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Gene Autry Way at Route 5 June 2009 MODIFIED ACCESS REPORT On Gene Autry Way at Route 5 This Modified Access Report has been prepared under the direction of the following Registered Civil Engineer. The Registered Civil Engineer attests to the technical information contained herein, and the engineering data upon which recommendations, conclusions, and decisions are based. Chris Bretall, P.E. Date Registered Civil Engineer ---PAGE BREAK--- TABLE OF CONTENTS Page 1. Introduction 1 2. Proposed Project 1 3. Need and Purpose 2 4. Traffic Analysis 3 5. Accident Analysis 24 6. Alternatives 24 7. Conclusions and Recommendations 24 8. Reviews 24 Appendix A – TASAS Data ---PAGE BREAK--- Page 1 of 24 1. Introduction The proposed Gene Autry Way west extension project is the second phase of the Gene Autry Way (West) I-5 HOV Interchange project that was previously approved in Project Report No. 07-3264 (12-ORA-5 MP 34.0/42.1, Widen Freeway and Reconstruct Interchanges From Route 22 to Route 91, 20.50.010.300(HE13), 07208- 101660), dated May 31, 1988, prepared by Caltrans District 12. The proposed project is consistent with the ultimate concept outlined in the said Project Report. 2. Proposed Project A Project Report (No. 07-3264) for Santa Ana Transportation Corridor, for widening and reconstruct interchanges on Route 5 between Route 22 and Route 91, was approved by Caltrans District 12 on May 31, 1988. One of the Improvements included in the Project Report is to construct a new six-lane arterial street, Gene Autry Way (formerly known as Pacifico Avenue), overcrossing structure across the widened Route 5. Gene Autry Way overcrossing was divided into three separate contracts: Phase 1: Gene Autry Way East- Chris Lane to I-5 HOV interchange (including the Right Bridge), Phase 2: Gene Autry Way West- I-5 HOV interchange to 750 feet west of the westerly right of way of Manchester Avenue (including the Left Bridge), and Phase 3: Gene Autry Way from 750 feet west of the westerly right of way of Manchester Avenue to Haster Avenue. This Modified Access Report addresses the construction of Gene Autry Way West (Phase 2) from the existing abutment of the right bridge at the I-5 HOV interchange to approximately 750 feet west of the westerly right of way of Manchester Avenue, including the left bridge over the Route 5 southbound lanes. This project proposes to extend the existing six-lanes of Gene Autry Way westerly. The proposed improvements include roadway paving, curb & gutter, sidewalk, raised median island, retaining walls, drainage and a cast-in-place box girder bridge. The construction of Phase 1 Gene Autry Way /I-5 HOV Interchange, which included the right bridge, was completed in the 1990’s and opened to traffic on Gene Autry Way from the I-5 HOV interchange to State College Boulevard. The City of Anaheim is lead agency for this project and has procured funding through a variety of sources including Federal TEA-21 Demonstration funds, Orange County Measure M funds and the City of Anaheim Capital Improvement Program. Integral to this project are the proposed improvements to Gene Autry Way between Haster Street and the westerly terminus of this proposed project (Highway Project). The Highway Project, also a City-led project, is currently under design and will proceed concurrently with the PS&E documents for this project. At this time, the City of Anaheim is planning to let both projects under one construction contract. Bridge The proposed left bridge was laid out during design of east/right bridge for the Phase 1 project. The abutment at I-5 transitway is currently serving as a portion of the transitway retaining wall but was designed to eventually support the east span of the proposed west bridge. Details were incorporated into the design to allow easy removal of the top portion to reveal the bearing seat for the future bridge. The east/right bridge which extends from the I-5 HOV transitway to the east is already constructed and is open to traffic. The proposed west/left bridge will be very similar to the east/right bridge, only mirrored to accommodate the horizontal geometry necessary for the turning movements from the southbound HOV off ramp. The span will be different from the east / right bridge to accommodate the roadways below. The west/left bridge will span the southbound I-5 lanes, the “OR-1” ramp, and Manchester Avenue. There will be sufficient clearance for the falsework necessary to span each of these roadways during construction. Retaining Walls The retaining walls to support the fill for Gene Autry Way west of the bridge will be as high as 30 feet and will be mechanically stabilized embankment (MSE) walls. ---PAGE BREAK--- Page 2 of 24 Project Staging The project will be staged to minimize inconvenience to the motoring public. This will include ensuring that no streets are impacted by freeway bridge construction. Temporary access road to/from Manchester Avenue will be provided for the properties along the proposed Gene Autry during the construction of retaining walls. Any road closure required will be scheduled during off-peak periods only. No Mainline freeway closures are anticipated for the construction of the bent and the abutment. Stage Construction / Traffic Handling Detailed stage construction plans will be developed during the PS&E phase of the project. These plans will primarily address traffic handling and staging on the I-5 as they relate to the proposed bridge and retaining wall construction. Another staging consideration is the construction of the new driveway connection from Manchester Avenue to the Del Ray Mobile Home Park. This driveway will need to be shifted to the south adjacent to the new retaining walls, which will support Gene Autry Way. These improvements will need to be constructed in a manner that minimizes traffic impacts and maintains adequate access to the residents during construction. Temporary southbound mainline freeway closure will be required for the erection and removal of Gene Autry Way (west) bridge falsework. Such temporary closure will be conducted during off-peak hours and will be coordinated with Caltrans. During the falsework construction, the southbound freeway traffic will be detoured to exit at Katella Avenue off ramp. Traffic will be detoured through Manchester Avenue, which is a one way local street adjacent and parallel to I-5 Freeway. It will then be rerouted back to southbound I-5 freeway using southbound on ramp at Manchester Avenue. Signalization The existing I-5/HOV transitway is currently signalized. The proposed project will construct the traffic signal improvements at the east end of the proposed bridge that are necessary to complete the signalization of Gene Autry Way at the intersection with the HOV ramps. Bike Facilities At this time, Gene Autry Way is not on the City of Anaheim’s Bikeway Master Plan. However, as an alternative route, the adjacent major east-west street to the south, Orangewood Avenue, is included in the master plan and accommodates bicycle circulation between Haster Street and State College Boulevard. Pedestrian Facilities When this section of Gene Autry Way is constructed it will accommodate pedestrian circulation between Haster Street and State College Boulevard. Pedestrian features include sidewalks on both sides on the street, crosswalks at the signalized intersections and Americans with Disabilities Act (ADA) compliant wheelchair access ramps. Environmental Reevaluation Due to the lapse in time between the original PR/ED, it was determined that an Environmental Re-evaluation is required for the project. This re-evaluation is currently underway. Coordination with other Projects The project will be coordinated with the Highway Project to the west of the Gene Autry Way (West) I-5 HOV Interchange Project. 