 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.73 0.37 Weaving and non-weaving speeds, Si 46.81 55.11 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.26 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 53.82 mph Weaving segment density, D 34.09 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11035 pc/h Capacity as a 15-minute flow rate, c 10714 pc/h Capacity as a full-hour volume, ch 9321 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1242 2800 a Average flow rate 1834 2350 b Volume ratio, VR 0.14 0.20 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 1780 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Katella On to Ball Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2130 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.21 Weaving ratio, R 0.14 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3600 10 840 140 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1034 3 241 40 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4262 11 994 165 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.35 0.15 Weaving and non-weaving speeds, Si 55.62 62.82 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.08 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 61.13 mph Weaving segment density, D 17.77 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11649 pc/h Capacity as a 15-minute flow rate, c 11310 pc/h Capacity as a full-hour volume, ch 9840 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1159 4000 a Average flow rate 1086 2350 b Volume ratio, VR 0.21 0.80 c Weaving ratio, R 0.14 N/A d Weaving length (ft) 2130 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Katella On to Ball Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 2130 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.26 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7050 10 660 230 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 2026 3 190 66 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8346 11 781 272 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.50 0.19 Weaving and non-weaving speeds, Si 51.63 61.12 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.41 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 59.88 mph Weaving segment density, D 39.28 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 9400 pc/h Capacity as a 15-minute flow rate, c 9126 pc/h Capacity as a full-hour volume, ch 7940 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1053 4000 a Average flow rate 2352 2350 b Volume ratio, VR 0.11 0.80 c Weaving ratio, R 0.26 N/A d Weaving length (ft) 2130 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Ball On to Katella Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 2490 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.23 Weaving ratio, R 0.42 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4890 30 840 600 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1405 9 241 172 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5789 35 994 710 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.49 0.26 Weaving and non-weaving speeds, Si 51.86 58.77 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.86 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 57.05 mph Weaving segment density, D 32.99 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 9275 pc/h Capacity as a 15-minute flow rate, c 9005 pc/h Capacity as a full-hour volume, ch 7834 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1704 4000 a Average flow rate 1882 2350 b Volume ratio, VR 0.23 0.80 c Weaving ratio, R 0.42 N/A d Weaving length (ft) 2490 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Ball On to Katella Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 2490 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.16 Weaving ratio, R 0.43 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6190 30 660 500 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1779 9 190 144 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7328 35 781 591 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.48 0.21 Weaving and non-weaving speeds, Si 52.15 60.45 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.56 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.98 mph Weaving segment density, D 37.03 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 9400 pc/h Capacity as a 15-minute flow rate, c 9126 pc/h Capacity as a full-hour volume, ch 7940 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1372 4000 a Average flow rate 2183 2350 b Volume ratio, VR 0.16 0.80 c Weaving ratio, R 0.43 N/A d Weaving length (ft) 2490 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Lincoln On to SR91 Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2250 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.26 Weaving ratio, R 0.24 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3640 20 970 300 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1046 6 279 86 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4309 23 1148 355 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.39 0.19 Weaving and non-weaving speeds, Si 54.52 61.04 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.27 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 59.22 mph Weaving segment density, D 19.71 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11347 pc/h Capacity as a 15-minute flow rate, c 11017 pc/h Capacity as a full-hour volume, ch 9585 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1503 4000 a Average flow rate 1167 2350 b Volume ratio, VR 0.26 0.80 c Weaving ratio, R 0.24 N/A d Weaving length (ft) 2250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Lincoln On to SR91 Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2250 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.21 Weaving ratio, R 0.24 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6840 20 1360 420 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1966 6 391 121 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8097 23 1610 497 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.53 0.27 Weaving and non-weaving speeds, Si 50.97 58.47 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.00 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 56.75 mph Weaving segment density, D 36.04 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 11708 pc/h Capacity as a 15-minute flow rate, c 11367 pc/h Capacity as a full-hour volume, ch 9889 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2107 4000 a Average flow rate 2045 2350 b Volume ratio, VR 0.21 0.80 c Weaving ratio, R 0.24 N/A d Weaving length (ft) 2250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: SR-91 to Lincoln Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1620 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.32 Weaving ratio, R 0.40 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3650 60 1040 680 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1049 17 299 195 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4321 71 1231 805 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.80 0.26 Weaving and non-weaving speeds, Si 34.65 58.68 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.02 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 48.11 mph Weaving segment density, D 26.72 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10426 pc/h Capacity as a 15-minute flow rate, c 10122 pc/h Capacity as a full-hour volume, ch 8806 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2036 2800 a Average flow rate 1285 2350 b Volume ratio, VR 0.32 0.20 c Weaving ratio, R 0.40 N/A d Weaving length (ft) 1620 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: SR-91 to Lincoln Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1620 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.39 Weaving ratio, R 0.40 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3680 80 1450 950 veh/h Peak-hour factor, PHF 0.87 0.87 0.87 0.87 Peak 15-min volume, v15 1057 23 417 273 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4356 94 1716 1124 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.29 0.38 Weaving and non-weaving speeds, Si 31.72 54.89 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.35 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 42.73 mph Weaving segment density, D 34.12 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10426 pc/h Capacity as a 15-minute flow rate, c 10122 pc/h Capacity as a full-hour volume, ch 8806 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2840 2800 a Average flow rate 1458 2350 b Volume ratio, VR 0.39 0.20 c Weaving ratio, R 0.40 N/A d Weaving length (ft) 1620 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Harbor On to Euclid Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 2260 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.23 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3990 20 850 330 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 1084 5 231 90 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4445 22 947 367 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.43 0.21 Weaving and non-weaving speeds, Si 53.46 60.54 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.88 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.77 mph Weaving segment density, D 24.59 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 9247 pc/h Capacity as a 15-minute flow rate, c 9021 pc/h Capacity as a full-hour volume, ch 8299 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1314 4000 a Average flow rate 1445 2350 b Volume ratio, VR 0.23 0.80 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 2260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Harbor On to Euclid Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 2260 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.22 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5850 20 1200 470 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 1590 5 326 128 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6517 22 1336 523 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.55 0.29 Weaving and non-weaving speeds, Si 50.42 57.53 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.87 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.79 mph Weaving segment density, D 37.63 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 9280 pc/h Capacity as a 15-minute flow rate, c 9054 pc/h Capacity as a full-hour volume, ch 8330 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1859 4000 a Average flow rate 2099 2350 b Volume ratio, VR 0.22 0.80 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 2260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.86 Weaving ratio, R 0.16 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 790 40 4430 830 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 215 11 1204 226 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 880 44 4935 924 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 3.02 0.84 Weaving and non-weaving speeds, Si 28.67 44.82 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 4.21 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 30.15 mph Weaving segment density, D 45.00 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10991 pc/h Capacity as a 15-minute flow rate, c 10723 pc/h Capacity as a full-hour volume, ch 9865 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 5859 2800 a Average flow rate 1356 2350 b Volume ratio, VR 0.86 0.20 c Weaving ratio, R 0.16 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.89 Weaving ratio, R 0.16 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 890 60 6200 1160 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 242 16 1685 315 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 991 66 6907 1292 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 4.20 1.33 Weaving and non-weaving speeds, Si 25.59 38.65 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 4.49 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 26.61 mph Weaving segment density, D 69.56 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10991 pc/h Capacity as a 15-minute flow rate, c 10723 pc/h Capacity as a full-hour volume, ch 9865 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 8199 2800 a Average flow rate 1851 2350 b Volume ratio, VR 0.89 0.20 c Weaving ratio, R 0.16 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Metropolitan On to Haster Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2390 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.34 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5210 20 580 300 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 1416 5 158 82 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5804 22 646 334 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.34 0.12 Weaving and non-weaving speeds, Si 55.93 63.90 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.71 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 62.61 mph Weaving segment density, D 21.74 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11463 pc/h Capacity as a full-hour volume, ch 10546 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 980 4000 a Average flow rate 1361 2350 b Volume ratio, VR 0.14 0.80 c Weaving ratio, R 0.34 N/A d Weaving length (ft) 2390 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Metropolitan On to Haster Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2390 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.34 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7510 20 820 420 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 2041 5 223 114 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8367 22 913 467 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.44 0.18 Weaving and non-weaving speeds, Si 53.19 61.74 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.64 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.37 mph Weaving segment density, D 32.36 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11463 pc/h Capacity as a full-hour volume, ch 10546 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1380 4000 a Average flow rate 1953 2350 b Volume ratio, VR 0.14 0.80 c Weaving ratio, R 0.34 N/A d Weaving length (ft) 2390 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 3 Weaving segment length, L 970 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.25 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4030 20 450 150 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 1095 5 122 41 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4489 22 501 167 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.10 0.53 Weaving and non-weaving speeds, Si 41.15 50.98 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.68 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 49.46 mph Weaving segment density, D 34.90 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 6048 pc/h Capacity as a 15-minute flow rate, c 5900 pc/h Capacity as a full-hour volume, ch 5428 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 668 2800 a Average flow rate 1726 2350 b Volume ratio, VR 0.13 0.45 c Weaving ratio, R 0.25 N/A d Weaving length (ft) 970 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 3 Weaving segment length, L 970 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.25 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5640 30 620 210 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 1533 8 168 57 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6283 33 690 233 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.52 0.81 Weaving and non-weaving speeds, Si 36.81 45.35 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.71 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 44.04 mph Weaving segment density, D 54.79 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 6055 pc/h Capacity as a 15-minute flow rate, c 5907 pc/h Capacity as a full-hour volume, ch 5434 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 923 2800 a Average flow rate 2413 2350 b Volume ratio, VR 0.13 0.45 c Weaving ratio, R 0.25 N/A d Weaving length (ft) 970 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to Metropolitan Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1430 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.34 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5511 10 540 280 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 1498 3 147 76 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6139 11 601 311 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.52 0.19 Weaving and non-weaving speeds, Si 51.23 61.08 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.65 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 59.60 mph Weaving segment density, D 29.62 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 9340 pc/h Capacity as a 15-minute flow rate, c 9112 pc/h Capacity as a full-hour volume, ch 8383 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 912 4000 a Average flow rate 1765 2350 b Volume ratio, VR 0.13 0.80 c Weaving ratio, R 0.34 N/A d Weaving length (ft) 1430 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to Metropolitan Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1430 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.34 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7941 20 750 390 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 2158 5 204 106 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8847 22 835 434 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.66 0.27 Weaving and non-weaving speeds, Si 48.09 58.24 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.62 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 56.74 mph Weaving segment density, D 44.67 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 9348 pc/h Capacity as a 15-minute flow rate, c 9120 pc/h Capacity as a full-hour volume, ch 8390 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1269 4000 a Average flow rate 2534 2350 b Volume ratio, VR 0.13 0.80 c Weaving ratio, R 0.34 N/A d Weaving length (ft) 1430 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Bristol On to SR57 Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 3 Weaving segment length, L 1180 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.41 Weaving ratio, R 0.33 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3020 40 1460 710 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 821 11 397 193 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3364 44 1626 791 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 1.00 0.91 Weaving and non-weaving speeds, Si 42.48 43.84 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.65 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 43.27 mph Weaving segment density, D 44.88 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 5629 pc/h Capacity as a 15-minute flow rate, c 5492 pc/h Capacity as a full-hour volume, ch 5053 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2417 4000 a Average flow rate 1941 2350 b Volume ratio, VR 0.41 0.80 c Weaving ratio, R 0.33 N/A d Weaving length (ft) 1180 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Bristol On to SR57 Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 3 Weaving segment length, L 850 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.42 Weaving ratio, R 0.33 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4210 50 2050 1000 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 1144 14 557 272 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4690 55 2283 1114 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 1.50 1.51 Weaving and non-weaving speeds, Si 37.03 36.93 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.97 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 36.97 mph Weaving segment density, D 73.41 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 5375 pc/h Capacity as a 15-minute flow rate, c 5244 pc/h Capacity as a full-hour volume, ch 4824 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3397 4000 a Average flow rate 2714 2350 b Volume ratio, VR 0.42 0.80 c Weaving ratio, R 0.33 N/A d Weaving length (ft) 850 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: SR57 to Town&Country Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1180 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.57 Weaving ratio, R 0.25 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1360 80 1420 470 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 370 22 386 128 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1515 89 1582 523 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.75 0.80 Weaving and non-weaving speeds, Si 46.47 45.54 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.80 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 46.06 mph Weaving segment density, D 20.13 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 6703 pc/h Capacity as a 15-minute flow rate, c 6540 pc/h Capacity as a full-hour volume, ch 6017 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2105 4000 a Average flow rate 927 2350 b Volume ratio, VR 0.57 0.80 c Weaving ratio, R 0.25 N/A d Weaving length (ft) 1180 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: SR57 to Town&Country Off Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1180 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.54 Weaving ratio, R 0.25 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 2160 110 1990 660 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 587 30 541 179 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 2406 122 2217 735 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.94 1.06 Weaving and non-weaving speeds, Si 43.30 41.72 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.76 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 42.56 mph Weaving segment density, D 32.19 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 6845 pc/h Capacity as a 15-minute flow rate, c 6678 pc/h Capacity as a full-hour volume, ch 6144 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2952 4000 a Average flow rate 1370 2350 b Volume ratio, VR 0.54 0.80 c Weaving ratio, R 0.25 N/A d Weaving length (ft) 1180 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to SR57/I5 Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1810 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.52 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1750 30 1370 520 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 476 8 372 141 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1949 33 1526 579 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.60 0.58 Weaving and non-weaving speeds, Si 49.39 49.79 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.28 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 49.58 mph Weaving segment density, D 20.61 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 7325 pc/h Capacity as a 15-minute flow rate, c 7146 pc/h Capacity as a full-hour volume, ch 6574 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2105 4000 a Average flow rate 1021 2350 b Volume ratio, VR 0.52 0.80 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 1810 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to SR57/I5 Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1810 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.54 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 2190 40 1920 730 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 595 11 522 198 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 2439 44 2139 813 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.76 0.86 Weaving and non-weaving speeds, Si 46.21 44.53 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.51 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 45.43 mph Weaving segment density, D 29.91 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 7108 pc/h Capacity as a 15-minute flow rate, c 6935 pc/h Capacity as a full-hour volume, ch 6380 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2952 4000 a Average flow rate 1358 2350 b Volume ratio, VR 0.54 0.80 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 1810 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Town&Country On to Glassell Of Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1250 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.33 Weaving ratio, R 0.45 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 2060 30 560 460 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 560 8 152 125 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 2295 33 623 512 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.54 0.19 Weaving and non-weaving speeds, Si 36.68 61.04 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.52 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.13 mph Weaving segment density, D 17.27 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 7026 pc/h Capacity as a 15-minute flow rate, c 6855 pc/h Capacity as a full-hour volume, ch 6307 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1135 2800 a Average flow rate 865 2350 b Volume ratio, VR 0.33 0.35 c Weaving ratio, R 0.45 N/A d Weaving length (ft) 1250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Town&Country On to Glassell Of Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1250 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.28 Weaving ratio, R 0.45 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3650 40 790 640 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 992 11 215 174 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4066 44 880 713 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.30 0.32 Weaving and non-weaving speeds, Si 31.68 56.63 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.46 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 46.42 mph Weaving segment density, D 30.71 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 7364 pc/h Capacity as a 15-minute flow rate, c 7184 pc/h Capacity as a full-hour volume, ch 6609 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1593 2800 a Average flow rate 1425 2350 b Volume ratio, VR 0.28 0.35 c Weaving ratio, R 0.45 N/A d Weaving length (ft) 1250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Town&Country On to Glassell Of Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1270 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.28 Weaving ratio, R 0.41 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 2700 20 630 440 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 734 5 171 120 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3008 22 701 490 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.70 0.22 Weaving and non-weaving speeds, Si 35.35 60.21 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.42 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.24 mph Weaving segment density, D 21.00 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 7364 pc/h Capacity as a 15-minute flow rate, c 7184 pc/h Capacity as a full-hour volume, ch 6609 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1191 2800 a Average flow rate 1055 2350 b Volume ratio, VR 0.28 0.35 c Weaving ratio, R 0.41 N/A d Weaving length (ft) 1270 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Town&Country On to Glassell Of Jurisdiction: Analysis Year: 2008 Description: PTMLUP - Existing Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1270 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.33 Weaving ratio, R 0.41 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3020 30 880 610 veh/h Peak-hour factor, PHF 0.92 0.92 0.92 0.92 Peak 15-min volume, v15 821 8 239 166 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3364 33 980 679 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.19 0.32 Weaving and non-weaving speeds, Si 32.23 56.82 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.60 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 45.45 mph Weaving segment density, D 27.81 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 7043 pc/h Capacity as a 15-minute flow rate, c 6871 pc/h Capacity as a full-hour volume, ch 6321 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1659 2800 a Average flow rate 1264 2350 b Volume ratio, VR 0.33 0.35 c Weaving ratio, R 0.41 N/A d Weaving length (ft) 1270 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix K-2 HCS Freeway Weaving Analysis Worksheets under 2030 No Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Lincoln On to Euclid Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2000 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5610 10 460 220 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1476 3 121 58 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6171 11 498 238 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.35 0.11 Weaving and non-weaving speeds, Si 55.65 64.39 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.60 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 63.34 mph Weaving segment density, D 21.85 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11244 pc/h Capacity as a full-hour volume, ch 10682 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 736 4000 a Average flow rate 1383 2350 b Volume ratio, VR 0.11 0.80 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 2000 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Lincoln On to Euclid Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2000 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.09 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9640 20 640 300 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2537 5 168 79 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 10604 22 693 325 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.49 0.17 Weaving and non-weaving speeds, Si 51.93 61.92 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.42 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.90 mph Weaving segment density, D 38.24 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11244 pc/h Capacity as a full-hour volume, ch 10682 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1018 4000 a Average flow rate 2328 2350 b Volume ratio, VR 0.09 0.80 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 2000 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Disneyland On to Lincoln Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1680 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.35 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5610 20 540 290 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1476 5 142 76 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6171 22 585 314 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.41 0.14 Weaving and non-weaving speeds, Si 54.06 63.18 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.75 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 61.85 mph Weaving segment density, D 22.93 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11716 pc/h Capacity as a 15-minute flow rate, c 11211 pc/h Capacity as a full-hour volume, ch 10650 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 899 4000 a Average flow rate 1418 2350 b Volume ratio, VR 0.13 0.80 c Weaving ratio, R 0.35 N/A d Weaving length (ft) 1680 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Disneyland On to Lincoln Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1680 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.10 Weaving ratio, R 0.40 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9830 20 690 470 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2587 5 182 124 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 10813 22 748 509 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.57 0.21 Weaving and non-weaving speeds, Si 50.10 60.32 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.57 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 59.07 mph Weaving segment density, D 40.94 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11745 pc/h Capacity as a 15-minute flow rate, c 11239 pc/h Capacity as a full-hour volume, ch 10677 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1257 4000 a Average flow rate 2418 2350 b Volume ratio, VR 0.10 0.80 c Weaving ratio, R 0.40 N/A d Weaving length (ft) 1680 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Disneyland On to Harbor Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1520 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.17 Weaving ratio, R 0.48 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6400 40 690 630 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1684 11 182 166 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7040 44 748 683 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.82 0.42 Weaving and non-weaving speeds, Si 45.24 53.60 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.40 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.99 mph Weaving segment density, D 32.76 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10568 pc/h Capacity as a 15-minute flow rate, c 10113 pc/h Capacity as a full-hour volume, ch 9607 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1431 2800 a Average flow rate 1703 2350 b Volume ratio, VR 0.17 0.20 c Weaving ratio, R 0.48 N/A d Weaving length (ft) 1520 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Disneyland On to Harbor Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1520 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.18 Weaving ratio, R 0.40 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7170 50 970 640 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1887 13 255 168 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7887 55 1051 693 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.21 0.30 Weaving and non-weaving speeds, Si 32.11 57.34 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.48 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.23 mph Weaving segment density, D 38.56 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10481 pc/h Capacity as a 15-minute flow rate, c 10030 pc/h Capacity as a full-hour volume, ch 9528 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1744 2800 a Average flow rate 1937 2350 b Volume ratio, VR 0.18 0.20 c Weaving ratio, R 0.40 N/A d Weaving length (ft) 1520 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Anaheim On to Harbor Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2080 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.28 Weaving ratio, R 0.47 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4130 40 850 760 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1087 11 224 200 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4543 44 921 824 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.35 0.19 Weaving and non-weaving speeds, Si 38.36 61.39 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.91 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.68 mph Weaving segment density, D 24.04 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10813 pc/h Capacity as a 15-minute flow rate, c 10347 pc/h Capacity as a full-hour volume, ch 9830 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1745 2800 a Average flow rate 1266 2350 b Volume ratio, VR 0.28 0.20 c Weaving ratio, R 0.47 N/A d Weaving length (ft) 2080 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Anaheim On to Harbor Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2080 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.47 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7830 60 1080 950 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2061 16 284 250 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8613 66 1170 1030 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.01 0.30 Weaving and non-weaving speeds, Si 33.28 57.44 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.68 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.08 mph Weaving segment density, D 43.44 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10813 pc/h Capacity as a 15-minute flow rate, c 10347 pc/h Capacity as a full-hour volume, ch 9830 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2200 2800 a Average flow rate 2175 2350 b Volume ratio, VR 0.20 0.20 c Weaving ratio, R 0.47 N/A d Weaving length (ft) 2080 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: St College On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.19 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4640 10 940 220 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1221 3 247 58 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5104 11 1019 238 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.37 0.15 Weaving and non-weaving speeds, Si 55.27 62.62 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.96 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 61.02 mph Weaving segment density, D 20.88 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11244 pc/h Capacity as a full-hour volume, ch 10682 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1257 4000 a Average flow rate 1274 2350 b Volume ratio, VR 0.20 0.80 c Weaving ratio, R 0.19 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: St College On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.21 Weaving ratio, R 0.21 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7350 20 1580 410 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1934 5 416 108 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8085 22 1713 444 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.52 0.27 Weaving and non-weaving speeds, Si 51.11 58.44 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.00 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 56.73 mph Weaving segment density, D 36.18 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 11684 pc/h Capacity as a 15-minute flow rate, c 11181 pc/h Capacity as a full-hour volume, ch 10622 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2157 4000 a Average flow rate 2052 2350 b Volume ratio, VR 0.21 0.80 c Weaving ratio, R 0.21 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Katella On to St College Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1870 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.22 Weaving ratio, R 0.41 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4990 50 850 580 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1313 13 224 153 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5489 55 921 628 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.49 0.19 Weaving and non-weaving speeds, Si 37.11 61.07 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.65 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 53.52 mph Weaving segment density, D 26.51 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10646 pc/h Capacity as a 15-minute flow rate, c 10188 pc/h Capacity as a full-hour volume, ch 9679 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1549 2800 a Average flow rate 1418 2350 b Volume ratio, VR 0.22 0.20 c Weaving ratio, R 0.41 N/A d Weaving length (ft) 1870 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Katella On to St College Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1870 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.17 Weaving ratio, R 0.45 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7140 40 820 680 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1879 11 216 179 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7854 44 889 737 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.81 0.24 Weaving and non-weaving speeds, Si 34.54 59.26 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.47 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.81 mph Weaving segment density, D 36.07 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10859 pc/h Capacity as a 15-minute flow rate, c 10391 pc/h Capacity as a full-hour volume, ch 9871 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1626 2800 a Average flow rate 1904 2350 b Volume ratio, VR 0.17 0.20 c Weaving ratio, R 0.45 N/A d Weaving length (ft) 1870 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: Parsons Brinckerhoff Agency/Co.: PB Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR-22 to Chapman Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1720 ft Terrain type Level Grade % Length mi Weaving type C Multilane or C-D Volume ratio, VR 0.34 Weaving ratio, R 0.12 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3880 90 1760 250 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1021 24 