Document Anaheim_doc_3d6d47919a

Appendices SEIR No. 339 City of Anaheim Appendix F Traffic Study ---PAGE BREAK--- Appendices The Planning Center August 2010 This page left blank intentionally. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project DRAFT TRAFFIC STUDY REPORT Prepared for CITY OF ANAHEIM Prepared by August 2010 ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report i TABLE OF CONTENTS EXECUTIVE SUMMARY a ES.1 Introduction a ES.2 Analysis Scope and Methodology a ES.3 Project Related Traffic Impacts and Mitigation Strategies Intersection Impacts b Arterial Segment b Caltrans Intersection Impacts b Caltrans Freeway Mainline/Ramp Impacts b 1.0 INTRODUCTION 1 1.1 Project 1.2 Report Organization 2.0 METHODOLOGY 6 2.1 Model Background 2.2 Model Assumptions Roadway Network 6 Internal Trip Capture 7 Transit Trip Reduction 10 2.3 Level of Service Analysis 13 ICU Analysis 13 Arterial Segment V/C Analysis 13 Caltrans Intersection Analysis 15 Caltrans Freeway and Ramp HCM Analysis 15 Caltrans Freeway Weaving Analysis 16 3.0 EXISTING CONDITIONS 17 Intersection Analysis 17 Arterial Segment Daily LOS Analysis 19 Arterial Segment Peak Hour LOS Analysis 23 Caltrans Ramp Termini Intersection Analysis 23 Caltrans Ramp Termini Off-Ramp Queuing Analysis 24 Caltrans Freeway Ramp HCM Analysis 26 Caltrans Freeway Mainline HCM Analysis 28 Caltrans Freeway Weaving HCM Analysis 30 Summary 34 4.0 FUTURE NO PROJECT TRAFFIC ANALYSIS 35 Intersection Analysis 35 Arterial Segment Daily LOS Analysis 40 Arterial Segment Peak Hour LOS Analysis 43 Caltrans Ramp Termini Intersection Analysis 45 Caltrans Ramp Termini Off-Ramp Queuing Analysis 45 ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report ii Caltrans Freeway Ramp HCM Analysis 48 Caltrans Freeway Mainline HCM Analysis 51 Caltrans Freeway Weaving HCM Analysis 52 Summary 57 5.0 FUTURE WITH PROJECT TRAFFIC ANALYSIS 58 Intersection Analysis 58 Arterial Segment Daily LOS Analysis 63 Arterial Segment Peak Hour LOS Analysis 66 Caltrans Ramp Termini Intersection Analysis 68 Caltrans Ramp Termini Off-Ramp Queuing Analysis 69 Caltrans Freeway Ramp HCM Analysis 71 Caltrans Freeway Mainline HCM Analysis 74 Caltrans Freeway Weaving HCM Analysis 75 Summary 81 6.0 PROJECT IMPACTS 82 6.1 Intersection Impacts 82 6.2 Arterial Segment 84 6.3 Freeway Facility Impacts 84 Ramp Termini 84 Caltrans Ramp Termini Off-Ramp Queuing 85 Freeway Ramps 85 Freeway Mainline 86 Freeway Weaving Segments 86 7.0 PROPOSED MITIGATION AND IMPROVEMENT STRATEGIES 87 7.1 Community Facilities District and Traffic Fee Program 87 7.2 Fee Assessment and Fair-Share for Improvements 88 7.3 Intersection Improvements 88 7.4 Arterial Segment Improvements 92 7.5 Freeway Ramp Termini Improvements 92 7.6 City of Orange Improvements 95 7.7 Freeway Facility Improvements 96 7.8 Other MitIgation Measures 98 7.9 Unavoidable Impacts and Statement of Overriding Considerations 105 City of Anaheim Intersections 108 City of Orange Facilities 110 Caltrans Mainline Segments, Ramps, and Weaving Segments 111 8.0 CONCLUSION 114 Project Related Traffic Impacts and Mitigation Strategies 114 Intersection Impacts 114 Arterial Segment 114 Caltrans Intersection Impacts 114 ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report iii Caltrans Mainline and Ramp Improvements 115 Mitigation Monitoring Program 115 9.0 REFERENCES 121 10.0 GLOSSARY OF TRANSPORTATION 122 11.0 APPENDICES 127 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 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 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 List of Figures Figure 1-1: Regional Context 3 Figure 1-2: The Platinum Triangle Districts 4 Figure 1-3: The Platinum Triangle Traffic Analysis Zones 5 Figure 2-1: Mixed Use Internal Trip Capture by 9 Figure 2-2: Transit Trip Reduction Percentages by TAZ ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report iv Figure 3-1: Existing Peak Hour Intersection LOS Figure 4-1: 2030 No Project Peak Hour Intersection LOS Figure 5-1: 2030 With Project Peak Hour Intersection LOS Figure 7-1: Intersection Mitigation Strategies List of Tables Table 1-1: PTMU Overlay Zone Land Use Development Intensities 2 Table 2-1: Mixed Use Internal Trip Capture Percentages by 8 Table 2-2: Intersection Level of Service Thresholds Table 2-3: Arterial Segment Daily Capacity Assumptions Table 2-4: Caltrans Intersection LOS Criteria Table 2-5: Caltrans Freeway Mainline and Ramp HCM LOS Criteria Table 2-6: Caltrans Freeway Weaving HCM LOS Criteria Table 3-1: Existing Peak Hour Intersection LOS Table 3-2: Existing Arterial Segment Daily LOS Table 3-3: Existing Arterial Segment Peak Hour LOS Table 3-4: Existing Ramp Termini Intersection LOS Table 3-5: Existing Ramp Termini Off-Ramp Queuing Analysis Table 3-6: Existing Freeway Ramp HCM LOS Table 3-7: Existing Freeway Mainline HCM Table 3-8: Existing Freeway Weaving AM Peak Hour HCM LOS Table 3-9: Existing Freeway Weaving PM Peak Hour HCM LOS Table 4-1: 2030 No Project Peak Hour Intersection LOS Table 4-2: 2030 No Project Arterial Segment Daily LOS Table 4-3: 2030 No Project Arterial Segment Peak Hour Table 4-4: 2030 No Project Ramp Termini Intersection Table 4-5: 2030 No Project Ramp Termini Off-Ramp Queuing Length Analysis Table 4-6: 2030 No Project Freeway Ramp HCM LOS Table 4-7: 2030 No Project Freeway Mainline HCM LOS Table 4-8: 2030 No Project Freeway Weaving AM Peak Hour HCM LOS Table 4-9: 2030 No Project Freeway Weaving PM Peak Hour HCM LOS Table 5-1: 2030 With Project Peak Hour Intersection LOS Table 5-2: 2030 With Project Arterial Segment Daily LOS Table 5-3: 2030 With Project Arterial Segment Peak Hour LOS Table 5-4: 2030 With Project Ramp Termini Intersection LOS Table 5-5: 2030 With Project Ramp Termini Off-Ramp Queuing Length Analysis Table 5-6: 2030 With Project Freeway Ramp HCM LOS Table 5-7: 2030 With Project Freeway Mainline HCM LOS Table 5-8: 2030 With Project Freeway Weaving AM Peak Hour HCM LOS Table 5-9: 2030 With Project Freeway Weaving PM Peak Hour HCM LOS Table 6-1: Project Related Intersection Impacts Table 6-2: City of Anaheim Project Related Arterial Segment Impacts Table 6-3: City of Orange Project Related Arterial Segment Impacts Table 6-4: Project Related Freeway Ramp Termini Impacts Table 7.1: Fair-share Analysis Computational Example Table 7-2: Recommended Intersection Mitigation Table 7-3: Recommended Arterial Segment Mitigation Strategies Table 7-4: Recommended Freeway Ramp Termini Mitigation Strategies Table 7-5: Potential Intersection Mitigation and Fair-Share for Orange Table 7-6: Potential Arterial Segment Mitigation and Fair-Share for Orange Table 7-7: Potential Ramp Termini Intersection Mitigation and Fair-Share for Orange Facilities Table 7-8: Project Mitigation Measures 107 ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report a EXECUTIVE SUMMARY ES.1 INTRODUCTION The Revised Platinum Triangle Expansion Project Traffic Study has been prepared to analyze and identify impacts related to the buildout of revised land use development assumptions for the City of Anaheim’s Platinum Triangle, including revised development intensities within the Platinum Triangle Mixed Use (PTMU) Overlay Zone. The development intensities currently permitted within the PTMU Overlay Zone allow up to: · 10,266 residential units · 2,264,400 square feet of commercial uses · 5,055,550 square feet of office · 0 square feet of institutional uses The Revised Platinum Triangle Expansion Project (the “Proposed Project”) will modify and expand the boundaries of the PTMU Overlay Zone and increase development intensities within the overlay zone to up to: · 18,909 residential units · 4,909,682 square feet of commercial uses · 14,340,522 square feet of office · 1,500,000 square feet of institutional uses This reflects an increase of 8,643 residential units, 2,645,282 square feet of commercial, 9,284,972 square feet of office, and 1,500,000 square feet of institutional land uses under buildout of the now revised Proposed Project. This traffic analysis evaluates the proposed development intensities expected throughout the Platinum Triangle and analyzes the potential impacts that result from the implementation the Proposed Project. ES.2 ANALYSIS SCOPE AND METHODOLOGY The key traffic study components can be summarized as follows: o Analysis of existing and buildout traffic conditions throughout the Platinum Triangle o Peak hour Intersection Capacity Utilization (ICU) analysis for study area intersections o Daily and peak hour arterial segment Volume to Capacity (V/C) ratio analysis for study area arterial segments o analysis for study area freeway ramp termini intersections based on the Highway Capacity Manual (HCM) 2000 methodology o Peak hour HCM analysis for study area freeway segments and ramps o Peak hour HCM weaving analysis o Development of tables and figures to summarize and graphically depict circulation system ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report b performance under existing conditions, 2030 No Project and 2030 With Project conditions o Identification of mitigation measure requirements and summary of levels of service under mitigated conditions ES.3 PROJECT RELATED TRAFFIC IMPACTS AND MITIGATION STRATEGIES Intersection Impacts Based upon the ICU methodology established by the Cities of Anaheim and Orange, the study determined that 30 intersections are impacted by the Proposed Project and require mitigation. Improvements have been proposed for all locations and with the implementation of the mitigation strategies, all intersections within the study area operate at an acceptable level of service (LOS). However, seven of the intersection improvements within the City of Anaheim may not be feasible due to potential constraints and will be included in a Statement of Overriding Considerations for the Proposed Project. The Statement of Overriding Considerations will also apply to the six intersections identified as deficient within the City of Orange under the ICU analysis methodology. Additionally, the City of Anaheim has identified intersections where certain heavy left or right turn movements may impede pedestrian flow and further delay traffic. Six intersections in Anaheim are forecast to have heavy right volumes which justify an additional turn lane. There are two intersections with heavy forecast left-turn volumes for which the City has recommended adding a additional left turn lane. Finally, the City has identified four locations where unbalanced share of turning volumes between the AM and PM 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 times. In place of capacity enhancements these locations would benefit from signage improvements to maximize available capacity. Arterial Segment Impacts Based on the traffic analysis, there are four required arterial segment improvements in the City of Anaheim. One additional segment is recommended for improvement to allow for continuity on a key east-west corridor. There are also six arterial segment improvements required to locations in the City of Orange. A Statement of Overriding Considerations for the arterial capacity improvements will be developed for locations in Orange as Anaheim does not have jurisdiction to implement improvements in Orange. Caltrans Intersection Impacts Five Caltrans ramp termini intersections are forecast to have project impacts as identified through peak hour analysis. Three locations were also identified by the ICU analysis as deficient. Proposed improvements have been compared to those strategies identified through the ICU analysis and improvements applied to both the types of analyses. Additional mitigation strategies have been proposed for the two locations identified only through the HCM analysis. Caltrans Freeway Mainline/Ramp Impacts There are several forecast freeway mainline and ramp deficiencies under the 2030 Without and With Proposed Project scenarios. Due to growth in regional background traffic, the forecast volumes are ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report c generally consistent under both With and Without the Proposed Project, with some segments and ramps experiencing a slight increase in peak hour volumes with implementation of the Proposed Project. Improvements beyond the planned system improvements would be required to return the segments to an acceptable LOS. 