3. Need and Purpose Currently, access to I-5 is only gained from the east (right bridge). The purpose of the Gene Autry Way/I-5 Interchange Improvement project is to complete the planned west half the HOV transitway and provide access to motorists and pedestrians to and from the west side of the freeway. ---PAGE BREAK--- Page 3 of 24 When completed, Gene Autry Way will be an important east-west link within the City of Anaheim’s Resort Area. The proposed project will facilitate local traffic circulation by relieving congestion during peak hours on adjacent parallel arterial highways including Katella Avenue to the north and Orangewood Avenue to the south. Gene Autry Way will also provide direct access to the I-5 freeway for motorists entering and leaving the area during special events. Major attractions within this portion of the Resort Area include Anaheim Stadium, The Grove, Disneyland and The California Adventure. These venues can generate short-term congestion at various times throughout the week. The construction of Gene Autry Way will facilitate freeway access to and from these attractions and provide relief to the roadway system in this area. 4. Traffic Analysis This analysis presents the circulation analysis of the Gene Autry Way westerly extension from I-5 to Haster Street in the City of Anaheim. The land use plan includes development intensities identified in Scenario A2 of the Platinum Triangle Master Land Use Plan (MLUP) Phase 2 Traffic Analysis performed by Parsons Brinckerhoff (PB) in October 2007. The memorandum includes a brief introduction, methodology, and analysis results. The circulation analysis was performed based on revised land use developments in addition to previously approved developments for the Platinum Triangle area. Phase 2 includes implementation of MLUP representing the Mixed Use (MU) overlay sites and recommendations for additional development intensification throughout the Platinum Triangle. The MLUP represents buildout conditions of The Platinum Triangle per the City’s General Plan for Year 2035. Table 1 shows total land use development intensities for residential, office, and commercial categories proposed to be implemented in Phase 2 for each Platinum Triangle District and for the area outside the five districts. Figure 1 illustrates The Platinum Triangle Districts and boundaries. Figure 2 on Page 4 presents the project location. Table 1 - Phase 2 Land Use Development Intensities by District Residential (DU) Office (TSF) Commercial (TSF) A. Platinum Triangle Scenario A2 Arena District Total 425 100 100 Orangewood District Total 1,771 1,403 130 Gateway District Total 3,546 681 132 Gene Autry District Total 2,362 219 237 Katella District Total 5,681 2,425 746 ARTIC District Total 0 2,953 358 Stadium District Total 5,175 4,525 3,177 Mixed Use District Total 18,960 12,306 4,880 Outside Districts 0 4,631 87 Grand Total 18,960 16,937 4,967 DU – Dwelling Units; TSF – Thousand Square Feet Source: City of Anaheim Based on the above land use assumptions, one specific build alternative for the extension of Gene Autry Way to Haster Street was evaluated: Alternative 1: 6-lane general purpose facility In order to conduct a thorough examination of the proposed project impacts, analyses of existing (Year 2007) conditions and future No Project conditions were also performed. Alternative 1 is anticipated to be completed in Year 2011 and hence an opening year analyses of No Project and Alternative 1 scenarios were performed in this traffic study. Since this additional analysis is considered as a supplemental analysis to this traffic study, the results from that analysis are presented in a separate section of this report. ---PAGE BREAK--- Page 4 of 24 Figure 1 - The Platinum Triangle Districts Source: City of Anaheim ---PAGE BREAK--- Page 5 of 24 Figure 2 – Project Location Map Source: Google, Inc. Proposed Extension ---PAGE BREAK--- Page 6 of 24 METHODOLOGY The analysis was performed by application of the Anaheim Traffic Analysis Model (ATAM) to develop traffic forecasts in the immediate vicinity of the project area. ATAM is the traffic forecasting modeling tool for the City of Anaheim and is consistent with the Orange County Transportation Analysis Model (OCTAM) developed by the Orange County Transportation Authority (OCTA). The highway network used in this analysis remains consistent with the networks adopted for various other traffic studies previously performed for the City of Anaheim within the project area. Traffic analysis zones (TAZs) also remain consistent with the zone structure adopted in the MLUP traffic analysis. In order to develop forecasts for the regional transportation system, specifically I-5 in the vicinity of Gene Autry Way, OCTAM was applied. OCTAM forecasts were used to perform Highway Capacity Manual (HCM) mainline analysis, ramp merge/diverge analysis and weaving analysis. This traffic analysis required generating AM and PM peak hour Intersection Capacity Utilization (ICU) and levels of service (LOS) under each project alternative for the following eight study intersections: 1. Haster Street / Orangewood Avenue 2. Haster Street / Katella Avenue 3. Katella Avenue / Anaheim Way (I-5 Northbound Ramp) 4. Katella Avenue / Lewis Street 5. Katella Avenue / Manchester Avenue (I-5 Southbound Ramp) 6. Gene Autry Way / I-5 HOV Ramps 7. Gene Autry Way / Haster Street 8. Gene Autry Way / Lewis Street Table 2 presents the corresponding ICU level of service. Based on City traffic impact analysis guidelines, the City strives to maintain LOS D conditions throughout the City. Table 2 - Intersection Level of Service Thresholds LOS ICU A < 0.60 B 0.61 – 0.70 C 0.71 – 0.80 D 0.81 – 0.90 E 0.91 – 1.00 F > 1.00 Source: City of Anaheim In addition, daily segment analysis was performed for the following four key arterial segments: 1. Haster Street between Katella Avenue and Orangewood Avenue 2. Katella Avenue between Haster Street and Manchester Avenue 3. Katella Avenue between Anaheim