463 66 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4227 98 1908 271 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.30 6.00 c (Exhibit 24-6) 0.80 1.10 d (Exhibit 24-6) 0.60 0.60 Weaving intensity factor, Wi 0.55 0.35 Weaving and non-weaving speeds, Si 50.44 55.88 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.80 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.00 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 53.93 mph Weaving segment density, D 24.12 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10006 pc/h Capacity as a 15-minute flow rate, c 9668 pc/h Capacity as a full-hour volume, ch 9185 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2179 3500 a Average flow rate 1300 2350 b Volume ratio, VR 0.34 0.50 c Weaving ratio, R 0.12 0.40 d Weaving length (ft) 1720 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: Parsons Brinckerhoff Agency/Co.: PB Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR-22 to Chapman Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1720 ft Terrain type Level Grade % Length mi Weaving type C Multilane or C-D Volume ratio, VR 0.29 Weaving ratio, R 0.10 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6960 140 2650 280 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1832 37 697 74 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7582 152 2873 303 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.30 6.00 c (Exhibit 24-6) 0.80 1.10 d (Exhibit 24-6) 0.60 0.60 Weaving intensity factor, Wi 0.77 0.50 Weaving and non-weaving speeds, Si 46.02 51.69 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.79 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.00 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 49.90 mph Weaving segment density, D 43.73 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10753 pc/h Capacity as a 15-minute flow rate, c 10389 pc/h Capacity as a full-hour volume, ch 9870 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3176 3500 a Average flow rate 2182 2350 b Volume ratio, VR 0.29 0.50 c Weaving ratio, R 0.10 0.40 d Weaving length (ft) 1720 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: St College On to SR22 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.16 Weaving ratio, R 0.20 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5720 10 870 220 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1505 3 229 58 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6231 10 943 238 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.71 0.35 Weaving and non-weaving speeds, Si 47.19 55.85 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.33 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 54.27 mph Weaving segment density, D 27.35 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10623 pc/h Capacity as a 15-minute flow rate, c 10264 pc/h Capacity as a full-hour volume, ch 9751 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1181 2800 a Average flow rate 1484 2350 b Volume ratio, VR 0.16 0.20 c Weaving ratio, R 0.20 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: St College On to SR22 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.19 Weaving ratio, R 0.19 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6730 20 1300 300 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1771 5 342 79 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7332 21 1409 325 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.14 0.29 Weaving and non-weaving speeds, Si 32.54 57.74 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.52 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.31 mph Weaving segment density, D 36.12 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10395 pc/h Capacity as a 15-minute flow rate, c 10043 pc/h Capacity as a full-hour volume, ch 9541 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1734 2800 a Average flow rate 1817 2350 b Volume ratio, VR 0.19 0.20 c Weaving ratio, R 0.19 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Main On to SR22 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1740 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.29 Weaving ratio, R 0.43 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4880 60 1150 870 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1284 16 303 229 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5290 65 1246 943 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.56 0.33 Weaving and non-weaving speeds, Si 50.17 56.24 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.57 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 54.33 mph Weaving segment density, D 27.77 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11319 pc/h Capacity as a 15-minute flow rate, c 10989 pc/h Capacity as a full-hour volume, ch 10440 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2189 4000 a Average flow rate 1508 2350 b Volume ratio, VR 0.29 0.80 c Weaving ratio, R 0.43 N/A d Weaving length (ft) 1740 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Main On to SR22 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1740 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.25 Weaving ratio, R 0.40 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 8930 90 1780 1180 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2350 24 468 311 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9682 97 1929 1279 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.77 0.47 Weaving and non-weaving speeds, Si 46.15 52.46 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.40 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.75 mph Weaving segment density, D 51.18 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11476 pc/h Capacity as a 15-minute flow rate, c 11142 pc/h Capacity as a full-hour volume, ch 10585 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3208 4000 a Average flow rate 2597 2350 b Volume ratio, VR 0.25 0.80 c Weaving ratio, R 0.40 N/A d Weaving length (ft) 1740 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 17th On to Main Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1530 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.19 Weaving ratio, R 0.18 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6470 10 1250 280 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1703 3 329 74 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7014 10 1355 303 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.02 0.27 Weaving and non-weaving speeds, Si 33.20 58.39 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.52 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.00 mph Weaving segment density, D 34.05 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10411 pc/h Capacity as a 15-minute flow rate, c 10108 pc/h Capacity as a full-hour volume, ch 9603 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1658 2800 a Average flow rate 1736 2350 b Volume ratio, VR 0.19 0.20 c Weaving ratio, R 0.18 N/A d Weaving length (ft) 1530 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 17th On to Main Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1530 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.21 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 11360 20 1430 380 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2989 5 376 100 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 12316 21 1550 412 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.27 0.74 Weaving and non-weaving speeds, Si 39.23 46.52 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.33 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 45.36 mph Weaving segment density, D 63.04 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10799 pc/h Capacity as a 15-minute flow rate, c 10484 pc/h Capacity as a full-hour volume, ch 9960 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1962 2800 a Average flow rate 2859 2350 b Volume ratio, VR 0.14 0.20 c Weaving ratio, R 0.21 N/A d Weaving length (ft) 1530 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Main On to 17th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.10 Weaving ratio, R 0.44 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9060 30 570 440 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2384 8 150 116 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9822 32 618 477 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.92 0.47 Weaving and non-weaving speeds, Si 43.63 52.53 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.05 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.48 mph Weaving segment density, D 42.54 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11049 pc/h Capacity as a 15-minute flow rate, c 10727 pc/h Capacity as a full-hour volume, ch 10191 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1095 2800 a Average flow rate 2189 2350 b Volume ratio, VR 0.10 0.20 c Weaving ratio, R 0.44 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Main On to 17th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.43 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 10480 50 870 660 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2758 13 229 174 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 11362 54 943 715 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.15 0.65 Weaving and non-weaving speeds, Si 40.54 48.42 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.25 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 47.26 mph Weaving segment density, D 55.33 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10856 pc/h Capacity as a 15-minute flow rate, c 10540 pc/h Capacity as a full-hour volume, ch 10013 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1658 2800 a Average flow rate 2614 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.43 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Grand On to 17th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2110 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.48 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6300 20 510 470 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1658 5 134 124 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6830 21 552 509 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.55 0.27 Weaving and non-weaving speeds, Si 50.49 58.37 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.26 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 57.17 mph Weaving segment density, D 27.68 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11304 pc/h Capacity as a 15-minute flow rate, c 10975 pc/h Capacity as a full-hour volume, ch 10426 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1061 2800 a Average flow rate 1582 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.48 N/A d Weaving length (ft) 2110 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Grand On to 17th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2110 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.50 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9970 40 710 700 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2624 11 187 184 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 10809 43 769 758 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.83 0.46 Weaving and non-weaving speeds, Si 45.03 52.62 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.27 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.55 mph Weaving segment density, D 48.03 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11380 pc/h Capacity as a 15-minute flow rate, c 11049 pc/h Capacity as a full-hour volume, ch 10497 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1527 2800 a Average flow rate 2475 2350 b Volume ratio, VR 0.12 0.20 c Weaving ratio, R 0.50 N/A d Weaving length (ft) 2110 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Penn On to Santa Ana Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1260 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.45 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7360 30 630 510 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1937 8 166 134 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7979 32 683 552 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.97 0.48 Weaving and non-weaving speeds, Si 42.99 52.09 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.20 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.66 mph Weaving segment density, D 36.50 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10491 pc/h Capacity as a 15-minute flow rate, c 10185 pc/h Capacity as a full-hour volume, ch 9676 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1235 2800 a Average flow rate 1849 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.45 N/A d Weaving length (ft) 1260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Penn On to Santa Ana Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1260 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.48 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9180 40 780 730 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2416 11 205 192 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9953 43 845 791 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.22 0.67 Weaving and non-weaving speeds, Si 39.75 47.99 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.28 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 46.63 mph Weaving segment density, D 49.89 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10441 pc/h Capacity as a 15-minute flow rate, c 10137 pc/h Capacity as a full-hour volume, ch 9630 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1636 2800 a Average flow rate 2326 2350 b Volume ratio, VR 0.14 0.20 c Weaving ratio, R 0.48 N/A d Weaving length (ft) 1260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 4th On to Grand Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1820 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.46 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6350 20 440 370 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1671 5 116 97 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6884 21 477 401 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.58 0.27 Weaving and non-weaving speeds, Si 49.72 58.24 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.11 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 57.14 mph Weaving segment density, D 27.24 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11235 pc/h Capacity as a 15-minute flow rate, c 10908 pc/h Capacity as a full-hour volume, ch 10363 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 878 2800 a Average flow rate 1556 2350 b Volume ratio, VR 0.11 0.20 c Weaving ratio, R 0.46 N/A d Weaving length (ft) 1820 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 4th On to Grand Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1820 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.10 Weaving ratio, R 0.45 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9950 30 610 500 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2618 8 161 132 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 10787 32 661 542 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.87 0.46 Weaving and non-weaving speeds, Si 44.44 52.75 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.09 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.78 mph Weaving segment density, D 46.44 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11328 pc/h Capacity as a 15-minute flow rate, c 10998 pc/h Capacity as a full-hour volume, ch 10448 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1203 2800 a Average flow rate 2404 2350 b Volume ratio, VR 0.10 0.20 c Weaving ratio, R 0.45 N/A d Weaving length (ft) 1820 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Santa Ana On to 4th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2500 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.35 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7350 20 600 320 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1934 5 158 84 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7968 21 650 346 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.38 0.14 Weaving and non-weaving speeds, Si 54.78 63.46 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.50 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 62.36 mph Weaving segment density, D 28.82 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10838 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 996 4000 a Average flow rate 1797 2350 b Volume ratio, VR 0.11 0.80 c Weaving ratio, R 0.35 N/A d Weaving length (ft) 2500 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Santa Ana On to 4th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2500 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.37 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9280 30 810 470 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2442 8 213 124 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 10061 32 878 509 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.46 0.18 Weaving and non-weaving speeds, Si 52.59 61.53 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.51 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.29 mph Weaving segment density, D 38.08 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10838 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1387 4000 a Average flow rate 2296 2350 b Volume ratio, VR 0.12 0.80 c Weaving ratio, R 0.37 N/A d Weaving length (ft) 2500 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR55 to 1st Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1750 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.42 Weaving ratio, R 0.22 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4040 120 2320 670 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1063 32 611 176 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4380 130 2515 726 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.71 0.60 Weaving and non-weaving speeds, Si 47.24 49.31 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.38 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 48.43 mph Weaving segment density, D 32.01 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 9551 pc/h Capacity as a 15-minute flow rate, c 9273 pc/h Capacity as a full-hour volume, ch 8809 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3241 4000 a Average flow rate 1550 2350 b Volume ratio, VR 0.42 0.80 c Weaving ratio, R 0.22 N/A d Weaving length (ft) 1750 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR55 to 1st Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1750 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.39 Weaving ratio, R 0.22 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6400 180 3350 930 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1684 47 882 245 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6938 195 3632 1008 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.91 0.83 Weaving and non-weaving speeds, Si 43.79 45.11 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.36 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 44.58 mph Weaving segment density, D 52.82 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 9976 pc/h Capacity as a 15-minute flow rate, c 9685 pc/h Capacity as a full-hour volume, ch 9201 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 4640 4000 a Average flow rate 2354 2350 b Volume ratio, VR 0.39 0.80 c Weaving ratio, R 0.22 N/A d Weaving length (ft) 1750 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: 1st On to SR55 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1580 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.34 Weaving ratio, R 0.27 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4830 40 1860 690 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1271 11 489 182 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5236 43 2016 748 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.68 0.48 Weaving and non-weaving speeds, Si 47.80 52.26 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.97 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.63 mph Weaving segment density, D 31.77 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10769 pc/h Capacity as a 15-minute flow rate, c 10455 pc/h Capacity as a full-hour volume, ch 9932 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2764 4000 a Average flow rate 1608 2350 b Volume ratio, VR 0.34 0.80 c Weaving ratio, R 0.27 N/A d Weaving length (ft) 1580 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: 1st On to SR55 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1580 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.35 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6210 50 2440 970 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1634 13 642 255 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6732 54 2645 1051 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.83 0.65 Weaving and non-weaving speeds, Si 45.11 48.42 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.11 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 47.20 mph Weaving segment density, D 44.42 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10619 pc/h Capacity as a 15-minute flow rate, c 10310 pc/h Capacity as a full-hour volume, ch 9794 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3696 4000 a Average flow rate 2096 2350 b Volume ratio, VR 0.35 0.80 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 1580 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Chapman On to Orangewood Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1230 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.18 Weaving ratio, R 0.26 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4270 10 700 250 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1124 3 184 66 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4629 10 758 271 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.45 0.18 Weaving and non-weaving speeds, Si 52.86 61.77 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.22 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 59.94 mph Weaving segment density, D 18.91 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11398 pc/h Capacity as a 15-minute flow rate, c 11066 pc/h Capacity as a full-hour volume, ch 10513 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1029 4000 a Average flow rate 1133 2350 b Volume ratio, VR 0.18 0.80 c Weaving ratio, R 0.26 N/A d Weaving length (ft) 1230 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Chapman On to Orangewood Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1230 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.08 Weaving ratio, R 0.42 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7730 20 400 290 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2034 5 105 76 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8380 21 433 314 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.52 0.17 Weaving and non-weaving speeds, Si 51.16 62.13 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.68 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 61.06 mph Weaving segment density, D 29.97 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10838 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 747 4000 a Average flow rate 1829 2350 b Volume ratio, VR 0.08 0.80 c Weaving ratio, R 0.42 N/A d Weaving length (ft) 1230 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Orangewood On to Chapman Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1140 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.30 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6260 10 520 220 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1647 3 137 58 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6787 10 563 238 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.82 0.36 Weaving and non-weaving speeds, Si 45.26 55.31 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.00 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 54.04 mph Weaving segment density, D 28.12 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10534 pc/h Capacity as a 15-minute flow rate, c 10227 pc/h Capacity as a full-hour volume, ch 9716 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 801 2800 a Average flow rate 1519 2350 b Volume ratio, VR 0.11 0.20 c Weaving ratio, R 0.30 N/A d Weaving length (ft) 1140 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Orangewood On to Chapman Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1140 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.15 Weaving ratio, R 0.49 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7000 30 650 620 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1842 8 171 163 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7589 32 704 672 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.06 0.54 Weaving and non-weaving speeds, Si 41.74 50.78 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.28 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 49.15 mph Weaving segment density, D 36.61 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10202 pc/h Capacity as a 15-minute flow rate, c 9905 pc/h Capacity as a full-hour volume, ch 9410 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1376 2800 a Average flow rate 1799 2350 b Volume ratio, VR 0.15 0.20 c Weaving ratio, R 0.49 N/A d Weaving length (ft) 1140 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Orangewood On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1360 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.22 Weaving ratio, R 0.18 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4140 10 960 210 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1089 3 253 55 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4488 10 1040 227 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.47 0.21 Weaving and non-weaving speeds, Si 52.49 60.61 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.33 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.61 mph Weaving segment density, D 19.67 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11384 pc/h Capacity as a 15-minute flow rate, c 11052 pc/h Capacity as a full-hour volume, ch 10499 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1267 4000 a Average flow rate 1153 2350 b Volume ratio, VR 0.22 0.80 c Weaving ratio, R 0.18 N/A d Weaving length (ft) 1360 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Orangewood On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1360 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.15 Weaving ratio, R 0.47 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7640 30 720 630 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2011 8 189 166 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8283 32 780 683 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.59 0.24 Weaving and non-weaving speeds, Si 49.51 59.18 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.94 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 57.50 mph Weaving segment density, D 34.01 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11591 pc/h Capacity as a 15-minute flow rate, c 11253 pc/h Capacity as a full-hour volume, ch 10690 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1463 4000 a Average flow rate 1955 2350 b Volume ratio, VR 0.15 0.80 c Weaving ratio, R 0.47 N/A d Weaving length (ft) 1360 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Katella On to Orangewood Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1780 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.16 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6940 10 860 170 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1826 3 226 45 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7524 10 932 184 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.68 0.34 Weaving and non-weaving speeds, Si 47.74 56.16 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.22 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 54.91 mph Weaving segment density, D 31.50 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11081 pc/h Capacity as a 15-minute flow rate, c 10758 pc/h Capacity as a full-hour volume, ch 10220 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1116 2800 a Average flow rate 1730 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.16 N/A d Weaving length (ft) 1780 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Katella On to Orangewood Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1780 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.34 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7680 20 840 440 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2021 5 221 116 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8326 21 910 477 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.78 0.41 Weaving and non-weaving speeds, Si 45.85 53.98 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.31 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.65 mph Weaving segment density, D 36.98 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10984 pc/h Capacity as a 15-minute flow rate, c 10664 pc/h Capacity as a full-hour volume, ch 10131 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1387 2800 a Average flow rate 1946 2350 b Volume ratio, VR 0.14 0.20 c Weaving ratio, R 0.34 N/A d Weaving length (ft) 1780 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Katella On to Ball Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2130 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.23 Weaving ratio, R 0.19 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3660 10 900 210 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 963 3 237 55 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3968 10 975 227 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.35 0.16 Weaving and non-weaving speeds, Si 55.62 62.54 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.17 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.78 mph Weaving segment density, D 17.04 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11507 pc/h Capacity as a 15-minute flow rate, c 11172 pc/h Capacity as a full-hour volume, ch 10613 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1202 4000 a Average flow rate 1036 2350 b Volume ratio, VR 0.23 0.80 c Weaving ratio, R 0.19 N/A d Weaving length (ft) 2130 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Katella On to Ball Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2130 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7970 30 830 470 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2097 8 218 124 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8641 32 899 509 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.48 0.19 Weaving and non-weaving speeds, Si 52.28 61.16 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.67 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 59.74 mph Weaving segment density, D 33.75 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10838 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1408 4000 a Average flow rate 2016 2350 b Volume ratio, VR 0.14 0.80 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 2130 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Ball On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 2490 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.39 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6480 30 990 640 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1705 8 261 168 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7025 32 1073 693 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.52 0.26 Weaving and non-weaving speeds, Si 51.08 58.51 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.75 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 56.85 mph Weaving segment density, D 38.80 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 9399 pc/h Capacity as a 15-minute flow rate, c 9125 pc/h Capacity as a full-hour volume, ch 8669 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1766 4000 a Average flow rate 2205 2350 b Volume ratio, VR 0.20 0.80 c Weaving ratio, R 0.39 N/A d Weaving length (ft) 2490 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Ball On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 2490 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.15 Weaving ratio, R 0.41 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7040 30 760 530 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1853 8 200 139 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7632 32 824 574 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.49 0.21 Weaving and non-weaving speeds, Si 51.90 60.28 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.55 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.81 mph Weaving segment density, D 38.52 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 9400 pc/h Capacity as a 15-minute flow rate, c 9126 pc/h Capacity as a full-hour volume, ch 8670 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1398 4000 a Average flow rate 2265 2350 b Volume ratio, VR 0.15 0.80 c Weaving ratio, R 0.41 N/A d Weaving length (ft) 2490 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Lincoln On to SR91 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2250 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.28 Weaving ratio, R 0.27 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3630 20 1050 390 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 955 5 276 103 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3935 21 1138 422 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.39 0.21 Weaving and non-weaving speeds, Si 54.47 60.56 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.39 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.70 mph Weaving segment density, D 18.79 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11170 pc/h Capacity as a 15-minute flow rate, c 10845 pc/h Capacity as a full-hour volume, ch 10303 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1560 4000 a Average flow rate 1103 2350 b Volume ratio, VR 0.28 0.80 c Weaving ratio, R 0.27 N/A d Weaving length (ft) 2250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Lincoln On to SR91 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2250 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.31 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 8460 40 1480 660 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2226 11 389 174 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9172 43 1604 715 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.57 0.29 Weaving and non-weaving speeds, Si 50.02 57.57 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.97 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.88 mph Weaving segment density, D 41.28 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11743 pc/h Capacity as a 15-minute flow rate, c 11401 pc/h Capacity as a full-hour volume, ch 10831 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2319 4000 a Average flow rate 2306 2350 b Volume ratio, VR 0.20 0.80 c Weaving ratio, R 0.31 N/A d Weaving length (ft) 2250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: SR-91 to Lincoln Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1620 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.26 Weaving ratio, R 0.40 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5540 60 1170 780 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1458 16 308 205 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6006 65 1268 845 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.06 0.30 Weaving and non-weaving speeds, Si 32.98 57.44 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.83 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 48.21 mph Weaving segment density, D 33.95 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10426 pc/h Capacity as a 15-minute flow rate, c 10122 pc/h Capacity as a full-hour volume, ch 9616 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2113 2800 a Average flow rate 1636 2350 b Volume ratio, VR 0.26 0.20 c Weaving ratio, R 0.40 N/A d Weaving length (ft) 1620 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: SR-91 to Lincoln Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1620 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.36 Weaving ratio, R 0.38 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4570 90 1630 980 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1203 24 429 258 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4954 97 1767 1062 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.35 0.38 Weaving and non-weaving speeds, Si 31.42 54.76 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.25 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 43.23 mph Weaving segment density, D 36.46 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10426 pc/h Capacity as a 15-minute flow rate, c 10122 pc/h Capacity as a full-hour volume, ch 9616 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2829 2800 a Average flow rate 1576 2350 b Volume ratio, VR 0.36 0.20 c Weaving ratio, R 0.38 N/A d Weaving length (ft) 1620 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Harbor On to Euclid Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 2260 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.22 Weaving ratio, R 0.30 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4850 20 940 400 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1276 5 247 105 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5232 21 1014 431 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.47 0.23 Weaving and non-weaving speeds, Si 52.49 59.81 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.84 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.06 mph Weaving segment density, D 28.84 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 9312 pc/h Capacity as a 15-minute flow rate, c 9085 pc/h Capacity as a full-hour volume, ch 8631 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1445 4000 a Average flow rate 1674 2350 b Volume ratio, VR 0.22 0.80 c Weaving ratio, R 0.30 N/A d Weaving length (ft) 2260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Harbor On to Euclid Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 2260 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.19 Weaving ratio, R 0.31 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7430 30 1220 560 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1955 8 321 147 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8016 32 1316 604 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.59 0.30 Weaving and non-weaving speeds, Si 49.56 57.25 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.74 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.59 mph Weaving segment density, D 44.83 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 9400 pc/h Capacity as a 15-minute flow rate, c 9171 pc/h Capacity as a full-hour volume, ch 8712 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1920 4000 a Average flow rate 2492 2350 b Volume ratio, VR 0.19 0.80 c Weaving ratio, R 0.31 N/A d Weaving length (ft) 2260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.84 Weaving ratio, R 0.16 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1050 50 4960 930 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 276 13 1305 245 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1132 53 5351 1003 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 3.27 0.93 Weaving and non-weaving speeds, Si 27.89 43.56 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 4.20 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 29.56 mph Weaving segment density, D 51.01 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10991 pc/h Capacity as a 15-minute flow rate, c 10723 pc/h Capacity as a full-hour volume, ch 10187 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 6354 2800 a Average flow rate 1507 2350 b Volume ratio, VR 0.84 0.20 c Weaving ratio, R 0.16 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.91 Weaving ratio, R 0.16 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 700 70 6620 1290 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 184 18 1742 339 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 755 75 7142 1391 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 4.37 1.42 Weaving and non-weaving speeds, Si 25.24 37.73 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 