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 facilities. Some 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 freeway, such remaining residences and structures would be subject to greater land use incompatibility and air quality impacts. As a result the project is not expected to mitigate the freeway mainline segments to an acceptable LOS. Impacts 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 ramps. Three freeway ramps operate at a deficient LOS under 2030 With Project conditions in the PM Peak Hour and do not operate at a deficient LOS under 2030 No Project conditions. Due to high forecast volumes, addition of a lane to these ramps does not result in acceptable ramp operates under Proposed Project conditions. Intelligent Transportation Systems (ITS) and other operational improvements could improve corridor operations. The City of Anaheim will coordinate with Caltrans to identify potential improvements to implement on the State facilities to improve operations. As part of the Proposed Project approval and certification of the EIR, the City will develop a Statement of Overriding Considerations for the capacity improvements on freeway mainlines and select freeway ramp facilities. ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 1 1.0 INTRODUCTION 1.1 PROJECT OBJECTIVES A General Plan Amendment, amendments to the Platinum Triangle Master Land Use Plan and Platinum Triangle Mixed Use (PTMU) Overlay Zone and Zoning reclassifications have been proposed by the City of Anaheim to modify and expand the boundaries of the PTMU Overlay Zone and increase the permitted residential, office, commercial and institutional development intensities within the Platinum Triangle (herein after also referred to as the “Proposed Project”). Approval of the proposed amendments would result in maximum development intensities of 18,909 dwelling units, 14,340,522 square feet of office uses, 4,909,682 square feet of commercial uses, and 1,500,000 square feet of institutional uses which account for the Anaheim Regional Intermodal Transportation Center (ARTIC) within the PTMU Overlay Zone. The Proposed Project also adds two new districts to the PTMU Overlay Zone (the ARTIC and Office Districts) and expands the boundaries of the Katella and Orangewood Districts. There is no proposed development intensity increase for properties within the Platinum Triangle that are outside of the expanded PTMU Overlay Zone. This traffic study analyzes the impacts of the Proposed Project. The future forecast year used by this traffic study for the Proposed Project is 2030. Importantly, this traffic analysis includes the cumulative traffic impacts resulting from the current City of Orange General Plan land use assumptions and the recently-proposed City of Orange General Plan update land use assumptions. As a result, the traffic impacts associated with the proposed Orange General Plan land uses are reflected in this traffic analysis. Another key assumption is the incorporation of the revisions to the Anaheim Resort Specific Plan and the Anaheim Convention Center Expansion being analyzed concurrently with this analysis. Thus, this traffic analysis conservatively includes the City of Orange General Plan intensification project. The study analyzes the potential impacts associated with buildout of the proposed revised Platinum Triangle. Potential traffic impacts associated with the redefined development in the Platinum Triangle were evaluated for two key scenarios: No Project and With Project. The No Project scenario represents the currently adopted land use intensities in the Platinum Triangle as well as the proposed Orange General Plan land use assumptions, the proposed revisions to the Anaheim Resort Specific Plan, the Anaheim Convention Center Expansion, and ARTIC as is currently under study for construction. The With Project scenario reflects buildout of the Proposed Project. Table 1-1 displays the PTMU Overlay Zone development intensities for each scenario. Figure 1-1 illustrates the Platinum Triangle from a regional perspective while Figure 1-2 presents the PTMU Overlay Zone boundaries, and the PTMU districts. Figure 1-3 presents the Anaheim Traffic Analysis Model (ATAM) traffic analysis zone (TAZ) boundaries within the overlay zone. Land use quantities by TAZ are presented in this report as Appendix A. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 2 Table 1-1: PTMU Overlay Zone Land Use Development Intensities Land Use Adopted (No Project) Proposed Project Increase Residential Units 10,266 18,909 8,643 Commercial Square Feet 2,264,400 4,909,682 2,645,282 Office Square Feet 5,055,550 14,340,522 9,284,972 Institutional Square Feet 0 1,500,000 1,500,000 Source: City of Anaheim 1.2 REPORT ORGANIZATION This report summarizes the existing conditions as well as the General Plan buildout of the City of Anaheim’s Platinum Triangle under No Project and With Project conditions. The analysis identifies roadway segments, intersections, freeway mainline segments, and ramps that are currently deficient, forecast to be deficient under future baseline conditions or that will become deficient based on the proposed land use changes. The report is organized as follows: o Chapter 1: Introduction o Chapter 2: Methodology o Chapter 3: Base Year Analysis (2009) o Chapter 4: Traffic Analysis (Future Forecast No Project) o Chapter 5: Traffic Analysis (Future Forecast With Project) o Chapter 6: Project Impacts o Chapter 7: Proposed Mitigation and Improvement Strategies o Chapter 8: Conclusion o Chapter 9: References o Chapter 10: Glossary of Transportation Terms ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 6 2.0 METHODOLOGY 2.1 MODEL BACKGROUND The analysis was performed by application of the Anaheim Traffic Analysis Model (ATAM) to develop future traffic forecast volumes throughout the Platinum Triangle and surrounding study area. ATAM is the traffic forecasting modeling tool for the City of Anaheim and has been certified by the Orange County Transportation Authority as consistent with the Orange County Transportation Analysis Model (OCTAM). ATAM relies on OCTAM for the regional component of traffic activity and OCTAM is based on and consistent with the Southern California Association of Governments’ (SCAG) regional transportation model, and therefore, incorporates adopted regional growth projections. In order to identify trips generated for use in the City of Anaheim’s model ATAM, an employment conversion rate is utilized for office and retail land uses. The rate is based on regional demographic information and converts land use quantities to number of employees. The total trip generation or number of trips is then calculated based on the trip purpose for each employee. Residential 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 unit. Based on the citywide land use data and regional socioeconomic growth projections, future trip activity is estimated and assigned to the roadway circulation system. The internal trip capture is performed within the model and the outputs post-processed based on established post-processing methodologies. The post-processor applies the model’s projected growth to each turning movement of the existing counts for both 2030 No Project and 2030 With Project scenarios, forecasting a value that reflects future growth. 2.2 MODEL ASSUMPTIONS Roadway Network The 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 Platinum Triangle. The existing and future year local circulation system was refined to provide further detail within the Platinum Triangle to accurately forecast travel activity. In addition, traffic analysis zones (TAZs) were refined and added to more accurately reflect traffic patterns and access of future development throughout the study area. Zonal connectors were reviewed and updated as appropriate to reflect appropriate development access to the surrounding circulation system. The TAZ and zonal connector refinements were incorporated into the No Project and Project alternatives for consistency purposes. The baseline 2030 No Project network is consistent with the Anaheim General Plan circulation network and include the following key assumptions within the immediate project study area: · Orangewood Avenue, widen from State College Boulevard to SR-57 to 6-lane divided facility · Howell Avenue, improve to 4-lane secondary facility · Katella Avenue, widen to 8-lane facility between Sportstown and Walnut Street ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 7 · Walnut Street (Orange), maintain existing classification · Glassell Street/Chapman Avenue (Orange), maintain existing classification through Historic Orange Plaza · Metropolitan Drive (Orange), provide connection between The City Drive and Chapman Avenue at Rampart Street · Main Street (Orange), improve to 6-lane major facility between Collins Avenue and Chapman Avenue · Taft Avenue (Orange), improve to 6-lane major facility between Tustin Avenue and City of Anaheim · Ball Road, improve to 6-lane major facility between Sunkist Street and State College Boulevard · Lewis Street, improve to 4-lane secondary facility between Katella Avenue and Gene Autry Way · Cerritos Avenue, improve to 4-lane primary facility between State College Boulevard and Anaheim Boulevard · Gene Autry Way, extend from current terminus at I-5 HOV ramps westerly to Harbor Boulevard To account for planned projects throughout the study area as development occurs, the localized circulation system was refined to incorporate further network assumptions as appropriate. The following specific circulation system assumptions were incorporated into the network to account for buildout of the study area: · Provision of a connection between Dupont Drive and Rampart Street parallel to Orangewood Avenue to provide additional access throughout the study area · Access provision from the Stadium District to State College Boulevard/Gene Autry Way, Orangewood Avenue, and Douglass Road · SR-57 direct connection with ARTIC · SR-57 HOV drop ramps at Cerritos Avenue Internal Trip Capture Due to the nature of the mixed use developments incorporated into the City’s vision for the Platinum Triangle and consistent with other traffic studies in the area, mixed use internal capture rates for each District (refer to Figure 2-1) with the exception of the Office District