Way and Lewis Street 4. Gene Autry Way between Haster Street and I-5 The segment analysis assumes roadway capacities as applied in the General Plan Update for the City as noted in Table 3. Table 3 - Arterial Segment Capacity Assumptions Facility Type Daily Capacity Hourly Capacity 8-lane Divided (8D) 60,000 12,800 6-lane Divided (6D) 45,000 9,600 4-lane Divided (4D) 30,000 6,400 4-lane Undivided (4U) 20,000 6,000 2-lane Undivided (2U) 10,000 3,000 Source: City of Anaheim ---PAGE BREAK--- Page 7 of 24 Three freeway ramp termini intersections were analyzed based on the Highway Capacity Manual (HCM) 2000 methodology per Caltrans requirements through the application of (Version 6.0). The intersections included Katella Avenue/Manchester Road (I-5 Southbound Ramps), Katella Avenue/Anaheim Way (I-5 Northbound Ramps), and Gene Autry Way/I-5 HOV Ramps. Lane configurations and various other parameters such as signal timing were maintained from previous analyses conducted for the Platinum Triangle MLUP Traffic Analysis. Future lane configurations were assumed for the scenarios per the General Plan. Table 4 presents Caltrans intersection delay and LOS standards. Table 4 – Caltrans Intersection LOS Criteria LOS Intersection Delay (in Seconds) A 10.0 B > 10.0 and 20.0 C > 20.0 and 35.0 D > 35.0 and 55.0 E > 55.0 and 80.0 F 80.0 Source: Caltrans In accordance with the National Cooperative Highway Research Program, a post-processing methodology was applied to traffic forecasts estimated by the model to achieve future traffic volumes which reasonably reflect appropriate growth consistent with existing traffic volumes. The methodology applies the model’s projected growth to existing traffic counts to estimate future daily segment and peak hour turning movement volumes. Actual ground counts from Year 2007 were used to post-process future traffic forecasts. LOS analysis was performed on freeway mainline and ramp segments in the study area based on traffic density under future traffic conditions. Table 5 presents the correlation between LOS and traffic density in terms of passenger cars per mile per lane (pc/mi/ln) for freeway mainline and ramp segments. LOS A through LOS F represents the level of flow from free flow to congested conditions. The Highway Capacity Software (HCS), which incorporates methodology consistent with the guidelines of HCM 2000, was utilized to evaluate traffic conditions and determine the LOS for each freeway segment. Table 5 – Freeway LOS Criteria LOS Freeway Mainline Density (pc/mi/ln) Freeway Ramp Density (pc/mi/ln) A 0 - 11.0 10.0 B 11.0 – 18.0 > 10.0 and 20.0 C 18.0 – 26.0 > 20.0 and 28.0 D 26.0 – 35.0 > 28.0 and 35.0 E 35.0 – 45.0 > 35.0 F >45.0 Exceeds Capacity Source: HCM 2000, Exhibit 25-4, Exhibit 23-2 RESULTS Intersection Analysis Table 6 presents a summary of ICU and LOS results for each scenario during the AM peak hour and PM peak hour. The results under existing conditions are based on current intersection geometrics while the results for No Build and project scenarios are based on future geometrics per the 2035 General Plan Buildout conditions. The lane configuration for two new future intersections of Gene Autry Way/Haster Street and Gene Autry Way/Lewis Street are based upon geometrics presented in the Traffic Impact Study conducted by HDR Engineering, Inc. in July 2000. From Table 6, it is observed that under existing conditions all study intersections operate at a satisfactory level of service during both peak hours. However, under No Project conditions Haster Street/Katella Avenue and Katella Avenue/Lewis Street intersections operate deficiently in the PM peak hour as a result of future background traffic in the Platinum Triangle area. With the implementation of the westerly extension of Gene Autry Way, the LOS at ---PAGE BREAK--- Page 8 of 24 these intersections is anticipated to considerably improve to acceptable levels during the two peak hours. However, in the PM peak hour, the Gene Autry Way/Haster Street intersection is projected to perform deficiently in Alternative 1 due to additional westbound traffic from the Platinum Triangle area and I-5. Re-striping the westbound approach to have two left turn lanes, a shared left-right turn lane, and a right turn lane would result in acceptable PM peak hour operations at this intersection for Alternative 1. The build scenario will incorporate these improvements as a project feature to mitigate the anticipated deficiency. The mitigated ICU/LOS results for the deficient intersections are shown in the Table 6. The intersection of Gene Autry Way/Lewis Street also performs deficiently in the PM peak hour under Alternative 1 conditions. Widening the southbound approach to provide two left turn lanes and two right turn lanes would result in improved intersection performance at this location. Alternative 1 will provide a consistent capacity increase from the No Project scenario. Figure 3, Figure 4, and Figure 5 present peak hour turning movement volumes at each study intersection for existing, 2035 No Project, and 2035 With Project scenarios, respectively. Table 6 – ICU and LOS by Scenario 2007 Existing 2035 No Project 2035 Alt.1 / 6-Lane AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak ID Intersection ICU LOS ICU LOS ICU LOS ICU LOS ICU LOS ICU LOS 1 Haster St/. Orangewood Ave. 0.62 B 0.71 C 0.66 B 0.74 C 0.65 B 0.72 C 2 Haster St. / Katella Ave. 0.42 A 0.59 A 0.82 D 0.95 E 0.77 C 0.83 D 3 Katella Ave. / Anaheim Way 0.51 A 0.55 A 0.75 C 0.82 C 0.67 B 0.74 C 4 Katella Ave. / Lewis St. 0.48 A 0.55 A 0.83 D 0.92 E 0.82 D 0.90 D 5 Katella Ave. / Manchester Ave. 0.56 A 0.46 A 0.78 C 0.77 C 0.72 C 0.68 B 6 Gene Autry Way / I-5 HOV Ramps 0.09 A 0.08 A 0.37 A 0.42 A 0.61 B 0.78 C Gene Autry Way / Haster St. Not Applicable Not Applicable 0.82 D 1.05 F 7 Gene Autry Way / Haster St. Mitigation) Not Applicable Not Applicable 0.81 D 0.87 D Gene Autry Way / Lewis St. Not Applicable 0.42 A 0.66 B 0.67 B 0.91 E 8 Gene Autry Way / Lewis St. Mitigation) Not Applicable Not Applicable 0.69 B 0.88 D Deficient Intersection ---PAGE BREAK--- Page 9 of 24 Figure 3 – Existing (Year 2007) Peak Hour Intersection Turning Movement Volumes 174 792 83 6 10 832 1592 246 21 104 4 50 122 568 41 766 1475 6 71 33 161 409 58 91 160 6 59 802 1542 66 201 4 151 47 882 1840 6 15 KATELLA AVENUE 166 [PHONE REDACTED] 43 433 104 64 [PHONE REDACTED] 1010 129 548 113 402 626 48 [PHONE REDACTED] 384 359 [PHONE REDACTED] 5 36 13 45 9 114 885 64 674 858 102 6 10 28 66 9 MANCHESTER AVE LEWIS STREET STATE COLLEGE BOULEVAR\D ANAHEIM WAY MANCHESTER AVE LEWIS STREET STATE COLLEGE BOULEVAR\D 24 111 10 76 17 20 15 19 107 728 61 69 104 77 475 99 258 799 94 212 ORANGEWOOD AVENUE 166 111 463 835 65 558 105 86 46 90 677 91 ANAHEIM WAY GENE AUTRY WAY MANCHESTER AVE HASTER STREET (Black Text - AM Peak Hour; Red Text - PM Peak Hour) I-5 HOV LEWIS STREET GENE AUTRY WAY STATE COLLEGE BOULEVAR\D 1 2 3 4 6 6 5 . ---PAGE BREAK--- Page 10 of 24 Figure 4 – Year 2035 Peak Hour Intersection Turning Movement Volumes under No Project Conditions 211 845 94 6 12 1673 3163 592 471 435 108 203 160 [PHONE REDACTED] 2635 6 373 362 378 748 290 901 438 [PHONE REDACTED] 3456 478 743 4 [PHONE REDACTED] 3549 148 241 KATELLA AVENUE 230 96 1935 2413 96 642 114 81 [PHONE REDACTED] 2792 221 692 [PHONE REDACTED] [PHONE REDACTED] 3484 522 [PHONE REDACTED] 3064 92 406 224 102 49 225 1416 [PHONE REDACTED] 477 251 344 386 660 338 MANCHESTER AVE STATE COLLEGE BOULEVAR\D LEWIS STREET MANCHESTER AVE ANAHEIM WAY STATE COLLEGE BOULEVAR\D LEWIS STREET MANCHESTER AVE ANAHEIM WAY STATE COLLEGE BOULEVAR\D LEWIS ST LEWIS STREET STATE COLLEGE BOULEVAR\D LEWIS ST 419 686 91 570 168 170 259 981 306 640 240 541 400 836 210 863 148 198 106 [PHONE REDACTED] 81 110 199 203 916 [PHONE REDACTED] 102 265 ORANGEWOOD AVENUE 125 [PHONE REDACTED] 103 702 175 78 72 131 1322 67 GENE AUTRY WAY HASTER STREET (Black Text - AM Peak Hour; Red Text - PM Peak Hour) I-5 HOV GENE AUTRY WAY STATE COLLEGE BOULEVAR\D LEWIS ST 1 2 3 4 6 6 5 . 8 ---PAGE BREAK--- Page 11 of 24 Figure 5 – Year 2035 Peak Hour Intersection Turning Movement Volumes under With Project Conditions 106 769 93 6 11 1406 2394 590 495 431 108 199 128 [PHONE REDACTED] 2434 6 319 313 382 912 324 865 499 [PHONE REDACTED] 3272 259 112 4 [PHONE REDACTED] 3243 147 435 [PHONE REDACTED] 1953 99 583 114 82 [PHONE REDACTED] 2675 240 408 28 713 1240 [PHONE REDACTED] 2969 448 [PHONE REDACTED] 2729 66 445 415 290 [PHONE REDACTED] 63 634 1513 476 103 180 303 646 397 LEWIS STREET KATELLA AVENUE STATE COLLEGE BOULEVARD MANCHESTER AVE HASTER STREET LEWIS STREET STATE COLLEGE BOULEVARD MANCHESTER AVE ANAHEIM WAY HASTER STREET LEWIS STREET STATE COLLEGE BOULEVARD MANCHESTER AVE ANAHEIM WAY LEWIS ST STATE COLLEGE BOULEVARD LEWIS ST [PHONE REDACTED] 395 139 435 966 373 155 [PHONE REDACTED] 290 550 [PHONE REDACTED] [PHONE REDACTED] 658 1696 1405 591 48 406 200 774 96 [PHONE REDACTED] 124 171 202 58 614 1078 170 164 40 110 65 [PHONE REDACTED] 72 101 170 269 936 126 424 915 104 264 211 376 885 997 95 797 145 77 59 115 1310 69 GENE AUTRY WAY (Black Text - AM Peak Hour; Red Text - PM Peak Hour) GENE AUTRY WAY ORANGEWOOD AVENUE STATE COLLEGE BOULEVARD WESTERLY EXTENSION I-5 HOV LEWIS ST 1 2 3 4 7 6 6 5 . 8 ---PAGE BREAK--- Page 12 of 24 Caltrans Ramp Termini Intersection Analysis Table 7 summarizes the results of peak hour delays and levels of service for the study intersections in each scenario. The interchange of I-5 freeway and Gene Autry Way HOV ramps is currently signalized. All intersections operate at an acceptable LOS under existing conditions. However under future conditions, it is observed that the Katella Avenue/Anaheim Way intersection operates at an unsatisfactory level of service in the AM peak hour under No Project conditions and also in the PM peak hour under all future scenarios. The Katella Avenue/Manchester Avenue intersection which performs deficiently in the AM peak hour under No Project condition operates at an acceptable LOS D under both the future With Project conditions. Table 7 – Ramp-Termini Intersection Delay and LOS by Scenario 2007 Existing 2035 No Project 2035 Alt.1 / 6-Lane AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak ID Intersection Del LOS Del LOS Del LOS Del LOS Del LOS Del LOS 3 Katella Ave. / Anaheim Way 20.1 C 30.8 C 73.1 E 91.7 F 32.6 C 59.3 E 5 Katella Ave. / Manchester Ave. 35.2 D 26.7 C 57.8 E 34.8 C 45.1 D 36.0 D 6 Gene Autry Way / I-5 HOV Ramps 13.3 B 12.9 B 11.6 B 4.9 A 20.3 C 34.9 C Deficient Intersection Arterial Segment Analysis Table 8 presents total number of lanes under existing and future scenario conditions for key arterial segments in the vicinity of the project area. A level of service analysis was carried out on the arterial volumes by computing the volume-to-capacity (V-C) ratio for each segment. Table 8 – Existing and Future Number of Lanes ID Arterial From To Existing No Project Alt. 1 1 Haster Street Katella Avenue Orangewood Avenue 4D 6D 6D 2 Katella Avenue Haster St./Anaheim Blvd. Manchester Avenue 6D 8D 8D 3 Katella Avenue Anaheim Way Lewis Street 6D 8D 8D 4 Gene Autry Way Haster Street Interstate 5 NA NA 6D NA – Not Applicable Table 9 presents a summary of segment V/C and LOS results for each scenario. All segments operate at acceptable daily levels of service under existing conditions. It is observed that the two Katella Avenue segments perform deficiently under daily conditions in all future scenarios. Per the City’s guidelines, if the daily V/C for a segment is equal to 1.00 or greater, then a peak hour analysis for that segment must be carried out to determine if there are any peak hour deficiencies. No peak hour deficiencies on either segment in all the future scenarios are observed. Table 10 shows a summary of segment volumes and growth in traffic compared to existing volumes for each segment. Table 9 – Arterial Segment V/C and LOS by Scenario 2007 Existing 2035 No Project 2035 Alt.1/ 6-Lane ID Arterial From To V/C LOS V/C LOS V/C LOS DAILY 1 Haster Street Katella Avenue Orangewood Avenue 0.62 B 0.67 B 0.58 A 2 Katella Avenue Haster Street/Anaheim Boulevard Manchester Avenue 0.85 D 1.17 F 1.02 F 3 Katella Avenue Anaheim Way Lewis Street 0.88 D 1.48 F 1.38 F 4 Gene Autry Way Haster Street Interstate 5 NA NA NA NA 0.55 A AM PEAK HOUR* 2 Katella Avenue Haster Street//Anaheim Boulevard Manchester Avenue NA NA 0.32 A 0.28 A 3 Katella Avenue Anaheim Way Lewis Street NA NA 0.37 A 0.33 A ---PAGE BREAK--- Page 13 of 24 Table 9 – Arterial Segment V/C and LOS by Scenario (Continued) 2007 Existing 2035 No Project 2035 Alt.1/ 6-Lane ID Arterial From To V/C LOS V/C LOS V/C LOS PM PEAK HOUR* 2 Katella Avenue Haster Street/Anaheim Boulevard Manchester Avenue NA NA 0.40 A 0.34 A 3 Katella Avenue Anaheim Way Lewis Street NA NA 0.49 A 0.46 A * Segments deficient under daily conditions only; NA – Not Applicable Deficient Segment Table 10 – Arterial Segment Volumes and Traffic Growth by Scenario ID Arterial From To Existing No Project Traffic Growth Alt.1 6-Lane Traffic Growth Traffic Growth DAILY 1 Haster Street Katella Avenue Orangewood Avenue 18,641 30,020 61.0% 25,920 39.0% 40.8% 2 Katella Avenue Haster St./Anaheim Blvd. Manchester Avenue 38,152 70,080 83.7% 61,400 60.9% 61.5% 3 Katella Avenue Anaheim Way Lewis Street 39,668 88,760 123.8% 82,530 108.1% 108.1% 4 Gene Autry Way Haster Street Interstate 5 NA NA NA 24,660 NA NA AM PEAK HOUR* 2 Katella Avenue Haster St./Anaheim Blvd. Manchester Avenue 2,324 4,120 77.3% 3,620 55.8% 55.8% 3 Katella Avenue Anaheim Way Lewis Street 2,372 4,700 98.1% 4,250 79.2% 80.4% PM PEAK HOUR* 2 Katella Avenue Haster St./Anaheim Blvd. Manchester Avenue 2,891 5,080 75.7% 4,330 49.8% 51.2% 3 Katella Avenue Anaheim Way Lewis Street 3,155 6,290 99.4% 5,900 87.0% 86.7% * Segments deficient under daily conditions only; NA – Not Applicable Freeway Mainline