4.60 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 26.01 mph Weaving segment density, D 72.01 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10991 pc/h Capacity as a 15-minute flow rate, c 10723 pc/h Capacity as a full-hour volume, ch 10187 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 8533 2800 a Average flow rate 1872 2350 b Volume ratio, VR 0.91 0.20 c Weaving ratio, R 0.16 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 7/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Metropolitan On to Haster Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2390 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.37 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6040 20 620 360 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1589 5 163 95 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6516 21 668 388 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.37 0.14 Weaving and non-weaving speeds, Si 55.22 63.43 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.67 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 62.14 mph Weaving segment density, D 24.44 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11463 pc/h Capacity as a full-hour volume, ch 10890 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1056 4000 a Average flow rate 1518 2350 b Volume ratio, VR 0.14 0.80 c Weaving ratio, R 0.37 N/A d Weaving length (ft) 2390 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 7/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Metropolitan On to Haster Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2390 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.35 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 8830 20 850 450 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2324 5 224 118 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9527 21 917 485 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.46 0.18 Weaving and non-weaving speeds, Si 52.55 61.43 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.57 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.13 mph Weaving segment density, D 36.42 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11463 pc/h Capacity as a full-hour volume, ch 10890 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1402 4000 a Average flow rate 2190 2350 b Volume ratio, VR 0.13 0.80 c Weaving ratio, R 0.35 N/A d Weaving length (ft) 2390 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 3 Weaving segment length, L 970 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.25 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4520 30 490 160 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1189 8 129 42 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4876 32 528 172 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.18 0.58 Weaving and non-weaving speeds, Si 40.21 49.87 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.67 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 48.41 mph Weaving segment density, D 38.61 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 6069 pc/h Capacity as a 15-minute flow rate, c 5921 pc/h Capacity as a full-hour volume, ch 5625 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 700 2800 a Average flow rate 1869 2350 b Volume ratio, VR 0.12 0.45 c Weaving ratio, R 0.25 N/A d Weaving length (ft) 970 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 3 Weaving segment length, L 970 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.24 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6010 40 690 220 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1582 11 182 58 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6484 43 744 237 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.59 0.86 Weaving and non-weaving speeds, Si 36.26 44.55 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.72 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 43.26 mph Weaving segment density, D 57.86 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 6040 pc/h Capacity as a 15-minute flow rate, c 5893 pc/h Capacity as a full-hour volume, ch 5598 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 981 2800 a Average flow rate 2502 2350 b Volume ratio, VR 0.13 0.45 c Weaving ratio, R 0.24 N/A d Weaving length (ft) 970 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to Metropolitan Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1430 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.22 Weaving ratio, R 0.31 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6130 30 1160 530 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1613 8 305 139 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6613 32 1251 571 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.69 0.36 Weaving and non-weaving speeds, Si 47.52 55.43 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.03 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 53.51 mph Weaving segment density, D 39.56 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 9077 pc/h Capacity as a 15-minute flow rate, c 8856 pc/h Capacity as a full-hour volume, ch 8413 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1822 4000 a Average flow rate 2116 2350 b Volume ratio, VR 0.22 0.80 c Weaving ratio, R 0.31 N/A d Weaving length (ft) 1430 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to Metropolitan Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1430 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.17 Weaving ratio, R 0.35 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9020 40 1210 660 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2374 11 318 174 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9732 43 1305 712 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.80 0.40 Weaving and non-weaving speeds, Si 45.50 54.23 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.85 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.50 mph Weaving segment density, D 56.15 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 9253 pc/h Capacity as a 15-minute flow rate, c 9027 pc/h Capacity as a full-hour volume, ch 8576 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2017 4000 a Average flow rate 2948 2350 b Volume ratio, VR 0.17 0.80 c Weaving ratio, R 0.35 N/A d Weaving length (ft) 1430 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Bristol On to SR57 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 3 Weaving segment length, L 850 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.42 Weaving ratio, R 0.33 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3370 40 1640 800 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 887 11 432 211 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3636 43 1769 863 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 1.25 1.17 Weaving and non-weaving speeds, Si 39.43 40.36 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.91 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 39.97 mph Weaving segment density, D 52.63 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 5375 pc/h Capacity as a 15-minute flow rate, c 5244 pc/h Capacity as a full-hour volume, ch 4982 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2632 4000 a Average flow rate 2103 2350 b Volume ratio, VR 0.42 0.80 c Weaving ratio, R 0.33 N/A d Weaving length (ft) 850 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Bristol On to SR57 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 3 Weaving segment length, L 850 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.43 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4410 60 2290 1100 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1161 16 603 289 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4758 64 2470 1186 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 1.57 1.67 Weaving and non-weaving speeds, Si 36.37 35.63 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.03 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 35.95 mph Weaving segment density, D 78.62 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 5317 pc/h Capacity as a 15-minute flow rate, c 5187 pc/h Capacity as a full-hour volume, ch 4928 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3656 4000 a Average flow rate 2826 2350 b Volume ratio, VR 0.43 0.80 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 850 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: SR57 to Town&Country Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1180 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.65 Weaving ratio, R 0.37 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1590 100 1990 1180 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 418 26 524 311 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1715 107 2147 1273 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 1.07 1.55 Weaving and non-weaving speeds, Si 41.58 36.54 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 3.33 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 39.68 mph Weaving segment density, D 33.03 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 6122 pc/h Capacity as a 15-minute flow rate, c 5973 pc/h Capacity as a full-hour volume, ch 5674 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3420 4000 a Average flow rate 1310 2350 b Volume ratio, VR 0.65 0.80 c Weaving ratio, R 0.37 N/A d Weaving length (ft) 1180 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: SR57 to Town&Country Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1180 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.73 Weaving ratio, R 0.37 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1480 150 2800 1660 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 389 39 737 437 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1596 161 3021 1791 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0010 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 2.61 1.29 Weaving and non-weaving speeds, Si 30.25 38.99 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 3.75 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 32.18 mph Weaving segment density, D 51.03 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 5500 pc/h Capacity as a 15-minute flow rate, c 5366 pc/h Capacity as a full-hour volume, ch 5098 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 4812 4000 a Average flow rate 1642 2350 b Volume ratio, VR 0.73 0.80 c Weaving ratio, R 0.37 N/A d Weaving length (ft) 1180 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to SR57/I5 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1810 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.58 Weaving ratio, R 0.29 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1780 40 1790 730 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 468 11 471 192 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1920 43 1931 787 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.72 0.86 Weaving and non-weaving speeds, Si 46.91 44.60 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.66 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 45.91 mph Weaving segment density, D 25.49 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 6819 pc/h Capacity as a 15-minute flow rate, c 6653 pc/h Capacity as a full-hour volume, ch 6320 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2718 4000 a Average flow rate 1170 2350 b Volume ratio, VR 0.58 0.80 c Weaving ratio, R 0.29 N/A d Weaving length (ft) 1810 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to SR57/I5 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1810 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.51 Weaving ratio, R 0.33 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3090 60 2240 1080 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 813 16 589 284 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3333 64 2416 1165 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.87 0.98 Weaving and non-weaving speeds, Si 44.42 42.71 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.42 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 43.57 mph Weaving segment density, D 40.03 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 7340 pc/h Capacity as a 15-minute flow rate, c 7161 pc/h Capacity as a full-hour volume, ch 6803 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3581 4000 a Average flow rate 1744 2350 b Volume ratio, VR 0.51 0.80 c Weaving ratio, R 0.33 N/A d Weaving length (ft) 1810 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Town&Country On to Glassell Of Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1250 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.32 Weaving ratio, R 0.46 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 2830 40 720 620 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 745 11 189 163 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3053 43 776 668 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.97 0.27 Weaving and non-weaving speeds, Si 33.54 58.34 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.54 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 47.23 mph Weaving segment density, D 24.03 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 7094 pc/h Capacity as a 15-minute flow rate, c 6921 pc/h Capacity as a full-hour volume, ch 6575 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1444 2800 a Average flow rate 1135 2350 b Volume ratio, VR 0.32 0.35 c Weaving ratio, R 0.46 N/A d Weaving length (ft) 1250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Town&Country On to Glassell Of Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1250 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.33 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4210 70 1330 750 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1108 18 350 197 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4542 75 1434 809 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.98 0.47 Weaving and non-weaving speeds, Si 28.82 52.35 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.66 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 41.32 mph Weaving segment density, D 41.50 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 7031 pc/h Capacity as a 15-minute flow rate, c 6860 pc/h Capacity as a full-hour volume, ch 6517 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2243 2800 a Average flow rate 1715 2350 b Volume ratio, VR 0.33 0.35 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 1250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Town&Country On to Glassell Of Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1270 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.30 Weaving ratio, R 0.39 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3040 30 810 520 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 800 8 213 137 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3279 32 873 561 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.97 0.27 Weaving and non-weaving speeds, Si 33.50 58.37 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.51 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 47.67 mph Weaving segment density, D 24.88 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 7225 pc/h Capacity as a 15-minute flow rate, c 7049 pc/h Capacity as a full-hour volume, ch 6697 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1434 2800 a Average flow rate 1186 2350 b Volume ratio, VR 0.30 0.35 c Weaving ratio, R 0.39 N/A d Weaving length (ft) 1270 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Town&Country On to Glassell Of Jurisdiction: Analysis Year: 2030 Description: PTMLUP - No Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1270 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.33 Weaving ratio, R 0.42 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3870 40 1130 830 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1018 11 297 218 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4175 43 1219 895 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.75 0.43 Weaving and non-weaving speeds, Si 29.66 53.48 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.67 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 42.17 mph Weaving segment density, D 37.54 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 7003 pc/h Capacity as a 15-minute flow rate, c 6832 pc/h Capacity as a full-hour volume, ch 6490 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2114 2800 a Average flow rate 1583 2350 b Volume ratio, VR 0.33 0.35 c Weaving ratio, R 0.42 N/A d Weaving length (ft) 1270 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix K-3 HCS Freeway Weaving Analysis Worksheets under 2030 With Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Lincoln On to Euclid Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2000 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.33 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5600 10 460 230 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1474 3 121 61 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6160 11 498 249 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.35 0.11 Weaving and non-weaving speeds, Si 55.61 64.35 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.61 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 63.28 mph Weaving segment density, D 21.87 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11244 pc/h Capacity as a full-hour volume, ch 10682 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 747 4000 a Average flow rate 1383 2350 b Volume ratio, VR 0.11 0.80 c Weaving ratio, R 0.33 N/A d Weaving length (ft) 2000 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Lincoln On to Euclid Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2000 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.09 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9860 20 650 300 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2595 5 171 79 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 10846 22 704 325 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.50 0.18 Weaving and non-weaving speeds, Si 51.77 61.81 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.41 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.79 mph Weaving segment density, D 39.14 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11244 pc/h Capacity as a full-hour volume, ch 10682 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1029 4000 a Average flow rate 2379 2350 b Volume ratio, VR 0.09 0.80 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 2000 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Disneyland On to Lincoln Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1680 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.35 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5610 20 540 290 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1476 5 142 76 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6171 22 585 314 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.41 0.14 Weaving and non-weaving speeds, Si 54.06 63.18 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.75 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 61.85 mph Weaving segment density, D 22.93 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11716 pc/h Capacity as a 15-minute flow rate, c 11211 pc/h Capacity as a full-hour volume, ch 10650 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 899 4000 a Average flow rate 1418 2350 b Volume ratio, VR 0.13 0.80 c Weaving ratio, R 0.35 N/A d Weaving length (ft) 1680 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Disneyland On to Lincoln Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1680 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.10 Weaving ratio, R 0.41 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 10070 20 680 470 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2650 5 179 124 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 11077 22 737 509 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.57 0.21 Weaving and non-weaving speeds, Si 50.00 60.29 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.55 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 59.06 mph Weaving segment density, D 41.81 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11749 pc/h Capacity as a 15-minute flow rate, c 11243 pc/h Capacity as a full-hour volume, ch 10681 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1246 4000 a Average flow rate 2469 2350 b Volume ratio, VR 0.10 0.80 c Weaving ratio, R 0.41 N/A d Weaving length (ft) 1680 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Disneyland On to Harbor Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1520 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.17 Weaving ratio, R 0.49 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6490 40 680 660 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1708 11 179 174 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7139 44 737 715 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.94 0.25 Weaving and non-weaving speeds, Si 33.72 59.10 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.40 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.46 mph Weaving segment density, D 32.92 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10567 pc/h Capacity as a 15-minute flow rate, c 10112 pc/h Capacity as a full-hour volume, ch 9606 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1452 2800 a Average flow rate 1727 2350 b Volume ratio, VR 0.17 0.20 c Weaving ratio, R 0.49 N/A d Weaving length (ft) 1520 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Disneyland On to Harbor Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1520 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.18 Weaving ratio, R 0.40 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7150 50 980 650 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1882 13 258 171 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7865 55 1062 704 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.22 0.30 Weaving and non-weaving speeds, Si 32.06 57.27 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.49 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.09 mph Weaving segment density, D 38.68 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10465 pc/h Capacity as a 15-minute flow rate, c 10014 pc/h Capacity as a full-hour volume, ch 9513 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1766 2800 a Average flow rate 1937 2350 b Volume ratio, VR 0.18 0.20 c Weaving ratio, R 0.40 N/A d Weaving length (ft) 1520 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Anaheim On to Harbor Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2080 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.28 Weaving ratio, R 0.48 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4110 40 850 780 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1082 11 224 205 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4521 44 921 845 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.36 0.19 Weaving and non-weaving speeds, Si 38.29 61.31 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.93 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.51 mph Weaving segment density, D 24.12 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10813 pc/h Capacity as a 15-minute flow rate, c 10347 pc/h Capacity as a full-hour volume, ch 9830 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1766 2800 a Average flow rate 1266 2350 b Volume ratio, VR 0.28 0.20 c Weaving ratio, R 0.48 N/A d Weaving length (ft) 2080 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Anaheim On to Harbor Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2080 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.21 Weaving ratio, R 0.44 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7850 60 1230 950 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2066 16 324 250 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8635 66 1333 1030 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.09 0.31 Weaving and non-weaving speeds, Si 32.83 56.85 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.74 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 49.17 mph Weaving segment density, D 45.01 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10813 pc/h Capacity as a 15-minute flow rate, c 10347 pc/h Capacity as a full-hour volume, ch 9830 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2363 2800 a Average flow rate 2212 2350 b Volume ratio, VR 0.21 0.20 c Weaving ratio, R 0.44 N/A d Weaving length (ft) 2080 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: St College On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.21 Weaving ratio, R 0.17 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4540 10 1040 220 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1195 3 274 58 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4994 11 1127 238 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.38 0.17 Weaving and non-weaving speeds, Si 54.93 62.07 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.04 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.39 mph Weaving segment density, D 21.10 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11657 pc/h Capacity as a 15-minute flow rate, c 11155 pc/h Capacity as a full-hour volume, ch 10597 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1365 4000 a Average flow rate 1274 2350 b Volume ratio, VR 0.21 0.80 c Weaving ratio, R 0.17 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: St College On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.22 Weaving ratio, R 0.20 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7300 20 1720 420 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1921 5 453 111 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8030 22 1864 455 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.54 0.29 Weaving and non-weaving speeds, Si 50.72 57.73 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.08 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 56.00 mph Weaving segment density, D 37.04 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 11596 pc/h Capacity as a 15-minute flow rate, c 11097 pc/h Capacity as a full-hour volume, ch 10542 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2319 4000 a Average flow rate 2074 2350 b Volume ratio, VR 0.22 0.80 c Weaving ratio, R 0.20 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Katella On to St College Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1870 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.23 Weaving ratio, R 0.39 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4920 50 910 590 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1295 13 239 155 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5412 55 986 639 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.52 0.20 Weaving and non-weaving speeds, Si 36.85 60.80 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.70 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.92 mph Weaving segment density, D 26.80 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10646 pc/h Capacity as a 15-minute flow rate, c 10188 pc/h Capacity as a full-hour volume, ch 9679 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1625 2800 a Average flow rate 1418 2350 b Volume ratio, VR 0.23 0.20 c Weaving ratio, R 0.39 N/A d Weaving length (ft) 1870 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Katella On to St College Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1870 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.19 Weaving ratio, R 0.48 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7000 40 850 790 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1842 11 224 208 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7700 44 921 856 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.87 0.26 Weaving and non-weaving speeds, Si 34.18 58.79 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.55 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.83 mph Weaving segment density, D 36.74 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10743 pc/h Capacity as a 15-minute flow rate, c 10280 pc/h Capacity as a full-hour volume, ch 9766 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1777 2800 a Average flow rate 1904 2350 b Volume ratio, VR 0.19 0.20 c Weaving ratio, R 0.48 N/A d Weaving length (ft) 1870 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: Parsons Brinckerhoff Agency/Co.: PB Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR-22 to Chapman Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1720 ft Terrain type Level Grade % Length mi Weaving type C Multilane or C-D Volume ratio, VR 0.36 Weaving ratio, R 0.11 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3720 100 1920 240 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 979 26 505 63 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4052 108 2081 260 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.30 6.00 c (Exhibit 24-6) 0.80 1.10 d (Exhibit 24-6) 0.60 0.60 Weaving intensity factor, Wi 0.58 0.39 Weaving and non-weaving speeds, Si 49.91 54.68 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.82 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.00 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.86 mph Weaving segment density, D 24.60 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 9521 pc/h Capacity as a 15-minute flow rate, c 9199 pc/h Capacity as a full-hour volume, ch 8739 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2341 3500 a Average flow rate 1300 2350 b Volume ratio, VR 0.36 0.50 c Weaving ratio, R 0.11 0.40 d Weaving length (ft) 1720 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: Parsons Brinckerhoff Agency/Co.: PB Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR-22 to Chapman Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1720 ft Terrain type Level Grade % Length mi Weaving type C Multilane or C-D Volume ratio, VR 0.29 Weaving ratio, R 0.10 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7080 140 2660 280 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1863 37 700 74 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7713 152 2884 303 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.30 6.00 c (Exhibit 24-6) 0.80 1.10 d (Exhibit 24-6) 0.60 0.60 Weaving intensity factor, Wi 0.78 0.50 Weaving and non-weaving speeds, Si 45.95 51.67 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.78 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.00 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 49.88 mph Weaving segment density, D 44.31 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10775 pc/h Capacity as a 15-minute flow rate, c 10411 pc/h Capacity as a full-hour volume, ch 9890 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3187 3500 a Average flow rate 2210 2350 b Volume ratio, VR 0.29 0.50 c Weaving ratio, R 0.10 0.40 d Weaving length (ft) 1720 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: St College On to SR22 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.17 Weaving ratio, R 0.20 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5660 10 940 230 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1489 3 247 61 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6166 10 1019 249 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.73 0.36 Weaving and non-weaving speeds, Si 46.87 55.41 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.38 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 53.74 mph Weaving segment density, D 27.70 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10542 pc/h Capacity as a 15-minute flow rate, c 10186 pc/h Capacity as a full-hour volume, ch 9677 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1268 2800 a Average flow rate 1488 2350 b Volume ratio, VR 0.17 0.20 c Weaving ratio, R 0.20 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: St College On to SR22 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.19 Weaving ratio, R 0.19 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6730 20 1300 300 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1771 5 342 79 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7332 21 1409 325 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.14 0.29 Weaving and non-weaving speeds, Si 32.54 57.74 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.52 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.31 mph Weaving segment density, D 36.12 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10395 pc/h Capacity as a 15-minute flow rate, c 10043 pc/h Capacity as a full-hour volume, ch 9541 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1734 2800 a Average flow rate 1817 2350 b Volume ratio, VR 0.19 0.20 c Weaving ratio, R 0.19 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Main On to SR22 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1740 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.28 Weaving ratio, R 0.43 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5050 60 1110 840 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1329 16 292 221 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5475 65 1203 910 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.56 0.32 Weaving and non-weaving speeds, Si 50.34 56.76 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.49 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 54.83 mph Weaving segment density, D 27.91 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11370 pc/h Capacity as a 15-minute flow rate, c 11039 pc/h Capacity as a full-hour volume, ch 10487 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2113 4000 a Average flow rate 1530 2350 b Volume ratio, VR 0.28 0.80 c Weaving ratio, R 0.43 N/A d Weaving length (ft) 1740 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Main On to SR22 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1740 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.24 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9150 100 1850 1060 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2408 26 487 279 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9920 108 2005 1149 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.76 0.46 Weaving and non-weaving speeds, Si 46.20 52.73 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.35 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.00 mph Weaving segment density, D 51.69 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11504 pc/h Capacity as a 15-minute flow rate, c 11169 pc/h Capacity as a full-hour volume, ch 10611 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3154 4000 a Average flow rate 2636 2350 b Volume ratio, VR 0.24 0.80 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 1740 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 17th On to Main Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1530 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.18 Weaving ratio, R 0.17 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6620 10 1170 240 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1742 3 308 63 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7177 10 1268 260 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.97 0.26 Weaving and non-weaving speeds, Si 33.51 58.82 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.44 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.94 mph Weaving segment density, D 33.56 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10524 pc/h Capacity as a 15-minute flow rate, c 10217 pc/h Capacity as a full-hour volume, ch 9706 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1528 2800 a Average flow rate 1743 2350 b Volume ratio, VR 0.18 0.20 c Weaving ratio, R 0.17 N/A d Weaving length (ft) 1530 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 17th On to Main Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1530 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.20 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 11580 20 1380 350 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 3047 5 363 92 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 12555 21 1496 379 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.26 0.74 Weaving and non-weaving speeds, Si 39.29 46.69 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.28 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 45.57 mph Weaving segment density, D 63.42 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10853 pc/h Capacity as a 15-minute flow rate, c 10537 pc/h Capacity as a full-hour volume, ch 10010 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1875 2800 a Average flow rate 2890 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.20 N/A d Weaving length (ft) 1530 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Main On to 17th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.09 Weaving ratio, R 0.46 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9110 30 520 440 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2397 8 137 116 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9877 32 563 477 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.91 0.46 Weaving and non-weaving speeds, Si 43.77 52.75 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.02 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.74 mph Weaving segment density, D 42.32 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11049 pc/h Capacity as a 15-minute flow rate, c 10727 pc/h Capacity as a full-hour volume, ch 10191 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1040 2800 a Average flow rate 2189 2350 b Volume ratio, VR 0.09 0.20 c Weaving ratio, R 0.46 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Main On to 17th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.45 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 10860 40 840 680 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2858 11 221 179 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 11774 43 910 737 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.18 0.66 Weaving and non-weaving speeds, Si 40.27 48.13 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.22 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 47.01 mph Weaving segment density, D 57.28 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10888 pc/h Capacity as a 15-minute flow rate, c 10571 pc/h Capacity as a full-hour volume, ch 10042 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1647 2800 a Average flow rate 2692 2350 b Volume ratio, VR 0.12 0.20 c Weaving ratio, R 0.45 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Grand On to 17th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2110 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.48 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6330 20 510 470 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1666 5 134 124 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6863 21 552 509 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.55 0.27 Weaving and non-weaving speeds, Si 50.45 58.33 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.26 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 57.14 mph Weaving segment density, D 27.81 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11308 pc/h Capacity as a 15-minute flow rate, c 10979 pc/h Capacity as a full-hour volume, ch 10430 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1061 2800 a Average flow rate 1589 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.48 N/A d Weaving length (ft) 2110 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Grand On to 17th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2110 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.50 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 10030 40 710 700 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2639 11 187 184 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 10874 43 769 758 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.83 0.46 Weaving and non-weaving speeds, Si 44.98 52.56 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.26 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.50 mph Weaving segment density, D 48.33 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11385 pc/h Capacity as a 15-minute flow rate, c 11053 pc/h Capacity as a full-hour volume, ch 10500 