were incorporated into the trip generation for this analysis. The Office District does not satisfy the criteria for internal capture therefore no internal capture has been assumed for this district. The internal capture rates were estimated based on the recommended Institute of Transportation Engineers (ITE) Multi-Use Development Trip Generation and Internal Capture Summary Methodology documented in Chapter 7 of the Trip Generation Handbook, Second Edition (ITE, 2004). ITE trip generation rates and ATAM trip generation rates are derived and applied for stand-alone facilities. These rates are generally developed for suburban settings with limited transit service and free parking. Internally captured trips have the potential to be a significant component in the travel patterns associated with multi-use developments. The internal trip-making characteristics of multi-use sites are directly related to the mix of on-site land uses. The combination of residential, retail and office uses increases the interaction between the various on-site uses, hence reducing the amount of external site vehicular traffic generated as compared to each land use evaluated independently. ITE considers multi-use ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 8 developments as developments consisting of two or more ITE land use classifications between which trips can be made without using the off-site road system. The internal capture rate methodology was applied in ATAM to more accurately account for vehicular trip generation throughout the Platinum Triangle due to the close proximity of residential, commercial, and office uses. The typical trip rates do not account for these internal trips, so an internal capture rate has been defined based on the methodology documented by ITE. Internal capture rates were determined for each individual District based on the proposed land uses within each district. Rates were determined at a District level because internal capture rates generally apply to land uses that promote walking trips, and many of the mixed use Districts are not within walking distance of each other. The methodology evaluates the reasonable share of internal trips that will be attracted between the various District developments to determine district-wide internal capture percentages. These percentages are applied to daily trip generation activity to reflect reduced vehicular trip activity within each District. Table 2-1 presents the percent trip reduction rate for each District. The capture rates range from 5.0 percent to 19.9 percent. Detailed internal trip capture worksheets are included in Appendix B. The areas are reflected on Figure 2-1. Table 2-1: Mixed Use Internal Trip Capture Percentages by District Platinum Triangle District Internal Capture Katella District 14.5% Gene Autry District 15.7% Gateway District 5.0% Orangewood District 8.1% Stadium District 16.6% Arena District 19.9% ARTIC District 7.8% Office District 0% Source: City of Anaheim ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 10 Several projects have recently applied internal capture rates for mixed-use developments throughout the County. The Huntington Beach Downtown Parking Master Plan concluded that the downtown experienced a 30 to 40 percent overall trip reduction due to mixed-use development. The Anaheim GardenWalk (formerly Pointe Anaheim project) in the City of Anaheim includes hotel, restaurant, retail and entertainment uses totaling 1.5 million square feet. The traffic analysis presented in the Mitigated Negative Declaration (City of Anaheim, 1999) applied internal capture rates ranging from 20 to 30 percent as well as mode shift ranges from 45 to 55 percent. Based on internal capture rates applied in other studies, a 5 to 20 percent reduction in vehicle activity seems reasonable based on the mix of uses expected to be implemented within the Platinum Triangle. Additionally, recent national studies have developed appropriate internal capture rates for use in transportation projects. One study, the Urban Land Institute’s, “Growing Cooler” has identified internal trip capture advantages to certain types of mixed-use development of up to 20-30 percent. Another study by the Transit Cooperative Research Program (TCRP) of the Transportation Research Board studied the effects of TOD on housing and travel. The characteristics of certain districts in the Platinum Triangle are above and beyond criteria established in the ITE Guidelines and the internal capture percentages applied to each district are reasonable, and even conservative by some standards. Transit Trip Reduction Transit trip reductions were applied to land use data in select TAZs to account for future transit activity associated with the proposed ARTIC project and increased transit accessibility throughout the Platinum Triangle. Metrolink and Amtrak have daily service at the existing Metrolink/Amtrak Station, located within the Stadium District. This station is proposed to be relocated to the ARTIC District as part of the ARTIC project. Metrolink service is anticipated to expand to more frequent headways throughout the day in the coming years under the Metrolink Service Expansion Program (MSEP). In addition, the implementation of bus rapid transit (BRT) has been approved on State College Boulevard with a stop at ARTIC. The State College Boulevard line will be one of the first three BRT lines deployed by OCTA and is tentatively scheduled for implementation in late 2010. Additional routes have been proposed for future approval, including a line on Katella Avenue. In addition to these transit services, the Platinum Triangle is also served by Anaheim Resort Transit and OCTA local bus lines. The transit reduction methodology applied to the proposed project is outlined in Appendix B of the ITE Trip Generation Handbook. The ARTIC project is proposed as a world class transit center, as it is anticipated to serve local buses, express buses, BRT routes as well as commuter and intercity rail. As such, the ARTIC District qualifies for a 20 percent vehicle trip reduction as the entire District is within walking distance of the station. All Mixed Use Districts are within walking distance of a proposed BRT corridor, and some are within walking distance of ARTIC. Based on the distance from the high capacity transit, trips generated from certain TAZ’s have received a 3 to 7 percent reduction dependent upon the density of the zone, as outlined in Table B.2 of the ITE Trip Generation Handbook. Although all districts are in relatively close proximity to major transit facilities, the distance between specific developments and transit opportunities do not fall into the 1/4 mile assumed walking distance between the development and the BRT or other high capacity transit opportunities. These developments received no transit reduction Figure 2-2 outlines the transit reductions applied within the Platinum Triangle Zones. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 11 Other proposed transit connections within the Platinum Triangle include the Anaheim Fixed Guideway and high-speed rail/maglev trains. The proposed Anaheim Fixed Guideway is intended to provide connectivity between the Anaheim Resort with the Platinum Triangle with a proposed station at or in close proximity to ARTIC. In addition, ARTIC is proposed to be a transit facility for high- speed rail/maglev train service to Los Angeles and Ontario. These projects are not fully funded and are therefore not included in the transit reduction estimates. The Platinum Triangle Master Land Use Plan and PTMU Overlay Zone strive to achieve the promotion of accessibility between mixed uses through non-vehicle related trip-making. Co-locating job and housing centers along transit corridors promote sustainable growth. Reducing transportation costs and impacts to the environment result from shorter trips to work and other destinations, opportunities to travel conveniently without having to drive, pedestrian-friendly sidewalks, and amenities like restaurants, entertainment and shops within walking distance. Research has documented that mixed-use community residents’ drive as little as one-fifth the distances of their counterparts in conventional sprawl developments. (“Location Efficiency: Neighborhood and Socio- Economic Characteristics Determine Auto Ownership and Use – Studies in Chicago, Los Angeles and San Francisco”, John Robert Clear, Hank Dittmar, David Goldstein, and Peter Haas, Transportation Planning and Technology Journal, Volume 25, Number 1, March 2002). Caltrans’ Transit-Oriented Development (TOD) database documents a 29% reduction in vehicles per household and a 31% reduction in average annual auto mileage per household. The Caltrans website documents five transit oriented development station areas in Los Angeles County and four TOD station areas in San Diego County, with zero TOD station areas in Orange County. The trip reduction strategy used for the Platinum Triangle is based on the recommended Institute of Transportation Engineers (ITE) Multi-Use Development Trip Generation and Internal Capture Summary Methodology documented in Chapter 7 of the Trip Generation Handbook, Second Edition (ITE, 2004). ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 13 2.3 LEVEL OF SERVICE ANALYSIS In order to evaluate traffic impacts within the Platinum Triangle and its immediate vicinity, the following level of service (LOS) analyses were performed: § Peak hour arterial signalized intersection capacity utilization (ICU) analysis § Arterial segment daily analysis § Arterial segment peak hour analysis § Peak hour ramp-termini intersection analysis § Freeway ramp merge-diverge analysis § Freeway mainline segment analysis § Freeway mainline weaving analysis ICU Analysis The City of Anaheim Criteria for Preparation of Traffic Impact Studies requires a volume-to-capacity ratio of 0.90, or LOS D, as the lowest acceptable service level at intersections. Intersections that operate at a level of service below LOS D are deemed to be operating at insufficient levels. The City requires study area intersections to be evaluated through an intersection capacity utilization (ICU) analysis that compares forecast peak hour traffic volumes to intersection capacity. A minimum clearance interval of 0.05 in association with lane capacities of 1,700 vehicles per hour of green time for through and turn lanes was assumed for the ICU calculations. The City of Orange ICU analysis is consistent with the City of Anaheim analysis, as are the LOS thresholds; therefore the same assumptions were applied for intersection in both jurisdictions. Table 2-2 presents the ICU level of service thresholds utilized in this traffic study. A project is deemed to have a significant impact if the project results in deterioration of the LOS to an unacceptable LOS or an increase in the ICU value of 0.01 if the intersection currently operates at LOS E or F under without project conditions. Table 2-2: 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, City of Orange Peak hour ICU and level of service (LOS) analyses were performed for 103 study intersections - 67 intersections in the City of Anaheim, 5 shared intersections between Anaheim and Orange, and 31 in the City of Orange. Coordination with the City of Orange identified the preferred intersections