Analysis Table 11 presents 2035 forecast volumes derived from OCTAM. Mainline analysis was performed from Harbor Boulevard to SR-55 for I-5. Implementation of the Gene Autry Extension does not significantly impact mainline forecast traffic volumes. Table 11 – Year 2035 Freeway Mainline Traffic Volumes on Interstate 5 AM Peak Hour PM Peak Hour Daily ID Freeway Segment Mainline HOV Mainline HOV Mainline HOV Northbound - Without Gene Autry Extension (No Project) 1 Harbor to S Anaheim 8,631 2,220 13,382 3,817 120,921 39,968 2 S Anaheim to Katella 8,124 2,491 12,584 4,277 113,802 44,545 3 Katella to Orangewood 9,284 1,651 14,108 2,680 123,769 32,341 4 Orangewood to St. College 8,813 1,516 13,419 2,112 117,769 28,374 5 St. College to Chapman 10,191 1,516 15,050 2,112 136,075 28,374 6 Chapman to SR-22 10,155 1,516 15,232 2,112 139,634 33,561 7 SR-22 to Main 13,092 1,760 19,294 2,274 193,128 31,527 8 Main to 17th 13,564 1,760 19,983 2,274 200,247 31,527 9 17th to Grand 13,781 2,030 18,568 2,978 193,027 40,070 10 Grand to 4th 13,962 2,301 18,822 3,222 195,671 43,121 11 1st to SR-55 14,325 2,301 19,366 3,222 201,061 43,121 Southbound - Without Gene Autry Extension (No Project) 1 Harbor to S Anaheim 10,408 3,005 11,714 3,601 121,735 45,155 2 S Anaheim to Katella 9,719 2,978 11,315 3,330 113,396 40,273 3 Katella to Orangewood 10,481 2,572 12,222 3,330 122,345 40,273 4 Orangewood to St. College 10,009 2,761 12,113 3,547 117,158 43,121 5 St. College to Chapman 10,263 2,761 12,403 3,547 119,803 43,121 6 Chapman to SR-22 10,445 1,191 12,693 1,218 127,227 11,492 7 SR-22 to Main 8,196 1,841 10,408 2,328 104,344 30,002 8 Main to 17th 14,942 1,841 19,221 2,328 199,637 30,002 9 17th to Grand 14,289 2,166 18,387 2,816 190,891 40,578 ---PAGE BREAK--- Page 14 of 24 Table 11 – Year 2035 Freeway Mainline Traffic Volumes on Interstate 5 (Continued) AM Peak Hour PM Peak Hour Daily ID Freeway Segment Mainline HOV Mainline HOV Mainline HOV Southbound - Without Gene Autry Extension (No Project) 10 Grand to 4th 13,999 2,437 18,895 3,005 196,179 43,324 11 1st to SR-55 13,672 2,437 18,460 3,005 191,806 43,324 Northbound - With Gene Autry Extension (With Project) 1 Harbor to S Anaheim 8,631 2,355 13,346 3,871 120,820 40,375 2 S Anaheim to Katella 8,124 2,626 12,584 4,305 113,701 44,951 3 Katella to Orangewood 9,284 1,733 14,108 2,707 123,769 32,747 4 Orangewood to St. College 8,813 1,516 13,455 2,112 117,565 28,476 5 St. College to Chapman 10,191 1,516 15,050 2,112 136,278 28,476 6 Chapman to SR-22 10,481 1,516 15,232 2,112 139,838 33,459 7 SR-22 to Main 13,092 1,868 19,294 2,274 193,128 31,730 8 Main to 17th 13,600 1,868 19,983 2,274 200,044 31,730 9 17th to Grand 13,817 2,112 18,641 2,843 193,535 39,460 10 Grand to 4th 14,071 2,382 18,895 3,059 196,281 42,511 11 1st to SR-55 14,361 2,382 19,402 3,059 201,569 42,511 Southbound - With Gene Autry Extension (With Project) 1 Harbor to S Anaheim 10,408 3,032 11,714 3,628 121,532 45,358 2 S Anaheim to Katella 9,683 3,086 11,315 3,222 113,192 40,375 3 Katella to Orangewood 10,445 2,680 12,185 3,222 122,142 40,375 4 Orangewood to St. College 10,009 2,761 12,077 3,574 116,955 43,223 5 St. College to Chapman 10,227 2,761 12,367 3,574 119,701 43,223 6 Chapman to SR-22 10,408 1,218 13,128 1,299 127,125 11,899 7 SR-22 to Main 8,160 1,841 10,009 2,328 104,039 30,103 8 Main to 17th 14,942 1,841 19,221 2,328 199,535 30,103 9 17th to Grand 14,253 2,274 18,351 2,816 190,688 40,578 10 Grand to 4th 13,999 2,437 18,895 3,005 196,078 43,324 11 1st to SR-55 13,672 2,437 18,242 3,005 191,603 43,324 Table 12 presents the mainline A.M. peak hour and P.M. peak hour HCM level of service analysis. The results reveal that the extension of Gene Autry Way improves southbound mainline levels of service between Harbor and Anaheim Boulevards and between State College and Main in the AM peak hour. Table 12 – Year 2035 Freeway Mainline LOS on Interstate 5 Northbound Southbound AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour ID Mainline Segment Density (pc/mi/ln) LOS Density (pc/mi/ln) LOS Density (pc/mi/ln) LOS Density (pc/mi/ln) LOS Without Gene Autry Extension (No Project) 1 Harbor to S Anaheim 41.6 E > 45.0 F 42.8 E > 45.0 F 2 S Anaheim to Katella 36.3 E > 45.0 F > 45.0 F > 45.0 F 3 Katella to Orangewood > 45.0 F > 45.0 F > 45.0 F > 45.0 F 4 Orangewood to St. College 28.6 D > 45.0 F > 45.0 F > 45.0 F 5 St. College to Chapman 36.6 E > 45.0 F 27.4 D 37.7 E 6 Chapman to SR-22 27.0 D > 45.0 F 38.5 E > 45.0 F 7 SR-22 to Main > 45.0 F > 45.0 F 37.0 E > 45.0 F 8 Main to 17th > 45.0 F > 45.0 F > 45.0 F > 45.0 F 9 17th to Grand > 45.0 F > 45.0 F > 45.0 F > 45.0 F 10 Grand to 4th > 45.0 F > 45.0 F > 45.0 F > 45.0 F 11 1st to SR-55 > 45.0 F > 45.0 F > 45.0 F > 45.0 F ---PAGE BREAK--- Page 15 of 24 Table 12 – Year 2035 Freeway Mainline LOS on Interstate 5 (Continued) Northbound Southbound AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour ID Mainline Segment Density (pc/mi/ln) LOS Density (pc/mi/ln) LOS Density (pc/mi/ln) LOS Density (pc/mi/ln) LOS With Gene Autry Extension (With Project) 1 Harbor to S Anaheim 41.6 E > 45.0 F 38.2 E > 45.0 F 2 S Anaheim to Katella 36.3 E > 45.0 F > 45.0 F > 45.0 F 3 Katella to Orangewood > 45.0 F > 45.0 F > 45.0 F > 45.0 F 4 Orangewood to St. College 28.6 D > 45.0 F > 45.0 F > 45.0 F 5 St. College to Chapman 36.6 E > 45.0 F 27.3 D 37.4 E 6 Chapman to SR-22 28.2 D > 45.0 F 38.2 E > 45.0 F 7 SR-22 to Main > 45.0 F > 45.0 F 36.6 E > 45.0 F 8 Main to 17th > 45.0 F > 45.0 F > 45.0 F > 45.0 F 9 17th to Grand > 45.0 F > 45.0 F > 45.0 F > 45.0 F 10 Grand to 4th > 45.0 F > 45.0 F > 45.0 F > 45.0 F 11 1st to SR-55 > 45.0 F > 45.0 F > 45.0 F > 45.0 F Deficient Segment Freeway Ramp Analysis Table 13 presents 2035 ramp peak hour forecast volumes derived from OCTAM in the vicinity of the Gene Autry Way HOV interchange. Ramp analysis was performed on I-5 from The City Drive/Chapman Avenue to Anaheim Boulevard. Implementation of the Gene Autry Extension does not significantly impact ramp volumes in the vicinity of Gene Autry Way with the exception of the HOV ramp forecast traffic volumes at Gene Autry Way. Table 13 – Year 2035 Freeway Ramp Traffic Volumes on Interstate 5 AM Peak Hour PM Peak Hour ID Ramp Segment Mainline HOV Mainline HOV Northbound - Without Gene Autry Extension (No Project) 1 On - Anaheim Blvd 544 - 677 - 2 On - Katella Ave 399 - 487 - 3 Off - Anaheim Way/Katella 1,088 - 1,029 - 4 On - Anaheim Way 653 - 866 - 5 On - Gene Autry Way - 210 - 863 6 Off - Gene Autry Way - 106 - 119 7 On - City Dr/State College/Chapman 762 - 975 - 8 Off - City Dr/State College 689 - 623 - Southbound - Without Gene Autry Extension (No Project) 1 Off - Disney Way 363 - 298 - 2 On - Disney Way 399 - 379 - 3 Off - Katella Ave/S Manchester 738 - 322 - 4 On - Katella Ave/S Manchester 798 - 731 - 5 Off - Gene Autry Way - 836 - 400 6 On - Gene Autry Way - 148 - 198 7 On - Orangewood 580 - 541 - 8 Off - City Dr 907 - 623 - 9 On - City Dr 36 - 569 - ---PAGE BREAK--- Page 16 of 24 Table 13 – Year 2035 Freeway Ramp Traffic Volumes on Interstate 5 (Continued) AM Peak Hour PM Peak Hour ID Ramp Segment Mainline HOV Mainline HOV Northbound - With Gene Autry Extension (With Project) 1 On - Anaheim Blvd 508 - 677 - 2 On - Katella Ave 399 - 487 - 3 Off - Anaheim Way/Katella 1,088 - 1,083 - 4 On - Anaheim Way 653 - 893 - 5 On - Gene Autry Way - 258 - 975 6 Off - Gene Autry Way - 150 - 189 7 On - City Dr/State College/Chapman 798 - 893 - 8 Off - City Dr/State College 725 - 623 - Southbound - With Gene Autry Extension (With Project) 1 Off - Disney Way 399 - 298 - 2 On - Disney Way 363 - 379 - 3 Off - Katella Ave/S Manchester 682 - 264 - 4 On - Katella Ave/S Manchester 798 - 731 - 5 Off - Gene Autry Way - 926 - 454 6 On - Gene Autry Way - 186 - 341 7 On - Orangewood 544 - 541 - 8 Off - City Dr 870 - 623 - 9 On - City Dr 36 - 623 - Table 14 presents the ramp AM peak hour and PM peak hour HCM level of service merge and diverge analysis. The results reveal that the extension of Gene Autry Way does not adversely impact ramp levels of service. As expected, the Gene Autry Way HOV ramps deteriorate with increases in peak hour traffic volumes. Table 14 – Year 2035 Freeway Ramp LOS on Interstate 5 AM Peak Hour PM Peak Hour ID Ramp Segment Density (pc/mi/ln) LOS Density (pc/mi/ln) LOS Northbound - Without Gene Autry Extension (No Project) 1 On - Anaheim Blvd 27.4 C > Capacity F 2 On - Katella Ave 23.7 C > Capacity F 3 Off - Anaheim Way/Katella > Capacity F > Capacity F 4 On - Anaheim Way > Capacity F > Capacity F 5 On - Gene Autry Way 5.4 A 11.2 B 6 Off - Gene Autry Way < 1.0 A 2.1 A 7 On - City Dr/State College/Chapman 23.1 C 25.7 C 8 Off - City Dr/State College 12.4 B 14.3 B Southbound - Without Gene Autry Extension (No Project) 1 Off - Disney Way > Capacity F 34.8 D 2 On - Disney Way > Capacity F 23.2 C 3 Off - Katella Ave/S Manchester > Capacity F 19.8 B 4 On - Katella Ave/S Manchester > Capacity F > Capacity F 5 Off - Gene Autry Way 9.2 A 8.0 A 6 On - Gene Autry Way 21.7 C 18.5 B 7 On - Orangewood > Capacity F 27.9 C 8 Off - City Dr > Capacity F > Capacity F 9 On - City Dr 26.7 C 23.8 C ---PAGE BREAK--- Page 17 of 24 Table 14 – Year 2035 Freeway Ramp LOS on Interstate 5 (Continued) AM Peak Hour PM Peak Hour ID Ramp Segment Density (pc/mi/ln) LOS Density (pc/mi/ln) LOS Northbound - With Gene Autry Extension (With Project) 1 On - Anaheim Blvd 27.5 C > Capacity F 2 On - Katella Ave 23.7 C > Capacity F 3 Off - Anaheim Way/Katella > Capacity F > Capacity F 4 On - Anaheim Way > Capacity F > Capacity F 5 On - Gene Autry Way 5.8 A 12.1 B 6 Off - Gene Autry Way < 1.0 A 2.4 A 7 On - City Dr/State College/Chapman 23.2 C 25.8 C 8 Off - City Dr/State College 12.7 B 14.4 B Southbound - With Gene Autry Extension (With Project) 1 Off - Disney Way > Capacity F 34.7 D 2 On - Disney Way > Capacity F 24.5 C 3 Off - Katella Ave/S Manchester > Capacity F 19.4 B 4 On - Katella Ave/S Manchester > Capacity F > Capacity F 5 Off - Gene Autry Way 15.1 B 7.1 A 6 On - Gene Autry Way 22.3 C 19.9 B 7 On - Orangewood > Capacity F 27.8 C 8 Off - City Dr > Capacity F > Capacity F 9 On - City Dr 26.7 C 23.8 C Deficient Ramp Freeway Weaving Analysis Weaving analysis was performed for two weaving areas in the immediate vicinity of the Gene Autry Way HOV interchange. The implementation of the interchange does not have an adverse impact on the weaving area operations as noted in Table 15. Table 15 – Year 2035 Freeway Weaving Density and LOS on Interstate 5 AM Peak Hour PM Peak Hour ID Weaving Area Density (pc/mi/ln) LOS Density (pc/mi/ln) LOS Without Gene Autry Extension (No Project) 1 Between State College NB On-Ramp & Anaheim Way NB Off- ramp 36.0 E 59.7 F 2 Between Katella SB on-ramp & City Drive SB Off-ramp 43.0 E 50.1 F With Gene Autry Extension (With Project) 1 Between State College NB On-Ramp & Anaheim Way NB Off- ramp 36.1 E 60.0 F 2 Between Katella SB on-ramp & City Drive SB Off-ramp 42.7 E 49.9 F Deficient Area Opening Year 2011 Analysis Table 16 summarizes ICU and LOS results for No Project and With Project scenarios under Year 2011 traffic conditions. The results under opening year conditions are based on assuming current intersection lane configurations for the study intersections with the exception of Gene Autry Way at I-5 HOV ramps and Haster Street. All study intersections are anticipated to operate at acceptable levels of service in Year 2011 in both No Project and With Project scenarios. Figure 6 and Figure 7 present intersection turning movement volumes for No Project and With Project scenarios under opening year traffic conditions. Table 17 presents results of peak hour delays and corresponding levels of service from analysis by scenario for the three ramp-termini intersections falling under Caltrans jurisdiction. These intersections are also expected to operate satisfactorily at LOS D or better in 2011 under both the future conditions. ---PAGE BREAK--- Page 18 of 24 Table 16 – Year 2011 ICU and LOS No Project With Project AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour ID Intersection ICU LOS ICU LOS ICU LOS ICU LOS 1 Haster Street / Orangewood Avenue 0.68 B 0.73 C 0.67 B 0.75 C 2 Haster Street / Katella Avenue 0.49 A 0.66 B 0.47 A 0.64 B 3 Katella Avenue / Anaheim Way 0.61 B 0.62 B 0.59 A 0.61 B 4 Katella Avenue / Lewis Street 0.61 B 0.74 C 0.63 B 0.74 C 5 Katella Avenue / Manchester Avenue 0.63 B 0.50 A 0.62 B 0.49 A 6 Gene Autry Way / I-5 HOV Ramps 0.18 A 0.20 A 0.27 A 0.33 A 7 Gene Autry Way / Haster Street Not Applicable 0.34 A 0.43 A 8 Gene Autry Way / Lewis Street Not Applicable Not Applicable Table 17 – Year 2011 Ramp-Termini Intersection Delay (in Seconds) and LOS No Project With Project AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour ID Intersection Delay LOS Delay LOS Delay LOS Delay LOS 3 Katella Avenue / Anaheim Way 19.2 B 33.0 C 19.5 B 32.0 C 5 Katella Avenue / Manchester Avenue 42.1 D 30.0 C 40.3 D 28.8 C 6 Gene Autry Way / I-5 HOV Ramps 10.5 B 9.1 A 12.6 B 20.8 C Queuing analysis was performed for the intersection of Gene Autry Way and I-5 HOV ramps by estimating turn lane queues in year 2011 using software. The queue represents the maximum back distance where vehicles stop during a signal cycle. The 95th percentile queue length represents the queue distance in feet which will not be exceeded 95 percent of the time. For a conservative analysis, the proposed storage length is based on 95th percentile queues. Table 18 and Table 19 indicate the storage length (in feet) for each turn lane movement under No Project and With Project conditions. Table 18 – Year 2011 Queuing Analysis Results for No Project Scenario AM Peak Hour PM Peak Hour ID Intersection Turn Lane Existing Storage Length (Feet) 50 th Queue (Feet) 95 th Queue (Feet) 50 th Queue (Feet) 95 th Queue (Feet) Sufficient Storage Length (Feet) SBL 2 288 36 55 18 31 Yes WBL 2.5 320 