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1527 2800 a Average flow rate 2488 2350 b Volume ratio, VR 0.12 0.20 c Weaving ratio, R 0.50 N/A d Weaving length (ft) 2110 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Penn On to Santa Ana Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1260 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.46 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7370 30 610 520 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1939 8 161 137 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7990 32 661 563 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.96 0.48 Weaving and non-weaving speeds, Si 43.02 52.15 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.19 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.72 mph Weaving segment density, D 36.46 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10500 pc/h Capacity as a 15-minute flow rate, c 10194 pc/h Capacity as a full-hour volume, ch 9684 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1224 2800 a Average flow rate 1849 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.46 N/A d Weaving length (ft) 1260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Penn On to Santa Ana Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1260 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.46 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9490 40 800 690 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2497 11 211 182 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 10289 43 867 748 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.24 0.68 Weaving and non-weaving speeds, Si 39.54 47.79 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.25 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 46.48 mph Weaving segment density, D 51.41 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10480 pc/h Capacity as a 15-minute flow rate, c 10175 pc/h Capacity as a full-hour volume, ch 9666 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1615 2800 a Average flow rate 2389 2350 b Volume ratio, VR 0.14 0.20 c Weaving ratio, R 0.46 N/A d Weaving length (ft) 1260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 4th On to Grand Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1820 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.46 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6370 20 440 370 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1676 5 116 97 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6906 21 477 401 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.59 0.27 Weaving and non-weaving speeds, Si 49.69 58.22 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.11 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 57.11 mph Weaving segment density, D 27.33 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11237 pc/h Capacity as a 15-minute flow rate, c 10910 pc/h Capacity as a full-hour volume, ch 10364 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 878 2800 a Average flow rate 1561 2350 b Volume ratio, VR 0.11 0.20 c Weaving ratio, R 0.46 N/A d Weaving length (ft) 1820 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 4th On to Grand Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1820 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.10 Weaving ratio, R 0.47 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9960 30 610 550 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2621 8 161 145 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 10798 32 661 596 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.88 0.47 Weaving and non-weaving speeds, Si 44.26 52.49 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.12 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.50 mph Weaving segment density, D 46.94 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11299 pc/h Capacity as a 15-minute flow rate, c 10970 pc/h Capacity as a full-hour volume, ch 10421 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1257 2800 a Average flow rate 2417 2350 b Volume ratio, VR 0.10 0.20 c Weaving ratio, R 0.47 N/A d Weaving length (ft) 1820 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Santa Ana On to 4th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2500 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7370 20 580 320 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1939 5 153 84 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7990 21 628 346 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.38 0.13 Weaving and non-weaving speeds, Si 54.83 63.53 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.49 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 62.46 mph Weaving segment density, D 28.77 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10838 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 974 4000 a Average flow rate 1797 2350 b Volume ratio, VR 0.11 0.80 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 2500 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Santa Ana On to 4th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2500 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9530 30 850 470 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2508 8 224 124 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 10332 32 921 509 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.47 0.19 Weaving and non-weaving speeds, Si 52.35 61.32 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.51 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.07 mph Weaving segment density, D 39.27 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10838 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1430 4000 a Average flow rate 2358 2350 b Volume ratio, VR 0.12 0.80 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 2500 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR55 to 1st Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1750 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.41 Weaving ratio, R 0.23 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4090 120 2280 670 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1076 32 600 176 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4434 130 2472 726 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.70 0.59 Weaving and non-weaving speeds, Si 47.36 49.63 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.34 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 48.67 mph Weaving segment density, D 31.90 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 9667 pc/h Capacity as a 15-minute flow rate, c 9385 pc/h Capacity as a full-hour volume, ch 8916 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3198 4000 a Average flow rate 1552 2350 b Volume ratio, VR 0.41 0.80 c Weaving ratio, R 0.23 N/A d Weaving length (ft) 1750 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR55 to 1st Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1750 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.39 Weaving ratio, R 0.22 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6430 180 3350 930 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1692 47 882 245 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6971 195 3632 1008 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.91 0.82 Weaving and non-weaving speeds, Si 43.78 45.14 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.36 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 44.60 mph Weaving segment density, D 52.95 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 9991 pc/h Capacity as a 15-minute flow rate, c 9700 pc/h Capacity as a full-hour volume, ch 9215 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 4640 4000 a Average flow rate 2361 2350 b Volume ratio, VR 0.39 0.80 c Weaving ratio, R 0.22 N/A d Weaving length (ft) 1750 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: 1st On to SR55 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1580 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.34 Weaving ratio, R 0.27 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4830 40 1860 690 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1271 11 489 182 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5236 43 2016 748 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.68 0.48 Weaving and non-weaving speeds, Si 47.80 52.26 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.97 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.63 mph Weaving segment density, D 31.77 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10769 pc/h Capacity as a 15-minute flow rate, c 10455 pc/h Capacity as a full-hour volume, ch 9932 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2764 4000 a Average flow rate 1608 2350 b Volume ratio, VR 0.34 0.80 c Weaving ratio, R 0.27 N/A d Weaving length (ft) 1580 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: 1st On to SR55 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1580 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.35 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6440 50 2470 970 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1695 13 650 255 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6982 54 2678 1051 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.83 0.65 Weaving and non-weaving speeds, Si 44.99 48.43 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.08 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 47.18 mph Weaving segment density, D 45.63 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10723 pc/h Capacity as a 15-minute flow rate, c 10411 pc/h Capacity as a full-hour volume, ch 9890 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3729 4000 a Average flow rate 2153 2350 b Volume ratio, VR 0.35 0.80 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 1580 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Chapman On to Orangewood Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1230 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.18 Weaving ratio, R 0.26 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4390 10 710 250 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1155 3 187 66 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4759 10 769 271 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.46 0.18 Weaving and non-weaving speeds, Si 52.72 61.69 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.20 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 59.87 mph Weaving segment density, D 19.41 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11408 pc/h Capacity as a 15-minute flow rate, c 11076 pc/h Capacity as a full-hour volume, ch 10522 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1040 4000 a Average flow rate 1161 2350 b Volume ratio, VR 0.18 0.80 c Weaving ratio, R 0.26 N/A d Weaving length (ft) 1230 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Chapman On to Orangewood Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1230 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.08 Weaving ratio, R 0.42 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7780 20 410 300 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2047 5 108 79 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8435 21 444 325 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.53 0.17 Weaving and non-weaving speeds, Si 51.05 62.00 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.69 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.91 mph Weaving segment density, D 30.29 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10838 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 769 4000 a Average flow rate 1845 2350 b Volume ratio, VR 0.08 0.80 c Weaving ratio, R 0.42 N/A d Weaving length (ft) 1230 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Orangewood On to Chapman Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1140 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.11 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6240 10 520 240 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1642 3 137 63 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6765 10 563 260 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.82 0.37 Weaving and non-weaving speeds, Si 45.18 55.19 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.02 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 53.90 mph Weaving segment density, D 28.19 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10514 pc/h Capacity as a 15-minute flow rate, c 10208 pc/h Capacity as a full-hour volume, ch 9698 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 823 2800 a Average flow rate 1519 2350 b Volume ratio, VR 0.11 0.20 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 1140 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Orangewood On to Chapman Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1140 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.15 Weaving ratio, R 0.49 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7210 40 660 640 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1897 11 174 168 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7817 43 715 693 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.09 0.56 Weaving and non-weaving speeds, Si 41.37 50.33 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.28 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 48.73 mph Weaving segment density, D 38.04 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10209 pc/h Capacity as a 15-minute flow rate, c 9912 pc/h Capacity as a full-hour volume, ch 9416 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1408 2800 a Average flow rate 1853 2350 b Volume ratio, VR 0.15 0.20 c Weaving ratio, R 0.49 N/A d Weaving length (ft) 1140 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Orangewood On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1360 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.24 Weaving ratio, R 0.25 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4030 20 950 320 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1061 5 250 84 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4369 21 1030 346 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.48 0.23 Weaving and non-weaving speeds, Si 52.08 59.87 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.43 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 57.80 mph Weaving segment density, D 19.95 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11341 pc/h Capacity as a 15-minute flow rate, c 11011 pc/h Capacity as a full-hour volume, ch 10460 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1376 4000 a Average flow rate 1153 2350 b Volume ratio, VR 0.24 0.80 c Weaving ratio, R 0.25 N/A d Weaving length (ft) 1360 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Orangewood On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1360 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.15 Weaving ratio, R 0.47 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7750 30 740 660 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2039 8 195 174 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8402 32 802 715 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.60 0.25 Weaving and non-weaving speeds, Si 49.29 58.90 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.96 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 57.20 mph Weaving segment density, D 34.79 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11582 pc/h Capacity as a 15-minute flow rate, c 11245 pc/h Capacity as a full-hour volume, ch 10683 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1517 4000 a Average flow rate 1990 2350 b Volume ratio, VR 0.15 0.80 c Weaving ratio, R 0.47 N/A d Weaving length (ft) 1360 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Katella On to Orangewood Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1780 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.16 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6940 10 860 170 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1826 3 226 45 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7524 10 932 184 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.68 0.34 Weaving and non-weaving speeds, Si 47.74 56.16 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.22 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 54.91 mph Weaving segment density, D 31.50 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11081 pc/h Capacity as a 15-minute flow rate, c 10758 pc/h Capacity as a full-hour volume, ch 10220 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1116 2800 a Average flow rate 1730 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.16 N/A d Weaving length (ft) 1780 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Katella On to Orangewood Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1780 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.15 Weaving ratio, R 0.35 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7750 30 900 480 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2039 8 237 126 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8402 32 975 520 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.81 0.43 Weaving and non-weaving speeds, Si 45.38 53.36 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.36 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.98 mph Weaving segment density, D 38.20 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10925 pc/h Capacity as a 15-minute flow rate, c 10607 pc/h Capacity as a full-hour volume, ch 10077 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1495 2800 a Average flow rate 1985 2350 b Volume ratio, VR 0.15 0.20 c Weaving ratio, R 0.35 N/A d Weaving length (ft) 1780 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Katella On to Ball Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2130 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.22 Weaving ratio, R 0.20 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4000 10 900 230 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1053 3 237 61 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4336 10 975 249 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.36 0.16 Weaving and non-weaving speeds, Si 55.31 62.46 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.11 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.73 mph Weaving segment density, D 18.34 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11600 pc/h Capacity as a 15-minute flow rate, c 11262 pc/h Capacity as a full-hour volume, ch 10699 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1224 4000 a Average flow rate 1114 2350 b Volume ratio, VR 0.22 0.80 c Weaving ratio, R 0.20 N/A d Weaving length (ft) 2130 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Katella On to Ball Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2130 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.15 Weaving ratio, R 0.34 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 8370 30 950 490 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2203 8 250 129 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9074 32 1030 531 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.50 0.21 Weaving and non-weaving speeds, Si 51.65 60.46 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.70 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.99 mph Weaving segment density, D 36.17 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10838 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1561 4000 a Average flow rate 2133 2350 b Volume ratio, VR 0.15 0.80 c Weaving ratio, R 0.34 N/A d Weaving length (ft) 2130 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Ball On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 2490 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.37 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6750 30 1070 640 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1776 8 282 168 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7318 32 1160 693 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.54 0.28 Weaving and non-weaving speeds, Si 50.68 58.06 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.75 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 56.41 mph Weaving segment density, D 40.79 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 9394 pc/h Capacity as a 15-minute flow rate, c 9120 pc/h Capacity as a full-hour volume, ch 8664 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1853 4000 a Average flow rate 2300 2350 b Volume ratio, VR 0.20 0.80 c Weaving ratio, R 0.37 N/A d Weaving length (ft) 2490 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Ball On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 2490 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.16 Weaving ratio, R 0.42 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7010 30 770 550 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1845 8 203 145 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7600 32 834 596 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.49 0.22 Weaving and non-weaving speeds, Si 51.82 60.13 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.56 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.64 mph Weaving segment density, D 38.63 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 9400 pc/h Capacity as a 15-minute flow rate, c 9126 pc/h Capacity as a full-hour volume, ch 8670 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1430 4000 a Average flow rate 2265 2350 b Volume ratio, VR 0.16 0.80 c Weaving ratio, R 0.42 N/A d Weaving length (ft) 2490 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Lincoln On to SR91 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2250 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.28 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3620 20 1050 400 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 953 5 276 105 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3924 21 1138 433 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.39 0.21 Weaving and non-weaving speeds, Si 54.43 60.48 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.40 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.63 mph Weaving segment density, D 18.82 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11156 pc/h Capacity as a 15-minute flow rate, c 10831 pc/h Capacity as a full-hour volume, ch 10289 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1571 4000 a Average flow rate 1103 2350 b Volume ratio, VR 0.28 0.80 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 2250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Lincoln On to SR91 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2250 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 8690 30 1600 620 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2287 8 421 163 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9421 32 1734 672 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.58 0.30 Weaving and non-weaving speeds, Si 49.73 57.21 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.99 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.52 mph Weaving segment density, D 42.72 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 11730 pc/h Capacity as a 15-minute flow rate, c 11388 pc/h Capacity as a full-hour volume, ch 10819 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2406 4000 a Average flow rate 2371 2350 b Volume ratio, VR 0.20 0.80 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 2250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: SR-91 to Lincoln Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1620 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.25 Weaving ratio, R 0.44 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5830 60 1090 860 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1534 16 287 226 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6320 65 1181 932 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.10 0.30 Weaving and non-weaving speeds, Si 32.75 57.26 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.80 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 48.28 mph Weaving segment density, D 35.21 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10426 pc/h Capacity as a 15-minute flow rate, c 10122 pc/h Capacity as a full-hour volume, ch 9616 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2113 2800 a Average flow rate 1699 2350 b Volume ratio, VR 0.25 0.20 c Weaving ratio, R 0.44 N/A d Weaving length (ft) 1620 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: SR-91 to Lincoln Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1620 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.36 Weaving ratio, R 0.38 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4570 90 1630 980 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1203 24 429 258 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4954 97 1767 1062 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.35 0.38 Weaving and non-weaving speeds, Si 31.42 54.76 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.25 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 43.23 mph Weaving segment density, D 36.46 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 10426 pc/h Capacity as a 15-minute flow rate, c 10122 pc/h Capacity as a full-hour volume, ch 9616 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2829 2800 a Average flow rate 1576 2350 b Volume ratio, VR 0.36 0.20 c Weaving ratio, R 0.38 N/A d Weaving length (ft) 1620 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Harbor On to Euclid Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 2260 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.30 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4930 20 880 380 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1297 5 232 100 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5319 21 949 409 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.46 0.21 Weaving and non-weaving speeds, Si 52.77 60.33 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.78 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.63 mph Weaving segment density, D 28.56 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 9385 pc/h Capacity as a 15-minute flow rate, c 9156 pc/h Capacity as a full-hour volume, ch 8698 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1358 4000 a Average flow rate 1674 2350 b Volume ratio, VR 0.20 0.80 c Weaving ratio, R 0.30 N/A d Weaving length (ft) 2260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Harbor On to Euclid Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 2260 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7600 30 1270 590 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2000 8 334 155 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8199 32 1370 636 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.61 0.32 Weaving and non-weaving speeds, Si 49.24 56.82 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.76 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.16 mph Weaving segment density, D 46.40 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 9400 pc/h Capacity as a 15-minute flow rate, c 9171 pc/h Capacity as a full-hour volume, ch 8712 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2006 4000 a Average flow rate 2559 2350 b Volume ratio, VR 0.20 0.80 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 2260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.84 Weaving ratio, R 0.16 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1060 50 4960 930 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 279 13 1305 245 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1143 53 5351 1003 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 3.27 0.93 Weaving and non-weaving speeds, Si 27.89 43.57 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 4.20 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 29.57 mph Weaving segment density, D 51.06 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10991 pc/h Capacity as a 15-minute flow rate, c 10723 pc/h Capacity as a full-hour volume, ch 10187 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 6354 2800 a Average flow rate 1510 2350 b Volume ratio, VR 0.84 0.20 c Weaving ratio, R 0.16 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.87 Weaving ratio, R 0.16 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1130 70 6620 1290 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 297 18 1742 339 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1219 75 7142 1391 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 4.36 1.38 Weaving and non-weaving speeds, Si 25.27 38.10 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 4.47 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 26.44 mph Weaving segment density, D 74.33 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 10991 pc/h Capacity as a 15-minute flow rate, c 10723 pc/h Capacity as a full-hour volume, ch 10187 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 8533 2800 a Average flow rate 1965 2350 b Volume ratio, VR 0.87 0.20 c Weaving ratio, R 0.16 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Metropolitan On to Haster Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2390 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6030 20 630 360 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1587 5 166 95 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6506 21 679 388 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.37 0.14 Weaving and non-weaving speeds, Si 55.19 63.38 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.67 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 62.09 mph Weaving segment density, D 24.46 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11463 pc/h Capacity as a full-hour volume, ch 10890 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1067 4000 a Average flow rate 1518 2350 b Volume ratio, VR 0.14 0.80 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 2390 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Metropolitan On to Haster Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2390 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9000 20 850 470 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2368 5 224 124 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9710 21 917 507 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.47 0.19 Weaving and non-weaving speeds, Si 52.40 61.31 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.56 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.01 mph Weaving segment density, D 37.18 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11463 pc/h Capacity as a full-hour volume, ch 10890 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1424 4000 a Average flow rate 2231 2350 b Volume ratio, VR 0.13 0.80 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 2390 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 3 Weaving segment length, L 970 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.15 Weaving ratio, R 0.25 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3650 30 490 160 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 961 8 129 42 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3938 32 528 172 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.04 0.50 Weaving and non-weaving speeds, Si 41.98 51.74 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.73 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 49.99 mph Weaving segment density, D 31.14 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 5946 pc/h Capacity as a 15-minute flow rate, c 5801 pc/h Capacity as a full-hour volume, ch 5511 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 700 2800 a Average flow rate 1556 2350 b Volume ratio, VR 0.15 0.45 c Weaving ratio, R 0.25 N/A d Weaving length (ft) 970 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 3 Weaving segment length, L 970 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.24 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6010 40 690 220 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1582 11 182 58 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6484 43 744 237 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.59 0.86 Weaving and non-weaving speeds, Si 36.26 44.55 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.72 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 43.26 mph Weaving segment density, D 57.86 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 6040 pc/h Capacity as a 15-minute flow rate, c 5893 pc/h Capacity as a full-hour volume, ch 5598 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 981 2800 a Average flow rate 2502 2350 b Volume ratio, VR 0.13 0.45 c Weaving ratio, R 0.24 N/A d Weaving length (ft) 970 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to Metropolitan Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1430 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.22 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6170 30 1230 490 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1624 8 324 129 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6657 32 1327 528 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.70 0.37 Weaving and non-weaving speeds, Si 47.39 55.23 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.04 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 53.31 mph Weaving segment density, D 40.07 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 9062 pc/h Capacity as a 15-minute flow rate, c 8841 pc/h Capacity as a full-hour volume, ch 8399 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1855 4000 a Average flow rate 2136 2350 b Volume ratio, VR 0.22 0.80 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 1430 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to Metropolitan Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1430 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.17 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 9180 40 1210 670 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2416 11 318 176 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9904 43 1305 722 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.81 0.40 Weaving and non-weaving speeds, Si 45.40 54.16 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.84 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.44 mph Weaving segment density, D 57.08 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 9256 pc/h Capacity as a 15-minute flow rate, c 9030 pc/h Capacity as a full-hour volume, ch 8578 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2027 4000 a Average flow rate 2993 2350 b Volume ratio, VR 0.17 0.80 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 1430 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Bristol On to SR57 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 3 Weaving segment length, L 850 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.42 Weaving ratio, R 0.33 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3370 40 1640 800 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 887 11 432 211 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3636 43 1769 863 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 1.25 1.17 Weaving and non-weaving speeds, Si 39.43 40.36 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.91 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 39.97 mph Weaving segment density, D 52.63 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 5375 pc/h Capacity as a 15-minute flow rate, c 5244 pc/h Capacity as a full-hour volume, ch 4982 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2632 4000 a Average flow rate 2103 2350 b Volume ratio, VR 0.42 0.80 c Weaving ratio, R 0.33 N/A d Weaving length (ft) 850 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Bristol On to SR57 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 3 Weaving segment length, L 850 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.43 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4410 60 2290 1100 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1161 16 603 289 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4758 64 2470 1186 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 1.57 1.67 Weaving and non-weaving speeds, Si 36.37 35.63 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.03 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 35.95 mph Weaving segment density, D 78.62 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 5317 pc/h Capacity as a 15-minute flow rate, c 5187 pc/h Capacity as a full-hour volume, ch 4928 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3656 4000 a Average flow rate 2826 2350 b Volume ratio, VR 0.43 0.80 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 850 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: SR57 to Town&Country Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1180 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.64 Weaving ratio, R 0.37 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1700 100 1990 1190 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 447 26 524 313 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1834 107 2147 1283 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 1.07 1.51 Weaving and non-weaving speeds, Si 41.60 36.88 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 3.27 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 39.76 mph Weaving segment density, D 33.77 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 6233 pc/h Capacity as a 15-minute flow rate, c 6081 pc/h Capacity as a full-hour volume, ch 5777 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3430 4000 a Average flow rate 1342 2350 b Volume ratio, VR 0.64 0.80 c Weaving ratio, R 0.37 N/A d Weaving length (ft) 1180 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: SR57 to Town&Country Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1180 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.73 Weaving ratio, R 0.37 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1490 150 2800 1650 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 392 39 737 434 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1607 161 3021 1780 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0010 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 2.60 1.29 Weaving and non-weaving speeds, Si 30.27 39.06 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 3.74 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 32.23 mph Weaving segment density, D 50.96 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 5512 pc/h Capacity as a 15-minute flow rate, c 5378 pc/h Capacity as a full-hour volume, ch 5109 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 4801 4000 a Average flow rate 1642 2350 b Volume ratio, VR 0.73 0.80 c Weaving ratio, R 0.37 N/A d Weaving length (ft) 1180 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to SR57/I5 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1810 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.59 Weaving ratio, R 0.27 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1810 40 1900 710 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 476 11 500 187 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1952 43 2049 766 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.74 0.90 Weaving and non-weaving speeds, Si 46.57 43.99 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.69 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 45.46 mph Weaving segment density, D 26.45 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 6784 pc/h Capacity as a 15-minute flow rate, c 6619 pc/h Capacity as a full-hour volume, ch 6288 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2815 4000 a Average flow rate 1202 2350 b Volume ratio, VR 0.59 0.80 c Weaving ratio, R 0.27 N/A d Weaving length (ft) 1810 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to SR57/I5 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1810 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.52 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3120 60 2340 1110 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 821 16 616 292 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3366 64 2524 1197 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.89 1.04 Weaving and non-weaving speeds, Si 44.05 41.99 