for analysis within the City of Orange. For purposes of this traffic study, intersections identified for mitigation are those that are operating at a deficient level of service of LOS E or LOS F. Mitigation measures, discussed later in the report are required to bring deficient intersections and roadway segments to an acceptable LOS. Arterial Segment V/C Analysis The arterial roadway criteria for the City of Anaheim involve the use of average daily traffic (ADT) volume to capacity (V/C) ratios. LOS C (V/C not to exceed 0.80) is the performance standard that has ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 14 been adopted for the study area circulation system by the City of Anaheim. The City of Orange has utilized LOS D as the performance standard for arterials. The City of Orange applies a V/C analysis for daily traffic conditions similar to Anaheim although daily capacities for Orange arterials differ from those recognized by the City of Anaheim. Although the arterial segment V/C analysis provides a general assessment of overall system performance, the performance is measured on the ability to serve peak hour traffic demands. To identify deficient arterial segments, 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 throughput. Arterial segments that operate deficiently under peak hour conditions are candidates for mitigation improvements. Note that the City of Orange does not provide provisions for peak hour segment analysis but rather uses daily V/C analysis as the basis for improvement requirements. The City of Anaheim applies the Urban Streets analysis identified in Chapter 15 of the Highway Capacity Manual (HCM) to determine level of service under peak hour traffic volumes on deficient daily segments. The peak hour link analysis determines directional AM and PM peak hour V/C ratios for each link that exceeds the daily LOS threshold. The peak hour capacity is determined by using Equation 15-7 of the HCM, multiplying the mid-block number of lanes for each direction by a lane capacity of 1,900 vehicles per hour, then multiplied by the percentage of green time at the controlling signalized intersection for that arterial segment. The percentage of green time is estimated by dividing the directional V/C ratios by the total V/C ratio at signalized intersections along the arterial segment. The highest resulting percentage is the estimated percentage of green time for that arterial segment. If the V/C ratio of the arterial segment under peak hour conditions is LOS E or F, improvements should be considered to improve the segment to an acceptable LOS. LOS analysis of forecast daily traffic volumes was applied for the arterial segments throughout the Platinum Triangle and adjacent facilities. The segment analysis assumes roadway capacities for each jurisdiction as applied in the current General Plans for each City as noted in Table 2-3. The capacities in Table 2-3 reflect LOS E capacities and are consistent with those that are applied in daily V/C analysis consistent with methodologies adopted for each jurisdiction. Note that the City of Orange takes advantage of a capacity enhancement for Smart Streets as designated by the Orange County Transportation Authority. For Katella Avenue, Orange increases daily capacity by five percent to account for Smart Street related improvements that enhance throughput along these key corridors. The City of Anaheim does not currently account for capacity enhancements to Smart Streets. For City of Anaheim segments, a project is deemed to have a significant impact if the project results in deterioration of the daily LOS to an unacceptable LOS coupled with a continued deficiency under peak hour conditions. A significant impact is also determined by an increase in the daily ICU value of 0.01 if the segment currently operates at LOS E or F under daily without project conditions and the segment is found to be deficient under peak hour conditions. For City of Orange segments, a project is deemed to have a significant impact if the project results in deterioration of the daily LOS to an unacceptable LOS or causes an increase in the daily ICU value of 0.01 if the segment currently operates at LOS E or F under daily without project conditions. Table 2-3: Arterial Segment Daily Capacity Assumptions ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 15 Facility Type Anaheim Orange 8-lane Divided 75,000 75,000 6-lane Divided 56,300 56,300 4-lane Divided 37,500 37,500 4-lane Undivided 25,000 24,000 2-lane Undivided 12,500 12,000 Source: City of Orange, City of Anaheim Caltrans Intersection Analysis Freeway ramp termini intersections were analyzed in (version 7.0) through the application of Highway Capacity Manual (HCM) 2000 methodology per Caltrans requirements. Lane configurations and various other parameters such as signal timing were based on current operating characteristics. Future lane configurations were assumed for the No Project and With Project scenarios per Anaheim General Plan buildout conditions. Table 2-4 presents Caltrans intersection delay and LOS standards. Table 2-4: 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, HCM 2000 Caltrans Freeway and Ramp HCM Analysis The freeway mainline and freeway ramp criteria are based on peak hour HCM density analysis. The capacities are based on information contained in the HCM and the Caltrans Ramp Meter Design Manual. Existing count data was provided by Caltrans for the freeway mainline volumes. Ramp merge and diverge analysis was carried out by applying Highway Capacity Software (HCS), the electronic version of the HCM for freeway-to-arterial interchanges. According to HCM methodology, the ramp merge and diverge areas focus on an influential area of 1,500 feet, including the acceleration or deceleration lane and adjacent freeway lanes. The methodology incorporates three fundamental steps: · Determination of the traffic entering the freeway lanes upstream of the merge or at the beginning of the deceleration lane at diverge; · Determination of the capacity for the segment; and · Determination of the density of traffic flow within the ramp influence area and its level of service The level of service (LOS) for freeway ramps is determined by traffic density based on criteria outlined in the HCM. Freeway mainline levels of service are similarly determined from segment density. Table 2-5 presents the correlation between LOS and density in terms of passenger cars per mile per lane (pc/mi/ln) for both freeway ramps and basic freeway segments. LOS D (density not to ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 16 exceed 35.0 pc/mi/ln for mainline segments and 35.0 pc/mi/ln for freeway ramps), has been established by Caltrans District 12 as the operating standard for freeway mainline segments and freeway ramps. Caltrans has determined that freeway segments and ramps that operate below LOS D should be identified and improved to an acceptable LOS although specific criteria to identify project related impacts is not specified in the Caltrans Traffic Impact Study Guidelines. Table 2-5: Caltrans Freeway Mainline and Ramp HCM LOS Criteria LOS Freeway Ramp Density (pc/mi/ln) Basic Freeway Segment Density (pc/mi/ln) A ≤ 10.0 0-11.0 B > 10.0 and ≤ 20.0 11.0 – 18.0 C > 20.0 and ≤ 28.0 18.0 – 26.0 D > 28.0 and ≤ 35.0 26.0 – 35.0 E > 35.0 35.0 – 45.0 F Exceeds Capacity >45.0 Source: HCM 2000, Exhibit 25-4, Exhibit 23-2 Caltrans Freeway Weaving Analysis Freeway 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 devices. Weaving analysis uses the most current version of the HCM and provides a density for the weaving area within the freeway segment and corresponding LOS. Table 2-6 specifies the LOS for associated freeway weaving densities. Table 2-6: Caltrans Freeway Weaving HCM LOS Criteria LOS Freeway Weaving Segment Density (pc/mi/ln) Multilane and Collector-Distributor Weaving Segments Density (pc/mi/ln) A ≤ 10.0 ≤ 12.0 B > 10.0 and ≤ 20.0 > 12.0 and ≤ 24.0 C > 20.0 and ≤ 28.0 > 24.0 and ≤ 32.0 D > 28.0 and ≤ 35.0 > 32.0 and ≤ 36.0 E >35.0 and ≤ 43.0 >36.0 and ≤ 40.0 F >43.0 >40.0 Source: HCM 2000 Exhibit 24-2 The following sections present the traffic analysis results for the study intersections, arterial segments, freeway ramp termini intersections, and ramp merge-diverge locations and freeway mainline sections reflecting existing conditions, future forecast No Project scenario and With Project implementation of the PTMLUP. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 17 3.0 EXISTING CONDITIONS The existing conditions analysis establishes the framework for the future forecasts for the Proposed Project. The analysis is based on existing intersection and arterial segment traffic counts, collected by the City on a typical weekday in 2008, and included in Appendix C and Appendix D. The existing conditions analysis reflects these count volumes as well as existing lane configurations for all circulation system elements in the study area. Intersection Analysis Table 3-1 presents ICU and LOS results for the study intersections under existing conditions during the AM peak hour and PM peak hour. Existing lane geometrics were assumed in the ICU and LOS analyses. The detailed existing ICU worksheets are presented in Appendix E-1. As a result of existing traffic volumes, the following two intersections operate at an unacceptable LOS under existing conditions: · Euclid Street at Katella Avenue · Anaheim Boulevard at Ball Road Figure 3-1 presents study intersection LOS under existing conditions (refer to Appendix C for traffic counts). A table summarizing the existing and future lane configurations is included in Appendix F. Table 3-1: Existing Peak Hour Intersection LOS ID Intersection Jurisdiction AM Peak Hour PM Peak Hour ICU LOS ICU LOS I-1 Euclid Street / Katella Avenue Anaheim 0.89 D 1.02 F I-2 Ninth Street / Katella Avenue Anaheim 0.53 A 0.53 A I-3 Walnut Street / Ball Road Anaheim 0.57 A 0.55 A I-4 Walnut Street / Katella Avenue Anaheim 0.44 A 0.53 A I-5 Disneyland Drive / Ball Road Anaheim 0.70 B 0.77 C I-6 Disneyland Drive / West Street / Katella Avenue Anaheim 0.53 A 0.57 A I-7 Harbor Boulevard / Vermont Avenue Anaheim 0.56 A 0.58 A I-8 Harbor Boulevard / Ball Road Anaheim 0.73 C 0.68 B I-9 Harbor Boulevard / I-5 Northbound Ramps Anaheim 0.54 A 0.54 A I-10 Harbor Boulevard / I-5 Southbound Ramps Anaheim 0.32 A 0.34 A I-11 Harbor Boulevard / Disney Way Anaheim 0.33 A 0.41 A I-12 Harbor Boulevard / Katella Avenue Anaheim 0.55 A 0.63 B I-13 Harbor Boulevard / Convention Way Anaheim 0.29 A 0.35 A I-14 Harbor Boulevard / Orangewood Avenue Anaheim 0.55 A 0.57 A I-15 Clementine Street / Disney Way Anaheim 0.19 A 0.23 A I-16 Clementine Street / Katella Avenue Anaheim 0.53 A 0.60 A I-17 I-5 Southbound Off Ramp / Disney Way Anaheim 0.20 A 0.24 A I-18 Anaheim Boulevard / Vermont Avenue Anaheim 0.58 A 0.61 B I-19 Anaheim Boulevard / Ball Road Anaheim 0.63 B 0.91 E I-20 Anaheim Boulevard / Cerritos Avenue Anaheim 0.49 A 0.71 C I-21 Anaheim Boulevard / I-5 Northbound Ramps Anaheim 0.44 A 0.59 A I-22 Anaheim Boulevard / Disney Way Anaheim 0.44 A 0.49 A ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 18 Table 3-1: Existing Peak Hour Intersection LOS, Continued ID Intersection Jurisdiction AM Peak Hour PM Peak Hour ICU LOS ICU LOS I-23 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.47 