2 10 3 14 Yes 6 Gene Autry Way / I-5 HOV Ramps WBR 1.5 320 0 16 0 34 Yes Table 19 – Year 2011 Queuing Analysis Results for With Project Scenario AM Peak Hour PM Peak Hour ID Intersection Turn Lane Existing Storage Length (Feet) 50 th Queue (Feet) 95 th Queue (Feet) 50 th Queue (Feet) 95 th Queue (Feet) Sufficient Storage Length (Feet) NBL 1 1,500 2 11 5 20 Yes NBR 2 1,500 0 10 0 11 Yes SBL 2 1,500 27 56 17 40 Yes SBR 1 1,500 0 18 0 12 Yes EBL 1 320 5 20 17 44 Yes 6 Gene Autry Way / I-5 HOV Ramps WBL 1 580 11 33 15 41 Yes ---PAGE BREAK--- Page 19 of 24 Figure 6 – Year 2011 Peak Hour Intersection Turning Movement Volumes under No Project Conditions 171 754 103 7 12 859 1769 290 118 156 11 82 135 629 80 743 1628 7 133 55 229 520 69 189 230 97 [PHONE REDACTED] 116 270 5 238 63 1080 2241 35 64 KATELLA AVENUE 182 [PHONE REDACTED] 52 482 106 49 [PHONE REDACTED] 1219 153 573 102 422 684 83 155 1023 1939 407 341 [PHONE REDACTED] 24 97 58 46 10 139 1039 73 702 927 148 56 79 108 175 74 MANCHESTER AVE LEWIS STREET STATE COLLEGE BOULEVAR\D ANAHEIM WAY MANCHESTER AVE LEWIS STREET STATE COLLEGE BOULEVAR\D 168 338 85 348 55 76 40 44 87 755 66 79 137 63 549 122 293 862 109 251 ORANGEWOOD AVENUE 152 95 553 903 61 594 124 85 47 91 803 77 ANAHEIM WAY GENE AUTRY WAY MANCHESTER AVE HASTER STREET (Black Text - AM Peak Hour; Red Text - PM Peak Hour) I-5 HOV LEWIS STREET GENE AUTRY WAY STATE COLLEGE BOULEVAR\D 1 2 3 4 6 6 5 . ---PAGE BREAK--- Page 20 of 24 Figure 7 – Year 2011 Peak Hour Intersection Turning Movement Volumes under With Project Conditions 149 738 102 7 12 804 1609 289 123 155 11 81 128 633 77 733 1586 7 122 45 230 554 76 182 243 85 [PHONE REDACTED] 70 138 5 238 65 1040 2177 35 104 178 [PHONE REDACTED] 52 469 106 50 [PHONE REDACTED] 1194 157 514 78 414 663 71 [PHONE REDACTED] 392 343 [PHONE REDACTED] 19 105 97 85 45 235 990 59 646 890 147 25 45 91 173 87 KATELLA AVENUE STATE COLLEGE BOULEVARD MANCHESTER AVE LEWIS STREET STATE COLLEGE BOULEVARD MANCHESTER AVE ANAHEIM WAY HASTER STREET LEWIS STREET 375 148 362 140 58 207 183 483 422 347 526 221 18 170 81 315 36 336 187 647 47 65 75 22 230 404 64 61 15 41 24 47 132 766 64 78 131 77 553 122 287 825 109 250 170 128 545 887 60 613 118 85 44 88 800 77 ORANGEWOOD AVENUE STATE COLLEGE BOULEVARD WESTERLY EXTENSION MANCHESTER AVE ANAHEIM WAY I-5 HOV (Black Text - AM Peak Hour; Red Text - PM Peak Hour) GENE AUTRY WAY HASTER STREET GENE AUTRY WAY LEWIS STREET 1 2 3 4 7 6 6 5 . ---PAGE BREAK--- Page 21 of 24 Table 20 presents a summary of LOS results and traffic volumes for arterial segments under 2011 traffic conditions for No Project and With Project scenarios. Table 20 – Year 2011 Arterial Segment V/C and LOS ID Arterial From To Existing 2011 Growt h V/C LOS No Project Daily 1 Haster Street Katella Avenue Orangewood Avenue 18,640 20,850 11.9% 0.70 B 2 Katella Avenue Haster St / Anaheim Blvd Manchester Avenue 38,150 42,150 10.5% 0.94 E 3 Katella Avenue Anaheim Way Lewis Street 39,670 47,120 18.8% 1.05 F 4 Gene Autry Way Haster Street Interstate 5 Not Applicable AM Peak Hour* 2 Katella Avenue Haster St / Anaheim Blvd Manchester Avenue 2,320 2,350 1.3% 0.49 A 3 Katella Avenue Anaheim Way Lewis Street 2,370 2,540 7.2% 0.53 A PM Peak Hour* 2 Katella Avenue Haster St / Anaheim Blvd Manchester Avenue 2,890 3,010 4.2% 0.63 B 3 Katella Avenue Anaheim Way Lewis Street 3,160 3,460 9.5% 0.72 C With Project Daily 1 Haster Street Katella Avenue Orangewood Avenue 18,640 19,910 6.8% 0.66 B 2 Katella Avenue Haster St / Anaheim Blvd Manchester Avenue 38,150 40,350 5.8% 0.90 D 3 Katella Avenue Anaheim Way Lewis Street 39,670 45,830 15.5% 1.02 F 4 Gene Autry Way Haster Street Interstate 5 NA 9,230 NA 0.21 A AM Peak Hour* 3 Katella Avenue Anaheim Way Lewis Street 2,370 2,590 9.3% 0.35 A PM Peak Hour* 3 Katella Avenue Anaheim Way Lewis Street 3,160 3,230 2.2% 0.25 A * Segments deficient under daily conditions only; NA – Not Applicable Deficient Segment From Table 20, it is observed that the segment on Katella Avenue between Anaheim Way and Lewis Street is projected to experience the highest daily traffic growth between existing and opening year traffic conditions and is anticipated to perform deficiently under both the future scenarios. In addition, under No Project conditions the segment on Katella Avenue between Haster Street / Anaheim Boulevard and Manchester Avenue is projected to operate at a congested level with a V/C in excess of 1.05. However, a peak hour analysis of the deficient segments showed them to perform at an acceptable LOS during both the peak periods. Table 21 and Table 22 present 2011 forecast volumes and traffic densities by direction on I-5 freeway mainline segments during AM peak hour and PM peak hour for No Project and With Project scenarios. Existing capacities on the freeway were assumed for the mainline analysis. Table 21 – Year 2011 Freeway Mainline LOS on Interstate 5 under No Project Conditions * Volume represents general purpose lane traffic only Deficient Segment Density Density Density Density (pc/mi/ln) (pc/mi/ln) (pc/mi/ln) (pc/mi/ln) 1 Harbor Boulevard - S. Anaheim Boulevard 5,630 17.3 B 9,230 30.6 D 8,080 25.5 C 9,990 35.2 E 2 S Anaheim Boulevard - Katella Avenue 5,460 21.1 C 9,400 >45.0 F 9,090 >45.0 F 11,050 >45.0 F 3 Katella Avenue - Orangewood Avenue 6,610 20.4 C 10,470 38.6 E 7,840 24.6 C 8,860 28.8 D 4 Orangewood Avenue - State College Boulevard 7,130 22.1 C 10,980 43.4 E 8,880 28.9 D 10,000 35.2 E 5 State College Boulevard - Chapman Avenue 7,170 18.4 C 11,060 30.5 D 8,690 22.4 C 9,820 25.9 C 6 Chapman Avenue - State Route 22 5,830 15.0 B 9,270 24.1 C 6,610 17.0 B 7,770 20.0 C 7 State Route 22 - Main Street 11,540 >45.0 F 14,910 >45.0 F 8,930 29.1 C 11,350 >45.0 F 8 Main Street - 17th Street 11,640 >45.0 F 14,740 >45.0 F 11,520 >45.0 F 14,790 >45.0 F 9 17th Street - Grand Avenue 11,700 >45.0 F 14,020 >45.0 F 10,980 43.4 E 14,170 >45.0 F 10 Grand Avenue - 4th Street 11,830 >45.0 F 13,540 >45.0 F 10,850 42.1 E 14,700 >45.0 F 11 1st Street - State Route 55 12,000 >45.0 F 14,080 >45.0 F 10,450 38.5 E 13,310 >45.0 F Volume A.M. Peak Hour Volume* Volume P.M. Peak Hour LOS Volume ID Freeway Segment LOS LOS Northbound Southbound LOS A.M. Peak Hour P.M. Peak Hour ---PAGE BREAK--- Page 22 of 24 Table 22 – Year 2011 Freeway Mainline LOS on Interstate 5 under With Project Conditions Density Density Density Density (pc/mi/ln) (pc/mi/ln) (pc/mi/ln) (pc/mi/ln) 1 Harbor Boulevard - S. Anaheim Boulevard 5,630 17.3 B 9,220 30.6 D 8,080 25.5 C 9,990 35.2 E 2 S Anaheim Boulevard - Katella Avenue 5,460 21.1 C 9,400 >45.0 F 9,080 >45.0 F 11,050 >45.0 F 3 Katella Avenue - Orangewood Avenue 6,610 20.4 C 10,470 38.6 E 7,830 24.5 C 8,850 28.7 D 4 Orangewood Avenue - State College Boulevard 7,130 22.1 C 10,990 43.5 E 8,880 28.9 D 9,990 35.1 E 5 State College Boulevard - Chapman Avenue 7,170 18.4 C 11,060 30.5 D 8,680 22.4 C 9,810 25.8 C 6 Chapman Avenue - State Route 22 5,920 15.2 B 9,270 24.1 