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.47 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 43.03 mph Weaving segment density, D 41.54 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 7284 pc/h Capacity as a 15-minute flow rate, c 7106 pc/h Capacity as a full-hour volume, ch 6751 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3721 4000 a Average flow rate 1787 2350 b Volume ratio, VR 0.52 0.80 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 1810 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Town&Country On to Glassell Of Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1250 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.30 Weaving ratio, R 0.50 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 2970 30 650 640 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 782 8 171 168 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3204 32 701 690 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.95 0.26 Weaving and non-weaving speeds, Si 33.67 58.61 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.49 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 47.94 mph Weaving segment density, D 24.13 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 7216 pc/h Capacity as a 15-minute flow rate, c 7040 pc/h Capacity as a full-hour volume, ch 6688 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1391 2800 a Average flow rate 1156 2350 b Volume ratio, VR 0.30 0.35 c Weaving ratio, R 0.50 N/A d Weaving length (ft) 1250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Town&Country On to Glassell Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1250 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.32 Weaving ratio, R 0.37 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4240 70 1300 750 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1116 18 342 197 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4574 75 1402 809 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.96 0.47 Weaving and non-weaving speeds, Si 28.90 52.52 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.65 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 41.57 mph Weaving segment density, D 41.25 pc/mi/ln Level of service, LOS F Capacity of base condition, cb 7064 pc/h Capacity as a 15-minute flow rate, c 6892 pc/h Capacity as a full-hour volume, ch 6547 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2211 2800 a Average flow rate 1715 2350 b Volume ratio, VR 0.32 0.35 c Weaving ratio, R 0.37 N/A d Weaving length (ft) 1250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Town&Country On to Glassell Of Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1270 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.30 Weaving ratio, R 0.39 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3170 30 840 540 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 834 8 221 142 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3420 32 906 582 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.05 0.28 Weaving and non-weaving speeds, Si 33.04 57.91 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.51 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 47.21 mph Weaving segment density, D 26.16 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 7231 pc/h Capacity as a 15-minute flow rate, c 7055 pc/h Capacity as a full-hour volume, ch 6702 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1488 2800 a Average flow rate 1235 2350 b Volume ratio, VR 0.30 0.35 c Weaving ratio, R 0.39 N/A d Weaving length (ft) 1270 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Town&Country On to Glassell Of Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 4 Weaving segment length, L 1270 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.31 Weaving ratio, R 0.43 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4000 40 1050 790 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1053 11 276 208 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4315 43 1132 852 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.66 0.40 Weaving and non-weaving speeds, Si 30.02 54.18 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.60 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 43.28 mph Weaving segment density, D 36.63 pc/mi/ln Level of service, LOS E Capacity of base condition, cb 7150 pc/h Capacity as a 15-minute flow rate, c 6976 pc/h Capacity as a full-hour volume, ch 6627 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1984 2800 a Average flow rate 1585 2350 b Volume ratio, VR 0.31 0.35 c Weaving ratio, R 0.43 N/A d Weaving length (ft) 1270 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix K-4 HCS Freeway Weaving Analysis Worksheets under 2030 With Project Conditions (mitigated) ---PAGE BREAK--- ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Lincoln On to Euclid Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2000 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.33 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4550 10 460 230 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1197 3 121 61 v Trucks and buses 9 9 6 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5005 11 498 248 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.33 0.11 Weaving and non-weaving speeds, Si 56.51 64.68 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.73 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 63.49 mph Weaving segment density, D 18.15 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11244 pc/h Capacity as a full-hour volume, ch 10682 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 746 4000 a Average flow rate 1152 2350 b Volume ratio, VR 0.13 0.80 c Weaving ratio, R 0.33 N/A d Weaving length (ft) 2000 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Lincoln On to Euclid Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2000 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.10 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 8060 20 650 300 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2121 5 171 79 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8866 22 704 325 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.45 0.16 Weaving and non-weaving speeds, Si 52.88 62.40 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.52 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 61.25 mph Weaving segment density, D 32.38 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11244 pc/h Capacity as a full-hour volume, ch 10682 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1029 4000 a Average flow rate 1983 2350 b Volume ratio, VR 0.10 0.80 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 2000 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Disneyland On to Lincoln Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1680 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.15 Weaving ratio, R 0.35 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4530 20 540 290 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1192 5 142 76 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4983 22 585 314 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.38 0.13 Weaving and non-weaving speeds, Si 54.94 63.46 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.89 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 62.00 mph Weaving segment density, D 19.05 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11683 pc/h Capacity as a 15-minute flow rate, c 11180 pc/h Capacity as a full-hour volume, ch 10621 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 899 4000 a Average flow rate 1180 2350 b Volume ratio, VR 0.15 0.80 c Weaving ratio, R 0.35 N/A d Weaving length (ft) 1680 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Disneyland On to Lincoln Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1680 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.41 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 8200 20 680 470 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2158 5 179 124 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 9020 22 737 509 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.52 0.20 Weaving and non-weaving speeds, Si 51.10 60.86 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.67 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 59.48 mph Weaving segment density, D 34.59 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11723 pc/h Capacity as a 15-minute flow rate, c 11218 pc/h Capacity as a full-hour volume, ch 10657 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1246 4000 a Average flow rate 2057 2350 b Volume ratio, VR 0.12 0.80 c Weaving ratio, R 0.41 N/A d Weaving length (ft) 1680 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Disneyland On to Harbor Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1520 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.49 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5180 40 680 660 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1363 11 179 174 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5698 44 737 715 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.73 0.22 Weaving and non-weaving speeds, Si 35.16 60.14 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.53 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.60 mph Weaving segment density, D 27.35 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10338 pc/h Capacity as a 15-minute flow rate, c 9893 pc/h Capacity as a full-hour volume, ch 9398 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1452 2800 a Average flow rate 1438 2350 b Volume ratio, VR 0.20 0.20 c Weaving ratio, R 0.49 N/A d Weaving length (ft) 1520 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Disneyland On to Harbor Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1520 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.22 Weaving ratio, R 0.40 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5680 50 980 650 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1495 13 258 171 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6248 55 1062 704 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.99 0.27 Weaving and non-weaving speeds, Si 33.38 58.36 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.63 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.15 mph Weaving segment density, D 32.18 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10338 pc/h Capacity as a 15-minute flow rate, c 9893 pc/h Capacity as a full-hour volume, ch 9398 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1766 2800 a Average flow rate 1613 2350 b Volume ratio, VR 0.22 0.20 c Weaving ratio, R 0.40 N/A d Weaving length (ft) 1520 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Anaheim On to Harbor Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2080 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.39 Weaving ratio, R 0.48 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 2460 40 850 780 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 647 11 224 205 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 2706 44 921 845 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.18 0.17 Weaving and non-weaving speeds, Si 40.22 62.04 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.30 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.18 mph Weaving segment density, D 17.65 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 10813 pc/h Capacity as a 15-minute flow rate, c 10347 pc/h Capacity as a full-hour volume, ch 9830 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1766 2800 a Average flow rate 903 2350 b Volume ratio, VR 0.39 0.20 c Weaving ratio, R 0.48 N/A d Weaving length (ft) 2080 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Anaheim On to Harbor Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2080 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.30 Weaving ratio, R 0.44 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4970 60 1230 950 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1308 16 324 250 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5467 66 1333 1030 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.75 0.27 Weaving and non-weaving speeds, Si 35.02 58.44 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.07 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 48.69 mph Weaving segment density, D 32.43 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10813 pc/h Capacity as a 15-minute flow rate, c 10347 pc/h Capacity as a full-hour volume, ch 9830 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2363 2800 a Average flow rate 1579 2350 b Volume ratio, VR 0.30 0.20 c Weaving ratio, R 0.44 N/A d Weaving length (ft) 2080 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: St College On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.26 Weaving ratio, R 0.17 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3570 10 1040 220 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 939 3 274 58 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3927 11 1127 238 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.36 0.17 Weaving and non-weaving speeds, Si 55.49 61.89 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.25 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.11 mph Weaving segment density, D 17.65 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11376 pc/h Capacity as a 15-minute flow rate, c 10886 pc/h Capacity as a full-hour volume, ch 10342 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1365 4000 a Average flow rate 1060 2350 b Volume ratio, VR 0.26 0.80 c Weaving ratio, R 0.17 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: St College On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2350 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.27 Weaving ratio, R 0.20 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5723 20 1720 420 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1506 5 453 111 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6295 22 1864 455 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.51 0.30 Weaving and non-weaving speeds, Si 51.33 57.41 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.32 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.64 mph Weaving segment density, D 31.04 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11303 pc/h Capacity as a 15-minute flow rate, c 10816 pc/h Capacity as a full-hour volume, ch 10275 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2319 4000 a Average flow rate 1727 2350 b Volume ratio, VR 0.27 0.80 c Weaving ratio, R 0.20 N/A d Weaving length (ft) 2350 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Katella On to St College Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1870 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.28 Weaving ratio, R 0.39 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3840 50 910 590 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1011 13 239 155 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4224 55 986 639 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.38 0.18 Weaving and non-weaving speeds, Si 38.14 61.48 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.87 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 52.62 mph Weaving segment density, D 22.44 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 10646 pc/h Capacity as a 15-minute flow rate, c 10188 pc/h Capacity as a full-hour volume, ch 9679 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1625 2800 a Average flow rate 1180 2350 b Volume ratio, VR 0.28 0.20 c Weaving ratio, R 0.39 N/A d Weaving length (ft) 1870 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Katella On to St College Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1870 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.22 Weaving ratio, R 0.48 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5560 40 850 790 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1463 11 224 208 v Trucks and buses 9 9 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.957 0.957 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6116 44 921 856 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.68 0.23 Weaving and non-weaving speeds, Si 35.55 59.77 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.70 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.86 mph Weaving segment density, D 30.61 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10646 pc/h Capacity as a 15-minute flow rate, c 10188 pc/h Capacity as a full-hour volume, ch 9679 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1777 2800 a Average flow rate 1587 2350 b Volume ratio, VR 0.22 0.20 c Weaving ratio, R 0.48 N/A d Weaving length (ft) 1870 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: Parsons Brinckerhoff Agency/Co.: PB Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR-22 to Chapman Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1720 ft Terrain type Level Grade % Length mi Weaving type C Multilane or C-D Volume ratio, VR 0.48 Weaving ratio, R 0.11 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 2230 100 1920 240 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 587 26 505 63 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 2429 108 2081 260 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.30 6.00 c (Exhibit 24-6) 0.80 1.10 d (Exhibit 24-6) 0.60 0.60 Weaving intensity factor, Wi 0.56 0.47 Weaving and non-weaving speeds, Si 50.36 52.49 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.92 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.00 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.44 mph Weaving segment density, D 18.96 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 7352 pc/h Capacity as a 15-minute flow rate, c 7103 pc/h Capacity as a full-hour volume, ch 6748 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2341 3500 a Average flow rate 975 2350 b Volume ratio, VR 0.48 0.50 c Weaving ratio, R 0.11 0.40 d Weaving length (ft) 1720 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: Parsons Brinckerhoff Agency/Co.: PB Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR-22 to Chapman Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1720 ft Terrain type Level Grade % Length mi Weaving type C Multilane or C-D Volume ratio, VR 0.38 Weaving ratio, R 0.10 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4540 140 2660 280 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1195 37 700 74 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4946 152 2884 303 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.30 6.00 c (Exhibit 24-6) 0.80 1.10 d (Exhibit 24-6) 0.60 0.60 Weaving intensity factor, Wi 0.73 0.56 Weaving and non-weaving speeds, Si 46.82 50.23 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.86 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.00 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 48.86 mph Weaving segment density, D 33.91 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 9046 pc/h Capacity as a 15-minute flow rate, c 8740 pc/h Capacity as a full-hour volume, ch 8303 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3187 3500 a Average flow rate 1657 2350 b Volume ratio, VR 0.38 0.50 c Weaving ratio, R 0.10 0.40 d Weaving length (ft) 1720 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: St College On to SR22 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.20 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4680 10 940 230 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1232 3 247 61 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5098 10 1019 249 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.54 0.19 Weaving and non-weaving speeds, Si 36.68 61.38 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.49 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 54.13 mph Weaving segment density, D 23.56 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 10337 pc/h Capacity as a 15-minute flow rate, c 9987 pc/h Capacity as a full-hour volume, ch 9488 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1268 2800 a Average flow rate 1275 2350 b Volume ratio, VR 0.20 0.20 c Weaving ratio, R 0.20 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: St College On to SR22 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.22 Weaving ratio, R 0.19 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5537 20 1300 300 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1457 5 342 79 v Trucks and buses 7 7 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.966 0.966 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6032 21 1409 325 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.95 0.26 Weaving and non-weaving speeds, Si 33.66 58.63 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.64 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.31 mph Weaving segment density, D 30.95 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10329 pc/h Capacity as a 15-minute flow rate, c 9980 pc/h Capacity as a full-hour volume, ch 9481 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1734 2800 a Average flow rate 1557 2350 b Volume ratio, VR 0.22 0.20 c Weaving ratio, R 0.19 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Main On to SR22 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1740 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.41 Weaving ratio, R 0.43 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 2700 60 1110 840 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 711 16 292 221 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 2927 65 1203 910 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.52 0.39 Weaving and non-weaving speeds, Si 51.07 54.54 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.24 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 53.05 mph Weaving segment density, D 19.25 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 9628 pc/h Capacity as a 15-minute flow rate, c 9348 pc/h Capacity as a full-hour volume, ch 8881 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2113 4000 a Average flow rate 1021 2350 b Volume ratio, VR 0.41 0.80 c Weaving ratio, R 0.43 N/A d Weaving length (ft) 1740 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Main On to SR22 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1740 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.36 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5100 100 1850 1060 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1342 26 487 279 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5529 108 2005 1149 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.70 0.53 Weaving and non-weaving speeds, Si 47.29 50.94 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.03 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 49.56 mph Weaving segment density, D 35.47 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10465 pc/h Capacity as a 15-minute flow rate, c 10160 pc/h Capacity as a full-hour volume, ch 9652 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3154 4000 a Average flow rate 1758 2350 b Volume ratio, VR 0.36 0.80 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 1740 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 17th On to Main Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1530 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.29 Weaving ratio, R 0.17 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3400 10 1170 240 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 895 3 308 63 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3686 10 1268 260 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.48 0.19 Weaving and non-weaving speeds, Si 37.19 61.15 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.86 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.45 mph Weaving segment density, D 20.31 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 10346 pc/h Capacity as a 15-minute flow rate, c 10045 pc/h Capacity as a full-hour volume, ch 9543 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1528 2800 a Average flow rate 1044 2350 b Volume ratio, VR 0.29 0.20 c Weaving ratio, R 0.17 N/A d Weaving length (ft) 1530 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 17th On to Main Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1530 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.22 Weaving ratio, R 0.20 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6250 20 1380 350 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1645 5 363 92 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6776 21 1496 379 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.12 0.29 Weaving and non-weaving speeds, Si 32.66 57.61 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.64 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 49.44 mph Weaving segment density, D 35.08 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10346 pc/h Capacity as a 15-minute flow rate, c 10045 pc/h Capacity as a full-hour volume, ch 9543 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1875 2800 a Average flow rate 1734 2350 b Volume ratio, VR 0.22 0.20 c Weaving ratio, R 0.20 N/A d Weaving length (ft) 1530 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Main On to 17th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.46 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5740 30 520 440 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1511 8 137 116 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6223 32 563 477 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.68 0.32 Weaving and non-weaving speeds, Si 47.83 56.68 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.24 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.22 mph Weaving segment density, D 26.42 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10742 pc/h Capacity as a 15-minute flow rate, c 10429 pc/h Capacity as a full-hour volume, ch 9908 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1040 2800 a Average flow rate 1459 2350 b Volume ratio, VR 0.14 0.20 c Weaving ratio, R 0.46 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Main On to 17th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1510 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.18 Weaving ratio, R 0.45 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6720 40 840 680 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1768 11 221 179 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7285 43 910 737 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.08 0.28 Weaving and non-weaving speeds, Si 32.85 58.13 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.48 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.94 mph Weaving segment density, D 35.24 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10448 pc/h Capacity as a 15-minute flow rate, c 10144 pc/h Capacity as a full-hour volume, ch 9637 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1647 2800 a Average flow rate 1795 2350 b Volume ratio, VR 0.18 0.20 c Weaving ratio, R 0.45 N/A d Weaving length (ft) 1510 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Grand On to 17th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2110 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.18 Weaving ratio, R 0.48 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4500 20 510 470 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1184 5 134 124 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4878 21 552 509 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.06 0.12 Weaving and non-weaving speeds, Si 41.70 63.96 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.46 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.41 mph Weaving segment density, D 20.41 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 10990 pc/h Capacity as a 15-minute flow rate, c 10670 pc/h Capacity as a full-hour volume, ch 10136 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1061 2800 a Average flow rate 1192 2350 b Volume ratio, VR 0.18 0.20 c Weaving ratio, R 0.48 N/A d Weaving length (ft) 2110 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: Grand On to 17th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2110 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.16 Weaving ratio, R 0.50 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7160 40 710 700 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1884 11 187 184 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7762 43 769 758 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.59 0.21 Weaving and non-weaving speeds, Si 36.21 60.43 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.45 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 54.47 mph Weaving segment density, D 34.26 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11092 pc/h Capacity as a 15-minute flow rate, c 10769 pc/h Capacity as a full-hour volume, ch 10231 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1527 2800 a Average flow rate 1866 2350 b Volume ratio, VR 0.16 0.20 c Weaving ratio, R 0.50 N/A d Weaving length (ft) 2110 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Penn On to Santa Ana Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1260 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.46 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4530 30 610 520 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1192 8 161 137 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4911 32 661 563 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.72 0.20 Weaving and non-weaving speeds, Si 35.23 60.70 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.45 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 53.08 mph Weaving segment density, D 23.24 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 10033 pc/h Capacity as a 15-minute flow rate, c 9741 pc/h Capacity as a full-hour volume, ch 9254 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1224 2800 a Average flow rate 1233 2350 b Volume ratio, VR 0.20 0.20 c Weaving ratio, R 0.46 N/A d Weaving length (ft) 1260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Penn On to Santa Ana Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1260 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.46 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5820 40 800 690 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1532 11 211 182 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6310 43 867 748 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.22 0.29 Weaving and non-weaving speeds, Si 32.08 57.70 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.52 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 49.66 mph Weaving segment density, D 32.09 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 10022 pc/h Capacity as a 15-minute flow rate, c 9730 pc/h Capacity as a full-hour volume, ch 9243 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1615 2800 a Average flow rate 1593 2350 b Volume ratio, VR 0.20 0.20 c Weaving ratio, R 0.46 N/A d Weaving length (ft) 1260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 4th On to Grand Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1820 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.15 Weaving ratio, R 0.46 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4570 20 440 370 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1203 5 116 97 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4954 21 477 401 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.48 0.21 Weaving and non-weaving speeds, Si 52.25 60.30 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.28 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.94 mph Weaving segment density, D 19.86 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 10965 pc/h Capacity as a 15-minute flow rate, c 10646 pc/h Capacity as a full-hour volume, ch 10114 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 878 2800 a Average flow rate 1170 2350 b Volume ratio, VR 0.15 0.20 c Weaving ratio, R 0.46 N/A d Weaving length (ft) 1820 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: 4th On to Grand Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1820 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.47 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7170 30 610 550 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1887 8 161 145 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7773 32 661 596 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.71 0.36 Weaving and non-weaving speeds, Si 47.12 55.34 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.28 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 54.03 mph Weaving segment density, D 33.54 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11047 pc/h Capacity as a 15-minute flow rate, c 10725 pc/h Capacity as a full-hour volume, ch 10189 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1257 2800 a Average flow rate 1812 2350 b Volume ratio, VR 0.14 0.20 c Weaving ratio, R 0.47 N/A d Weaving length (ft) 1820 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Santa Ana On to 4th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2500 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6190 20 580 320 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1629 5 153 84 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6711 21 628 346 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.35 0.13 Weaving and non-weaving speeds, Si 55.61 63.85 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.60 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 62.68 mph Weaving segment density, D 24.59 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10838 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 974 4000 a Average flow rate 1541 2350 b Volume ratio, VR 0.13 0.80 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 2500 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: Santa Ana On to 4th Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2500 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.14 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7980 30 850 470 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2100 8 224 124 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8652 32 921 509 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.44 0.18 Weaving and non-weaving speeds, Si 53.16 61.65 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.63 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.29 mph Weaving segment density, D 33.55 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10838 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1430 4000 a Average flow rate 2022 2350 b Volume ratio, VR 0.14 0.80 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 2500 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR55 to 1st Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1750 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.75 Weaving ratio, R 0.23 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V [PHONE REDACTED] 670 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 221 32 600 176 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v [PHONE REDACTED] 726 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0010 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 1.39 0.59 Weaving and non-weaving speeds, Si 38.06 49.56 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 4.33 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 40.36 mph Weaving segment density, D 21.00 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 5345 pc/h Capacity as a 15-minute flow rate, c 5189 pc/h Capacity as a full-hour volume, ch 4930 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3198 4000 a Average flow rate 847 2350 b Volume ratio, VR 0.75 0.80 c Weaving ratio, R 0.23 N/A d Weaving length (ft) 1750 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 NB Weaving Location: SR55 to 1st Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1750 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.72 Weaving ratio, R 0.22 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1480 180 3350 930 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 389 47 882 245 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1604 195 3632 1008 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0010 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 1.78 0.80 Weaving and non-weaving speeds, Si 34.80 45.58 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 4.26 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 37.26 mph Weaving segment density, D 34.56 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 5603 pc/h Capacity as a 15-minute flow rate, c 5440 pc/h Capacity as a full-hour volume, ch 5168 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 4640 4000 a Average flow rate 1287 2350 b Volume ratio, VR 0.72 0.80 c Weaving ratio, R 0.22 N/A d Weaving length (ft) 1750 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: 1st On to SR55 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1580 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.46 Weaving ratio, R 0.27 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 2980 40 1860 690 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 784 11 489 182 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3230 43 2016 748 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.66 0.58 Weaving and non-weaving speeds, Si 48.08 49.74 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.63 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 48.97 mph Weaving segment density, D 24.66 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 8769 pc/h Capacity as a 15-minute flow rate, c 8514 pc/h Capacity as a full-hour volume, ch 8088 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2764 4000 a Average flow rate 1207 2350 b Volume ratio, VR 0.46 0.80 c Weaving ratio, R 0.27 N/A d Weaving length (ft) 1580 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: I-5 SB Weaving Location: 1st On to SR55 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1580 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.46 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3960 50 2470 970 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1042 13 650 255 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4293 54 2678 1051 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.82 0.79 Weaving and non-weaving speeds, Si 45.27 45.68 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.75 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 45.49 mph Weaving segment density, D 35.51 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 8698 pc/h Capacity as a 15-minute flow rate, c 8445 pc/h Capacity as a full-hour volume, ch 8023 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3729 4000 a Average flow rate 1615 2350 b Volume ratio, VR 0.46 0.80 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 1580 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Orangewood On to Chapman Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1140 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5070 10 520 240 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1334 3 137 63 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5496 10 563 260 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.72 0.31 Weaving and non-weaving speeds, Si 47.00 56.86 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.11 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.35 mph Weaving segment density, D 22.87 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 10362 pc/h Capacity as a 15-minute flow rate, c 10060 pc/h Capacity as a full-hour volume, ch 9557 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 823 2800 a Average flow rate 1265 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 1140 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Orangewood On to Chapman Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1140 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.18 Weaving ratio, R 0.49 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5790 40 660 640 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1524 11 174 168 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6277 43 715 693 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.96 0.49 Weaving and non-weaving speeds, Si 43.01 51.97 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.40 