A 0.58 A I-24 Haster Street / Gene Autry Way (future) Anaheim Not Applicable I-25 Haster Street / Orangewood Avenue Anaheim 0.54 A 0.65 B I-26 Manchester Avenue (I-5 Southbound Ramps) / Katella A Anaheim 0.55 A 0.52 A I-27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue Anaheim 0.46 A 0.50 A I-28 East Street / Vermont Avenue Anaheim 0.48 A 0.58 A I-29 East Street / Ball Road Anaheim 0.51 A 0.67 B I-30 Lewis Street / Ball Road Anaheim 0.41 A 0.53 A I-31 Lewis Street / Cerritos Avenue Anaheim 0.28 A 0.31 A I-32 Lewis Street / North Connector Road (future) Anaheim Not Applicable I-33 Lewis Street / Katella Avenue Anaheim 0.48 A 0.62 B I-34 Lewis Street / Anaheim Way Anaheim 0.09 A 0.25 A I-35 Lewis Street / Anaheim Connector (future) Anaheim Not Applicable I-36 Lewis Street / Gene Autry Way (future) Anaheim Not Applicable I-37 I-5 HOV Ramps / Gene Autry Way Anaheim 0.07 A 0.07 A I-38 Lewis Street / Orangewood Avenue Anaheim 0.53 A 0.48 A I-39 Manchester Avenue / Orangewood Avenue Anaheim 0.52 A 0.37 A I-40 Anaheim Way / Orangewood Avenue Anaheim 0.36 A 0.50 A I-41 Market Street / Katella Avenue (future) Anaheim Not Applicable I-42 Market Street / Gene Autry Way (future) Anaheim Not Applicable I-43 Orange Center Drive / Orangewood Avenue Anaheim 0.30 A 0.38 A I-44 State College Boulevard / Vermont Avenue Anaheim 0.47 A 0.42 A I-45 State College Boulevard / Wagner Avenue Anaheim 0.50 A 0.49 A I-46 State College Boulevard / Ball Road Anaheim 0.57 A 0.65 B I-47 State College Boulevard / Cerritos Avenue Anaheim 0.46 A 0.40 A I-48 State College Boulevard / Howell Avenue Anaheim 0.29 A 0.40 A I-49 State College Boulevard / Katella Avenue Anaheim 0.43 A 0.53 A I-50 State College Boulevard / Gateway Center Drive Anaheim 0.26 A 0.33 A I-51 State College Boulevard / Gene Autry Way Anaheim 0.30 A 0.29 A I-52 State College Boulevard / Artisan Street (future) Anaheim Not Applicable I-53 State College Boulevard / Orangewood Avenue Anaheim/ Orange 0.46 A 0.47 A I-54 State College Boulevard / Orange Center Drive Anaheim/ Orange 0.21 A 0.21 A I-55 State College Boulevard / I-5 Northbound Ramps Orange 0.33 A 0.28 A I-56 State College Boulevard / I-5 Southbound Ramps Orange 0.43 A 0.28 A I-57 State College Boulevard / The City Drive / Chapman Ave. Orange 0.71 C 0.66 B I-58 Sunkist Street / Ball Road Anaheim 0.82 D 0.79 C I-59 Sunkist Street / Cerritos Avenue Anaheim 0.25 A 0.41 A I-60 Sunkist Street / Howell Avenue Anaheim 0.31 A 0.37 A I-61 Howell Avenue / Katella Avenue Anaheim 0.38 A 0.55 A I-62 Sportstown / Katella Avenue Anaheim 0.31 A 0.41 A I-63 Dupont Drive / Orangewood Avenue Anaheim 0.44 A 0.51 A I-64 Rampart Street / Orangewood Avenue Anaheim 0.51 A 0.44 A I-65 Rampart Street / Chapman Avenue Orange 0.31 A 0.31 A I-66 Ball Road / SR-57 Northbound Ramps Anaheim 0.43 A 0.41 A I-67 Ball Road / SR-57 Southbound Ramps Anaheim 0.69 B 0.57 A I-68 SR-57 Northbound Ramps / Katella Avenue Anaheim 0.36 A 0.40 A I-69 SR-57 Southbound Ramps / Katella Avenue Anaheim 0.40 A 0.40 A ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 19 Table 3-1: Existing Peak Hour Intersection LOS, Continued ID Intersection Jurisdiction AM Peak Hour PM Peak Hour ICU LOS ICU LOS I-70 Orangewood Avenue / SR-57 Northbound Ramps Orange 0.52 A 0.49 A I-71 Orangewood Avenue / SR-57 Southbound Ramps Orange 0.61 B 0.68 B I-72 Phoenix Club Drive / Ball Road Anaheim 0.48 A 0.59 A I-73 Douglass Road / Katella Avenue Anaheim 0.41 A 0.49 A I-74 Katella Avenue / Struck Avenue Orange 0.28 A 0.34 A I-75 Eckhoff Street / Collins Avenue Orange 0.42 A 0.47 A I-76 Eckhoff Street / Orangewood Avenue Orange 0.56 A 0.69 B I-77 Main Street / Taft Avenue Orange 0.68 B 0.73 C I-78 Main Street / Katella Avenue Orange 0.50 A 0.50 A I-79 Main Street / Struck Avenue Orange 0.53 A 0.48 A I-80 Main Street / Collins Avenue Orange 0.44 A 0.57 A I-81 Main Street / Orangewood Avenue Orange 0.54 A 0.58 A I-82 Main Street / Chapman Avenue Orange 0.52 A 0.67 B I-83 Batavia Street / Taft Avenue Orange 0.65 B 0.67 B I-84 Batavia Street / Katella Avenue Orange 0.50 A 0.50 A I-85 Batavia Street / Collins Avenue Orange 0.40 A 0.41 A I-86 Batavia Street / Walnut Avenue Orange 0.51 A 0.46 A I-87 Glassell Street / Katella Avenue Orange 0.55 A 0.60 A I-88 Glassell Street / Collins Avenue Orange 0.58 A 0.52 A I-89 Glassell Street / Walnut Avenue Orange 0.67 B 0.75 C I-90 Santiago Boulevard / Meats Avenue Orange 0.72 C 0.65 B I-91 Clementine Street / Gene Autry Way (future) Anaheim Not Applicable I-92 Clementine Street / Orangewood Avenue Anaheim 0.33 A 0.33 A I-93 Flower Street / Chapman Avenue Orange 0.38 A 0.49 A I-94 Harbor Boulevard / Chapman Avenue Anaheim 0.55 A 0.61 B I-95 I-5 Ramps / Chapman Avenue Orange 0.43 A 0.46 A I-96 Rampart Street / Town Center Place (South) Anaheim 0.14 A 0.18 A I-97 SR-22 Eastbound Ramps / The City Drive Orange 0.57 A 0.58 A I-98 SR-22 Westbound Ramps/ Metropolitan Drive Orange 0.29 A 0.41 A I-99 SR-57 Northbound Ramps / Chapman Avenue Orange 0.40 A 0.39 A I-100 SR-57 Southbound Ramps / Chapman Avenue Orange 0.54 A 0.52 A I-101 State College Boulevard / Winston Road Anaheim 0.38 A 0.39 A I-102 The City Drive / Garden Grove Boulevard Orange 0.52 A 0.55 A I-103 The City Drive / Metropolitan Drive Orange 0.47 A 0.37 A Source: City of Anaheim Arterial Segment Daily LOS Analysis · Table 3-2 presents average daily traffic (ADT) and LOS for study area arterial segments under existing conditions. The analysis is based on existing traffic counts, collected by the City on a typical weekday in 2008 and 2009. Refer to Appendix D for traffic counts. ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 21 Table 3-2: Existing Arterial Segment Daily LOS ID Arterial From To Jurisdiction Traffic Count Mid-Block Lanes Total Capacity V/C LOS A - 1 Anaheim Boulevard Katella Avenue I-5 Freeway Anaheim 19,380 6D 56,300 0.34 A A - 2 Anaheim Boulevard I-5 Freeway Cerritos Avenue Anaheim 33,160 6D 56,300 0.59 A A - 3 Anaheim Boulevard Cerritos Avenue Ball Road Anaheim 26,790 4D 37,500 0.71 C A - 4 Anaheim Boulevard Ball Road Vermont Street Anaheim 25,230 4D 37,500 0.67 B A - 5 Anaheim Way State College Boulevard Orangewood Avenue Orange 3,220 3D 28,150 0.11 A A - 6 Anaheim Way Orangewood Avenue Katella Avenue Anaheim 18,190 3D 28,150 0.65 B A - 7 Anaheim Way Katella Avenue Anaheim Boulevard Anaheim 10,730 3D 28,150 0.38 A A - 8 Ball Road Walnut Street Disneyland Drive Anaheim 34,020 6D 56,300 0.60 A A - 9 Ball Road Disneyland Drive Harbor Boulevard Anaheim 44,320 6D 56,300 0.79 C A - 10 Ball Road Harbor Boulevard Anaheim Boulevard Anaheim 36,890 6D 56,300 0.66 B A - 11 Ball Road Anaheim Boulevard East Street Anaheim 35,280 6D 56,300 0.63 B A - 12 Ball Road East Street State College Boulevard Anaheim 38,110 6D 56,300 0.68 B A - 13 Ball Road State College Boulevard Sunkist Street Anaheim 40,500 4D 37,500 1.08 F A - 14 Ball Road Sunkist Street SR-57 Freeway Anaheim 48,400 6D 56,300 0.86 D A - 15 Ball Road SR-57 Freeway Main Street Orange 32,740 6D 56,300 0.58 A A - 16 Cerritos Avenue Anaheim Boulevard Lewis Street Anaheim 11,710 4U 25,000 0.47 A A - 17 Cerritos Avenue Lewis Street State College Boulevard Anaheim 10,030 4U 25,000 0.40 A A - 18 Cerritos Avenue State College Boulevard Sunkist Street Anaheim 6,180 4U 25,000 0.25 A A - 19 Cerritos Avenue Sunkist Street Douglass Road Anaheim 4,520 4U 25,000 0.18 A A - 20 Chapman Avenue State College Boulevard SR-57 Freeway Orange 30,740 6D 56,300 0.55 A A - 21 Chapman Avenue SR-57 Freeway Main Street Orange 27,260 6D 56,300 0.48 A A - 22 The City Drive SR-22 Freeway Chapman Avenue Orange 20,980 8D 75,000 0.28 A A - 23 Clementine Street Orangewood Avenue Gene Autry Way Anaheim NA NA NA NA NA A - 24 Clementine Street Gene Autry Way Katella Avenue Anaheim NA NA NA NA NA A - 25 Clementine Street Katella Avenue Manchester Avenue Anaheim 7,510 4U 25,000 0.30 A A - 26 Collins Avenue Eckhoff Street Main Street Orange 6,620 4U 24,000 0.28 A A - 27 Collins Avenue Main Street Batavia Street Orange 10,800 4U 24,000 0.45 A A - 28 Collins Avenue Batavia Street Glassell Street Orange 14,710 4U 24,000 0.61 B A - 29 Disney Way Harbor Boulevard Clementine Street Anaheim 7,770 6D 56,300 0.14 A A - 30 Disney Way Clementine Street Anaheim Boulevard Anaheim 13,880 6D 56,300 0.25 A A - 31 Douglass Road Katella Avenue Cerritos Avenue Anaheim 6,910 4U 25,000 0.28 A A - 32 Eckhoff Street Orangewood Avenue Collins Avenue Orange 10,870 2D 18,750 0.58 A A - 33 Gene Autry Way Harbor Boulevard Clementine Street Anaheim NA NA NA NA NA A - 34 Gene Autry Way Clementine Street Haster Street Anaheim NA NA NA NA NA A - 35 Gene Autry Way Haster Street I-5 Freeway Anaheim NA NA NA NA NA A - 36 Gene Autry Way I-5 Freeway State College Boulevard Anaheim 2,220 4U 25,000 0.09 A A - 37 Harbor Boulevard Chapman Avenue Orangewood Avenue Anaheim 35,560 6D 56,300 0.63 B A - 38 Harbor Boulevard Orangewood Avenue Convention Way Anaheim 35,870 6D 56,300 0.64 B A - 39 Harbor Boulevard Convention Way Katella Avenue Anaheim 40,430 6D 56,300 0.72 C A - 40 Harbor Boulevard Katella Avenue Disney Way Anaheim 38,410 6D 56,300 0.68 B A - 41 Harbor Boulevard Disney Way Manchester Avenue Anaheim 41,340 6D 56,300 0.73 C A - 42 Harbor Boulevard Manchester Avenue I-5 Freeway Anaheim 39,450 7D 65,625 0.60 A A - 43 Harbor Boulevard I-5 Freeway Ball Road Anaheim 44,360 8D 75,000 0.59 A A - 44 Harbor Boulevard Ball Road Vermont Street Anaheim 26,900 6D 56,300 0.48 A A - 45 Haster Street Chapman Avenue Orangewood Avenue Anaheim 18,190 4U 25,000 0.73 C A - 46 Haster Street Orangewood Avenue Katella Avenue Anaheim 19,760 4U 25,000 0.79 C A - 47 Howell Avenue State College Boulevard Sunkist Street Anaheim 4,390 4U 25,000 0.18 A A - 48 Howell Avenue Sunkist Street Katella Avenue Anaheim 5,830 4U 25,000 0.23 A A - 49 Katella Avenue Euclid Street Ninth Street Anaheim 31,470 6D 56,300 0.56 A A - 50 Katella Avenue Ninth Street Walnut Street Anaheim 29,270 6D 56,300 0.52 A ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 22 Table 3-2: Existing Arterial Segment Daily LOS, Continued ID Arterial From To Jurisdiction Traffic Count Mid-Block Lanes Total Capacity V/C LOS A - 51 Katella Avenue Walnut Street Disneyland Drive Anaheim 35,240 6D 56,300 0.63 B A - 52 Katella Avenue Disneyland Drive Harbor Boulevard Anaheim 37,440 6D 56,300 0.67 B A - 53 Katella Avenue Harbor Boulevard Clementine Street Anaheim 39,100 6D 56,300 0.69 B A - 54 Katella Avenue Clementine Street Anaheim Boulevard Anaheim 38,510 6D 56,300 0.68 B A - 55 Katella Avenue Anaheim Boulevard I-5 Freeway Anaheim 37,830 6D 56,300 0.67 B A - 56 Katella Avenue I-5 Freeway Lewis Street Anaheim 35,040 6D 56,300 0.62 B A - 57 Katella Avenue Lewis Street State College Boulevard Anaheim 30,260 6D 56,300 0.54 A A - 58 Katella Avenue State College Boulevard Sportstown Anaheim 32,800 6D 56,300 0.58 A A - 59 Katella Avenue Sportstown Howell Avenue Anaheim 34,240 6D 56,300 0.61 B A - 60 Katella Avenue Howell Avenue SR-57 Freeway Anaheim 37,990 6D 56,300 0.67 B A - 61 Katella Avenue SR-57 Freeway Main Street Anaheim 29,610 6D 56,300 0.53 A A - 62 Katella Avenue* Main Street Batavia Street Orange 30,280 6D 59,115 0.51 A A - 63 Katella Avenue* Batavia Street Glassell Street Orange 29,490 6D 59,115 0.50 A A - 64 Lewis Street Gene Autry Way Katella Avenue Anaheim 1,440 2U 12,500 0.12 A A - 65 Lewis Street Katella Avenue Cerritos Avenue Anaheim 7,680 4U 25,000 0.31 A A - 66 Lewis Street Cerritos Avenue Ball Road Anaheim 6,460 4U 25,000 0.26 A A - 67 Main Street Chapman Avenue Orangewood Avenue Orange 20,090 4U 24,000 0.84 D A - 68 Main Street Orangewood Avenue Collins Avenue Orange 16,900 4U 24,000 0.70 B A - 69 Main Street Collins Avenue Katella Avenue Orange 17,700 4U 24,000 0.74 C A - 70 Main Street Katella Avenue Taft Avenue Orange 11,440 4U 24,000 0.48 A A - 71 Manchester Avenue Compton Avenue Orangewood Avenue Anaheim 6,840 3D 28,150 0.24 A A - 72 Manchester Avenue Orangewood Avenue Katella Avenue Anaheim 11,050 3D 28,150 0.39 A A - 73 Manchester Avenue Katella Avenue Anaheim Boulevard Anaheim 1,410 3D 28,150 0.05 A A - 74 Orangewood Avenue Harbor Boulevard Haster Street Anaheim 15,540 4U 25,000 0.62 B A - 75 Orangewood Avenue Haster Street Manchester Avenue Anaheim 17,950 4U 25,000 0.72 C A - 76 Orangewood Avenue** Manchester Avenue State College Boulevard Anaheim/ Orange 19,810 6D 56,300 0.35 A A - 77 Orangewood Avenue State College Boulevard Rampart Street Anaheim 24,490 4U 25,000 0.98 E A - 78 Orangewood Avenue** Rampart Street SR-57 Freeway Anaheim/ Orange 23,490 4U 25,000 0.94 E A - 79 Orangewood Avenue SR-57 Freeway Eckhoff Street Orange 27,720 4D 37,500 0.74 C A - 80 Orangewood Avenue Eckhoff Street Main Street Orange 14,160 4D 37,500 0.0. 