C 6,600 17.0 B 7,890 20.3 C 7 State Route 22 - Main Street 11,540 >45.0 F 14,910 >45.0 F 8,920 29.1 C 11,240 >45.0 F 8 Main Street - 17th Street 11,650 >45.0 F 14,740 >45.0 F 11,520 >45.0 F 14,790 >45.0 F 9 17th Street - Grand Avenue 11,710 >45.0 F 14,040 >45.0 F 10,970 43.3 E 14,160 >45.0 F 10 Grand Avenue - 4th Street 11,860 >45.0 F 13,560 >45.0 F 10,850 42.1 E 14,700 >45.0 F 11 1st Street - State Route 55 12,010 >45.0 F 14,090 >45.0 F 10,450 38.5 E 13,250 >45.0 F Volume A.M. Peak Hour Volume* Volume P.M. Peak Hour LOS Volume ID Freeway Segment LOS LOS Northbound Southbound LOS A.M. Peak Hour P.M. Peak Hour * Volume represents general purpose lane traffic only Deficient Segment Freeway ramp analysis was performed on I-5 freeway ramps using HCS. Table 23 present 2011 traffic volumes while Table 24 presents traffic densities and levels of service during the two peak periods for each scenario. No significant traffic impacts are foreseen at the Gene Autry Way ramps in either direction under the future scenarios. Weaving analysis was also performed for freeway segments between State College Boulevard northbound on- ramp and Anaheim Way northbound off-ramp, and Katella Avenue Southbound on-ramp and The City Drive southbound off-ramp. Table 25 presents results from the HCS weaving analysis. Both the weaving areas are anticipated to operate at acceptable LOS without causing any adverse traffic impacts in the immediate vicinity. Table 23 – Year 2011 Freeway Ramp Traffic Volumes on Interstate 5 No Project With Project AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour ID Ramp Segment ML HOV ML HOV ML HOV ML HOV Northbound 1 On - Anaheim Blvd 342 - 903 - 338 - 903 - 2 On - Katella Ave 229 - 369 - 229 - 369 - 3 Off - Anaheim Way/Katella 935 - 1,065 - 935 - 1,079 - 4 On - Anaheim Way 385 - 527 - 385 - 534 - 5 On - Gene Autry Way - 85 - 348 - 103 - 390 6 Off - Gene Autry Way - 40 - 44 - 56 - 71 7 On - City Dr/State College/Chapman 316 - 530 - 326 - 626 - 8 Off - City Dr/State College 535 - 429 - 539 - 429 - Southbound 1 Off - Disney Way 439 - 424 - 443 - 424 - 2 On - Disney Way 253 - 335 - 249 - 335 - 3 Off - Katella Ave/S Manchester 607 - 267 - 607 - 267 - 4 On - Katella Ave/S Manchester 774 - 912 - 774 - 912 - 5 Off - Gene Autry Way - 338 - 168 - 372 - 188 6 On - Gene Autry Way - 55 - 76 - 108 - 129 7 On - Orangewood 304 - 351 - 294 - 351 - 8 Off - City Dr 718 - 617 - 708 - 617 - 9 On - City Dr 93 - 316 - 93 - 330 - ML – Mainline (General Purpose); HOV – High Occupancy Vehicle ---PAGE BREAK--- Page 23 of 24 Table 24 – Year 2011 Freeway Ramp Density and LOS on Interstate 5 No Project With Project AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour ID Ramp Segment Density pc/mi/ln LOS Density pc/mi/ln LOS Density pc/mi/ln LOS Density pc/mi/ln LOS Northbound 1 On - Anaheim Blvd 20.2 C > Cap F 20.2 C > Cap F 2 On - Katella Ave 18.1 B 25.5 C 18.1 B 25.5 C 3 Off - Anaheim Way/Katella 10.7 B 15.7 B 10.3 B 15.8 B 4 On - Anaheim Way 19.4 B > Cap F 21.5 C > Cap F 5 On - Gene Autry Way < 1.0 A < 1.0 A < 1.0 A < 1.0 A 6 Off - Gene Autry Way < 1.0 A < 1.0 A < 1.0 A < 1.0 B 7 On - City Dr/State College/Chapman 17.8 B 23.6 C 17.8 B 23.6 C 8 Off - City Dr/State College 10.7 B 14.6 B 15.4 B 15.4 B Southbound 1 Off - Disney Way 27.0 C 30.5 D 27.1 C 30.5 D 2 On - Disney Way 27.9 C > Cap F 27.4 C > Cap F 3 Off - Katella Ave/S Manchester > Cap F 12.0 B > Cap F 12.0 B 4 On - Katella Ave/S Manchester > Cap F > Cap F > Cap F > Cap F 5 Off - Gene Autry Way < 1.0 A < 1.0 A < 1.0 A < 1.0 A 6 On - Gene Autry Way < 1.0 A < 1.0 A < 1.0 A < 1.0 A 7 On - Orangewood 27.6 C 28.2 D 27.6 D 28.2 D 8 Off - City Dr 7.8 A 7.7 A 7.7 A 7.7 A 9 On - City Dr 19.9 B 21.2 C 19.9 B 21.2 C pc/mi/ln – Passenger Cars per Mile per Lane; > Cap – Exceeds Capacity Deficient Ramp Table 25 – Year 2011 Freeway Weaving Density and LOS on Interstate 5 No Project With Project AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour ID Weaving Area Density pc/mi/ln LOS Density pc/mi/ln LOS Density pc/mi/ln LOS Density pc/mi/ln LOS 1 Between State College NB On- Ramp & Anaheim Way NB Off- Ramp 23.8 C 40.7 E 23.8 C 33.3 D 2 Between Katella SB On-Ramp & City Drive SB Off-Ramp 28.8 D 32.9 D 35.8 E 32.8 D pc/mi/ln – Passenger Cars per Mile per Lane ---PAGE BREAK--- Page 24 of 24 5. Accident Analysis The Caltrans Traffic Accident Surveillance and Analysis System (TASAS) provides detailed accident data for all highways in the State. District 12 provided accident data for the northbound and southbound HOV on and off ramps at I-5 and Gene Autry Way for the time period of January 1, 2005 through December 31, 2007. A summary of this accident data is provided in Appendix A. A review of the TASAS accident data revealed that there were only two accidents on the ramps during the three- year period of January 1, 2005 through December 31, 2007. One accident was on the southbound off ramp and the other on the southbound on ramp. Both occurred in 2005.The accident on the southbound off ramp involved an injury while the accident on the on ramp did not. The total accident rate for both the southbound HOV on and off ramps during this period is higher than the statewide average. The rate is 4.57 for the on ramp (versus a statewide average of 0.80) and 2.69 for the off ramp (versus a statewide average of 1.5). However, this can be attributed to the fact that the existing interchange is only partially constructed and does not experience the volume of traffic it will receive once the I-5/Gene Autry Way Project (EA 0C5101) is constructed. Because the accident rates (per million vehicles) are based on the number of vehicles using the facility, they are artificially high due to the relatively low volumes and do not reflect what the conditions will be when the interchange is built-out. Currently, the existing interchange primarily handles special event traffic associated with Anaheim Stadium Angels baseball games) on the east side of the I-5. The overall accident rate is expected to fall within the range of the statewide averages once the interchange is fully operational. 6. Alternatives No-Build Alternative The No-Build Alternative would maintain the existing condition. While this alternative would require no capital investment, the operational aspects of the interchange would maintain the current condition and would not address the needs for providing HOV access to and from the west side of I-5. Other Alternatives Since Alternative 1 (Build Alternative) is consistent with the overall planning of the I-5 in this area, no other alternatives were considered. 7. Conclusions and Recommendations The traffic analysis shows, in general, that the proposed project will not adversely affect the traffic circulation/operations of the freeway at this location. 8. Reviews This Modified Access Report will be submitted to Caltrans District 12 Project Management, Project Design and FHWA for review and concurrence.