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.07 mph Weaving segment density, D 30.87 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 9998 pc/h Capacity as a 15-minute flow rate, c 9707 pc/h Capacity as a full-hour volume, ch 9222 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1408 2800 a Average flow rate 1545 2350 b Volume ratio, VR 0.18 0.20 c Weaving ratio, R 0.49 N/A d Weaving length (ft) 1140 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Katella On to Orangewood Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1780 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.15 Weaving ratio, R 0.16 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 5610 10 860 170 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1476 3 226 45 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6082 10 932 184 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.60 0.29 Weaving and non-weaving speeds, Si 49.40 57.63 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.33 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 56.18 mph Weaving segment density, D 25.66 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10894 pc/h Capacity as a 15-minute flow rate, c 10577 pc/h Capacity as a full-hour volume, ch 10048 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1116 2800 a Average flow rate 1441 2350 b Volume ratio, VR 0.15 0.20 c Weaving ratio, R 0.16 N/A d Weaving length (ft) 1780 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Katella On to Orangewood Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1780 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.18 Weaving ratio, R 0.35 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6220 30 900 480 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1637 8 237 126 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6743 32 975 520 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.68 0.22 Weaving and non-weaving speeds, Si 35.55 60.20 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.49 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 53.49 mph Weaving segment density, D 30.92 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10706 pc/h Capacity as a 15-minute flow rate, c 10394 pc/h Capacity as a full-hour volume, ch 9874 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1495 2800 a Average flow rate 1654 2350 b Volume ratio, VR 0.18 0.20 c Weaving ratio, R 0.35 N/A d Weaving length (ft) 1780 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Katella On to Ball Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2130 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.26 Weaving ratio, R 0.20 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3142 10 900 230 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 827 3 237 61 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3406 10 975 249 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.35 0.16 Weaving and non-weaving speeds, Si 55.84 62.26 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.33 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.43 mph Weaving segment density, D 15.36 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11267 pc/h Capacity as a 15-minute flow rate, c 10939 pc/h Capacity as a full-hour volume, ch 10392 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1224 4000 a Average flow rate 928 2350 b Volume ratio, VR 0.26 0.80 c Weaving ratio, R 0.20 N/A d Weaving length (ft) 2130 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Katella On to Ball Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2130 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.18 Weaving ratio, R 0.34 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6730 30 950 490 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1771 8 250 129 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7296 32 1030 531 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.47 0.20 Weaving and non-weaving speeds, Si 52.52 60.70 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.86 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 59.09 mph Weaving segment density, D 30.09 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10838 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1561 4000 a Average flow rate 1777 2350 b Volume ratio, VR 0.18 0.80 c Weaving ratio, R 0.34 N/A d Weaving length (ft) 2130 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Ball On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2490 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.37 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6750 30 1070 640 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1776 8 282 168 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7318 32 1160 693 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.46 0.22 Weaving and non-weaving speeds, Si 52.59 60.02 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.94 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.36 mph Weaving segment density, D 31.54 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11742 pc/h Capacity as a 15-minute flow rate, c 11400 pc/h Capacity as a full-hour volume, ch 10830 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1853 4000 a Average flow rate 1840 2350 b Volume ratio, VR 0.20 0.80 c Weaving ratio, R 0.37 N/A d Weaving length (ft) 2490 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: Ball On to Katella Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2490 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.16 Weaving ratio, R 0.42 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7010 30 770 550 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1845 8 203 145 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7600 32 834 596 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.42 0.17 Weaving and non-weaving speeds, Si 53.67 61.81 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.72 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.36 mph Weaving segment density, D 30.02 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11408 pc/h Capacity as a full-hour volume, ch 10838 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1430 4000 a Average flow rate 1812 2350 b Volume ratio, VR 0.16 0.80 c Weaving ratio, R 0.42 N/A d Weaving length (ft) 2490 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Lincoln On to SR91 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2250 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.34 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 2770 20 1050 400 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 729 5 276 105 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3003 21 1138 433 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.38 0.23 Weaving and non-weaving speeds, Si 54.79 59.85 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.69 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 58.02 mph Weaving segment density, D 15.84 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 10610 pc/h Capacity as a 15-minute flow rate, c 10301 pc/h Capacity as a full-hour volume, ch 9786 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1571 4000 a Average flow rate 919 2350 b Volume ratio, VR 0.34 0.80 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 2250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 NB Weaving Location: Lincoln On to SR91 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2250 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.24 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6870 30 1600 620 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1808 8 421 163 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7448 32 1734 672 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.55 0.31 Weaving and non-weaving speeds, Si 50.43 57.05 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.21 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.28 mph Weaving segment density, D 35.77 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11446 pc/h Capacity as a 15-minute flow rate, c 11113 pc/h Capacity as a full-hour volume, ch 10557 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2406 4000 a Average flow rate 1977 2350 b Volume ratio, VR 0.24 0.80 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 2250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: SR-91 to Lincoln Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1620 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.29 Weaving ratio, R 0.44 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4710 60 1090 860 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1239 16 287 226 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5106 65 1181 932 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.94 0.28 Weaving and non-weaving speeds, Si 33.69 57.93 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.94 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 47.93 mph Weaving segment density, D 30.39 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10426 pc/h Capacity as a 15-minute flow rate, c 10122 pc/h Capacity as a full-hour volume, ch 9616 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2113 2800 a Average flow rate 1456 2350 b Volume ratio, VR 0.29 0.20 c Weaving ratio, R 0.44 N/A d Weaving length (ft) 1620 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-57 SB Weaving Location: SR-91 to Lincoln Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1620 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.42 Weaving ratio, R 0.38 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3530 90 1630 980 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 929 24 429 258 v Trucks and buses 6 6 6 6 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.971 0.971 0.971 0.971 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3827 97 1767 1062 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.23 0.37 Weaving and non-weaving speeds, Si 32.05 55.07 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.44 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 42.33 mph Weaving segment density, D 31.90 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10426 pc/h Capacity as a 15-minute flow rate, c 10122 pc/h Capacity as a full-hour volume, ch 9616 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2829 2800 a Average flow rate 1350 2350 b Volume ratio, VR 0.42 0.20 c Weaving ratio, R 0.38 N/A d Weaving length (ft) 1620 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Harbor On to Euclid Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2260 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.30 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4930 20 880 380 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1297 5 232 100 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5319 21 949 409 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.39 0.17 Weaving and non-weaving speeds, Si 54.56 61.98 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.99 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.32 mph Weaving segment density, D 22.21 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11731 pc/h Capacity as a 15-minute flow rate, c 11445 pc/h Capacity as a full-hour volume, ch 10873 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1358 4000 a Average flow rate 1339 2350 b Volume ratio, VR 0.20 0.80 c Weaving ratio, R 0.30 N/A d Weaving length (ft) 2260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Harbor On to Euclid Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2260 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.20 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7600 30 1270 590 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 2000 8 334 155 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 8199 32 1370 636 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.52 0.25 Weaving and non-weaving speeds, Si 51.22 58.93 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.94 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 57.24 mph Weaving segment density, D 35.77 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11463 pc/h Capacity as a full-hour volume, ch 10890 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2006 4000 a Average flow rate 2047 2350 b Volume ratio, VR 0.20 0.80 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 2260 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Metropolitan On to Haster Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2390 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.17 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4860 20 630 360 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1279 5 166 95 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 5243 21 679 388 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.34 0.13 Weaving and non-weaving speeds, Si 55.97 63.59 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.82 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 62.17 mph Weaving segment density, D 20.37 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11463 pc/h Capacity as a full-hour volume, ch 10890 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1067 4000 a Average flow rate 1266 2350 b Volume ratio, VR 0.17 0.80 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 2390 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: Metropolitan On to Haster Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 2390 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.15 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 7280 20 850 470 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1916 5 224 124 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 7854 21 917 507 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.44 0.18 Weaving and non-weaving speeds, Si 53.32 61.65 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 0.70 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 60.21 mph Weaving segment density, D 30.89 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11750 pc/h Capacity as a 15-minute flow rate, c 11463 pc/h Capacity as a full-hour volume, ch 10890 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1424 4000 a Average flow rate 1859 2350 b Volume ratio, VR 0.15 0.80 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 2390 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 970 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.12 Weaving ratio, R 0.25 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4520 30 490 160 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1189 8 129 42 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4876 32 528 172 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.72 0.30 Weaving and non-weaving speeds, Si 46.97 57.40 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.04 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 55.85 mph Weaving segment density, D 20.08 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 10150 pc/h Capacity as a 15-minute flow rate, c 9902 pc/h Capacity as a full-hour volume, ch 9407 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 700 2800 a Average flow rate 1121 2350 b Volume ratio, VR 0.12 0.20 c Weaving ratio, R 0.25 N/A d Weaving length (ft) 970 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Fairview On to The City Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 970 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.13 Weaving ratio, R 0.24 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6010 40 690 220 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1582 11 182 58 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6484 43 744 237 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0035 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 0.97 0.44 Weaving and non-weaving speeds, Si 42.97 53.10 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.11 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 51.52 mph Weaving segment density, D 29.15 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10110 pc/h Capacity as a 15-minute flow rate, c 9863 pc/h Capacity as a full-hour volume, ch 9370 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 981 2800 a Average flow rate 1501 2350 b Volume ratio, VR 0.13 0.20 c Weaving ratio, R 0.24 N/A d Weaving length (ft) 970 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to Metropolitan Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1430 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.30 Weaving ratio, R 0.28 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3910 30 1230 490 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1029 8 324 129 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4218 32 1327 528 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.55 0.32 Weaving and non-weaving speeds, Si 50.51 56.75 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.75 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 54.70 mph Weaving segment density, D 22.32 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 11341 pc/h Capacity as a 15-minute flow rate, c 11064 pc/h Capacity as a full-hour volume, ch 10511 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1855 4000 a Average flow rate 1221 2350 b Volume ratio, VR 0.30 0.80 c Weaving ratio, R 0.28 N/A d Weaving length (ft) 1430 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to Metropolitan Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1430 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.24 Weaving ratio, R 0.36 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 6010 40 1210 670 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1582 11 318 176 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 6484 43 1305 722 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.62 0.32 Weaving and non-weaving speeds, Si 48.97 56.54 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.40 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 54.54 mph Weaving segment density, D 31.37 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 11459 pc/h Capacity as a 15-minute flow rate, c 11180 pc/h Capacity as a full-hour volume, ch 10621 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2027 4000 a Average flow rate 1710 2350 b Volume ratio, VR 0.24 0.80 c Weaving ratio, R 0.36 N/A d Weaving length (ft) 1430 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Bristol On to SR57 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 850 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.58 Weaving ratio, R 0.33 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1700 40 1640 800 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 447 11 432 211 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1834 43 1769 863 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0010 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 1.66 0.49 Weaving and non-weaving speeds, Si 35.70 51.96 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 3.98 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 41.05 mph Weaving segment density, D 21.97 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 6873 pc/h Capacity as a 15-minute flow rate, c 6705 pc/h Capacity as a full-hour volume, ch 6370 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2632 4000 a Average flow rate 901 2350 b Volume ratio, VR 0.58 0.80 c Weaving ratio, R 0.33 N/A d Weaving length (ft) 850 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Bristol On to SR57 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 850 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.60 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 2160 60 2290 1100 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 568 16 603 289 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 2330 64 2470 1186 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0010 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 2.09 0.71 Weaving and non-weaving speeds, Si 32.78 47.21 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 4.22 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 37.29 mph Weaving segment density, D 32.45 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 6631 pc/h Capacity as a 15-minute flow rate, c 6469 pc/h Capacity as a full-hour volume, ch 6146 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3656 4000 a Average flow rate 1210 2350 b Volume ratio, VR 0.60 0.80 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 850 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: SR57 to Town&Country Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1180 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.77 Weaving ratio, R 0.37 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V [PHONE REDACTED] 1190 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 229 26 524 313 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v [PHONE REDACTED] 1283 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0010 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 1.78 0.79 Weaving and non-weaving speeds, Si 34.79 45.70 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 4.74 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 36.85 mph Weaving segment density, D 24.29 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 5255 pc/h Capacity as a 15-minute flow rate, c 5127 pc/h Capacity as a full-hour volume, ch 4871 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3430 4000 a Average flow rate 895 2350 b Volume ratio, VR 0.77 0.80 c Weaving ratio, R 0.37 N/A d Weaving length (ft) 1180 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: SR57 to Town&Country Off Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1180 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.88 Weaving ratio, R 0.37 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V [PHONE REDACTED] 1650 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 126 39 737 434 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v [PHONE REDACTED] 1780 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.15 0.0010 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 2.34 1.39 Weaving and non-weaving speeds, Si 31.47 38.00 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 5.39 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 32.15 mph Weaving segment density, D 34.08 pc/mi/ln Level of service, LOS D Capacity of base condition, cb 5000 pc/h Capacity as a 15-minute flow rate, c 4878 pc/h Capacity as a full-hour volume, ch 4634 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 4801 4000 a Average flow rate 1095 2350 b Volume ratio, VR 0.88 0.80 c Weaving ratio, R 0.37 N/A d Weaving length (ft) 1180 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to SR57/I5 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1810 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.59 Weaving ratio, R 0.27 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 1810 40 1900 710 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 476 11 500 187 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 1952 43 2049 766 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.63 0.72 Weaving and non-weaving speeds, Si 48.64 47.02 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 3.28 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 47.96 mph Weaving segment density, D 20.06 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 6866 pc/h Capacity as a 15-minute flow rate, c 6699 pc/h Capacity as a full-hour volume, ch 6364 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2815 4000 a Average flow rate 962 2350 b Volume ratio, VR 0.59 0.80 c Weaving ratio, R 0.27 N/A d Weaving length (ft) 1810 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 WB Weaving Location: La Veta On to SR57/I5 Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1810 ft Terrain type Level Grade % Length mi Weaving type B Multilane or C-D Volume ratio, VR 0.52 Weaving ratio, R 0.32 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 3120 60 2340 1110 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 821 16 616 292 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3366 64 2524 1197 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.76 0.83 Weaving and non-weaving speeds, Si 46.17 45.05 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 3.00 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 45.63 mph Weaving segment density, D 31.35 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 7729 pc/h Capacity as a 15-minute flow rate, c 7540 pc/h Capacity as a full-hour volume, ch 7163 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 3721 4000 a Average flow rate 1430 2350 b Volume ratio, VR 0.52 0.80 c Weaving ratio, R 0.32 N/A d Weaving length (ft) 1810 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: AM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Town&Country On to Glassell Of Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1250 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.30 Weaving ratio, R 0.50 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 2970 30 650 640 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 782 8 171 168 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 3204 32 701 690 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 1.57 0.20 Weaving and non-weaving speeds, Si 36.43 61.01 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 1.81 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 50.72 mph Weaving segment density, D 18.25 pc/mi/ln Level of service, LOS B Capacity of base condition, cb 10010 pc/h Capacity as a 15-minute flow rate, c 9766 pc/h Capacity as a full-hour volume, ch 9278 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 1391 2800 a Average flow rate 925 2350 b Volume ratio, VR 0.30 0.20 c Weaving ratio, R 0.50 N/A d Weaving length (ft) 1250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- Analyst: PB Agency/Co.: Parsons Brinckerhoff Date Performed: 07/21/10 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: SR-22 EB Weaving Location: Town&Country On to Glassell Of Jurisdiction: Analysis Year: 2030 Description: PTMLUP - With Project Scenario With Mitigation Freeway free-flow speed, SFF 65 mph Weaving number of lanes, N 5 Weaving segment length, L 1250 ft Terrain type Level Grade % Length mi Weaving type A Multilane or C-D Volume ratio, VR 0.32 Weaving ratio, R 0.37 to pc/h Under Base Non-Weaving Weaving V V V V o1 o2 w1 w2 Volume, V 4240 70 1300 750 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 1116 18 342 197 v Trucks and buses 5 5 5 5 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fHV 0.976 0.976 0.976 0.976 Driver population adjustment, fP 1.00 1.00 1.00 1.00 Flow rate, v 4574 75 1402 809 pc/h and Non-Weaving Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.38 0.35 Weaving and non-weaving speeds, Si 31.27 55.79 Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) 2.00 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained _________Weaving Segment Speed, Density, Level of Service and Capacity_________ Weaving segment speed, S 44.53 mph Weaving segment density, D 30.81 pc/mi/ln Level of service, LOS C Capacity of base condition, cb 10010 pc/h Capacity as a 15-minute flow rate, c 9766 pc/h Capacity as a full-hour volume, ch 9278 pc/h on Weaving If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 2211 2800 a Average flow rate 1372 2350 b Volume ratio, VR 0.32 0.20 c Weaving ratio, R 0.37 N/A d Weaving length (ft) 1250 2500 e Notes: a. Weaving segments longer than 2500 ft. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type 4,000 (Type 3,500 (Type g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix M-1 Caltrans Ramp Termini Queuing Analysis Worksheets under Existing Conditions ---PAGE BREAK--- ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 9: I-5 NB Ramps & Harbor Boulevard Existing - AM Peak Hour Queues 7 - Report Page 2 Lane Group WBL WBR NBT SBL SBT Lane Group Flow (vph) 437 369 844 47 1939 v/c Ratio 0.65 0.79 0.28 0.28 0.43 Control Delay 12.2 18.5 8.5 33.1 4.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 12.2 18.5 8.5 33.1 4.5 Queue Length 50th (ft) 21 14 84 19 66 Queue Length 95th (ft) 57 #134 127 47 111 Internal Link Dist (ft) 422 17 580 Turn Bay Length (ft) 150 200 Base Capacity (vph) [PHONE REDACTED] 251 4464 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.56 0.72 0.28 0.19 0.43 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 10: I-5 SB Ramps & Harbor Boulevard Existing - AM Peak Hour Queues 7 - Report Page 3 Lane Group EBL EBR NBL NBT SBT Lane Group Flow (vph) 261 312 60 792 848 v/c Ratio 0.56 0.20 0.35 0.18 0.29 Control Delay 32.3 0.3 34.3 3.8 7.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 32.3 0.3 34.3 3.8 7.4 Queue Length 50th (ft) 55 0 25 26 57 Queue Length 95th (ft) 85 0 56 42 74 Internal Link Dist (ft) 365 636 27 Turn Bay Length (ft) 190 Base Capacity (vph) 873 1524 360 4366 2944 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.30 0.20 0.17 0.18 0.29 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 17: Disney Way & I-5 SB Ramps Existing - AM Peak Hour Queues 7 - Report Page 5 Lane Group EBT WBL WBT NBL NBR SBL SBT SBR Lane Group Flow (vph) 129 21 304 25 28 186 182 149 v/c Ratio 0.04 0.03 0.10 0.19 0.14 0.64 0.65 0.39 Control Delay 12.0 18.6 16.1 40.0 15.8 43.5 43.3 8.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.0 18.6 16.1 40.0 15.8 43.5 43.3 8.2 Queue Length 50th (ft) 13 9 45 13 0 104 103 0 Queue Length 95th (ft) 24 22 57 29 17 156 159 44 Internal Link Dist (ft) 778 526 386 Turn Bay Length (ft) 145 Base Capacity (vph) 2935 727 2975 209 294 396 380 466 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.04 0.03 0.10 0.12 0.10 0.47 0.48 0.32 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 26: Katella Avenue & Manchester Avenue Existing - AM Peak Hour Queues 7 - Report Page 10 Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 920 [PHONE REDACTED] 67 334 326 26 108 19 v/c Ratio 0.59 0.66 0.36 0.57 0.57 0.86 0.43 0.12 0.09 0.04 Control Delay 30.6 6.4 44.5 20.6 64.0 27.4 4.9 45.2 24.5 10.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.6 6.4 44.5 20.6 64.0 27.4 4.9 45.2 24.5 10.7 Queue Length 50th (ft) 179 0 39 212 44 4 0 8 25 0 Queue Length 95th (ft) 224 85 68 257 74 36 22 20 43 15 Internal Link Dist (ft) 645 727 541 959 Turn Bay Length (ft) 240 380 Base Capacity (vph) 1551 [PHONE REDACTED] 121 390 [PHONE REDACTED] 523 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.59 0.66 0.36 0.57 0.55 0.86 0.43 0.03 0.09 0.04 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 27: Katella Avenue & Anaheim Way Existing - AM Peak Hour Queues 7 - Report Page 11 Lane Group EBL EBT WBT WBR NBL NBT Lane Group Flow (vph) 41 1405 938 45 279 1014 v/c Ratio 0.21 0.68 0.44 0.09 0.46 0.42 Control Delay 43.3 23.2 9.3 1.3 20.4 17.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.3 23.2 9.3 1.3 20.4 17.5 Queue Length 50th (ft) 11 230 84 0 132 116 Queue Length 95th (ft) 28 282 104 m0 218 145 Internal Link Dist (ft) 108 976 845 Turn Bay Length (ft) 110 220 Base Capacity (vph) 195 2066 2128 [PHONE REDACTED] Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.21 0.68 0.44 0.09 0.46 0.42 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 37: Gene Autry Way & I-5 HOV Ramps Existing - AM Peak Hour Queues 7 - Report Page 13 Lane Group WBL WBR NBR SBL Lane Group Flow (vph) 29 13 20 81 v/c Ratio 0.02 0.02 0.01 0.05 Control Delay 5.0 4.0 0.0 4.9 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 5.0 4.0 0.0 4.9 Queue Length 50th (ft) 0 0 0 0 Queue Length 95th (ft) 4 4 0 10 Internal Link Dist (ft) 358 Turn Bay Length (ft) Base Capacity (vph) 1868 798 2688 2918 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.02 0.02 0.01 0.03 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 55: Anaheim Way & State College Boulevard Existing - AM Peak Hour Queues 7 - Report Page 15 Lane Group WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 90 187 278 8 589 17 1508 12 v/c Ratio 0.48 0.49 0.49 0.05 0.14 0.16 0.33 0.01 Control Delay 52.7 48.6 7.9 40.0 2.2 53.8 4.0 0.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 52.7 48.6 7.9 40.0 2.2 53.8 4.0 0.9 Queue Length 50th (ft) 67 69 0 3 6 12 30 0 Queue Length 95th (ft) 116 100 39 12 20 36 180 2 Internal Link Dist (ft) 432 25 513 Turn Bay Length (ft) 190 Base Capacity (vph) 359 739 [PHONE REDACTED] 167 4560 1130 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.25 0.25 0.33 0.04 0.14 0.10 0.33 0.01 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 56: I-5 SB Ramps & State College Boulevard Existing - AM Peak Hour Queues 7 - Report Page 16 Lane Group EBL EBT EBR NBT SBT Lane Group Flow (vph) 64 331 [PHONE REDACTED] v/c Ratio 0.15 0.75 0.55 0.18 0.40 Control Delay 29.3 47.5 35.1 14.5 8.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 29.3 47.5 35.1 14.5 8.8 Queue Length 50th (ft) 36 227 127 54 171 Queue Length 95th (ft) 64 292 156 73 86 Internal Link Dist (ft) 297 600 30 Turn Bay Length (ft) Base Capacity (vph) [PHONE REDACTED] 4315 3672 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.10 0.47 0.35 0.18 0.40 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 66: Ball Road & SR-57 NB Ramps Existing - AM Peak Hour Queues 7 - Report Page 22 Lane Group EBT WBT NBL NBR Lane Group Flow (vph) 1148 684 400 503 v/c Ratio 0.44 0.26 0.66 0.89 Control Delay 12.5 12.6 28.9 42.7 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 12.5 12.6 28.9 42.7 Queue Length 50th (ft) 111 74 184 243 Queue Length 95th (ft) m145 113 250 340 Internal Link Dist (ft) 328 112 507 Turn Bay Length (ft) Base Capacity (vph) 2622 2622 746 687 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.44 0.26 0.54 0.73 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 67: Ball Road & SR-57 SB Ramps Existing - AM Peak Hour Queues 7 - Report Page 23 Lane Group EBT WBT SBL SBR Lane Group Flow (vph) 1039 822 857 787 v/c Ratio 0.62 0.49 0.93 0.97 Control Delay 31.5 21.8 35.3 45.0 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 31.5 21.8 35.3 45.0 Queue Length 50th (ft) 160 109 394 400 Queue Length 95th (ft) m166 179 #679 #693 Internal Link Dist (ft) 144 389 451 Turn Bay Length (ft) Base Capacity (vph) 1683 1683 943 827 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.62 0.49 0.91 0.95 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 68: Katella Avenue & SR-57 NB Ramps Existing - AM Peak Hour Queues 7 - Report Page 24 Lane Group EBT WBT NBL NBR Lane Group Flow (vph) 886 984 547 255 v/c Ratio 0.22 0.29 0.66 0.66 Control Delay 8.9 6.8 18.4 20.5 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 8.9 6.8 18.4 20.5 Queue Length 50th (ft) 23 37 65 53 Queue Length 95th (ft) 71 70 88 102 Internal Link Dist (ft) 94 489 532 Turn Bay Length (ft) Base Capacity (vph) 4042 3433 1256 567 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.22 0.29 0.44 0.45 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 69: Katella Avenue & SR-57 SB Ramps Existing - AM Peak Hour Queues 7 - Report Page 25 Lane Group EBT WBT SBL SBR Lane Group Flow (vph) 823 964 616 289 v/c Ratio 0.31 0.37 0.71 0.72 Control Delay 7.5 8.6 19.5 23.1 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 7.5 8.6 19.5 23.1 Queue Length 50th (ft) 42 35 76 67 Queue Length 95th (ft) 79 116 102 120 Internal Link Dist (ft) 185 185 274 Turn Bay Length (ft) Base Capacity (vph) 2640 2640 1172 536 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.31 0.37 0.53 0.54 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 70: Orangewood Avenue & SR-57 NB Ramps Existing - AM Peak Hour Queues 7 - Report Page 26 Lane Group EBT WBT NBL NBR Lane Group Flow (vph) 1220 916 425 291 v/c Ratio 0.51 0.27 0.60 0.85 Control Delay 6.1 2.6 38.9 56.4 Queue Delay 0.2 0.0 0.0 0.0 Total Delay 6.2 2.6 38.9 56.4 Queue Length 50th (ft) 82 33 132 194 Queue Length 95th (ft) 186 35 159 270 Internal Link Dist (ft) 1 692 407 Turn Bay Length (ft) Base Capacity (vph) 2390 3433 1138 535 Starvation Cap Reductn 359 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.60 0.27 0.37 0.54 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 71: Orangewood Avenue & SR-57 SB Ramps Existing - AM Peak Hour Queues 7 - Report Page 27 Lane Group EBT EBR WBL WBT SBL SBT SBR Lane Group Flow (vph) 1245 41 183 556 269 257 251 v/c Ratio 0.74 0.06 0.65 0.23 0.83 0.68 0.51 Control Delay 4.8 0.1 54.0 4.1 66.3 33.4 8.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.8 0.1 54.0 4.1 66.3 33.4 8.4 Queue Length 50th (ft) 46 0 138 53 209 114 0 Queue Length 95th (ft) m50 m0 213 67 303 208 71 Internal Link Dist (ft) 718 236 426 Turn Bay Length (ft) 200 270 Base Capacity (vph) 1681 [PHONE REDACTED] 391 431 540 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.74 0.06 0.65 0.23 0.69 0.60 0.46 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 95: Chapman Avenue & Frontage Road Existing - AM Peak Hour Queues 7 - Report Page 32 Lane Group EBT EBR WBL WBT NBL NBR SBL Lane Group Flow (vph) 1350 466 102 882 634 36 224 v/c Ratio 0.44 0.53 0.42 0.27 0.79 0.09 0.28 Control Delay 26.4 17.7 53.9 8.1 46.7 9.8 32.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 26.4 17.7 53.9 8.1 46.7 9.8 32.4 Queue Length 50th (ft) 280 219 36 83 218 0 47 Queue Length 95th (ft) m292 m325 64 124 262 24 13 Internal Link Dist (ft) 595 661 Turn Bay Length (ft) 320 350 Base Capacity (vph) 3094 [PHONE REDACTED] 991 482 991 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.44 0.53 0.40 0.27 0.64 0.07 0.23 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 97: SR-22 EB Ramps & The City Drive Existing - AM Peak Hour Queues 7 - Report Page 34 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 226 225 87 14 7 227 514 78 779 v/c Ratio 0.74 0.77 0.25 0.12 0.06 0.90 0.18 0.56 0.46 Control Delay 56.4 58.5 8.9 49.8 27.8 69.9 6.3 61.5 17.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 56.4 58.5 8.9 49.8 27.8 69.9 6.3 61.5 17.9 Queue Length 50th (ft) 161 167 0 10 0 168 18 55 114 Queue Length 95th (ft) 227 237 41 18 7 m#299 58 106 326 Internal Link Dist (ft) 286 51 1623 123 Turn Bay Length (ft) 130 170 180 Base Capacity (vph) 419 403 439 302 [PHONE REDACTED] 153 1700 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.54 0.56 0.20 0.05 0.03 0.86 0.18 0.51 0.46 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 98: Metropolitan Drive & SR-22 WB Ramps Existing - AM Peak Hour Queues 7 - Report Page 35 Lane Group EBT EBR2 WBL WBT NBL NBR Lane Group Flow (vph) 177 26 186 49 193 672 v/c Ratio 0.08 0.02 0.58 0.02 0.57 0.76 Control Delay 7.1 3.1 52.1 1.3 53.4 9.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.1 3.1 52.1 1.3 53.4 9.9 Queue Length 50th (ft) 20 0 68 1 68 0 Queue Length 95th (ft) 40 11 90 3 101 56 Internal Link Dist (ft) 356 533 403 Turn Bay Length (ft) 300 Base Capacity (vph) 2320 1047 591 2789 1498 1586 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.08 0.02 0.31 0.02 0.13 0.42 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 99: Chapman Avenue & SR-57 NB Ramps Existing - AM Peak Hour Queues 7 - Report Page 36 Lane Group EBT WBT NBL NBR Lane Group Flow (vph) 1070 1125 48 123 v/c Ratio 0.79 0.58 0.06 0.15 Control Delay 17.2 23.5 14.8 3.5 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 17.2 23.5 14.8 3.5 Queue Length 50th (ft) 106 218 15 0 Queue Length 95th (ft) 106 253 38 30 Internal Link Dist (ft) 139 584 Turn Bay Length (ft) Base Capacity (vph) 1720 2081 872 840 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.62 0.54 0.06 0.15 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 100: Chapman Avenue & SR-57 SB Ramps Existing - AM Peak Hour Queues 7 - Report Page 37 Lane Group EBL EBT WBL WBT NBT NBR SBT SBR Lane Group Flow (vph) 3 1306 92 673 32 23 380 429 v/c Ratio 0.04 0.75 0.65 0.44 0.25 0.17 0.68 0.61 Control Delay 46.3 31.6 63.8 41.7 48.7 20.2 36.5 12.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.3 31.6 63.8 41.7 48.7 20.2 36.5 12.7 Queue Length 50th (ft) 2 271 63 200 20 0 208 60 Queue Length 95th (ft) 11 333 116 298 38 15 284 133 Internal Link Dist (ft) 297 173 232 220 Turn Bay Length (ft) 140 120 100 Base Capacity (vph) 85 1744 170 1523 129 136 560 698 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.04 0.75 0.54 0.44 0.25 0.17 0.68 0.61 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 9: I-5 NB Ramps & Harbor Boulevard Existing - PM Peak Hour Queues 7 - Report Page 2 Lane Group WBL WBR NBT SBL SBT Lane Group Flow (vph) [PHONE REDACTED] 55 1522 v/c Ratio 0.86dr 0.90 0.36 0.31 0.36 Control Delay 15.9 31.7 9.6 33.5 5.