38 A A - 81 Phoenix Club Drive Honda Center Ball Road Anaheim 3,880 2U 12,500 0.31 A A - 82 Rampart Street Chapman Avenue Orangewood Avenue Anaheim 2,770 2U 12,500 0.22 A A - 83 State College Boulevard Chapman Avenue I-5 Freeway Orange 26,980 8D 75,000 0.36 A A - 84 State College Boulevard I-5 Freeway Orangewood Avenue Orange 21,400 8D 75,000 0.29 A A - 85 State College Boulevard Orangewood Avenue Gene Autry Way Anaheim 22,160 6D 56,300 0.39 A A - 86 State College Boulevard Gene Autry Way Katella Avenue Anaheim 20,120 6D 56,300 0.36 A A - 87 State College Boulevard Katella Avenue Howell Avenue Anaheim 23,980 6D 56,300 0.43 A A - 88 State College Boulevard Howell Avenue Cerritos Avenue Anaheim 23,440 6D 56,300 0.42 A A - 89 State College Boulevard Cerritos Avenue Ball Road Anaheim 23,320 6D 56,300 0.41 A A - 90 State College Boulevard Ball Road Wagner Avenue Anaheim 24,020 6D 56,300 0.43 A A - 91 Struck Avenue Katella Avenue Main Street Orange 6,720 2U 12,000 0.56 A A - 92 Sunkist Street Howell Avenue Cerritos Avenue Anaheim 3,900 4U 25,000 0.16 A A - 93 Sunkist Street Cerritos Avenue Ball Road Anaheim 7,720 4U 25,000 0.31 A A - 94 Walnut Avenue Main Street Batavia Street Orange 8,540 2U 12,000 0.71 C A - 95 Walnut Avenue Batavia Street Glassell Street Orange 8,090 2U 12,000 0.67 B Source: City of Anaheim NA-Not Applicable Notes: * Smart Street segments in Orange include a 5% capacity enhancement Shared segments capacities are identified by the jurisdiction in which the traffic count was taken ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 23 Arterial Segment Peak Hour LOS Analysis Table 3-3 reports the AM and PM peak hour arterial segment LOS for the deficient arterial segments in Anaheim. The table indicates that there are no capacity inadequacies for any of the arterial segments during either the AM or PM peak hour. Table 3-3: Existing Arterial Segment Peak Hour LOS ID Arterial From To Jurisdiction Traffic Volume Mid- Block Lanes Total Capacity V/C LOS AM Peak Hour A - 13 Ball Road State College Boulevard Sunkist Street Anaheim 2,640 4D 3,268 0.81 D A - 14 Ball Road Sunkist Street SR-57 Freeway Anaheim 3,420 6D 4,902 0.70 B A - 77 Orangewood Avenue State College Boulevard Rampart Street Anaheim 2,070 4U 4,940 0.42 A A - 78 Orangewood Avenue Rampart Street SR-57 Freeway Anaheim/Orange 1,930 4U 4,940 0.39 A PM Peak Hour A - 13 Ball Road State College Boulevard Sunkist Street Anaheim 2,900 4D 3,648 0.79 C A - 14 Ball Road Sunkist Street SR-57 Freeway Anaheim 3,370 6D 5,472 0.62 B A - 77 Orangewood Avenue State College Boulevard Rampart Street Anaheim 2,280 4U 5,852 0.39 A A - 78 Orangewood Avenue Rampart Street SR-57 Freeway Anaheim/Orange 2,130 4U 5,852 0.36 A Source: City of Anaheim Note: Shared segments capacities are identified by the jurisdiction in which the traffic count was taken Caltrans Ramp Termini Intersection Analysis Table 3-4 presents the results of peak hour delays and levels of service for the ramp termini intersections under Existing conditions. Detailed analysis worksheets are included in Appendix H-1. The analysis indicates that all of the Caltrans Ramp intersections currently operate at acceptable LOS in either peak hour. Under all scenarios, freeway ramp termini intersections were evaluated according to both ICU and HCM methodology. The analysis under existing conditions is generally consistent in terms of LOS with the ICU analysis for the ramp termini intersections with the exception of the one deficient location for which the deficiency is generally the result of operational issues, such as insufficient or excessive signal timings for pedestrian crossings. Table 3-4: Existing Ramp Termini Intersection LOS ID Intersection AM Peak Hour PM Peak Hour Delay LOS Delay LOS I - 9 Harbor Boulevard / I-5 Northbound Ramps 10.8 B 14.4 B I - 10 Harbor Boulevard / I-5 Southbound Ramps 7.9 A 7.5 A I - 17 I-5 Southbound Off Ramp / Disney Way 26.2 C 25.5 C I - 21 Anaheim Boulevard / I-5 Northbound Ramps 15.4 B 25.8 C I - 22 Anaheim Boulevard / Disney Way 33.7 C 19.2 B ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 24 Table 3-4: Existing Ramp Termini Intersection LOS, Continued ID Intersection AM Peak Hour PM Peak Hour Delay LOS Delay LOS I - 26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 27.5 C 15.9 B I - 27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 17.9 B 20.2 C I - 37 I-5 HOV Ramps / Gene Autry Way 6.0 A 6.3 A I - 55 State College Boulevard / I-5 Northbound Ramps 12.8 B 12.5 B I - 56 State College Boulevard / I-5 Southbound Ramps 17.4 B 12.5 B I - 66 Ball Road / SR-57 Northbound Ramps 19.3 B 21.4 C I - 67 Ball Road / SR-57 Southbound Ramps 32.1 C 17.6 B I - 68 SR-57 Northbound Ramps / Katella Avenue 10.4 B 7.5 A I - 69 SR-57 Southbound Ramps / Katella Avenue 11.3 B 8.5 A I - 70 Orangewood Avenue / SR-57 Northbound Ramps 15.6 B 8.3 A I - 71 Orangewood Avenue / SR-57 Southbound Ramps 19.4 B 28.7 C I - 95 I-5 Ramps / Chapman Avenue 41.7 D 42.4 D I - 97 SR-22 Eastbound Ramps / The City Drive 28.5 C 29.6 C I - 98 SR-22 Westbound Ramps/ Metropolitan Drive 38.4 D 29.6 C I - 99 SR-57 Northbound Ramps / Chapman Avenue 19.1 B 19.7 B I - 100 SR-57 Southbound Ramps / Chapman Avenue 36.4 D 36.1 D Caltrans Ramp Termini Off-Ramp Queuing Analysis Table 3-5 presents the off-ramp queue and control delay determined by for the study area off-ramp termini intersections under Existing conditions. Detailed queuing analysis worksheets are included in Appendix M-1. The analysis indicates that no Caltrans Ramp intersections have a queue length that is greater than the existing off-ramp storage length. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 25 Table 3-5: Existing Ramp Termini Off-Ramp Queuing Analysis ID Ramp Termini Intersection Off-Ramp # of Lanes Off-Ramp Storage Length (feet) Off-Ramp Queue Length Off-Ramp Control Delay (sec) Deficient Storage Length AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour L T R L T R L T R L T R L T R L T R I - 9 Harbor Boulevard / I-5 Northbound Ramps 1.5 1.5 400 1,280 20 10 40 60 12.2 18.5 15.9 31.7 No I - 10 Harbor Boulevard / I-5 Southbound Ramps 2 1 1,240 190 60 60 32.3 32.3 No I - 17 I-5 SB Off Ramp / Disney Way 1.33 0.33 1.33 940 380 380 100 100 0 150 150 0 43.5 43.3 8.2 61.2 63.0 9.9 No I - 26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 1.5 1.5 720 720 1,710 40 0 0 40 0 64.0 27.4 4.9 60.9 23.9 No I - 27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 1.5 3 0.5 1,540 1,060 130 120 210 220 20.4 17.5 25.6 20.9 No I - 37 I-5 HOV NB Ramps / Gene Autry Way 2 1,510 No I-5 HOV SB Ramps / Gene Autry Way 2 1,340 0 0 4.9 6.7 No I - 55 State College Boulevard / I-5 Northbound Ramps 1.5 1.5 2 1,580 690 690 70 70 0 70 70 0 52.7 48.6 7.9 54.5 49.8 8.7 No I - 56 State College Boulevard / I-5 Southbound Ramps 1.5 0.5 2 2,960 2,190 1,590 40 230 130 100 140 90 29.3 47.5 35.1 46.4 52.3 32.1 No I - 66 Ball Road / SR-57 Northbound Ramps 1 1 1,030 680 180 240 280 30 28.9 42.7 53.0 10.7 No I - 67 Ball Road / SR-57 Southbound Ramps 0.5 1.5 1,290 570 390 400 250 250 35.3 45.0 39.5 46.4 No I - 68 SR-57 Northbound Ramps / Katella Avenue 1.5 1.5 1,030 590 70 50 50 40 18.4 20.5 18.8 19.1 No I - 69 SR-57 Southbound Ramps / Katella Avenue 1.5 1.5 930 600 80 70 60 60 19.5 23.1 18.8 23.4 No I - 70 Orangewood Avenue / SR-57 Northbound Ramps 1.5 1.5 650 350 130 190 20 0 38.9 56.4 21.9 17.2 No I - 71 Orangewood Avenue / SR-57 Southbound Ramps 1.5 1.5 1,050 630 340 210 110 0 140 60 247 66.3 33.4 8.4 68.5 26.0 23.9 No I - 95 I-5 Ramps / Chapman Avenue 2 1 1,080 220 220 0 230 0 46.7 9.8 46.0 7.4 No I - 97 SR-22 Eastbound Ramps / The City Drive 1.33 0.33 1.33 870 650 400 160 170 150 150 56.4 58.5 58.1 58.4 No I - 98 SR-22 Westbound Ramps/ Metropolitan Drive 2 0 2 900 230 70 0 140 0 53.4 9.9 53.0 6.4 No I - 99 SR-57 Northbound Ramps / Chapman Avenue 1 1 1,240 760 20 0 10 0 14.8 3.5 13.8 3.0 No I - 100 SR-57 Southbound Ramps / Chapman Avenue 0.5 0.5 1 580 1,000 210 60 120 90 36.5 12.7 47.6 30.7 No ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 26 Caltrans Freeway Ramp HCM Analysis Table 3-6 summarizes HCM analysis results for the study area ramps for the AM and PM peak hours. The HCM reports a density based on the existing freeway mainline segment and ramp merge/diverge volumes. Detailed HCM analysis worksheets are included in Appendix I-1. According to the analysis, the following freeway ramps are deficient under either the AM or PM peak hours: · I-5 Northbound Connector from SR-22 Eastbound (PM Peak Hour) · I-5 Northbound On-Ramp from Anaheim Boulevard (PM Peak Hour) · I-5 Southbound Connector to SR-22 Westbound (PM Peak Hour) · SR-57 Northbound Off-Ramp to Ball Road (PM Peak Hour) · SR-57 Northbound On-Ramp from Ball Road Westbound (PM Peak Hour) · SR-57 Southbound Off-Ramp to Katella Avenue (PM Peak Hour) · SR-22 Eastbound On-Ramp from Fairview Street (PM Peak Hour) · SR-22 Eastbound Connector to I-5/SR-57/The City Drive/Bristol Street (PM Peak Hour) · SR-22 Eastbound Collector/Distributor Off-Ramp to The City Drive (PM Peak Hour) Based on the existing conditions analysis, 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 With and Without Project conditions. There are currently no plans to address each of the current deficiencies on the State Highway System and as a result, these existing and cumulative impacts will carry forward into the future. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 27 Table 3-6: Existing Freeway Ramp HCM LOS ID Ramp Segment Ramp # of Lane A.M. Peak Hour P.M. Peak Hour Mainline Volume Ramp Volume Density (pc/mi/ln) LOS Mainline Volume Ramp Volume Density (pc/mi/ln) LOS R - 1 I-5 NB Connector from SR-22 EB* 2 4,570 1,800 27.6 C 7,250 2,520 > Capacity F R - 2 I-5 NB Off-Ramp to Chapman Avenue 1 6,370 270 23.2 C 9,770 370 33.6 D R - 3 I-5 NB Off-Ramp to State College Boulevard 2 6,100 520 10.1 B 9,400 410 20.5 C R - 4 I-5 NB HOV Off-Ramp to Gene Autry Way/Disney Way 1 710 10 6.5 A 1,170 20 10.3 B R - 5 I-5 NB On-Ramp from State College Boulevard/Chapman Avenue 1 5,580 210 19.3 B 8,990 380 30.0 D R - 6 I-5 NB Off-Ramp to Katella Avenue** 2 5,190 710 21.2 C 8,030 1,120 32.8 D R - 7 I-5 NB On-Ramp from Orangewood Avenue 1 4,480 230 19.9 B 6,910 320 28.0 C R - 8 I-5 NB On-Ramp from Katella Avenue 1 4,710 200 21.1 C 7,230 280 30.9 D R - 9 I-5 NB HOV On-Ramp from Gene Autry Way 1 700 10 14.6 B 1,150 40 22.6 C R - 10 I-5 NB On-Ramp from Anaheim Boulevard 1 4,910 320 22.2 C 7,510 930 > Capacity F R - 11 I-5 NB Off-Ramp to Harbor Boulevard 1 5,160 760 23.1 C 8,120 930 33.2 D R - 12 I-5 NB On-Ramp from Harbor Boulevard 1 4,400 230 19.6 B 7,190 530 32.2 D R - 13 I-5 SB Off-Ramp to Harbor Boulevard 1 6,420 540 25.1 C 7,880 640 30.7 D R - 14 I-5 SB On-Ramp from Harbor Boulevard 1 5,880 1,120 32.4 D 7,240 790 34.6 D R - 15 I-5 SB Off-Ramp to Disney Way/Anaheim Boulevard 1 7,000 450 26.6 C 8,030 440 30.2 D R - 16 I-5 SB Off-Ramp to Katella Avenue/Orangewood Avenue** 2 5,590 540 22.8 C 6,930 200 28.3 D R - 17 I-5 SB HOV Off-Ramp to Gene Autry Way 1 1,090 70 10.2 B 630 20 5.8 A R - 18 I-5 SB On-Ramp from Anaheim Boulevard 1 5,050 380 23.2 C 6,730 530 30.5 D R - 19 I-5 SB On-Ramp from Katella Avenue 1 5,430 310 24.0 C 7,260 370 31.1 D R - 20 I-5 SB Off-Ramp to State College Boulevard/Chapman Avenue 1 6,060 440 21.5 C 7,720 620 28.3 D R - 21 I-5 SB HOV On-Ramp from Gene Autry Way 1 1,020 20 20.2 C 610 20 13.1 B R - 22 I-5 SB On-Ramp from Orangewood Avenue 1 5,620 280 24.4 C 7,100 390 30.7 D R - 23 I-5 SB On-Ramp from State College Boulevard 1 5,900 170 18.7 B 7,490 290 23.5 C R - 24 I-5 SB On-Ramp from Chapman Avenue 1 6,070 430 19.1 B 7,780 600 23.7 C R - 25 I-5 SB Connector to SR-22 WB 1 6,500 840 26.8 C 8,380 1,180 35.2 E R - 26 I-5 SB Connector to SR-22 EB 2 5,660 850 9.8 A 7,200 1,190 14.2 B R - 27 SR-57 NB Off-Ramp to Chapman Avenue 1 3,430 120 22.9 C 4,800 170 30.2 D R - 28 SR-57 NB On-Ramp from Chapman Avenue WB 1 5,540 230 17.6 B 8,440 330 23.8 C R - 29 SR-57 NB On-Ramp from Chapman Avenue EB 1 5,340 200 19.1 B 8,160 280 27.1 C R - 30 SR-57 NB Off-Ramp to Orangewood Avenue 1 5,770 630 25.1 C 8,770 280 32.5 D R - 31 SR-57 NB On-Ramp from Orangewood Avenue WB 1 5,410 160 18.9 B 8,760 280 29.3 D R - 32 SR-57 NB On-Ramp from Orangewood Avenue EB 1 5,140 270 19.1 B 8,490 270 28.2 D R - 33 SR-57 NB Off-Ramp to Katella Avenue 1 4,750 740 21.9 C 7,790 560 30.6 D R - 34 SR-57 NB On-Ramp from Katella Avenue WB 1 4,310 150 19.6 B 7,680 240 32.8 D R - 35 SR-57 NB On-Ramp from Katella Avenue EB 1 4,010 300 19.8 B 7,230 450 33.0 D R - 36 SR-57 NB Off-Ramp to Ball Road 1 4,590 850 25.0 C 7,950 670 38.9 E R - 37 SR-57 NB On-Ramp from Ball Road WB 1 4,220 300 20.5 C 7,890 340 > Capacity F R - 38 SR-57 NB On-Ramp from Ball Road EB 1 3,740 480 20.3 C 7,280 610 34.5 D R - 39 SR-57 SB Off-Ramp to Ball Road 1 6,580 1,510 31.8 D 7,370 920 31.2 D R - 40 SR-57 SB On-Ramp from Ball Road WB 1 5,070 220 23.0 C 6,450 410 29.7 D R - 41 SR-57 SB On-Ramp from Ball Road EB 1 5,290 630 27.4 C 6,860 530 32.3 D ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 28 Table 3-6: Existing Freeway Ramp HCM LOS, Continued ID Ramp Segment Ramp # of Lane A.M. Peak Hour P.M. Peak Hour Mainline Volume Ramp Volume Density (pc/mi/ln) LOS Mainline Volume Ramp Volume Density (pc/mi/ln) LOS R - 42 SR-57 SB Off-Ramp to Katella Avenue 1 6,360 870 33.0 D 7,380 690 36.5 E R - 43 SR-57 SB On-Ramp from Katella Avenue WB 1 5,490 240 24.7 C 6,690 460 31.1 D R - 44 SR-57 SB On-Ramp from Katella Avenue EB 1 5,730 160 24.9 C 7,150 360 31.9 D R - 45 SR-57 SB Off-Ramp to Orangewood Avenue 1 6,350 710 26.4 C 7,750 730 31.5 D R - 46 SR-57 SB On-Ramp from Orangewood Avenue 1 5,640 200 19.3 B 7,020 570 25.8 C R - 47 SR-57 SB Off-Ramp to Chapman Avenue 1 5,840 450 24.4 C 7,590 640 30.4 D R - 48 SR-57 SB On-Ramp from Chapman Avenue 1 1,157 380 16.3 B 1,621 530 21.9 C R - 49 SR-22 EB Off-Ramp to Fairview Street 1 5,890 200 25.4 C 8,000 280 34.7 D R - 50 SR-22 EB On-Ramp from Fairview Street 1 5,690 870 29.2 D 7,720 1,220 > Capacity F R - 51 SR-22 EB Connector to I-5/SR-57/The City Drive/Bristol Street** 3 6,090 4,470 23.9 C 8,310 6,260 > Capacity F R - 52 SR-22 EB Collector/Distributor Off-Ramp to The City Drive 1 4,470 290 27.4 C 6,260 410 36.5 E R - 53 SR-22 EB Connector from I-5 SB/SR-57 SB 2 1,832 1,500 17.4 B 2,816 2,100 27.2 C R - 54 SR-22 WB Connector to I-5 SB/SR-57 SB 2 3,670 1,400 9.8 A 4,880 1,960 16.8 B R - 55 SR-22 WB On-Ramp from The City Drive 1 2,100 320 23.2 C 2,940 440 31.5 D R - 56 SR-22 WB Connector from I-5 SB/SR-57 SB 2 3,690 2,100 23.2 C 5,390 2,940 34.4 D R - 57 SR-22 WB Off-Ramp to Haster Street 2 6,110 600 10.7 B 8,770 840 17.6 B R - 58 SR-22 WB On-Ramp from Haster Street 1 5,510 430 25.0 C 7,930 600 34.8 D * Major Merge Analysis Utilized to calculate density Major Diverge Analysis Utilized to calculate density Source: City of Anaheim, Caltrans Caltrans Freeway Mainline HCM Analysis Table 3-7 summarizes HCS analysis results for the densities and levels of service for study area mainline segments for the AM and PM peak hours. Detailed HCM mainline analysis worksheets are included in Appendix J-1. Consistent with the existing ramp analysis, several segments currently operate at deficient levels of service. According to the analysis the following freeway mainline segments are deficient under either the AM or PM peak hours: · I-5 Southbound between Euclid Street and Lincoln Avenue (PM Peak Hour) · I-5 Northbound between SR-22 and 17th Street (PM Peak Hour) · I-5 Southbound between SR-22 and 17th Street (PM Peak Hour) · I-5 Northbound between 17th Street and Grand Avenue (PM Peak Hour) · I-5 Southbound between 17th Street and Grand Avenue (PM Peak Hour) · I-5 Southbound between Grand Avenue and 4th Street (PM Peak Hour) · SR-57 Eastbound between Katella Avenue and Ball Road (PM Peak Hour) · SR-57 Westbound between Katella Avenue and Ball Road (PM Peak Hour) · SR-57 Eastbound between Ball Road and Lincoln Avenue (PM Peak Hour) · SR-22 Eastbound between Harbor Boulevard and Fairview Street (PM Peak Hour) · SR-22 Westbound between Harbor Boulevard and Haster Street (PM Peak Hour) ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 29 Table 3-7: Existing Freeway Mainline HCM LOS ID Freeway Segment Northbound / Eastbound Southbound / Westbound A.M. Peak Hour P.M. Peak Hour A.M. Peak Hour P.M. Peak Hour Freeway Volume Density (pc/mi/ln) LOS Freeway Volume Density (pc/mi/ln) LOS Freeway Volume Density (pc/mi/ln) LOS Freeway Volume Density (pc/mi/ln) LOS F - 1 I-5 between SR-91 and Brookhurst Street 5,370 17.8 B 7,800 26.7 D 5,530 15.3 B 7,460 20.7 C F - 2 I-5 between Brookhurst Street and Euclid Street 5,630 18.7 C 8,560 30.5 D 6,120 20.3 C 7,890 27.1 D F - 3 I-5 between Euclid Street and Lincoln Avenue 5,630 18.7 C 8,890 32.5 D 6,370 27.5 D 7,910 40.2 E F - 4 I-5 between Lincoln Avenue and Harbor Boulevard 5,780 19.2 C 9,200 34.5 D 6,420 21.4 C 7,880 27.1 D F - 5 I-5 between Harbor Boulevard and Katella Avenue 5,160 17.1 B 8,120 28.3 D 5,590 18.5 C 6,930 23.2 C F - 6 I-5 between Katella Avenue and State College Boulevard 5,190 17.2 B 8,030 25.9 C 6,060 20.1 C 7,720 26.4 D F - 7 I-5 between State College Boulevard and SR-22 6,100 16.7 B 9,400 26.6 D 7,000 19.2 C 8,940 24.9 C F - 8 I-5 between SR-22 and 17th Street 7,570 20.7 C 11,520 36.5 E 9,630 27.2 D 12,560 44.8 E F - 9 I-5 between 17th Street and Grand Avenue 8,130 22.3 C 11,680 37.6 E 8,670 23.9 C 11,840 38.7 E F - 10 I-5 between Grand Avenue and 4th Street 7,970 21.8 C 11,240 34.8 D 8,580 22.3 C 11,930 39.4 E F - 11 I-5 between 4th Street and SR-55 7,960 21.8 C 10,980 33.3 D 7,690 21.0 C 10,930 33.1 D F - 12 SR-57 between SR-22 and Orangewood Avenue 5,770 16.3 B 8,770 25.2 C 5,530 18.7 C 7,050 24.2 C F - 13 SR-57 between Orangewood Avenue and Katella Avenue 4,750 16.1 B 7,790 27.4 D 6,350 21.5 C 7,750 27.2 D F - 14 SR-57 between Katella Avenue and Ball Road 4,590 19.4 C 7,950 42.7 E 6,360 28.2 D 7,380 36.1 E F - 15 SR-57 between Ball Road and Lincoln Avenue 4,670 19.7 C 8,380 > 45.0 F 6,580 22.4 C 7,370 25.5 C F - 16 SR-57 between SR-91 and Lincoln Avenue 4,930 16.7 B 8,640 32.0 D 6,520 18.4 C 7,390 20.9 C F - 17 SR-22 between Brookhurst Street and Euclid Street 5,140 20.5 C 7,030 29.8 D 4,860 19.3 C 6,970 29.5 D F - 18 SR-22 between Euclid Street and Harbor Boulevard 5,410 21.6 C 7,300 31.7 D 5,190 20.7 C 7,540 33.5 D F - 19 SR-22 between Harbor Boulevard and Fairview Street/Haster Street 5,890 23.7 C 8,000 37.6 E 5,510 22.0 C 7,960 37.2 E F - 20 SR-22 between Fairview Street/Haster Street and The City Drive/I-5 6,090 19.4 C 8,310 27.5 D 6,110 19.4 C 8,770 29.7 D F - 21 SR-22 between I-5 and Main Street 3,330 27.6 D 4,920 19.6 C 3,670 14.6 B 4,880 19.4 C F - 22 SR-22 between Main Street and Glassell Street 3,110 12.4 B 5,120 20.4 C 3,790 15.1 B 4,540 18.1 C F - 23 SR-22 between Glassell Street and SR-55 2,600 8.3 A 4,510 14.4 B 3,300 13.1 B 3,750 14.9 B Source: City of Anaheim, Caltrans ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 30 Caltrans Freeway Weaving HCM Analysis Tables 3-8 and 3-9 summarize HCS analysis results for the weaving areas for the study area freeways for the AM and PM peak hours. Detailed HCM weaving analysis worksheets are included in Appendix K-1. Under the existing conditions scenario, there are several deficient freeway segments identified in the weaving analysis. The segments identified as follows: · I-5 Northbound between Anaheim Boulevard On-Ramp and Harbor Boulevard Off-Ramp (PM Peak Hour) · I-5 Northbound between SR-22 Connector and Chapman Avenue Off-Ramp (PM Peak Hour) · I-5 Northbound between Main Street On-Ramp and SR-22 WB Connector (PM Peak Hour) · I-5 Northbound between 17th Street On-Ramp and Main Street Off-Ramp (PM Peak Hour) · I-5 Southbound between Main Street On-Ramp and 17th Street / Penn Way Off-Ramp (AM and PM Peak Hour) · I-5 Northbound between Grand Avenue On-Ramp and 17th Street Off-Ramp (PM Peak Hour) · I-5 Southbound between Penn Way On-Ramp and Santa Ana Boulevard Off-Ramp (PM Peak Hour) · I-5 Northbound between Fourth Street On-Ramp and Grand Avenue Off-Ramp (PM Peak Hour) · I-5 Southbound between Santa Ana Boulevard On-Ramp and Fourth Street Off-Ramp (PM Peak Hour) · I-5 Northbound between SR-55 Connector and First Street Off-Ramp (PM Peak Hour) · I-5 Southbound between First Street On-Ramp and SR-55 SB Connector (PM Peak Hour) · SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp (PM Peak Hour) · SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp (PM Peak Hour) · SR-57 Northbound between Lincoln Avenue On-Ramp and SR-99 Eastbound Connector (PM Peak Hour) · SR-22 Westbound between Harbor Boulevard On-Ramp and Euclid Street Off Ramp (PM Peak Hour) · SR-22 Eastbound between Fairview Street/Garden Grove Boulevard On-Ramp and Collector / Distributor The City Drive Off-Ramp (AM and PM Peak Hour) · SR-22 Eastbound Collector / Distributor between The City Drive On-Ramp and Bristol Street Off-Ramp (PM Peak Hour) · SR-22 Westbound between La Veta Avenue On-Ramp and Metropolitan Drive Off-Ramp (PM Peak Hour) · SR-22 Eastbound Collector / Distributor between Bristol Street On-Ramp and I-5 SB Connector (AM and PM Peak Hour) ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 31 Table 3-8: Existing Freeway Weaving AM Peak Hour HCM LOS ID Weaving Segment Weaving Movement Volume Density (pc/mi/ln) LOS A-C B-D A-D B-C W - 1 I-5 NB