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 15.9 31.7 9.6 33.5 5.5 Queue Length 50th (ft) 44 56 115 23 77 Queue Length 95th (ft) 90 #231 159 53 96 Internal Link Dist (ft) 422 17 580 Turn Bay Length (ft) 150 200 Base Capacity (vph) [PHONE REDACTED] 251 4177 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.62 0.83 0.36 0.22 0.36 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. dr Defacto Right Lane. Recode with 1 though lane as a right lane. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 10: I-5 SB Ramps & Harbor Boulevard Existing - PM Peak Hour Queues 7 - Report Page 3 Lane Group EBL EBR NBL NBT SBT Lane Group Flow (vph) 264 411 83 1266 891 v/c Ratio 0.56 0.27 0.43 0.29 0.32 Control Delay 32.3 0.4 35.1 4.2 8.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 32.3 0.4 35.1 4.2 8.0 Queue Length 50th (ft) 55 0 34 46 54 Queue Length 95th (ft) 85 0 70 71 73 Internal Link Dist (ft) 365 636 27 Turn Bay Length (ft) 190 Base Capacity (vph) 873 1524 360 4360 2742 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.30 0.27 0.23 0.29 0.32 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 17: Disney Way & I-5 SB Ramps Existing - PM Peak Hour Queues 7 - Report Page 5 Lane Group EBT WBL WBT NBL NBR SBL SBT SBR Lane Group Flow (vph) 320 39 442 21 50 192 192 121 v/c Ratio 0.10 0.06 0.14 0.22 0.29 0.71 0.74 0.35 Control Delay 9.3 4.1 3.8 56.9 18.4 61.2 63.0 9.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 9.3 4.1 3.8 56.9 18.4 61.2 63.0 9.9 Queue Length 50th (ft) 34 4 17 16 0 148 153 0 Queue Length 95th (ft) 54 9 22 34 23 213 223 47 Internal Link Dist (ft) 778 526 386 Turn Bay Length (ft) 145 Base Capacity (vph) 3158 639 3173 393 566 351 337 408 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.10 0.06 0.14 0.05 0.09 0.55 0.57 0.30 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 26: Katella Avenue & Manchester Avenue Existing - PM Peak Hour Queues 7 - Report Page 10 Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 1034 [PHONE REDACTED] 46 110 109 30 64 2 v/c Ratio 0.36 0.51 0.75 0.47 0.37 0.59 0.45 0.16 0.29 0.02 Control Delay 4.0 3.9 59.7 6.8 60.9 23.9 15.6 39.7 32.9 15.5 Queue Delay 0.0 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.0 4.4 59.7 6.8 60.9 23.9 15.6 39.7 32.9 15.5 Queue Length 50th (ft) 30 230 133 184 35 4 0 12 24 1 Queue Length 95th (ft) 45 381 176 236 62 37 31 m22 m41 m2 Internal Link Dist (ft) 645 727 541 959 Turn Bay Length (ft) 240 380 Base Capacity (vph) 2838 1125 553 3691 131 188 254 826 937 421 Starvation Cap Reductn 0 224 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.36 0.64 0.62 0.47 0.35 0.59 0.43 0.04 0.07 0.00 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 27: Katella Avenue & Anaheim Way Existing - PM Peak Hour Queues 7 - Report Page 11 Lane Group EBL EBT WBT WBR NBL NBT Lane Group Flow (vph) 41 1211 1501 98 398 1658 v/c Ratio 0.21 0.59 0.71 0.20 0.65 0.65 Control Delay 43.3 21.4 17.2 2.1 25.6 20.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.3 21.4 17.2 2.1 25.6 20.9 Queue Length 50th (ft) 11 188 245 8 211 218 Queue Length 95th (ft) 28 233 205 m4 339 260 Internal Link Dist (ft) 108 976 845 Turn Bay Length (ft) 110 220 Base Capacity (vph) 195 2066 2128 [PHONE REDACTED] Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.21 0.59 0.71 0.20 0.65 0.65 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 37: Gene Autry Way & I-5 HOV Ramps Existing - PM Peak Hour Queues 7 - Report Page 13 Lane Group WBL WBR NBR SBL Lane Group Flow (vph) 51 30 36 28 v/c Ratio 0.03 0.04 0.02 0.02 Control Delay 4.6 4.0 0.0 6.7 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 4.6 4.0 0.0 6.7 Queue Length 50th (ft) 0 0 0 1 Queue Length 95th (ft) 5 6 0 5 Internal Link Dist (ft) 358 Turn Bay Length (ft) Base Capacity (vph) 1676 756 2639 2728 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.03 0.04 0.01 0.01 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 55: Anaheim Way & State College Boulevard Existing - PM Peak Hour Queues 7 - Report Page 15 Lane Group WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 91 189 155 83 844 24 1144 39 v/c Ratio 0.51 0.51 0.35 0.34 0.20 0.22 0.28 0.04 Control Delay 54.5 49.8 8.7 51.4 2.1 68.3 4.4 0.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 54.5 49.8 8.7 51.4 2.1 68.3 4.4 0.3 Queue Length 50th (ft) 68 70 0 29 25 17 31 0 Queue Length 95th (ft) 118 102 31 55 32 46 49 1 Internal Link Dist (ft) 432 25 513 Turn Bay Length (ft) 190 Base Capacity (vph) 373 771 [PHONE REDACTED] 198 4086 1023 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.24 0.25 0.20 0.19 0.20 0.12 0.28 0.04 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 56: I-5 SB Ramps & State College Boulevard Existing - PM Peak Hour Queues 7 - Report Page 16 Lane Group EBL EBT EBR NBT SBT Lane Group Flow (vph) 144 [PHONE REDACTED] 966 v/c Ratio 0.51 0.66 0.63 0.24 0.23 Control Delay 46.4 52.3 32.1 0.5 5.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 46.4 52.3 32.1 0.5 5.3 Queue Length 50th (ft) 98 136 88 1 50 Queue Length 95th (ft) 150 197 128 5 59 Internal Link Dist (ft) 297 600 30 Turn Bay Length (ft) Base Capacity (vph) [PHONE REDACTED] 4928 4201 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.23 0.29 0.31 0.24 0.23 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 66: Ball Road & SR-57 NB Ramps Existing - PM Peak Hour Queues 7 - Report Page 22 Lane Group EBT WBT NBL NBR Lane Group Flow (vph) 932 1263 530 184 v/c Ratio 0.34 0.46 0.93 0.32 Control Delay 18.1 13.0 53.0 10.7 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 18.1 13.0 53.0 10.7 Queue Length 50th (ft) 134 156 276 29 Queue Length 95th (ft) 151 192 #462 77 Internal Link Dist (ft) 328 112 507 Turn Bay Length (ft) Base Capacity (vph) 2729 2729 613 618 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.34 0.46 0.86 0.30 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 67: Ball Road & SR-57 SB Ramps Existing - PM Peak Hour Queues 7 - Report Page 23 Lane Group EBT WBT SBL SBR Lane Group Flow (vph) 1167 1345 518 480 v/c Ratio 0.45 0.51 0.86 0.90 Control Delay 7.6 10.0 39.5 46.4 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 7.6 10.0 39.5 46.4 Queue Length 50th (ft) 71 112 249 248 Queue Length 95th (ft) m77 159 360 #405 Internal Link Dist (ft) 144 389 451 Turn Bay Length (ft) Base Capacity (vph) 2617 2617 698 615 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.45 0.51 0.74 0.78 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 68: Katella Avenue & SR-57 NB Ramps Existing - PM Peak Hour Queues 7 - Report Page 24 Lane Group EBT WBT NBL NBR Lane Group Flow (vph) 873 1510 416 192 v/c Ratio 0.20 0.41 0.62 0.59 Control Delay 4.0 5.5 18.8 19.1 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 4.0 5.5 18.8 19.1 Queue Length 50th (ft) 11 55 47 36 Queue Length 95th (ft) 16 59 72 80 Internal Link Dist (ft) 94 489 532 Turn Bay Length (ft) Base Capacity (vph) 4384 3724 1246 569 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.20 0.41 0.33 0.34 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 69: Katella Avenue & SR-57 SB Ramps Existing - PM Peak Hour Queues 7 - Report Page 25 Lane Group EBT WBT SBL SBR Lane Group Flow (vph) 1099 1017 478 242 v/c Ratio 0.39 0.36 0.63 0.68 Control Delay 7.2 3.5 18.8 23.4 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 7.2 3.5 18.8 23.4 Queue Length 50th (ft) 53 20 58 57 Queue Length 95th (ft) 105 27 80 104 Internal Link Dist (ft) 185 185 274 Turn Bay Length (ft) Base Capacity (vph) 2797 2797 1160 530 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.39 0.36 0.41 0.46 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 70: Orangewood Avenue & SR-57 NB Ramps Existing - PM Peak Hour Queues 7 - Report Page 26 Lane Group EBT WBT NBL NBR Lane Group Flow (vph) 782 1870 194 120 v/c Ratio 0.28 0.47 0.54 0.55 Control Delay 5.3 4.9 21.9 17.2 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 5.3 4.9 21.9 17.2 Queue Length 50th (ft) 97 160 20 0 Queue Length 95th (ft) m131 227 49 51 Internal Link Dist (ft) 1 692 407 Turn Bay Length (ft) Base Capacity (vph) 2758 3962 683 359 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.28 0.47 0.28 0.33 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 71: Orangewood Avenue & SR-57 SB Ramps Existing - PM Peak Hour Queues 7 - Report Page 27 Lane Group EBT EBR WBL WBT SBL SBT SBR Lane Group Flow (vph) 844 113 511 990 242 281 276 v/c Ratio 0.84 0.22 0.83 0.40 0.88 0.73 0.70 Control Delay 38.2 6.0 38.9 7.4 68.5 26.0 23.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 38.2 6.0 38.9 7.4 68.5 26.0 23.9 Queue Length 50th (ft) 246 0 218 93 142 59 53 Queue Length 95th (ft) #354 41 #408 197 #276 #181 #148 Internal Link Dist (ft) 718 236 426 Turn Bay Length (ft) 200 270 Base Capacity (vph) 1008 [PHONE REDACTED] 288 394 402 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.84 0.22 0.83 0.40 0.84 0.71 0.69 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 95: Chapman Avenue & Frontage Road Existing - PM Peak Hour Queues 7 - Report Page 32 Lane Group EBT EBR WBL WBT NBL NBR SBL SBR Lane Group Flow (vph) 1478 [PHONE REDACTED] 688 76 161 3 v/c Ratio 0.49 0.57 0.47 0.33 0.81 0.17 0.19 0.01 Control Delay 29.6 17.3 54.7 9.3 46.0 7.4 31.9 9.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.6 17.3 54.7 9.3 46.0 7.4 31.9 9.7 Queue Length 50th (ft) 262 201 42 110 233 0 32 1 Queue Length 95th (ft) 291 m346 73 155 283 34 31 m1 Internal Link Dist (ft) 595 661 Turn Bay Length (ft) 320 350 Base Capacity (vph) 2989 [PHONE REDACTED] 1021 524 1021 473 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.49 0.57 0.45 0.33 0.67 0.15 0.16 0.01 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 97: SR-22 EB Ramps & The City Drive Existing - PM Peak Hour Queues 7 - Report Page 34 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 204 199 154 118 82 225 630 12 763 v/c Ratio 0.73 0.74 0.41 0.54 0.32 0.86 0.23 0.14 0.57 Control Delay 58.1 58.4 9.0 53.8 12.4 58.0 8.8 58.9 26.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.1 58.4 9.0 53.8 12.4 58.0 8.8 58.9 26.1 Queue Length 50th (ft) 146 146 0 80 0 154 42 9 183 Queue Length 95th (ft) 210 215 53 79 7 #286 103 m26 250 Internal Link Dist (ft) 286 51 1623 123 Turn Bay Length (ft) 130 170 180 Base Capacity (vph) 416 399 487 303 [PHONE REDACTED] 94 1337 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.49 0.50 0.32 0.39 0.25 0.86 0.23 0.13 0.57 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 98: Metropolitan Drive & SR-22 WB Ramps Existing - PM Peak Hour Queues 7 - Report Page 35 Lane Group EBT EBR2 WBL WBT NBL NBR Lane Group Flow (vph) 189 127 702 111 405 309 v/c Ratio 0.17 0.22 0.53 0.04 0.75 0.44 Control Delay 28.8 6.4 20.7 3.1 53.0 6.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 28.8 6.4 20.7 3.1 53.0 6.4 Queue Length 50th (ft) 50 0 140 6 142 0 Queue Length 95th (ft) 84 45 164 14 185 39 Internal Link Dist (ft) 356 533 403 Turn Bay Length (ft) 300 Base Capacity (vph) 1083 571 1319 2583 861 928 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.17 0.22 0.53 0.04 0.47 0.33 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 99: Chapman Avenue & SR-57 NB Ramps Existing - PM Peak Hour Queues 7 - Report Page 36 Lane Group EBT WBT NBL NBR Lane Group Flow (vph) 925 1546 33 172 v/c Ratio 0.69 0.80 0.04 0.20 Control Delay 17.7 23.5 13.8 3.0 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 17.7 23.5 13.8 3.0 Queue Length 50th (ft) 266 328 10 0 Queue Length 95th (ft) 98 315 28 33 Internal Link Dist (ft) 139 584 Turn Bay Length (ft) Base Capacity (vph) 1788 2104 880 871 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.52 0.73 0.04 0.20 Intersection Summary ---PAGE BREAK--- Platinum Triangle Master Land Use Plan Traffic Study 100: Chapman Avenue & SR-57 SB Ramps Existing - PM Peak Hour Queues 7 - Report Page 37 Lane Group EBL EBT WBL WBT NBT NBR SBT SBR Lane Group Flow (vph) 1 1120 25 1132 248 154 200 329 v/c Ratio 0.01 0.50 0.27 0.70 0.78 0.39 0.63 0.77 Control Delay 46.0 21.0 48.5 36.5 56.8 11.4 47.6 30.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.0 21.0 48.5 36.5 56.8 11.4 47.6 30.7 Queue Length 50th (ft) 1 164 18 270 152 9 119 91 Queue Length 95th (ft) 6 246 m26 393 174 29 180 170 Internal Link Dist (ft) 297 173 232 220 Turn Bay Length (ft) 140 120 100 Base Capacity (vph) 85 2222 102 1625 319 394 317 428 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.01 0.50 0.25 0.70 0.78 0.39 0.63 0.77 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix M-2 Caltrans Ramp Termini Queuing Analysis Worksheets under 2030 No Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VW f-R kB oamps C earbor Boulevard 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge 2 i~ne droup tBi tBo kBq pBi pBq i~ne droup clow EvphF QRU PUQ VTV VR P2SP vLc o~tio M.SQ M.US M.PQ M.RM M.TN Control ael~y 22.R PP.T P.M PP.U N.U nueue ael~y M.M M.M M.M M.M M.2 qot~l ael~y 22.R PP.T P.M PP.U 2.M nueue iength RMth EftF T2 NMT 2N SR SP nueue iength VRth EftF NMV 2NU NMU mRN mNN2 fntern~l iink aist EftF QNU NT RUM qurn B~y iength EftF NRM 2MM B~se C~p~city EvphF NM2V RTQ 2V22 NUV QSMT pt~rv~tion C~p oeductn M M M M PVR ppillb~ck C~p oeductn M M M M M ptor~ge C~p oeductn M M M M M oeduced vLc o~tio M.QR M.ST M.PQ M.RM M.TT fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMW f-R pB oamps C earbor Boulevard 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge P i~ne droup bBi bBo kBi kBq pBq i~ne droup clow EvphF PSU PPT TQ USP 2MP2 vLc o~tio M.TP M.22 M.QV M.NU M.SQ Control ael~y RS.V M.P TT.N N.R NR.S nueue ael~y M.M M.M M.M M.M M.N qot~l ael~y RS.V M.P TT.N N.R NR.S nueue iength RMth EftF NQN M SN Q 2TP nueue iength VRth EftF NUT M NNP NN 2SV fntern~l iink aist EftF PSP SPS 2T qurn B~y iength EftF NVM B~se C~p~city EvphF SNV NR2Q NST QSUN PNVP pt~rv~tion C~p oeductn M M M M 2MS ppillb~ck C~p oeductn M M M M M ptor~ge C~p oeductn M M M M M oeduced vLc o~tio M.RV M.22 M.QQ M.NU M.SU fntersection pumm~ry ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NTW aisney tay C f-R pB oamps 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge R i~ne droup bBq tBi tBq kBi kBo pBi pBq pBo i~ne droup clow EvphF U22 NQT UTQ 2N Q2 2TV 2TQ NQ2 vLc o~tio M.2V M.QT M.PN M.2V M.22 M.TV M.UN M.PP Control ael~y NQ.M NQ.S T.T RV.Q NS.T SM.R S2.R U.M nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y NQ.M NQ.S T.T RV.Q NS.T SM.R S2.R U.M nueue iength RMth EftF US PP TN NS M 2N2 2NT M nueue iength VRth EftF NNN mQT UV QN PQ PNN P2N RP fntern~l iink aist EftF TTU R2S PUS qurn B~y iength EftF NQR B~se C~p~city EvphF 2UPS PNS 2UQM VQ 2QM QMV PV2 QT2 pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.2V M.QT M.PN M.22 M.NT M.SU M.TM M.PM fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OSW hatella Avenue C Manchester Avenue 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge NN i~ne droup bBq bBo tBi tBq kBi kBq kBo pBi pBq pBo i~ne droup clow EvphF NPPT NPNS QQ2 2MMM N2P PPQ PPP PMR S2N 2N vLc o~tio M.T2 M.VT N.MV M.TS M.TM M.TS M.TU M.QS M.UM M.MS Control ael~y NM.R NP.V NMV.V NU.Q TN.V NU.V 2R.U 22.2 PS.M T.2 nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y NM.R NP.V NMV.V NU.Q TN.V NU.V 2R.U 22.2 PS.M T.2 nueue iength RMth EftF VV 2VV ~NVU 2TS VS NM R2 VQ NRS 2 nueue iength VRth EftF mUR mRM #PMN QSQ #NTQ N2P #NVU mNNV 2NM mQ fntern~l iink aist EftF SQR T2T RQN VRV qurn B~y iength EftF P2M 2QM PUM B~se C~p~city EvphF NUSQ NPRN QMT 2SPU NVV QPT Q2S U2S VMU Q22 pt~rv~tion C~p oeductn M M M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M M M ptor~ge C~p oeductn M M M M M M M M M M oeduced vLc o~tio M.T2 M.VT N.MV M.TS M.S2 M.TS M.TU M.PT M.SU M.MR fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OTW hatella Avenue C Anaheim tay 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge N2 i~ne droup bBi bBq tBq tBo kBi kBq i~ne droup clow EvphF Q2 22SP NVQ2 PPN PSU N2VR vLc o~tio M.2V M.UQ M.SU M.QS M.TP M.VRdr Control ael~y QQ.R NN.S U.V 2.M Q2.T PR.R nueue ael~y M.M M.M M.M M.M M.M M.M qot~l ael~y QQ.R NN.S U.V 2.M Q2.T PR.R nueue iength RMth EftF NR 2Q2 VN M PMN 2SN nueue iength VRth EftF m2Q 2SU NNM 2 QRN PMS fntern~l iink aist EftF NMU VTS UQR qurn B~y iength EftF NNM 22M B~se C~p~city EvphF NQS 2SVN 2UQV TNU RMS NUVR pt~rv~tion C~p oeductn M M M M M M ppillb~ck C~p oeductn M M M M M M ptor~ge C~p oeductn M M M M M M oeduced vLc o~tio M.2V M.UQ M.SU M.QS M.TP M.SU fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. dr aef~cto oight i~ne. oecode with N though l~ne ~s ~ right l~ne. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy PTW dene Autry tay C f-R els oamps 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge NR i~ne droup bBi bBq tBi tBq kBi kBo pBi pBo i~ne droup clow EvphF P2 STP UQ STP 2N P2 S2N P2 vLc o~tio M.2U M.2Q M.QU M.22 M.MR M.NM M.TU M.2R Control ael~y QS.R 2U.P SM.U T.Q PP.M NS.Q RM.S 2Q.S nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y QS.R 2U.P SM.U T.Q PP.M NS.Q RM.S 2Q.S nueue iength RMth EftF 2S N2T QU NN2 NP M 2PR 2 nueue iength VRth EftF mP2 mNPV TN NVS P2 NT 2TU PQ fntern~l iink aist EftF UQV TVT qurn B~y iength EftF 2MM 2MM 2MM 2MM B~se C~p~city EvphF NRM 2UPT PMN PMMR TNQ RMM NPQ2 NSN pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.2N M.2Q M.2U M.22 M.MP M.MS M.QS M.2M fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RRW Anaheim tay C ptate College Boulevard 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge NT i~ne droup tBi tBq tBo kBi kBq pBi pBq pBo i~ne droup clow EvphF 222 QS2 RMR RTV NMVR P2 2R2S Q2 vLc o~tio M.UM M.UN M.SU M.UU M.2T M.PR M.UT M.MS Control ael~y SV.U RV.P 2M.T QQ.U P.R SM.P NM.V M.U nueue ael~y M.M M.M M.M M.M M.M M.M M.2 M.M qot~l ael~y SV.U RV.P 2M.T QQ.U P.R SM.P NN.2 M.U nueue iength RMth EftF NU2 NVM SV 2Q2 PN 2R N2S M nueue iength VRth EftF #P2M #2ST NPT #PNU QR mPN NQM mM fntern~l iink aist EftF QP2 2R RNP qurn B~y iength EftF NVM 2MM B~se C~p~city EvphF 2UM RUN TRP SUR QMNP VQ 2UVP TPM pt~rv~tion C~p oeductn M M M M M M RQ M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.TV M.UM M.ST M.UR M.2T M.PQ M.UV M.MS fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RSW f-R pB oamps C ptate College Boulevard 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge NU i~ne droup bBi bBq bBo kBq pBq i~ne droup clow EvphF ST VSR QMM NQSQ 2RTV vLc o~tio M.MV N.NU M.PN M.R2 N.MU Control ael~y NT.R N2Q.U 2M.M NS.S RT.P nueue ael~y M.M M.M M.M M.M P.V qot~l ael~y NT.R N2Q.U 2M.M NS.S SN.2 nueue iength RMth EftF 2U ~VQR NMR NNN ~SPN nueue iength VRth EftF RS #N2MV NQQ N2U #TMP fntern~l iink aist EftF 2VT SMM PM qurn B~y iength EftF B~se C~p~city EvphF TTR UNS N2UR 2UNN 2PUV pt~rv~tion C~p oeductn M M M M M ppillb~ck C~p oeductn M M NV M 2M ptor~ge C~p oeductn M M M M M oeduced vLc o~tio M.MV N.NU M.P2 M.R2 N.MV fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SSW Ball ooad C po-RT kB oamps 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge 2Q i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF 2PTV NNPT SR2 PMS vLc o~tio M.TQ M.PS M.TS M.U2 Control ael~y U.N V.M QR.V RU.M nueue ael~y M.M M.M M.M M.M qot~l ael~y U.N V.M QR.V RU.M nueue iength RMth EftF 2NQ N2R 2PT 2QM nueue iength VRth EftF 2RS N2T 2UM PPT fntern~l iink aist EftF P2U NN2 RMT qurn B~y iength EftF B~se C~p~city EvphF PNVQ PNVQ NMRM QRU pt~rv~tion C~p oeductn M M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.TQ M.PS M.S2 M.ST fntersection pumm~ry ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy STW Ball ooad C po-RT pB oamps 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge 2R i~ne droup bBq tBq pBi pBo i~ne droup clow EvphF NTUV N2MM TUV NMTQ vLc o~tio M.UT M.RV M.V2 M.TU Control ael~y NR.2 2T.U QP.R 2U.M nueue ael~y M.M M.M M.M M.M qot~l ael~y NR.2 2T.U QP.R 2U.M nueue iength RMth EftF NVM 2Q2 R2N PQU nueue iength VRth EftF mNVP 2VP #TVN QQQ fntern~l iink aist EftF NQQ PUV QRN qurn B~y iength EftF B~se C~p~city EvphF 2MQU 2MQU UVQ NQ2P pt~rv~tion C~p oeductn M M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.UT M.RV M.UU M.TR fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SUW hatella Avenue C po-RT kB oamps 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge 2S i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF NVQT NQVR SVQ P2T vLc o~tio M.QQ M.PV M.TP M.TU Control ael~y N2.T P.T QN.2 QV.V nueue ael~y M.M M.M M.M M.M qot~l ael~y N2.T P.T QN.2 QV.V nueue iength RMth EftF NMP PS 2QS 2RN nueue iength VRth EftF 2PV QU 2SV P2Q fntern~l iink aist EftF VQ QUV RP2 qurn B~y iength EftF B~se C~p~city EvphF QQSN PTUV NQQT SPT pt~rv~tion C~p oeductn M M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.QQ M.PV M.QU M.RN fntersection pumm~ry ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SVW hatella Avenue C po-RT pB oamps 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge 2T i~ne droup bBq tBq pBi pBo i~ne droup clow EvphF 2MMM NPQT PSU TMR vLc o~tio M.SR M.QQ M.TP M.UP Control ael~y 2U.U S.V QR.V QP.R nueue ael~y M.T M.M M.M M.M qot~l ael~y 2V.R S.V QR.V QP.R nueue iength RMth EftF RNV NMQ 2RQ 2SM nueue iength VRth EftF RUU NMV PP2 PNM fntern~l iink aist EftF NUR NUR 2TQ qurn B~y iength EftF B~se C~p~city EvphF PMSV PMSV S2Q NMPN pt~rv~tion C~p oeductn SPS M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.U2 M.QQ M.RV M.SU fntersection pumm~ry ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TMW lrangewood Avenue C po-RT kB oamps 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge 2U i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF NVNS NQVR QQP PMR vLc o~tio M.UQ M.QS M.RV M.UU Control ael~y R.P S.R PU.S SQ.S nueue ael~y N.M M.M M.M M.M qot~l ael~y S.P S.R PU.S SQ.S nueue iength RMth EftF NUS NQN NP2 2MU nueue iength VRth EftF mNVU mNRS NUQ #PSR fntern~l iink aist EftF N SV2 QMT qurn B~y iength EftF B~se C~p~city EvphF 22UQ P2U2 U2P PTV pt~rv~tion C~p oeductn NS2 M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.VM M.QS M.RQ M.UM fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TNW lrangewood Avenue C po-RT pB oamps 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge 2V i~ne droup bBq bBo tBi tBq pBi pBq pBo i~ne droup clow EvphF NSVR SP NTV NNSU PNV PMT 2VM vLc o~tio M.VQ M.MU M.UQ M.QV M.V2 M.UT M.T2 Control ael~y NV.Q M.S TM.Q P.P TR.P SN.N PQ.V nueue ael~y M.S M.M M.M M.M M.M M.M M.M qot~l ael~y 2M.N M.S TM.Q P.P TR.P SN.N PQ.V nueue iength RMth EftF 2NR M NP2 SN 2P2 NVT N2M nueue iength VRth EftF #TTT mQ #2RQ TN #QMR #PTM 22S fntern~l iink aist EftF TNU 2PS Q2S qurn B~y iength EftF 2MM 2TM B~se C~p~city EvphF NUNN UPN 2NQ 2PSU PRP PRT QMT pt~rv~tion C~p oeductn M M M TN M M M ppillb~ck C~p oeductn 2M M M M M M M ptor~ge C~p oeductn M M M M M M M oeduced vLc o~tio M.VR M.MU M.UQ M.RN M.VM M.US M.TN fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VRW Chapman Avenue C crontage ooad 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge PQ i~ne droup bBq bBo tBi tBq kBi kBo pBi pBo i~ne droup clow EvphF NQUV R2N NMR N2MM SUQ 2P2 NNNS NN vLc o~tio M.SP M.SQ M.QS M.QT M.RP M.P2 M.US M.M2 Control ael~y NS.P V.P SM.T NV.P 2V.2 S.2 PQ.T NP.T nueue ael~y M.M M.P M.M M.M M.M M.M M.M M.M qot~l ael~y NS.P V.S SM.T NV.P 2V.2 S.2 PQ.T NP.T nueue iength RMth EftF PNN PMP QM 2MV 2MQ NU 2RR 2 nueue iength VRth EftF mPQP mPRP TN 2SU 2QR SS mNVR m2 fntern~l iink aist EftF RVR SSN qurn B~y iength EftF P2M PRM 2MM B~se C~p~city EvphF 2PSP UNT 2PP 2RTN NQPN TTM NQPN SST pt~rv~tion C~p oeductn M QP M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.SP M.ST M.QR M.QT M.QU M.PM M.TU M.M2 fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VTW po-OO bB oamps C The City arive 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge PS i~ne droup bBi bBq bBo tBq kBi kBq pBi pBq i~ne droup clow EvphF 2PV 2PQ UR NN 2Q2 NPUV UQ NRRU vLc o~tio M.TT M.TU M.2Q M.NN M.VR M.QT M.RQ M.SM Control ael~y S2.N SP.P V.S RS.2 UM.V V.P RV.P NS.2 nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y S2.N SP.P V.S RS.2 UM.V V.P RV.P NS.2 nueue iength RMth EftF NUQ NUT M U NVP NNS SS NTV nueue iength VRth EftF 2SV 2TU QP 2U m#2PR m2N2 N2M PPR fntern~l iink aist EftF 2US RN NS2P N2P qurn B~y iength EftF NPM NTM NUM B~se C~p~city EvphF PUN PST QMS 2QV 2RR 2VTP NSV 2RVV pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.SP M.SQ M.2N M.MQ M.VR M.QT M.RM M.SM fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VUW Metropolitan arive C po-OO tB oamps 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge PT i~ne droup bBq bBo2 tBi tBq kBi kBo i~ne droup clow EvphF R2S P2 VQT SP RMR NSP2 vLc o~tio M.SR M.MU M.UV M.MP M.QS M.VR Control ael~y QT.V NQ.N RM.U NP.N P2.R 22.P nueue ael~y M.M M.M M.M M.M M.M M.M qot~l ael~y QT.V NQ.N RM.U NP.N P2.R 22.P nueue iength RMth EftF 2MU M PS2 N2 NQS 2MN nueue iength VRth EftF #2V2 2U #QT2 2P NV2 #PTV fntern~l iink aist EftF PRS RPP QMP qurn B~y iength EftF PMM B~se C~p~city EvphF UMT PUR NMTM 2MPV N2S2 NTUV pt~rv~tion C~p oeductn M M M M M M ppillb~ck C~p oeductn M M M M M M ptor~ge C~p oeductn M M M M M M oeduced vLc o~tio M.SR M.MU M.UV M.MP M.QM M.VN fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VVW Chapman Avenue C po-RT kB oamps 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge PU i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF NTUV N2TQ UQ NNS vLc o~tio M.SP M.PN M.RP M.QT Control ael~y 2.T N.M SP.N NR.2 nueue ael~y M.Q M.M M.M M.M qot~l ael~y P.N N.M SP.N NR.2 nueue iength RMth EftF QV PT SP M nueue iength VRth EftF mRP N2 NN2 RR fntern~l iink aist EftF NPV RUQ qurn B~y iength EftF B~se C~p~city EvphF 2UPP QMSV 2PQ PNM pt~rv~tion C~p oeductn QVV M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.TT M.PN M.PS M.PT fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMMW Chapman Avenue C po-RT pB oamps 2MPM ko mroject Condition - Aj me~k eour nueues T - oeport m~ge PV i~ne droup bBi bBq tBi tBq kBq kBo pBq pBo i~ne droup clow EvphF NN NVTV VR VSU P2 2N PQT RPT vLc o~tio M.MR M.VN M.VS M.RS M.NQ M.NM M.VT M.TT Control ael~y QV.T PR.S NPM.M NT.U QT.T NU.S UT.Q NR.P nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y QV.T PR.S NPM.M NT.U QT.T NU.S UT.Q NR.P nueue iength RMth EftF U QPM TS NTR 22 M 2SV QN nueue iength VRth EftF m2U QT2 #NUR 2SR RP 2Q #QRV NU2 fntern~l iink aist EftF 2VT NTP 2P2 22M qurn B~y iength EftF NQM N2M NMM B~se C~p~city EvphF 2QN 2NSQ VV NT2M 2PN 22N PRV SVP pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.MR M.VN M.VS M.RS M.NQ M.NM M.VT M.TT fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VW f-R kB oamps C earbor Boulevard 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge 2 i~ne droup tBi tBo kBq pBi pBq i~ne droup clow EvphF RUQ QTV 2MRP SP NVPT vLc o~tio M.UTdr M.VQ M.UQ M.RS M.RP Control ael~y 2Q.R RN.V NU.2 SR.T NP.N nueue ael~y M.M M.M M.M M.M M.M qot~l ael~y 2Q.R RN.V NU.2 SR.T NP.N nueue iength RMth EftF NNV 2PV 2MQ QM 2NN nueue iength VRth EftF NTP #QRS 2TU #VU 2QQ fntern~l iink aist EftF QNU NT RUM qurn B~y iength EftF NRM NUM B~se C~p~city EvphF NMT2 RQM 2QRR NNP PSRT pt~rv~tion C~p oeductn M M M M M ppillb~ck C~p oeductn M M M M M ptor~ge C~p oeductn M M M M M oeduced vLc o~tio M.RQ M.UV M.UQ M.RS M.RP fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. dr aef~cto oight i~ne. oecode with N though l~ne ~s ~ right l~ne. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMW f-R pB oamps C earbor Boulevard 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge P i~ne droup bBi bBo kBi kBq pBq i~ne droup clow EvphF PMR Q2N NMR 2QUQ N2SP vLc o~tio M.SQ M.2U M.Q2 M.RQ M.QQ Control ael~y QS.2 M.R QR.Q R.M R.N nueue ael~y M.M M.M M.M M.M M.M qot~l ael~y QS.2 M.R QR.Q R.M R.N nueue iength RMth EftF VR M ST VT QT nueue iength VRth EftF NPP M mN2M N2U RS fntern~l iink aist EftF PSP SPS 2T qurn B~y iength EftF NVM B~se C~p~city EvphF TNM NR2Q 2US QS2S 2UQV pt~rv~tion C~p oeductn M M M M M ppillb~ck C~p oeductn M M M M M ptor~ge C~p oeductn M M M M M oeduced vLc o~tio M.QP M.2U M.PT M.RQ M.QQ fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NTW aisney tay C f-R pB oamps 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge R i~ne droup bBq tBi tBq kBi kBo pBi pBq pBo i~ne droup clow EvphF STQ UQ NNMR 2N N2S 222 22P NNP vLc o~tio M.2Q M.2P M.QM M.PR M.QQ M.TM M.TQ M.PM Control ael~y U.P NP.Q N2.P SP.Q N2.T RS.R RU.P U.S nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y U.P NP.Q N2.P SP.Q N2.T RS.R RU.P U.S nueue iength RMth EftF VT 2P N2M NS M NTM NTU M nueue iength VRth EftF NUQ mPP mNSR QN RQ 2PS 2RM QT fntern~l iink aist EftF TTU R2S PUS qurn B~y iength EftF NQR B~se C~p~city EvphF 2TSQ PTN 2TSV UT PRV QT2 QRQ RM2 pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.2Q M.2P M.QM M.2Q M.PR M.QT M.QV M.2P fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OSW hatella Avenue C Manchester Avenue 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge NN i~ne droup bBq bBo tBi tBq kBi kBq kBo pBi pBq i~ne droup clow EvphF NVMR NNSU R2S 2QUQ NPP N2Q N22 PSU NQT vLc o~tio M.UM M.SU N.2N M.TU M.SN M.QR M.RU M.T2 M.QV Control ael~y NM.P 2.R NQQ.T NP.S SM.R NU.S 2M.R PV.M Q2.2 nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y NM.P 2.R NQQ.T NP.S SM.R NU.S 2M.R PV.M Q2.2 nueue iength RMth EftF NQU NU ~2RP PMN NMQ NU M N2Q RM nueue iength VRth EftF mNQQ mNQ m#2TV mPUT NSS TV S2 mNTM mTR fntern~l iink aist EftF SQR T2T RQN VRV qurn B~y iength EftF P2M 2QM PUM B~se C~p~city EvphF 2PUP NT2Q QPR PNVU 22P 2TU PMQ U2S VMU pt~rv~tion C~p oeductn M M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M M ptor~ge C~p oeductn M M M M M M M M M oeduced vLc o~tio M.UM M.SU N.2N M.TU M.SM M.QR M.QM M.QR M.NS fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OTW hatella Avenue C Anaheim tay 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge N2 i~ne droup bBi bBq tBq tBo kBi kBq i~ne droup clow EvphF Q2 2Q2N 2RMU RPQ RR2 22RU vLc o~tio M.2V M.VT M.VS M.VQ M.VU N.M2 Control ael~y QN.T 22.U NM.R NP.M SV.2 SM.M nueue ael~y M.M M.M M.M M.M M.M M.M qot~l ael~y QN.T 22.U NM.R NP.M SV.2 SM.M nueue iength RMth EftF NR P2Q N2N US RNP ~RTN nueue iength VRth EftF m2P #TST mNNQ mUR #UMU #SR2 fntern~l iink aist EftF NMU VTS UQR qurn B~y iength EftF NNM 22M B~se C~p~city EvphF NQS 2QUT 2SMQ RTN RSP 22NV pt~rv~tion C~p oeductn M M M M M M ppillb~ck C~p oeductn M M M M M M ptor~ge C~p oeductn M M M M M M oeduced vLc o~tio M.2V M.VT M.VS M.VQ M.VU N.M2 fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy PTW dene Autry tay C f-R els oamps 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge NR i~ne droup bBi bBq tBi tBq kBi kBo pBi pBo i~ne droup clow EvphF 2NN TNS N2S NVSU RP VR PQT RP vLc o~tio M.RN M.2P M.SQ M.TT M.2M M.2Q M.TP M.NP Control ael~y RM.S U.M TP.M U.M QS.N NM.V RV.Q NN.Q nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y RM.S U.M TP.M U.M QS.N NM.V RV.Q NN.Q nueue iength RMth EftF NRR UP TU RV PS M NPP M nueue iength VRth EftF mNSR mNNR mN2M UU TR 2T NUQ PR fntern~l iink aist EftF UQV TVT qurn B~y iength EftF 2MM 2MM 2MM 2MM B~se C~p~city EvphF QNM PN22 22S 2S2T 2VP QPU R2R QMU pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.RN M.2P M.RS M.TR M.NU M.22 M.SS M.NP fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RRW Anaheim tay C ptate College Boulevard 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge NT i~ne droup tBi tBq tBo kBi kBq pBi pBq pBo i~ne droup clow EvphF NM2 2NP RSU VTV NT2S Q2 NSRP NUV vLc o~tio M.QM M.QN M.VN M.US M.QQ M.QP M.UM M.PN Control ael~y QV.U QT.P QU.S NQ.R N.U RT.M PM.Q T.T nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y QV.U QT.P QU.S NQ.R N.U RT.M PM.Q T.T nueue iength RMth EftF TU UN NRP 2NP 2Q P2 PSN SR nueue iength VRth EftF NPV N22 #2S2 m22S m2R mRP QNS RN fntern~l iink aist EftF QP2 2R RNP qurn B~y iength EftF NVM 2MM B~se C~p~city EvphF 2SR RQV SQS NNQ2 PVRR NMQ 2MTS SMQ pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.PU M.PV M.UU M.US M.QQ M.QM M.UM M.PN fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RSW f-R pB oamps C ptate College Boulevard 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge NU i~ne droup bBi bBq bBo kBq pBq i~ne droup clow EvphF NQ2 TRP PRU 2UUQ NQVR vLc o~tio M.NV M.VU M.2V M.VS M.RV Control ael~y 2M.R RV.V 2M.S NS.T U.Q nueue ael~y M.M M.M M.M M.M M.M qot~l ael~y 2M.R RV.V 2M.S NS.T U.Q nueue iength RMth EftF ST RUU VP 2SM NQR nueue iength VRth EftF NN2 #UTN NPN m2PQ NPS fntern~l iink aist EftF 2VT SMM PM qurn B~y iength EftF B~se C~p~city EvphF TPR TTP N22R 2VVN 2RQT pt~rv~tion C~p oeductn M M M M M ppillb~ck C~p oeductn M M M M M ptor~ge C~p oeductn M M M M M oeduced vLc o~tio M.NV M.VT M.2V M.VS M.RV fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SSW Ball ooad C po-RT kB oamps 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge 2Q i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF NTMR 2QNN S22 2UP vLc o~tio M.RN M.TP M.TT M.TV Control ael~y Q.U NQ.Q QT.S RQ.Q nueue ael~y M.M M.M M.M M.M qot~l ael~y Q.U NQ.Q QT.S RQ.Q nueue iength RMth EftF VT QPV 22T 2MU nueue iength VRth EftF NPR mS2P 2SV PMN fntern~l iink aist EftF P2U NN2 RMT qurn B~y iength EftF B~se C~p~city EvphF PPN2 PPN2 NMM2 QPV pt~rv~tion C~p oeductn M M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.RN M.TP M.S2 M.SQ fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy STW Ball ooad C po-RT pB oamps 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge 2R i~ne droup bBq tBq pBi pBo i~ne droup clow EvphF NSVR 2Q2N R2S SUQ vLc o~tio M.SM M.UR M.UV M.TQ Control ael~y V.S NT.P RR.T PV.2 nueue ael~y M.M M.M M.M M.M qot~l ael~y V.S NT.P RR.T PV.2 nueue iength RMth EftF NRQ 2RS PTM 2RN nueue iength VRth EftF mNTP Q2V #RQV P2R fntern~l iink aist EftF NQQ PUV QRN qurn B~y iength EftF B~se C~p~city EvphF 2UPR 2UPR SPV NMMU pt~rv~tion C~p oeductn M M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.SM M.UR M.U2 M.SU fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SUW hatella Avenue C po-RT kB oamps 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge 2S i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF NRUV 2VPT RPT 2R2 vLc o~tio M.PN M.SU M.TR M.TT Control ael~y NM.P P.U QT.Q R2.S nueue ael~y M.M M.U M.M M.M qot~l ael~y NM.P Q.S QT.Q R2.S nueue iength RMth EftF N2V NMU NVM NTS nueue iength VRth EftF NUS mNMN 22T 2RU fntern~l iink aist EftF VQ QUV RP2 qurn B~y iength EftF B~se C~p~city EvphF RMTT QPN2 VQS Q2V pt~rv~tion C~p oeductn M VPN M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.PN M.UT M.RT M.RV fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SVW hatella Avenue C po-RT pB oamps 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge 2T i~ne droup bBq tBq pBi pBo i~ne droup clow EvphF NUUQ 2NSU 2RP RTV vLc o~tio M.RU M.ST M.RT M.UN Control ael~y P.2 R.U Q2.U QV.V nueue ael~y M.N M.M M.M M.M qot~l ael~y P.P R.U Q2.U QV.V nueue iength RMth EftF U2 NUM NTM 2PQ nueue iength VRth EftF NMU NSS 2PR 2UP fntern~l iink aist EftF NUR NUR 2TQ qurn B~y iength EftF B~se C~p~city EvphF P2QR P2QR RRP UUM pt~rv~tion C~p oeductn 2TV M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.SQ M.ST M.QS M.SS fntersection pumm~ry ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TMW lrangewood Avenue C po-RT kB oamps 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge 2U i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF NVMR 2VRU 2NN NNS vLc o~tio M.TN M.TT M.RS M.S2 Control ael~y N.P S.P PV.U QP.2 nueue ael~y M.V M.N M.M M.M qot~l ael~y 2.2 S.P PV.U QP.2 nueue iength RMth EftF NR NPR RQ R2 nueue iength VRth EftF mNR 22S UV NNQ fntern~l iink aist EftF N SV2 QMT qurn B~y iength EftF B~se C~p~city EvphF 2SUT PUSM QSV 22S pt~rv~tion C~p oeductn QRR NMT M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.UR M.TV M.QR M.RN fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TNW lrangewood Avenue C po-RT pB oamps 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge 2V i~ne droup bBq bBo tBi tBq pBi pBq pBo i~ne droup clow EvphF NRRU NSU RNS NS2N PNR PMM 2VM vLc o~tio N.MS M.2P N.22 M.SS N.MU N.MN M.VR Control ael~y RQ.2 N.U NQ2.Q Q.2 NNS.U VM.N TS.M nueue ael~y M.M M.M M.M M.2 M.M M.M M.M qot~l ael~y RQ.2 N.U NQ2.Q Q.R NNS.U VM.N TS.M nueue iength RMth EftF ~RVM NM ~QMN RP ~2PT ~NUN NS2 nueue iength VRth EftF m#SMM mNR #SMS UP #QNQ #PTQ #PPS fntern~l iink aist EftF TNU 2PS Q2S qurn B~y iength EftF 2MM 2TM B~se C~p~city EvphF NQSR T2N Q22 2QR2 2VN 2VT PMQ pt~rv~tion C~p oeductn M M M 2PP M M M ppillb~ck C~p oeductn M M M M M M M ptor~ge C~p oeductn M M M M M M M oeduced vLc o~tio N.MS M.2P N.22 M.TP N.MU N.MN M.VR fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VRW Chapman Avenue C crontage ooad 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge PQ i~ne droup bBq bBo tBi tBq kBi kBo pBi i~ne droup clow EvphF NSNN RTV N2S NUSP TQT UQ NM2N vLc o~tio M.SQ M.ST M.RN M.SU M.SP M.NQ M.US Control ael~y 2V.U NQ.S SN.M 2N.2 PQ.N R.P 22.N nueue ael~y M.M M.P M.M M.M M.M M.M M.M qot~l ael~y 2V.U NQ.V SN.M 2N.2 PQ.N R.P 22.N nueue iength RMth EftF P2M 2MN QV PSU 2Q2 M 2SU nueue iength VRth EftF mPQR mP2Q UN QRU 2UV P2 m2U2 fntern~l iink aist EftF RVR SSN qurn B~y iength EftF P2M PRM 2MM B~se C~p~city EvphF 2RMR USU 2QU 2TP2 NP2N SSM NP2N pt~rv~tion C~p oeductn M QP M M M M M ppillb~ck C~p oeductn M M M M M M M ptor~ge C~p oeductn M M M M M M M oeduced vLc o~tio M.SQ M.TM M.RN M.SU M.RT M.NP M.TT fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VTW po-OO bB oamps C The City arive 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge PS i~ne droup bBi bBq bBo tBq tBo kBi kBq pBi pBq i~ne droup clow EvphF 2MU 2MV NRN TQ RP 2Q2 NT2T NN NUQ2 vLc o~tio M.TM M.TP M.PV M.QU M.2V N.MT M.RT M.NQ M.UM Control ael~y RT.S RV.R U.T SN.V NT.P UM.2 V.U QV.V 2V.N nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y RT.S RV.R U.T SN.V NT.P UM.2 V.U QV.V 2V.N nueue iength RMth EftF NSM NST M RS M ~2NM NPN U P2S nueue iength VRth EftF 22U 2PV RR NMP PV mNRR m2NU m2P #SSU fntern~l iink aist EftF 2US RN NS2P N2P qurn B~y iength EftF NPM NTM NUM B~se C~p~city EvphF PUT PTN QS2 2QT 2RT 22S PMPV UP 2PMM pt~rv~tion C~p oeductn M M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M M ptor~ge C~p oeductn M M M M M M M M M oeduced vLc o~tio M.RQ M.RS M.PP M.PM M.2N N.MT M.RT M.NP M.UM fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VUW Metropolitan arive C po-OO tB oamps 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge PT i~ne droup bBq bBo2 tBi tBq kBi kBo i~ne droup clow EvphF PQT NPT NTPT PTV V2S NN2S vLc o~tio M.TN M.QN N.MT M.NT N.NM M.TT Control ael~y RU.N NN.R TR.Q U.Q NM2.T U.M nueue ael~y M.M M.M M.M M.M M.M M.M qot~l ael~y RU.N NN.R TR.Q U.Q NM2.T U.M nueue iength RMth EftF NPS M ~TTN SQ ~QNU 2U nueue iength VRth EftF NVM RU #VNN UP #RQS NMR fntern~l iink aist EftF PRS RPP QMP qurn B~y iength EftF PMM B~se C~p~city EvphF QUT PPR NS2S 22V2 UQR NQSR pt~rv~tion C~p oeductn M M M M M M ppillb~ck C~p oeductn M M M M M M ptor~ge C~p oeductn M M M M M M oeduced vLc o~tio M.TN M.QN N.MT M.NT N.NM M.TT fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VVW Chapman Avenue C po-RT kB oamps 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge PU i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF NSMM 2QRP RP NSU vLc o~tio M.RR M.RV M.QM M.S2 Control ael~y P.P M.U SM.V NT.U nueue ael~y M.M M.M M.M M.M qot~l ael~y P.P M.U SM.V NT.U nueue iength RMth EftF NNM N QM M nueue iength VRth EftF NMU 2S UM SS fntern~l iink aist EftF NPV RUQ qurn B~y iength EftF B~se C~p~city EvphF 2UUU QNQV 2PQ PRQ pt~rv~tion C~p oeductn M NPN M M ppillb~ck C~p oeductn 2N M M N ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.RS M.SN M.2P M.QU fntersection pumm~ry ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMMW Chapman Avenue C po-RT pB oamps 2MPM ko mroject Condition - mj me~k eour nueues T - oeport m~ge PV i~ne droup bBi bBq tBi tBq kBq kBo pBq pBo i~ne droup clow EvphF NN 2M2N 2N NTMR NTV NNS NVM QRP vLc o~tio M.MR M.UN M.2R M.VU M.TU M.PV M.RS M.UN Control ael~y QU.R 2R.V RN.V PR.2 TP.Q NP.Q RM.P 2S.V nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y QU.R 2R.V RN.V PR.2 TP.Q NP.Q RM.P 2S.V nueue iength RMth EftF U PQV NQ 2US NPS P NPQ NMR nueue iength VRth EftF m2P RMS m2S #NM2N #2RM RU 2N2 #2UM fntern~l iink aist EftF 2VT NTP 2P2 22M qurn B~y iength EftF NQM N2M NMM B~se C~p~city EvphF 2QN 2RMQ UR NTQU 2PM PMM PQ2 RRS pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.MR M.UN M.2R M.VU M.TU M.PV M.RS M.UN fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix M-3 Caltrans Ramp Termini Queuing Analysis Worksheets under 2030 With Project Conditions ---PAGE BREAK--- ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VW f-R kB oamps C earbor Boulevard 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge 2 i~ne droup tBi tBo kBq pBi pBq i~ne droup clow EvphF QSV PVQ VTV VR PQQ2 vLc o~tio M.SR M.UT M.PQ M.RM M.TR Control ael~y 2P.M PR.S Q.T PQ.Q 2.P nueue ael~y M.M M.M M.M M.M M.P qot~l ael~y 2P.M PR.S Q.T PQ.Q 2.S nueue iength RMth EftF TS NNT 2T SS TV nueue iength VRth EftF NNR 2PR UP mRM mNMV fntern~l iink aist EftF QNU NT RUM qurn B~y iength EftF NRM NUM B~se C~p~city EvphF NMMS RSR 2VMN NUV QRUM pt~rv~tion C~p oeductn M M M M Q2N ppillb~ck C~p oeductn M M M M M ptor~ge C~p oeductn M M M M M oeduced vLc o~tio M.QT M.TM M.PQ M.RM M.UP fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMW f-R pB oamps C earbor Boulevard 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge P i~ne droup bBi bBo kBi kBq pBq i~ne droup clow EvphF PSU PSU TQ USP 222N vLc o~tio M.TP M.2Q M.RP M.NU M.SV Control ael~y RS.V M.Q R2.Q R.T 2.U nueue ael~y M.M M.M M.M M.M M.N qot~l ael~y RS.V M.Q R2.Q R.T 2.V nueue iength RMth EftF NQN M RS NN2 NPN nueue iength VRth EftF NUT M TR RN NR fntern~l iink aist EftF PSP SPS 2T qurn B~y iength EftF NVM B~se C~p~city EvphF SNV NR2Q NRT QSUN P2P2 pt~rv~tion C~p oeductn M M M M NUU ppillb~ck C~p oeductn M M M M M ptor~ge C~p oeductn M M M M M oeduced vLc o~tio M.RV M.2Q M.QT M.NU M.TP fntersection pumm~ry ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NTW aisney tay C f-R pB oamps 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge R i~ne droup bBq tBi tBq kBi kBo pBi pBq pBo i~ne droup clow EvphF VVM NRU UTQ 2N Q2 PN2 PNR NQ2 vLc o~tio M.PS M.SR M.P2 M.2V M.22 M.U2 M.US M.P2 Control ael~y U.V 22.2 T.Q RV.Q NS.T SN.Q SS.R U.M nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y U.V 22.2 T.Q RV.Q NS.T SN.Q SS.R U.M nueue iength RMth EftF NSR PU SU NS M 22V 2QP M nueue iength VRth EftF NVT mRN mTV QN PQ #PVU #QPT RQ fntern~l iink aist EftF TTU R2S PUS qurn B~y iength EftF NRM B~se C~p~city EvphF 2TQU 2QQ 2TR2 VQ 2QM PVU PU2 QSP pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.PS M.SR M.P2 M.22 M.NT M.TU M.U2 M.PN fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OSW hatella Avenue C Manchester Avenue 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge NN i~ne droup bBq bBo tBi tBq kBi kBq kBo pBi pBq pBo i~ne droup clow EvphF NRQT NPSU RQT 2MMM N2P QP2 QPR QRP S2N 2N vLc o~tio M.UU N.MS N.NU M.TT M.SS M.U2 N.MR M.ST M.UM M.MS Control ael~y NR.N QM.P NPS.T NP.U SU.T NV.N TV.N 2V.U PP.U S.2 nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y NR.N QM.P NPS.T NP.U SU.T NV.N TV.N 2V.U PP.U S.2 nueue iength RMth EftF NNP ~QQ2 ~2ST 2P2 VS NM ~NVT NSN NTU N nueue iength VRth EftF mNNU mPV m#PTN PQP #NTQ #NTR #QNQ m2MP 2MS mP fntern~l iink aist EftF SQR T2T RQN VRV qurn B~y iength EftF P2M 2QM PUM B~se C~p~city EvphF NTRT N2VN QS2 2SNP NVV R2V QNR U2S VMU Q22 pt~rv~tion C~p oeductn M M M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M M M ptor~ge C~p oeductn M M M M M M M M M M oeduced vLc o~tio M.UU N.MS N.NU M.TT M.S2 M.U2 N.MR M.RR M.SU M.MR fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OTW hatella Avenue C Anaheim tay 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge N2 i~ne droup bBi bBq tBq tBo kBi kBq i~ne droup clow EvphF Q2 2U2N 2MSS QMU PUP NQRV vLc o~tio M.2V N.M2 M.TM M.RS M.TV N.PTdr Control ael~y PV.R 2V.U NN.R 2.R QU.T QN.2 nueue ael~y M.M M.M M.M M.M M.M M.M qot~l ael~y PV.R 2V.U NN.R 2.R QU.T QN.2 nueue iength RMth EftF NR ~PRM PNU M P2T PNT nueue iength VRth EftF mNV m#UUS mPM2 mM #R2M PSV fntern~l iink aist EftF NMU VTS UQR qurn B~y iength EftF NNM 22M B~se C~p~city EvphF NQS 2TTP 2VQR T2T QUP NTUP pt~rv~tion C~p oeductn M M M M M M ppillb~ck C~p oeductn M M M M M M ptor~ge C~p oeductn M M M M M M oeduced vLc o~tio M.2V N.M2 M.TM M.RS M.TV M.U2 fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. dr aef~cto oight i~ne. oecode with N though l~ne ~s ~ right l~ne. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy PTW dene Autry tay C f-R els oamps 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge NR i~ne droup bBi bBq tBi tBq kBi kBo pBi pBo i~ne droup clow EvphF P2 NNNR NMR T2S P2 UQ TSU TQ vLc o~tio M.MT M.QR M.RR M.QN M.MS M.22 M.UN M.NS Control ael~y PV.R PN.M QQ.R 2V.S 2V.R N2.S QU.2 N2.2 nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y PV.R PN.M QQ.R 2V.S 2V.R N2.S QU.2 N2.2 nueue iength RMth EftF 2P 2UT UR NUU NU N 2UR V nueue iength VRth EftF m2Q m2TN mN2V 2PR QM 2T PP2 QU fntern~l iink aist EftF UQV TVT qurn B~y iength EftF 2MM 2MM 2MM 2MM B~se C~p~city EvphF RMP 2QSR 2TN 2PTM SSV QVQ N2RR QVN pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.MS M.QR M.PV M.PN M.MR M.NT M.SN M.NR fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RRW Anaheim tay C ptate College Boulevard 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge NT i~ne droup tBi tBq tBo kBi kBq pBi pBq pBo i~ne droup clow EvphF 2SP RQU SNN TMR N2P2 P2 2SQ2 RP vLc o~tio M.VV M.VV M.UU M.VS M.PM M.PR M.VR M.MU Control ael~y NMP.S US.M QM.R RR.V P.R RV.P NR.P 2.2 nueue ael~y M.M M.M M.M M.M M.M M.M N.2 M.M qot~l ael~y NMP.S US.M QM.R RR.V P.R RV.P NS.Q 2.2 nueue iength RMth EftF 22S 2PR NQS 2VS PT 2R NPP N nueue iength VRth EftF #QNT #PRV #2RT #QN2 QU m2U 2PP m2 fntern~l iink aist EftF QP2 2R RNP qurn B~y iength EftF NVM 2MM B~se C~p~city EvphF 2SR RRP SVS TP2 QMRR VQ 2TVR TM2 pt~rv~tion C~p oeductn M M M M M M RP M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.VV M.VV M.UU M.VS M.PM M.PQ M.VS M.MU fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RSW f-R pB oamps C ptate College Boulevard 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge NU i~ne droup bBi bBq bBo kBq pBq i~ne droup clow EvphF NNP VTN QMM NS22 2SMM vLc o~tio M.NR N.NV M.PN M.RU N.MV Control ael~y NU.2 N2U.P 2M.M NU.P RU.P nueue ael~y M.M M.M M.M M.M Q.M qot~l ael~y NU.2 N2U.P 2M.M NU.P S2.P nueue iength RMth EftF RM ~VRR NMR NQQ ~SQM nueue iength VRth EftF UU #N22N NQQ NSV m#TMQ fntern~l iink aist EftF 2VT SMM PM qurn B~y iength EftF B~se C~p~city EvphF TTR UNR N2UR 2UNN 2PUV pt~rv~tion C~p oeductn M M M M M ppillb~ck C~p oeductn M M NV M 2M ptor~ge C~p oeductn M M M M M oeduced vLc o~tio M.NR N.NV M.P2 M.RU N.NM fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SSW Ball ooad C po-RT kB oamps 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge 2Q i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF 2QQ2 N2P2 SR2 PMS vLc o~tio M.TS M.PV M.TS M.U2 Control ael~y T.2 V.N QR.V RU.2 nueue ael~y M.M M.M M.M M.M qot~l ael~y T.2 V.N QR.V RU.2 nueue iength RMth EftF NVU NQM 2PU 2QN nueue iength VRth EftF 2PR NPQ 2UM PPU fntern~l iink aist EftF P2U NN2 RMT qurn B~y iength EftF B~se C~p~city EvphF PNVP PNVP NMRM QRT pt~rv~tion C~p oeductn M M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.TS M.PV M.S2 M.ST fntersection pumm~ry ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy STW Ball ooad C po-RT pB oamps 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge 2R i~ne droup bBq tBq pBi pBo i~ne droup clow EvphF NVMR NP2S TUV NMTQ vLc o~tio M.VN M.SP M.VP M.UM Control ael~y NP.P 2U.Q QT.P 2V.V nueue ael~y M.M M.M M.M M.M qot~l ael~y NP.P 2U.Q QT.P 2V.V nueue iength RMth EftF NUU 2SS RQ2 PSR nueue iength VRth EftF mNUP P2P #UNQ QSR fntern~l iink aist EftF NQQ PUV QRN qurn B~y iength EftF B~se C~p~city EvphF 2MVU 2MVU USS NPTS pt~rv~tion C~p oeductn M M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.VN M.SP M.VN M.TU fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SUW hatella Avenue C po-RT kB oamps 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge 2S i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF 2PRU NTRU SVQ P2T vLc o~tio M.RP M.QS M.TP M.TV Control ael~y R.Q N.V QN.V RN.P nueue ael~y M.M M.M M.M M.M qot~l ael~y R.Q N.V QN.V RN.P nueue iength RMth EftF TN NP 2QT 2RP nueue iength VRth EftF NRQ mNMS 2TP P2V fntern~l iink aist EftF VQ QUV RP2 qurn B~y iength EftF B~se C~p~city EvphF QQUM PUMR NPQN RVM pt~rv~tion C~p oeductn M M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.RP M.QS M.R2 M.RR fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SVW hatella Avenue C po-RT pB oamps 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge 2T i~ne droup bBq tBq pBi pBo i~ne droup clow EvphF 2PSU NSQ2 PSU TUV vLc o~tio M.UM M.RS M.ST M.UU Control ael~y U.U NV.M QN.P QU.U nueue ael~y M.N M.M M.M M.M qot~l ael~y V.M NV.M QN.P QU.U nueue iength RMth EftF 2VT 2R2 2PV PMS nueue iength VRth EftF NQM PMQ PQN PVM fntern~l iink aist EftF NUR NUR 2TQ qurn B~y iength EftF B~se C~p~city EvphF 2VQS 2VQS RVS VSR pt~rv~tion C~p oeductn UP M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.UP M.RS M.S2 M.U2 fntersection pumm~ry ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TMW lrangewood Avenue C po-RT kB oamps 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge 2U i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF NVUV NTTV QRP PMR vLc o~tio M.UT M.RQ M.S2 M.VM Control ael~y R.P R.Q PV.T SU.M nueue ael~y N.S M.M M.M M.M qot~l ael~y S.U R.Q PV.T SU.M nueue iength RMth EftF NUN 2SM NPU 2NP nueue iength VRth EftF mNUU mTS NVN #PTU fntern~l iink aist EftF N SV2 QMT qurn B~y iength EftF B~se C~p~city EvphF 22VR P2VU TVS PSR pt~rv~tion C~p oeductn NRT M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.VP M.RQ M.RT M.UQ fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TNW lrangewood Avenue C po-RT pB oamps 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge 2V i~ne droup bBq bBo tBi tBq pBi pBq pBo i~ne droup clow EvphF NURP UQ NTV NPQT PNV PMT 2VM vLc o~tio M.VU M.NM M.VM M.RS M.VU M.VP M.UN Control ael~y 2R.S M.T UP.N Q.Q VN.2 T2.R QT.S nueue ael~y R.2 M.M M.M M.M M.M M.M M.M qot~l ael~y PM.U M.T UP.N Q.Q VN.2 T2.R QT.S nueue iength RMth EftF 22M M N2U VN 2PT 2MQ NQT nueue iength VRth EftF #USU mR #2S2 NMQ #Q2U #PVP #2VQ fntern~l iink aist EftF TNU 2PS Q2S qurn B~y iength EftF 2MM 2TM B~se C~p~city EvphF NUUV UTN NVU 2QNR P2Q PPM PRV pt~rv~tion C~p oeductn QS M M QV M M M ppillb~ck C~p oeductn QT M M M M M M ptor~ge C~p oeductn M M M M M M M oeduced vLc o~tio N.MN M.NM M.VM M.RT M.VU M.VP M.UN fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VRW Chapman Avenue C crontage ooad 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge PQ i~ne droup bBq bBo tBi tBq kBi kBo pBi pBo i~ne droup clow EvphF NS2S R2N NMR N2SP SUQ PMR NNNS NN vLc o~tio M.SV M.SQ M.QU M.QV M.RP M.QP M.US M.M2 Control ael~y NN.T R.2 SN.S NV.T 2V.2 NN.R PP.T NP.N nueue ael~y M.M M.Q M.M M.M M.M M.M M.M M.M qot~l ael~y NN.T R.S SN.S NV.T 2V.2 NN.R PP.T NP.N nueue iength RMth EftF NSQ M QN 22Q 2MQ S2 2QT 2 nueue iength VRth EftF mP22 mQN TN 2US 2QR N2V mNUT m2 fntern~l iink aist EftF RVR SSN qurn B~y iength EftF P2M PRM 2MM B~se C~p~city EvphF 2PT2 UNU 22M 2RTN NQPN TSP NQPN SST pt~rv~tion C~p oeductn M SR M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.SV M.SV M.QU M.QV M.QU M.QM M.TU M.M2 fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VTW po-OO bB oamps C The City arive 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge PS i~ne droup bBi bBq bBo tBq kBi kBq pBi pBq i~ne droup clow EvphF 2PV 2PQ UR NN 2Q2 NPUV UQ NRRU vLc o~tio M.TT M.TU M.2Q M.NN M.VR M.QT M.RQ M.SM Control ael~y S2.N SP.P V.S RS.2 TT.N V.M RV.Q NS.M nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y S2.N SP.P V.S RS.2 TT.N V.M RV.Q NS.M nueue iength RMth EftF NUQ NUT M U NVR NMV SS NUM nueue iength VRth EftF 2SV 2TU QP 2U m#2NR m2NN N2M PPS fntern~l iink aist EftF 2US RN NS2P N2P qurn B~y iength EftF NPM NTM NUM B~se C~p~city EvphF PUN PST QMS 2QV 2RR 2VTP NSV 2RVV pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.SP M.SQ M.2N M.MQ M.VR M.QT M.RM M.SM fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VUW Metropolitan arive C po-OO tB oamps 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge PT i~ne droup bBq bBo2 tBi tBq kBi kBo i~ne droup clow EvphF SP2 P2 VQT SP RQT NSSP vLc o~tio M.UP M.MV M.VP M.MP M.QS M.VU Control ael~y RR.T NP.P RU.M NP.N PM.U 2U.U nueue ael~y M.M M.M M.M M.M M.M M.M qot~l ael~y RR.T NP.P RU.M NP.N PM.U 2U.U nueue iength RMth EftF 2R2 M PTM N2 NS2 2VU nueue iength VRth EftF #PR2 2T #QVS 2P 2NP #RQP fntern~l iink aist EftF PRS RPP QMP qurn B~y iength EftF PMM B~se C~p~city EvphF TSN PSS NMNQ NVPS N2PQ NT2Q pt~rv~tion C~p oeductn M M M M M M ppillb~ck C~p oeductn M M M M M M ptor~ge C~p oeductn M M M M M M oeduced vLc o~tio M.UP M.MV M.VP M.MP M.QQ M.VS fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VVW Chapman Avenue C po-RT kB oamps 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge PU i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF NUP2 NRMR VR NNS vLc o~tio M.SR M.PT M.RS M.QR Control ael~y P.M N.R SP.P NQ.Q nueue ael~y M.R M.M M.M M.M qot~l ael~y P.R N.R SP.P NQ.Q nueue iength RMth EftF RP RP TN M nueue iength VRth EftF mRU 2M N2Q RQ fntern~l iink aist EftF NPV RUQ qurn B~y iength EftF B~se C~p~city EvphF 2UNM QMPT 2PQ PNM pt~rv~tion C~p oeductn QTR M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.TU M.PT M.QN M.PT fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMMW Chapman Avenue C po-RT pB oamps 2MPM tith mroject Condition - Aj me~k eour nueues T - oeport m~ge PV i~ne droup bBi bBq tBi tBq kBq kBo pBq pBo i~ne droup clow EvphF NN 2MRP VR NNTV P2 2N PQT RPT vLc o~tio M.MR M.VR M.VS M.SV M.NQ M.NM M.VT M.TU Control ael~y RM.S PV.P N2V.M 2M.V QT.T NU.S UT.Q NS.2 nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y RM.S PV.P N2V.M 2M.V QT.T NU.S UT.Q NS.2 nueue iength RMth EftF U RRP TS 2U2 22 M 2SV QS nueue iength VRth EftF m2T #RNM #NU2 #RSV RP 2Q #QRV NV2 fntern~l iink aist EftF 2VT NTP 2P2 22M qurn B~y iength EftF NQM N2M NMM B~se C~p~city EvphF 2QN 2NSP VV NT2M 2PN 22N PRV SUS pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.MR M.VR M.VS M.SV M.NQ M.NM M.VT M.TU fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VW f-R kB oamps C earbor Boulevard 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge 2 i~ne droup tBi tBo kBq pBi pBq i~ne droup clow EvphF RUQ QTV 22MM SP 2MP2 vLc o~tio M.UTdr M.VR M.US M.TN M.RR Control ael~y PM.2 SM.V 2M.2 SN.S T.Q nueue ael~y M.M N.M N.V M.M M.M qot~l ael~y PM.2 SN.V 22.2 SN.S T.Q nueue iength RMth EftF NRS PNV 2VP RM NRM nueue iength VRth EftF 2NQ #RRM PTT mSM mNQT fntern~l iink aist EftF QNU NT RUM qurn B~y iength EftF NRM NUM B~se C~p~city EvphF NMSQ R2R 2RTP UV PSVR pt~rv~tion C~p oeductn M M 22 M M ppillb~ck C~p oeductn Q S 22V M M ptor~ge C~p oeductn M M M M M oeduced vLc o~tio M.RR M.V2 M.VQ M.TN M.RR fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. dr aef~cto oight i~ne. oecode with N though l~ne ~s ~ right l~ne. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMW f-R pB oamps C earbor Boulevard 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge P i~ne droup bBi bBo kBi kBq pBq i~ne droup clow EvphF PMR QP2 NMR 2SUQ NPNS vLc o~tio M.SU M.2U M.PS M.RS M.QT Control ael~y RS.V M.R RN.S S.U R.Q nueue ael~y M.M M.M M.M M.2 M.M qot~l ael~y RS.V M.R RN.S T.M R.Q nueue iength RMth EftF NNT M TV PP2 QR nueue iength VRth EftF NRU M mNPN VM TN fntern~l iink aist EftF PSP SPS 2T qurn B~y iength EftF NVM B~se C~p~city EvphF STQ NR2Q 2VR QTUU 2TUM pt~rv~tion C~p oeductn M M M NMVQ M ppillb~ck C~p oeductn M M M SR M ptor~ge C~p oeductn M M M M M oeduced vLc o~tio M.QR M.2U M.PS M.TP M.QT fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NTW aisney tay C f-R pB oamps 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge R i~ne droup bBq tBi tBq kBi kBo pBi pBq pBo i~ne droup clow EvphF TNS VR NPNS 2N NPT 2RS 2R2 NNP vLc o~tio M.2S M.2T M.QT M.2P M.RQ M.TQ M.TS M.2U Control ael~y 2.2 S.T S.S RS.R NU.M RS.P RT.R T.V nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y 2.2 S.T S.S RS.R NU.M RS.P RT.R T.V nueue iength RMth EftF NS NM QV NS Q NVS 2MN M nueue iength VRth EftF 2N mNM m2UQ Q2 SR 2ST 2TS QR fntern~l iink aist EftF TTU R2S PUS qurn B~y iength EftF NRM B~se C~p~city EvphF 2TVV PRU 2UMQ NRM P2U QT2 QRQ RM2 pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.2S M.2T M.QT M.NQ M.Q2 M.RQ M.RS M.2P fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OSW hatella Avenue C Manchester Avenue 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge NN i~ne droup bBq bBo tBi tBq kBi kBq kBo pBi pBq i~ne droup clow EvphF 2MNN NNSU UNN 2RSU NRM NQR NPT RQT NRU vLc o~tio N.2N M.UP N.RT M.VV M.PT M.PS M.QP M.UM M.RN Control ael~y NNQ.T Q.2 2UU.S 2S.T PV.Q 2S.V N2.2 PQ.V RR.R nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y NNQ.T Q.2 2UU.S 2S.T PV.Q 2S.V N2.2 PQ.V RR.R nueue iength RMth EftF ~STR PN ~QRR PVQ NMN ST M 2PN RT nueue iength VRth EftF m#S2Q m2P m#PQ2 mP2U NSP NPM SN m2RU mTN fntern~l iink aist EftF SQR T2T RQN VRV qurn B~y iength EftF P2M 2QM PUM B~se C~p~city EvphF NSSS NQMQ RNT 2SMQ QNM QMR PNT U2S VMU pt~rv~tion C~p oeductn M M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M M ptor~ge C~p oeductn M M M M M M M M M oeduced vLc o~tio N.2N M.UP N.RT M.VV M.PT M.PS M.QP M.SS M.NT fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy OTW hatella Avenue C Anaheim tay 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge N2 i~ne droup bBi bBq tBq tBo kBi kBq i~ne droup clow EvphF RP 2TNS P2TV TMM SMS 2QQS vLc o~tio M.PS N.MS N.22 N.NV N.N2 N.NS Control ael~y PQ.2 PU.Q NNT.V NMS.U NNN.V NNN.N nueue ael~y M.M M.M M.M M.M M.M M.M qot~l ael~y PQ.2 PU.Q NNT.V NMS.U NNN.V NNN.N nueue iength RMth EftF 22 ~UT2 ~NMN2 ~UPV ~SSV ~SVP nueue iength VRth EftF m22 m2NP mNRN mN2R #VQR #TT2 fntern~l iink aist EftF NMU VTS UQR qurn B~y iength EftF NNM 22M B~se C~p~city EvphF NQS 2RSV 2SUP RUS RQM 2NNS pt~rv~tion C~p oeductn M M M M M M ppillb~ck C~p oeductn M M M M M M ptor~ge C~p oeductn M M M M M M oeduced vLc o~tio M.PS N.MS N.22 N.NV N.N2 N.NS fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy PTW dene Autry tay C f-R els oamps 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge NR i~ne droup bBi bBq tBi tBq kBi kBo pBi pBo i~ne droup clow EvphF 2NN U2N NTV 2R2S RP NNS Q2N RP vLc o~tio M.UN M.2U M.SS M.US M.NV M.22 M.UR M.NV Control ael~y R2.U S.U RP.Q T.2 QS.2 U.U ST.T NP.Q nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y R2.U S.U RP.Q T.2 QS.2 U.U ST.T NP.Q nueue iength RMth EftF NT2 RS NQQ NSU PS M NSR M nueue iength VRth EftF mNRT mRU mNSR NVR TR 2U #2QS PT fntern~l iink aist EftF UQV TVT qurn B~y iength EftF 2MM 2MM 2MM 2MM B~se C~p~city EvphF 2US 2UUU PMN 2VPV 2UN RTM RM2 PMM pt~rv~tion C~p oeductn M M M 2 M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.TQ M.2U M.RV M.US M.NV M.2M M.UQ M.NU fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RRW Anaheim tay C ptate College Boulevard 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge NT i~ne droup tBi tBq tBo kBi kBq pBi pBq pBo i~ne droup clow EvphF NM2 2NP S2N VTV NTRU RP NVSU NUV vLc o~tio M.QR M.QR N.MM M.VM M.QQ M.QR M.US M.PM Control ael~y RQ.M RM.Q SQ.Q NV.M N.T RQ.S PM.P T.U nueue ael~y M.M M.M P.T M.M M.M M.M M.M M.M qot~l ael~y RQ.M RM.Q SU.N NV.M N.T RQ.S PM.P T.U nueue iength RMth EftF UM UQ NSQ 2UM 2R QN QPP T2 nueue iength VRth EftF NQP N2S #PMP m2VR m2R mSN QVT QQ fntern~l iink aist EftF QP2 2R RNP qurn B~y iength EftF NVM 2MM B~se C~p~city EvphF 22S QSV S2P NMUT PVVN NPR 22UT SP2 pt~rv~tion C~p oeductn M M M M M M M M ppillb~ck C~p oeductn M M V M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.QR M.QR N.MN M.VM M.QQ M.PV M.US M.PM fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy RSW f-R pB oamps C ptate College Boulevard 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge NU i~ne droup bBi bBq bBo kBq pBq i~ne droup clow EvphF NQ2 TTQ PRU 2VMR NUNN vLc o~tio M.NV N.MM M.2V M.VT M.TN Control ael~y 2M.R SS.N 2N.2 2P.Q V.U nueue ael~y M.M M.M M.M M.M M.M qot~l ael~y 2M.R SS.N 2N.2 2P.Q V.U nueue iength RMth EftF ST ~S2M VS PQM PPN nueue iength VRth EftF NN2 #VNM NPQ mPMM 2S2 fntern~l iink aist EftF 2VT SMM PM qurn B~y iength EftF B~se C~p~city EvphF TPR TTP N22M 2VUS 2RQP pt~rv~tion C~p oeductn M M M M M ppillb~ck C~p oeductn M M M M M ptor~ge C~p oeductn M M M M M oeduced vLc o~tio M.NV N.MM M.2V M.VT M.TN fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SSW Ball ooad C po-RT kB oamps 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge 2Q i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF NUUQ 2SNN TNN P2N vLc o~tio M.RV M.U2 M.UN M.UR Control ael~y NM.V R.R QR.M RS.T nueue ael~y M.M M.M M.M M.M qot~l ael~y NM.V R.R QR.M RS.T nueue iength RMth EftF 2TN ST 2PM 2NT nueue iength VRth EftF mPPR mRV 2VS #PSP fntern~l iink aist EftF P2U NN2 RMT qurn B~y iength EftF B~se C~p~city EvphF PNTP PNTP VTP Q2M pt~rv~tion C~p oeductn M M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.RV M.U2 M.TP M.TS fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy STW Ball ooad C po-RT pB oamps 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge 2R i~ne droup bBq tBq pBi pBo i~ne droup clow EvphF NUQ2 2SVR RUV SUQ vLc o~tio M.ST M.VU M.VU M.T2 Control ael~y V.S 2R.P ST.M PR.U nueue ael~y M.M M.M M.M M.M qot~l ael~y V.S 2R.P ST.M PR.U nueue iength RMth EftF NTQ RSM QMT 2PR nueue iength VRth EftF mNQP #TVQ #SPU PNN fntern~l iink aist EftF NQQ PUV QRN qurn B~y iength EftF B~se C~p~city EvphF 2TRU 2TRU SMQ VR2 pt~rv~tion C~p oeductn M M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.ST M.VU M.VU M.T2 fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SUW hatella Avenue C po-RT kB oamps 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge 2S i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF NVQT PPSU RR2 2RU vLc o~tio M.PV M.TV M.TT M.UM Control ael~y NP.M 2.R QV.R RV.2 nueue ael~y M.M 2.2 M.M M.M qot~l ael~y NP.M Q.T QV.R RV.2 nueue iength RMth EftF 22N UQ 2MN NVR nueue iength VRth EftF 2PV mRU 2QU 2UV fntern~l iink aist EftF VQ QUV RP2 qurn B~y iength EftF B~se C~p~city EvphF RMPR Q2TT UUN PVP pt~rv~tion C~p oeductn M TPV M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.PV M.VR M.SP M.SS fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy SVW hatella Avenue C po-RT pB oamps 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge 2T i~ne droup bBq tBq pBi pBo i~ne droup clow EvphF 2PMR 2RRU 2RP RUV vLc o~tio M.TN M.TU M.RU M.UR Control ael~y P.V R.Q QP.V RP.S nueue ael~y M.2 M.M M.M M.M qot~l ael~y Q.N R.Q QP.V RP.S nueue iength RMth EftF SN NRS NTM 2QN nueue iength VRth EftF NRT NSR 2QT PMT fntern~l iink aist EftF NUR NUR 2TQ qurn B~y iength EftF B~se C~p~city EvphF P2SS P2SS QVT TUT pt~rv~tion C~p oeductn 2RS M M M ppillb~ck C~p oeductn M M M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.TT M.TU M.RN M.TR fntersection pumm~ry ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TMW lrangewood Avenue C po-RT kB oamps 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge 2U i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF 22UQ P2MM 22N NNS vLc o~tio M.UQ M.UN M.SP M.TM Control ael~y 2.Q NM.T RM.T SM.U nueue ael~y 2.U M.2 M.M M.M qot~l ael~y R.2 NM.U RM.T SM.U nueue iength RMth EftF 22 PQN SV TN nueue iength VRth EftF mNS mPQU NMV #NR2 fntern~l iink aist EftF N SV2 QMT qurn B~y iength EftF B~se C~p~city EvphF 2TPR PV2V PUU NU2 pt~rv~tion C~p oeductn PPQ NPM M M ppillb~ck C~p oeductn M N M M ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.VR M.UQ M.RT M.SQ fntersection pumm~ry # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy TNW lrangewood Avenue C po-RT pB oamps 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge 2V i~ne droup bBq bBo tBi tBq pBi pBq pBo i~ne droup clow EvphF NURP 22N RNS NUNN PPT P2R PNT vLc o~tio N.2M M.2V N.2Q M.T2 N.2N N.NS N.N2 Control ael~y NMT.U 2.R NRP.Q Q.S NS2.2 NPV.R N2T.2 nueue ael~y M.M M.M M.M M.Q M.M M.M M.M qot~l ael~y NMT.U 2.R NRP.Q R.M NS2.2 NPV.R N2T.2 nueue iength RMth EftF ~U22 NU ~QRU NRR ~PMS ~2TN ~2QS nueue iength VRth EftF m#TUU mNU m#SPV NRQ #QVQ #QTN #QPR fntern~l iink aist EftF TNU 2PS Q2S qurn B~y iength EftF 2MM 2TM B~se C~p~city EvphF NRQU TRV QNR 2RMU 2TV 2UN 2UP pt~rv~tion C~p oeductn M M M 2SQ M M M ppillb~ck C~p oeductn M M M M M M M ptor~ge C~p oeductn M M M M M M M oeduced vLc o~tio N.2M M.2V N.2Q M.UN N.2N N.NS N.N2 fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VRW Chapman Avenue C crontage ooad 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge PQ i~ne droup bBq bBo tBi tBq kBi kBo pBi pBo i~ne droup clow EvphF NTNM RUQ N2S 2NNS TQT UQ NM2N NN vLc o~tio M.SU M.ST M.RN M.TT M.SP M.NQ M.US M.M2 Control ael~y 2M.V U.P SN.M 2P.V PQ.N R.P PM.U NQ.U nueue ael~y M.M M.P M.M M.M M.M M.M M.M M.M qot~l ael~y 2M.V U.S SN.M 2P.V PQ.N R.P PM.U NQ.U nueue iength RMth EftF P22 2QR QV QRR 2Q2 M 2QT N nueue iength VRth EftF mPSV m2UP UN RSP 2UV P2 m2MN mP fntern~l iink aist EftF RVR SSN qurn B~y iength EftF P2M PRM 2MM B~se C~p~city EvphF 2RMT UTN 2QU 2TP2 NP2N SSM NP2N SN2 pt~rv~tion C~p oeductn M QP M M M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.SU M.TN M.RN M.TT M.RT M.NP M.TT M.M2 fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VTW po-OO bB oamps C The City arive 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge PS i~ne droup bBi bBq bBo tBq tBo kBi kBq pBi pBq i~ne droup clow EvphF 2MU 2MV NRN TQ RP P2S NT2T NN NUQ2 vLc o~tio M.TM M.TP M.PV M.QU M.2V N.2U M.RT M.NQ M.UP Control ael~y RT.S RV.R U.T SN.V NT.P NS2.T V.2 QV.U PN.U nueue ael~y M.M M.M M.M M.M M.M M.M M.M M.M M.M qot~l ael~y RT.S RV.R U.T SN.V NT.P NS2.T V.2 QV.U PN.U nueue iength RMth EftF NSM NST M RS M ~P2S NPN U PPU nueue iength VRth EftF 22U 2PV RR NMP PV m#2NU mNVR m2P #SVP fntern~l iink aist EftF 2US RN NS2P N2P qurn B~y iength EftF NPM NTM NUM B~se C~p~city EvphF PUT PTN QS2 2QT 2RT 2RR PMPV UP 22NU pt~rv~tion C~p oeductn M M M M M M M M M ppillb~ck C~p oeductn M M M M M M M M M ptor~ge C~p oeductn M M M M M M M M M oeduced vLc o~tio M.RQ M.RS M.PP M.PM M.2N N.2U M.RT M.NP M.UP fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VUW Metropolitan arive C po-OO tB oamps 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge PT i~ne droup bBq bBo2 tBi tBq kBi kBo i~ne droup clow EvphF PQT NPT NTTV Q2N V2S NNPT vLc o~tio M.TN M.QN N.MV M.NU N.NM M.TT Control ael~y RU.N NN.R UQ.S U.S NM2.T U.N nueue ael~y M.M M.M M.M M.M M.M M.M qot~l ael~y RU.N NN.R UQ.S U.S NM2.T U.N nueue iength RMth EftF NPS M ~UMS TN ~QNU 2U nueue iength VRth EftF NVM RU #VQS VN #RQS NMS fntern~l iink aist EftF PRS RPP QMP qurn B~y iength EftF PMM B~se C~p~city EvphF QUT PPR NS2S 22V2 UQR NQT2 pt~rv~tion C~p oeductn M M M M M M ppillb~ck C~p oeductn M M M M M M ptor~ge C~p oeductn M M M M M M oeduced vLc o~tio M.TN M.QN N.MV M.NU N.NM M.TT fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy VVW Chapman Avenue C po-RT kB oamps 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge PU i~ne droup bBq tBq kBi kBo i~ne droup clow EvphF NUNN 2SQ2 RP NSU vLc o~tio M.SP M.SQ M.QM M.S2 Control ael~y Q.T N.M SM.V NT.U nueue ael~y M.M M.M M.M M.M qot~l ael~y Q.U N.M SM.V NT.U nueue iength RMth EftF Q2 S QM M nueue iength VRth EftF NQS mPQ UM SS fntern~l iink aist EftF NPV RUQ qurn B~y iength EftF B~se C~p~city EvphF 2UUU QNQV 2PQ PRQ pt~rv~tion C~p oeductn M NPV M M ppillb~ck C~p oeductn SS M M P ptor~ge C~p oeductn M M M M oeduced vLc o~tio M.SQ M.SS M.2P M.QU fntersection pumm~ry m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- mlatinum Triangle Master iand rse mlan Traffic ptudy NMMW Chapman Avenue C po-RT pB oamps 2MPM tith mroject Condition - mj me~k eour nueues T - oeport m~ge PV i~ne droup bBi bBq tBi tBq kBq kBo pBq pBo i~ne droup clow EvphF NN 2N2S 2N NUTQ NTV NNS NVM QRP vLc o~tio M.NQ M.UM M.2P M.VU N.MQ M.QS M.RS N.NS Control ael~y SM.M 22.Q RU.2 PV.N NP2.2 NT.S RM.P N2V.Q nueue ael~y M.M M.M M.M M.N M.M M.M M.M M.M qot~l ael~y SM.M 22.Q RU.2 PV.P NP2.2 NT.S RM.P N2V.Q nueue iength RMth EftF U PP2 NS QTV ~NRM S NPQ ~PQR nueue iength VRth EftF m2Q SNU m2T #NMMN #2VS SP 2N2 #RRQ fntern~l iink aist EftF 2VT NTP 2P2 22M qurn B~y iength EftF NQM N2M NMM B~se C~p~city EvphF TU 2SRP VV NVNS NT2 2RM PQ2 PVN pt~rv~tion C~p oeductn M M M 2 M M M M ppillb~ck C~p oeductn M M M M M M M M ptor~ge C~p oeductn M M M M M M M M oeduced vLc o~tio M.NQ M.UM M.2N M.VU N.MQ M.QS M.RS N.NS fntersection pumm~ry ~ solume exceeds c~p~cityI queue is theoretic~lly infinite. nueue shown is m~ximum ~fter two cycles. # VRth percentile volume exceeds c~p~cityI queue m~y be longer. nueue shown is m~ximum ~fter two cycles. m solume for VRth percentile queue is metered by upstre~m sign~l. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Traffic Study Report--Appendices Appendix N Difference Plots outlining AM and PM Peak Hour Volumes under 2025 No Project and With Project Scenarios ---PAGE BREAK--- ---PAGE BREAK--- TofAkdib jASTbo iAka rSb PiAk aifference in Aj Peak eour between tith Project & ko Project Scenarios under Year 2M2R iicensed to Parsons Brinckerhoff ASdNdomZV ASdNdomZMINIU ASdNdomZ2IS ASdNdomZP ASdNdomZ4 ASdNdomZR ASdNdomZT City=of=Anaheim=TAZs P2U P44 TU2 PTN 2MR T2 2MR T2 2MT TR 4 N PSN 2MN NUV 4UU PSN 2MN NUP SN 2PP RPN P R -P T S -P -P T -P V NP -4 -R -NV NSP 2PV 2PV NTM 22P SS 22P SS M M UU N4 U4 NV 2M2 N4R 2M2 N4R 4SR 2RR RTP 2TS NUR N2 T 2 -4 TT P2 T4 PP NUU -PM NTS -PM PP 2U 4P 44 42 M NPR -S N4M -V TT P2 TS PM 44 M 2 -N 2R -NT -R 2PU NN4 22R UV R4V 2T4 NT4 P4 P2 -PM PPN 2RV NNN 2V 2U NMN PR P NTP TR NTP SR RV -2P S2 -2T RV -22 RV -2P R NRR NRS R NP 2V PP NN -22 T4 TU -PM 2NT -PU 2NT -P NPR -R2 -UU N N N -2 -R 2V PP -U 2S2 PNV NMU PNV NSM N2U P P2 U4 NUP NPN 24N 4TM P -42 2R2 N2 RRV N4N N4T NMT 222 NMT 222 S4S NNRV 2NT -VP 2NR -VP UU N4 V2 -NR -N RN -N 4U ST NUP NRM NP2 -RU NPT -TR NSN NSN -TR NN2 -T N22 -2M M M N M T P T T N4 -V2 -ST -TU -UT NVM V4 V4 NUV -2 4S R4V P22 2NU 4N TU P2S NN NT NT NN N4 -P -P N4 -N P R V NP M 2SN PNV 2 -S 4NU 2PT 4NM 242 4V 44 2V 4M -2T 2R PN R4 N2 SS -2 NR M PN NR SS N2U TS PSP NPN -2V PMT NVM PP NTU 4S NSM N2U 24U NR4 24U NR4 -24 -U NUV V4 224 2MP 2MP 224 NSS NMV -4S SU -4N SV 2MP 224 PM2 NVU 4P2 P4M -P SV N4 N4R -R N4N N2 -S4 -RM 2N -NS 2R 4S -4U 42 VM -2R NNU 2N M 2S 2 UR 2V UM PN -N -NR -NP M NP2 2 NPV 2 NUR RR -2U -2V R2 2SM TM 2R2 RS VN S4 NMU S2 N4N NUN N4N NTT NUM RP NU4 RP 22P VT -2 -NM -4 NR NRM NNU NMU 4N4 NUS NP NU -NM M PN NUP ST NTV NPP -S -2U -TR 2MP -P2 N2 NUP SR N N4R N 24 -T2 -PR R -V NRS -T NTT SV NTT SV -NV NRS -NS TR UN NN -TP N42 NU NN 224 2R 2 -NU -U NM -NS V2 -NM2 -NS -NV N P -N4 2NM RT NRR N4 -NN -4 NRR TM N2 2M4 -P -U NR -NR S 2NV -VS 22 -2N NTV 2U NTV U -24 -NR N4S NRR 2R 4V 2 TU 4V 44 T2 RP -NN -4M S4 -N4 -PU NMM NS NSV 42 NS NSV ST PP 24U -V -N4T SU TV 42 NUV NTM RU 4NR -UV -R4 NMN -TV RMT -44 -TN -NN -2RV TRR -PN -4N -N2S -222 -N42 RR2 -N44 -NT VV -NPS R -NMN -NM PU2 PS2 -V -24 -R N2T -2 NM2 4R NNT P4 -N PV -4V NTN -PP T 2R 4M 2U -N R NM -US NTV -RN UN -N2R NS -PR -PR NS NUN -2 SS -RN -R NT4 NN -T TN -PV -NV NT4 NN -44 2UR S4 R4 NT4 RP -P NT4 SN NRT RM NNN N4U U NSN -RP -UU -VT -44 -TV V M M -RP -UU V2 NUR 22 2P SV 2MT NNU -P2 N 2P -NPP -2V SN -2PN NTU -R2 NTV -NTS -N22 -RP -N22 -2N NMN -RT PS -RT -S4 -NN -R4 -T PT PS -P2 -NR -PP -P4 -T -RP -NV PT -R PT N2M P -N4 -T2 -4V -4V -4V NNN PS -R -S -S PT PT -44 -S -N4 -4 -4V 2S -V -V -PN 2MN NT2 -4U TM 4 -S N -2 NMM 2S -S -2R -NV -2M R2 PN4 NS PNP 2U N2 2U -NN PV NT SN NM V RU 4N 24 42 -S2 -44 N4 NPS -24 4S -NT2 TU -PS NP PT U NR T NS T SN -2 N2 PP PR -N M 4U RN -RN NMP 2R PP U -4M NM -NM 2R S4 -N TV -NV N42 NR -TT N2N 2U 44 TT -R -U -NTN -N44 -NMM PT NTN -NS -NS -V -PT NM -U NM -NR -PP -P P4 -2 R2 -NU VU -NS 4N NS TM M -PT NT2 -R4 N4N NT -N2 -22 TS NMT SS N4P SM M -2SP -N2 N4T -NU SU TV 2U 44 NSV US 2PN N4N -NMT -UT -N2U R -2V NMU -PP -4V -NT -22 -N -T 2T M -NT NN 4 TT UU -4 2NR NN2 -NT 2T N2U -T 4U -N -2M 2N N4M -V R 4P NP4 V RV -N R NSU NR U4 -NU TM U2 US 2 NR -4N -NR -R 2R -T 2 RP -N4 2M 2R T NS NRM -T PV R N44 N4 -2R NV NRM P2 2S 4U P4M 2V P2 2S PN -VN NUR NUR -VV -2 2T -T 2S -2T SV -PP TS 2T -4T -UP PT NP -2S -PP U4 -NR 22 -R N4N -2T U2 N NSP -2M RR NRS -N4 -PM PU SS VP VM ST NN4 -NV -2M NNM -NP 4 NMS -44 N2V 2UR PSN NPM -42 22S PSP NPR -22 N24 NN4 -22 -NU NT PP SV UV N24 -NT NU -22 22 PS 2U PS 2U -NN PS TR P2 -R NST -PN 2SR -2T 2U -24 22 SN 2N NP -4N 2P 2 -NM 2V -NV R2 -2M 2N -2M NV NS NP -P -P -U NN M NT -V R 4 -U -NRT NS NP RS 2SU S -PR -U2 -S2 NN 4 22 NM -2V -S4 PN -N2 UN 4S -2S -NT P -T 42 VM 2T -NT -PP -NS -NS PU 2P4 V -2N M M -4R -4S -SP UN -2S -R2 -RP -NP2 -NNP N2 -2R NS -NR -V -T T -2 NMS -NP M N NMT -N4 -RM NVV NP4 -2U RS -2 -VV -2P 22 M -U2 -NNR NV -NN NV -NN -NU P4 N4 -R -NP -S4 -T -NMU -NMU -T 4R P 22 -V -22 -N -NST -TM -N2 -ST NNN -N4 N2N -NN PUT -2S 244 -PP -2 NTM 2R2 -PS 2R2 -4N RN -P2 242 -PT R -R NU4 -22 -NS VM NMN -NM -PM 4NP -T NPT P -RV 2V 4S -PP -4 NR 2U N SV -NU -PT 4N M 2S NN 4 RU -N -NR NM -2 22 -P4 24T -R -V M -S4 NT NTS N4 NT2 T -2RN -V -UP N2R NNT 4N NRR -N2T NPU -NRP -RV PP -UP R4 SS -UR -R NSS NNM -U NNM 2 24 2 T4 NM U4 NN PS 2 NVR PSM NVR PSM NNT -2R NNR -PM MM 2S VV -PP -NU NNT UU 4V -SM NPS -SR NRT -4V 22P NSR UM NST UP -NU RM TT -V NM2 NS NSS NMV -2S NP -PP TS N2U UV -R P4 P -P -2M NNM V2 PM 2T -NPM -ST -R -PN 22 -V PP NS2 -V2 -P -V -N2 -2 -N -2 PM -24 TM R4 NS N4P NP NRS S2 S4 -2S -2P -NU -N4 -NS M -NM NV -N4 -S -S2 -R RU M -RV NP NS M M N2 -N PS -N P2 -N2 VT -NV -T -S PR -2 -NU NM -NP -P2 PV R4 4 -NM VS -U NR NN2 -NR -V S -T NR PN V R -N N4 -RS -U -V N N4 PV 2U -ST -NS SU PV -2V 2P R 4T 2 22 2 SU -NR -PR M SM M RN M T -2V -NP -N UV -44 -2T 4V -2M U4 N4P M NS 4R 4S ST 4S M NM P2 2S U 4R P4 -NS N S4 S PV 4N RR M M -2T U2 VM NP 2T US 22V NTN -2R NUS 22 PU NT -2 NMN -UU NR4 -PN -S TT M -NP P2 NP NTR NPU P2R 2PS P2R 2PS -N4 S4 SN -NT UU -N2V V2 -NNM VM -NN2 NVN -VN NST -UV PN NM NM PN 42 2 NP 2M UV N4 -NP TM -2 RU TU NM -4R -NV PM M -RM -NP V -NN NMM -NT RV -N4 R NR4 NR2 T NU -PR SU -N 2 SS RU -2 4 -NR -2 RU UM 4M NNM PM TP N -V 22 24 -U P -P N2 NP UU NV NTR N4N 2SV TU SS 2M RT NP -42 -PR 2P2 -PN 2TM 2TM -PN NTP RM NTR 4T N22 -2V N2V -22 -TV R4 NPU -SN RT -R N M -2 4 -2 S N M M 2 M M M M -N24 -TT -P PT NS4 -S -2M 2U -4V -S N2M P -4R TM -P N4S NR RN SM2 2M M -PT -V2 N2N -P4 NUV NSM -N -2M NRR RM 2S -R P2 42 NMR TT N2 N2U NN 4S UN 4S 4S NPM NM -4R 4S 4N UU N4S NNP U 2M NRN 22M -4 VV 2M -NN -NN 22 -2M -NN -N 2PU N TR P TR -V N44 NVV N 4 -SM VS -UP NT 2U M N4T NUP -R -R -R -NV N -N2 -TP -T N2 P2 RP P2 PT R -N4 PT -R -2T NM4 -R PS -N4 N RPV ST -R PR -2S T 2N4 -P 24 -NN -U 24 -U -U R -R 22R RV 2U PP 24M -SS 2N -2 222 -SS NTU 2U TM -T N2 NP NP NT V 22 4 U -VR -2M -VR NMU -NN 2NV -RM PP PU NUP -NMN 2NT -SS PN -U NTS -NV 2S N -T N4 -RS 2SN -T4 NRV 24R -T4 2R SUU NVS -N V4 2 US 22 P2M -NT -PM RSR 2TS -4M PMT 4TS NPN PSP PMT -2V N2R NRN PPU PS2 NSS NMV NSS NMV 2M RN NN2 -NT -RM U4 -N P4T 2RR N2 NP NP2 NSM NTT NU2 NN2 NMT NPT -PR PRT R T NP NT M NT 2R -N2 2N NST 2NP 2T NU -4V -R NSR -R NVR RM -P S -42 222 N2T N22 UM NU4 -22 2MN -2V NUV -44 NPN PV UM 2V 2RU ---PAGE BREAK--- ---PAGE BREAK--- TofAkdib jASTbo iAka rSb PiAk aifference in Pj Peak eour between tith Project & ko Project Scenarios under Year 2M2R iicensed to Parsons Brinckerhoff ASdNdomZV ASdNdomZMINIU ASdNdomZ2IS ASdNdomZP ASdNdomZ4 ASdNdomZR ASdNdomZT City=of=Anaheim=TAZs RUT 4VP TTS TNT NTN RNM NTN RNM NSS 4UP 2 2R PV2 RNN SR4 RMS PV2 RNN VR NNV T44 RMS P N2 N M -2 NN N M U -R NT T S NP NN2 N4P N4P VT NVM 22R NVM 22R -2 M 2T NP 2P T TV NMT TV NMT 4T2 RN4 R24 SUM 2SS NP 2 -R P NV 4V 2N 4P T2 NPV TT N4M TN U4 TN U4 -2 S2 N2 RN N4 4U NV 4V NV RN N 4S -N -P RR 22 -P NV4 NNP NV4 NPU TPT RVT 24U 22U 4P PR SPU R24 -T RT 24 -NM T P2 P2 N4P P2 N4P -SU NN -SR 2M -ST NN -SU NN U2 -TP -TP UN PR NS N4 4T 4N U4 VM 2T -PP NPR -PP NU2 P NR2 NTP 2R 2R NTU NPU NM2 VS NPR 2SM PT4 PSM PT4 NPT PN4 P -PU 2UN P4U 22N 4NR 2VT PSS NMR PTS 22S PPM 4VM PN4 242 2U2 242 2U2 -2R NTV -2P NTV 2T NP V PT 2N 4R NT RN NVP NMP NTN NU2 NTP -N NTM US US NTM NS NTU NS NUV M M R -NM 44 NTM NTN 4M 2SV -P M U -P PN4 NNS NNR PNP -NP PU TPT S4U SU 2RN PVS 2MN 42 NRT NRT 42 NM N N NM 2M -P P S V S 2TM PT4 -N2 -S PVM R4S PVR R2P NN2 NR -U V4 PS 2R N22 4R TU 2V M NR -N P2 N4R -2 2R4 R2 24M SNV 4UT NS4 NRU NUT NST NUR NPT PN4 2NM PTN 2NM PTN 4M 2P PNP NNR 2SP P4R P4R 2SP NT4 NSN 4S P 4U N P4R 2SP P4N PRU 4VV RNM TM U NVP VN 2M2 NMS -4 RT P4 -NM NMM N 2M U2 NVT NSM 2MV NMV T 4 2 U -U S -P R -NP -NN -N4 -NS N NMV -2 NMU 2SS 4P NRT N4R 4R SM 2SU RR 244 NPP NSU NPN NSS PVS PNS PVS PN2 -P2 22R -4R 22R N4T 42V 2U M -R U NUU NR2 444 2TT R2 NN4 4 -NM -N P2 NMP NVP NRM NVV 42 V NU4 NUP 2N 4SN NRP NR RSS NRV RSS 2R -V U2 -4 4 NR4 4VT NTT 2R4 PT NPP NSS NMP R2 4SM -NN -T PMM NM 2U PMS 4RM PUN -2M 2U PUV NRR 2M PUV VN NM4 N24 PSV S2 4V NRV VU 4U NUT PRM 2PT N PU2 M RTU -NM 2SM PRN -44 -R -P2 24 VS 24 S4 NNV 22U PMP 2VM -2P -R S4 22 4R RT 24 NMM 4U -PS SN -UR S NV2 UN 2MV N4U UN 2MV PN 2NN NUS -U N2 UT NSM NMT NRV VM 22V NM4 N4 R PR 2RM NSU 224 -TU 4S -NV4 PUN NP P4 NVN RPU -R2S 42P -2N -N -R 4PT 2M NN2 PN -N2T -2PM P -N2 4U -2N VM -PN 2V N4 -N2S SR -P -2M -4S -4N 2N 42 PU N2 VR -NM4 N NUP -RV 44 2R -42 -V TS TS -V -RV N -P 44 4P -VN UP T TV NPM VN -VN UP NR N4N PT SU -VN 42 T -VN NVU -NNV 4V VS -NNT -P N4S T NS -RR NU -NM R4 M M T NS -N4U VM -U4 M -N4U T -2N -R - -PN -2 -NM -NST -T 4P PS -RV -4R -NP -P2 -NP NMS NNV PR TN PR 4P -NNR NRU -P2 P TN T NT 2M NP T -P2 VN P R P -NMS -VN -UR -V NMN NMN NMN VS RU -2 SS SS -SU -SU NR SS -UR RS NMN -4V NPN NPN N2M -NUV 2MR 44 4 22 PP 4M PR TTT TMS SN TS 4N VU P2N US PSN T4 2M PM -NT 4V 2M T4 PR 4S 2V NM 2U TN -RM N2N SN SP 4M -2U 42 -2S TS NRT -P R2 -PN NM NPU P N4 -2 2U 22 NR -U NU NU S -4R NMM NM RS -U NT NNT -T R2 U -V SV M VT -2N NNM NSP 2V -44 NT RV -2S -2V P4 VP -4R NM SP P 44 -T -2S -2S -R -PM R 2M -PS -4V 2N NN NP 24 VM PS SM S V2 2PS RS 2MR P2 R P4 NMP -N -V2 N24 -SS N2R M 2P4 NMR N2R NSP UT NSM -44 NT PV NNP N4R 2PM RS -NN NV2 NS4 NUV UR R -4 PT P M -NM -V -4M -R P ST NMP NNP RV TV 2RM -S -NN P RR P 2R P -2M N4 4U RV PP T NM2 SS P2 NSN N22 SR NNP 42 NS NTM NMT 2P 2 -P 4M PS P -NR 4N NM TT PU RS S N4V UU PS RN NNM RN NN 2P NSR TV RV -U 42M SS R S R -4 NMP M M NMR SU NM SS V P4 2 NRM 22 -NU 4N RU 24 NU N2 N2S -N4 VT -2 2M2 NMS PT M NSS N2S 24 N24 NRV N2P NS NMU NTN NTS 22 R U NT R U 2U V P2P VM NVT 2SR PMM NR2 NVU 2SR 4 NS 2N S R SV 2U R2 P2 42 NU VU -N SR 2V -NM -2T -NM -2T VN 4S T -R NTP NPM PNT 2VU TV 2N RP -2T 2R SP M PU NU 44 2N R PR NM SR NP RT 2T NT 4V 2P NP 2S -R -S P4 N2 -NM N4 -PS P2 -U -2T T 2T 4R -2M -U R4 RM 24 2P -NU -2 RM P2 NV -4S -2R NN NU -NN RP PM 4N NN2 PM 2N SU NN 2M2 NUR -2M NT -N M PS SU NVP N2V RR -2 V VM -4N -22 N4 V2 -4M -NMM TR R M NNU NTM M -2T N2V 2MT SM 2R4 PN -R4 -PR RV -42 PV M -2N PV -P4 -2 PT -2 PT 4M -NM -U N NM TN -22 4M 4M -22 V N2 -2 4T PV N2 R4 2U NU R P RU M S4 TT PST SP 2SP NVN S4 TP NRS TP NV4 PU U2 RT 2R4 SU -2 UT NTN NMM UU UP NM2 T2 VP PU2 U SM 2V P4 PM PT NM 4 -4T NV NM UP PP NV S -U -4 NS -N2 PP U -4 S -P NS4 NN T P NS 2 PP NN PV NR 4 2PN NM4 NRU 22 VT 4 NN NPS NM NPT PN PP PT SP RP PU NUV RP NNT NRT N2P NST -NP -4 -T R -V T T P2 PNU PRP PNU PRP RS NSR RT NSP 2T NS PS N2M NSU RS NR4 NSU VV -TT VR -UR PMP NST VU NS4 NM2 NRP 4N -SR -NS TP -PN 2V NT4 NSN N2 NU NRM 22 2S PV RV P2 P -4 U NT VU M -22 PV 2S NN U P -S -P S RV -PR -NU -4M 2 -RS -N -U V N PT -NN N22 R4 UU SS 42 -2 P4 -R 44 M 4U 2 PS 2 4S NM T PM RP PN PR P2 RT -NV -NT TM NR -V NT 4 -2 NM 4S -NP 24 V -NP 42 M R4 -T U R 24 TM RU 2P S SV TV 44 N4 PT T PT M -NR -NP -PM -NR 2N -2P -PR NM 4P NN -4 -N -UV -RS PR -2T 4M 24 2M 2N RV -4 -PV -2P 4N M PU M NU M -2M -U 2P -4 -P -24 -2M 4 NV -2T PM -R 4P NN 4R R 2T S RV -NV -U M RN VR -V 4V N2 U -N NN -N M PS M NNR NTM NRV NNV V2 NP2 22R -2 T4 S2 S NM -PP NNM PU NVM UU T4 R -2 2P 2V NM2 NUN PTP 4PV PTP 4PV SN 2V 2T TU P TV -PP V4 -PR V2 -4P N44 -4N NRN T4 NR NR T4 -N 4M 4R U 2S NP RU PN 2T SR SR 2S 2T -4P R -N NS -42 V NR PU VN S2 NSM TU -PR -2U UU -N2 N2M -44 P2 PT -42 SR 2T RN N4 2T SR PP 44 -R R2 -4 NS VM P4 P2 V4 -2 -NV -NS P 2T N2 PM2 PVV SS 2SU 2MN NU4 NUR NUM R4P NRV 4 2V4 NPN NPN 2V4 N4M NUR N4S NTU -PT NTS -PP NUS SV -4T 2 NTN V RU -P PV M PR M T -2T M M N M M M M -SV -N4 -2S -SU -N2N SS -NR R -N2 SS -NMS -VN -2S PN 2 T S2 N2R NTT RUV M -S -RM UN PN4 PS 242 NV 4V PRM PP 44 4 2 S 4N RM N NN2 NM 4 4 R2 4 4 -S2 2U -2S NM2 NNR -P T RT 24 RR NVP VR 22R NT 22U PM PM -R 4V NP M R4 NN SR -NS TV NVN 2R4 NTP 2U -2S -NMP NPP R -N 4U PU R R R R2 N -V NV2 -R PU -2V -UP -2V P 4 NM P 24 -P NV4 -2 RU NM 2N 2RN PRN P TM S T2 -P2 NU2 P2 RP V4 P2 -4 PS SU -2 NV2 222 U4 TN -NS NUM -PP -RS -PT NTV 24 VM -NU TU -NS P NM UN NP SP T 2U S4 VP 4V NPM V2 PM SN NUN SM TR S NN2 -2T NTV P2 NR 4M NS2 -P RV S2 2SV 2T4 NMT NPT 2S2 US NPS 4VS PSP UTV 2NS 2MN N2M NSN PTR 22R PU NRR NMU 2T4 42M 4VR SNV 24M NS4 4UT 2PV NVP 4PP 4MT NT4 NSN NT4 NSN NMP NV2 2SR -44 NVR N42 4P PVP 4N4 2R PU PRT 22V P4R 224 TU NRP NRN 4MU 4T -N R2 NM UN -U -2V P4 NS NR 22 22 N24 2NP SV -PN NMN NSP NVM N N 2TU NMV NUT 2R 2U UT -NUV N4 RS -4V V V -NNR RMT 2UU ---PAGE BREAK---