b/w Brookhurst Street On-Ramp and SR-91 EB Off-Ramp Not Applicable I-5 SB b/w SR-91 Connector / Magnolia Avenue On-Ramp and Brookhurst Street Off- Ramp W - 2 I-5 NB b/w Euclid Street On-Ramp and Brookhurst Street Off-Ramp I-5 SB b/w Brookhurst Street On-Ramp and Euclid Street Off-Ramp W - 3 I-5 NB b/w Lincoln Avenue On-Ramp and Euclid Street Off-Ramp 4,980 10 430 210 20.6 B W - 4 I-5 NB b/w Disneyland Drive On-Ramp and Lincoln Avenue Off-Ramp 5,070 10 430 270 21.4 B I-5 SB b/w Lincoln Avenue On-Ramp and Disneyland Drive Off-Ramp Not Applicable W - 5 I-5 SB b/w Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp 5,260 30 510 620 27.6 C W - 6 I-5 NB b/w Anaheim Boulevard On-Ramp and Harbor Boulevard Off-Ramp 4,100 20 740 300 20.9 B I-5 SB b/w Harbor Boulevard On-Ramp and Disney Way Off-Ramp Not Applicable W - 7 I-5 NB b/w State College Boulevard On-Ramp and Katella Avenue Off-Ramp 4,280 10 700 200 19.3 B I-5 SB b/w Katella Avenue On-Ramp and State College Boulevard Off-Ramp 5,330 20 420 290 20.0 C W - 8 I-5 NB b/w SR-22 Connector and Chapman Avenue Off-Ramp 3,330 90 180 1,710 22.7 B I-5 SB b/w State College Boulevard / Chapman Avenue On-Ramp and SR-22 Connector 4,830 10 830 160 24.3 C W - 9 I-5 NB b/w Main Street On-Ramp and SR-22 WB Connector 4,870 30 780 630 25.0 C W - 10 I-5 NB b/w 17th Street On-Ramp and Main Street Off-Ramp 5,960 10 630 240 28.4 C I-5 SB b/w Main Street On-Ramp and 17th Street / Penn Way Off-Ramp 7,170 30 320 510 34.1 D W - 11 I-5 NB b/w Grand Avenue On-Ramp and 17th Street Off-Ramp 5,830 20 460 460 27.0 C I-5 SB b/w Penn Way On-Ramp and Santa Ana Boulevard Off-Ramp 6,250 30 480 470 31.6 C W - 12 I-5 NB b/w Fourth Street On-Ramp and Grand Avenue Off-Ramp 5,880 20 350 390 26.4 C I-5 SB b/w Santa Ana Boulevard On-Ramp and Fourth Street Off-Ramp 6,260 20 570 300 26.2 C W - 13 I-5 NB b/w SR-55 Connector and First Street Off-Ramp 3,780 110 600 2,140 31.0 C I-5 SB b/w First Street On-Ramp and SR-55 SB Connector 4,090 30 1,670 620 28.8 C W - 14 SR-57 NB b/w Chapman Avenue On-Ramp and Orangewood Avenue Off-Ramp 3,960 10 620 220 18.9 B SR-57 SB b/w Orangewood Avenue On-Ramp and Chapman Avenue Off-Ramp 4,890 10 440 190 23.5 B W - 15 SR-57 NB b/w Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 3,860 10 730 150 18.7 B SR-57 SB b/w Katella Avenue On-Ramp and Orangewood Avenue Off-Ramp 5,490 10 700 150 26.6 C W - 16 SR-57 NB b/w Katella Avenue On-Ramp and Ball Road Off-Ramp 3,600 10 840 140 17.8 B SR-57 SB b/w Ball Road On-Ramp and Katella Avenue Off-Ramp 4,890 30 840 600 33.0 D W - 17 SR-57 NB b/w Ball Road On-Ramp and Lincoln Avenue Off-Ramp Not Applicable SR-57 SB b/w Lincoln Avenue On-Ramp and Ball Road Off-Ramp W - 18 SR-57 NB b/w Lincoln Avenue On-Ramp and SR-91 EB Connector 3,640 20 970 300 19.7 B SR-57 SB b/w SR-91 EB Connector and Lincoln Avenue Off-Ramp 3,650 60 680 1,040 26.7 C W - 19 SR-22 EB b/w Brookhurst Street On-Ramp and Euclid Street Off-Ramp Not Applicable SR-22 WB b/w Euclid Street On-Ramp and Brookhurst Street Off-Ramp ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 32 Table 3-8: Existing Freeway Weaving AM Peak Hour HCM LOS, Continued ID Weaving Segment Weaving Movement Volume Density (pc/mi/ln) LOS A-C B-D A-D B-C W - 20 SR-22 EB b/w Euclid Street On-Ramp and Harbor Boulevard Off-Ramp Not Applicable SR-22 WB b/w Harbor Boulevard On-Ramp and Euclid Street Off-Ramp 3,990 20 850 330 24.6 C W - 21 SR-22 EB b/w Harbor Boulevard On-Ramp and Fairview Street Off-Ramp Not Applicable SR-22 WB b/w Haster Street / Garden Grove Boulevard On-Ramp and Harbor Boulevard Off-Ramp W - 22 SR-22 EB b/w Fairview Street / Garden Grove Boulevard On-Ramp and Collect/Distributor The City Drive Off-Ramp 790 40 4,430 830 > Capacity F SR-22 WB b/w Metropolitan Drive On-Ramp and Haster Street Off-Ramp 5,210 20 580 300 21.7 B W - 23 SR-22 EB Collect/Distributor b/w The City Drive On-Ramp and Bristol Street Off- Ramp 4,030 20 150 450 34.9 D SR-22 WB b/w La Veta Avenue On-Ramp and Metropolitan Drive Off-Ramp 5,511 10 540 280 29.6 C W - 24 SR-22 EB Collect/Distributor b/w Bristol Street On-Ramp and I-5 SB Connector 3,020 40 1,460 710 > Capacity F W - 25 SR-22 EB b/w SR-57 SB Connector and Town and Country Road Off-Ramp 1,360 80 470 1,420 20.1 B SR-22 WB b/w La Veta Avenue On-Ramp and I-5 / SR-57 NB Connector 1,750 30 1,370 520 20.6 B W - 26 SR-22 EB b/w Town and Country Road On-Ramp and Glassell Street Off-Ramp 2,060 30 460 560 17.3 B SR-22 WB b/w Glassell Street On-Ramp and La Veta Avenue Off-Ramp 2,700 20 630 440 21.0 B W - 27 SR-22 EB b/w Glassell Street On-Ramp and Tustin Street Off-Ramp Not Applicable SR-22 WB b/w Tustin Street On-Ramp and Glassell Street Off-Ramp Source: City of Anaheim, Caltrans ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 33 Table 3-9: Existing Freeway Weaving PM Peak Hour HCM LOS ID Weaving Segment Weaving Movement Volume Density (pc/mi/ln) LOS A-C B-D A-D B-C W - 1 I-5 NB b/w Brookhurst Street On-Ramp and SR-91 EB Off-Ramp Not Applicable I-5 SB b/w SR-91 Connector / Magnolia Avenue On-Ramp and Brookhurst Street Off- Ramp W - 2 I-5 NB b/w Euclid Street On-Ramp and Brookhurst Street Off-Ramp I-5 SB b/w Brookhurst Street On-Ramp and Euclid Street Off-Ramp W - 3 I-5 NB b/w Lincoln Avenue On-Ramp and Euclid Street Off-Ramp 7,990 20 590 290 33.6 D W - 4 I-5 NB b/w Disneyland Drive On-Ramp and Lincoln Avenue Off-Ramp 8,210 20 600 370 35.5 D I-5 SB b/w Lincoln Avenue On-Ramp and Disneyland Drive Off-Ramp Not Applicable W - 5 I-5 SB b/w Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp 6,390 50 590 850 35.8 D W - 6 I-5 NB b/w Anaheim Boulevard On-Ramp and Harbor Boulevard Off-Ramp 6,310 50 880 880 36.7 E I-5 SB b/w Harbor Boulevard On-Ramp and Disney Way Off-Ramp Not Applicable W - 7 I-5 NB b/w State College Boulevard On-Ramp and Katella Avenue Off-Ramp 6,550 20 1,100 360 31.5 C I-5 SB b/w Katella Avenue On-Ramp and State College Boulevard Off-Ramp 6,750 20 600 350 32.4 D W - 8 I-5 NB b/w SR-22 Connector and Chapman Avenue Off-Ramp 5,380 130 240 2,390 37.2 E I-5 SB b/w State College Boulevard / Chapman Avenue On-Ramp and SR-22 Connector 5,990 10 1,170 280 33.6 D W - 9 I-5 NB b/w Main Street On-Ramp and SR-22 WB Connector 7,600 50 1,080 870 > Capacity F W - 10 I-5 NB b/w 17th Street On-Ramp and Main Street Off-Ramp 9,120 20 880 330 > Capacity F I-5 SB b/w Main Street On-Ramp and 17th Street / Penn Way Off-Ramp 9,260 40 450 710 > Capacity F W - 11 I-5 NB b/w Grand Avenue On-Ramp and 17th Street Off-Ramp 8,430 30 640 640 > Capacity F I-5 SB b/w Penn Way On-Ramp and Santa Ana Boulevard Off-Ramp 8,490 40 670 660 > Capacity F W - 12 I-5 NB b/w Fourth Street On-Ramp and Grand Avenue Off-Ramp 8,310 30 490 540 > Capacity F I-5 SB b/w Santa Ana Boulevard On-Ramp and Fourth Street Off-Ramp 8,700 20 800 420 37.7 E W - 13 I-5 NB b/w SR-55 Connector and First Street Off-Ramp 5,170 160 830 2,990 > Capacity F I-5 SB b/w First Street On-Ramp and SR-55 SB Connector 5,870 50 2,330 860 > Capacity F W - 14 SR-57 NB b/w Chapman Avenue On-Ramp and Orangewood Avenue Off-Ramp 6,720 20 260 310 28.1 C SR-57 SB b/w Orangewood Avenue On-Ramp and Chapman Avenue Off-Ramp 5,870 30 610 540 33.5 D W - 15 SR-57 NB b/w Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 6,960 10 550 270 30.6 C SR-57 SB b/w Katella Avenue On-Ramp and Orangewood Avenue Off-Ramp 6,680 20 710 340 32.8 D W - 16 SR-57 NB b/w Katella Avenue On-Ramp and Ball Road Off-Ramp 7,050 10 660 230 39.3 E SR-57 SB b/w Ball Road On-Ramp and Katella Avenue Off-Ramp 6,190 30 660 500 37.0 E W - 17 SR-57 NB b/w Ball Road On-Ramp and Lincoln Avenue Off-Ramp Not Applicable SR-57 SB b/w Lincoln Avenue On-Ramp and Ball Road Off-Ramp W - 18 SR-57 NB b/w Lincoln Avenue On-Ramp and SR-91 EB Connector 6,840 20 1,360 420 36.0 E SR-57 SB b/w SR-91 EB Connector and Lincoln Avenue Off-Ramp 3,680 80 950 1,450 34.1 D W - 19 SR-22 EB b/w Brookhurst Street On-Ramp and Euclid Street Off-Ramp Not Applicable SR-22 WB b/w Euclid Street On-Ramp and Brookhurst Street Off-Ramp W - 20 SR-22 EB b/w Euclid Street On-Ramp and Harbor Boulevard Off-Ramp Not Applicable SR-22 WB b/w Harbor Boulevard On-Ramp and Euclid Street Off-Ramp 5,850 20 1,200 470 37.6 E ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 34 Table 3-9: Existing Freeway Weaving PM Peak Hour HCM LOS, Continued ID Weaving Segment Weaving Movement Volume Density (pc/mi/ln) LOS A-C B-D A-D B-C W - 21 SR-22 EB b/w Harbor Boulevard On-Ramp and Fairview Street Off-Ramp Not Applicable SR-22 WB b/w Haster Street / Garden Grove Boulevard On-Ramp and Harbor Boulevard Off-Ramp W - 22 SR-22 EB b/w Fairview Street / Garden Grove Boulevard On-Ramp and Collect/Distributor The City Drive Off-Ramp 890 60 6,200 1,160 > Capacity F SR-22 WB b/w Metropolitan Drive On-Ramp and Haster Street Off-Ramp 7,510 20 820 420 32.4 D W - 23 SR-22 EB Collect/Distributor b/w The City Drive On-Ramp and Bristol Street Off-Ramp 5,640 30 210 620 > Capacity F SR-22 WB b/w La Veta Avenue On-Ramp and Metropolitan Drive Off-Ramp 7,941 20 750 390 > Capacity F W - 24 SR-22 EB Collect/Distributor b/w Bristol Street On-Ramp and I-5 SB Connector 4,210 50 2,050 1,000 > Capacity F W - 25 SR-22 EB b/w SR-57 SB Connector and Town and Country Road Off-Ramp 2,160 110 660 1,990 32.2 D SR-22 WB b/w La Veta Avenue On-Ramp and I-5 / SR-57 NB Connector 2,190 40 1,920 730 29.9 C W - 26 SR-22 EB b/w Town and Country Road On-Ramp and Glassell Street Off-Ramp 3,650 40 640 790 30.7 C SR-22 WB b/w Glassell Street On-Ramp and La Veta Avenue Off-Ramp 3,020 30 880 610 27.8 C W - 27 SR-22 EB b/w Glassell Street On-Ramp and Tustin Street Off-Ramp Not Applicable SR-22 WB b/w Tustin Street On-Ramp and Glassell Street Off-Ramp Source: City of Anaheim, Caltrans Summary As noted in the analysis above, the local circulation system in the Platinum Triangle generally operates at an acceptable LOS. The regional circulation State Highway System has several components that currently operate at a deficient LOS. Locations that are deficient under existing conditions will be considered when determining future project related impacts and mitigation measures. The existing conditions assessment for the base year 2008 existing conditions provides the framework for applying the General Plan future forecasts to both the No Project and With Project scenarios. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 35 4.0 FUTURE NO PROJECT TRAFFIC ANALYSIS The analysis for the future forecast scenarios was performed through the application of the Anaheim Traffic Analysis Model (ATAM) to develop future traffic forecast volumes throughout the Platinum Triangle study area. The forecasts that represent 2030 conditions are based on citywide land use data and regional socioeconomic growth projections. These forecasts incorporate the following future key project assumptions: · Currently adopted Platinum Triangle Master Land Use Plan · City of Orange General Plan Update · Revisions to the Anaheim Resort Specific Plan, including the Anaheim Convention Center Expansion · Disneyland Resort Specific Plan · ARTIC as is currently incorporated into the General Plan · Relocation of Kaiser Permanente hospital Future trip activity was estimated and assigned to the circulation system based on the existing City of Anaheim General Plan. Intersection Analysis The intersection analysis considers the effect that growth within the study area will have on the future circulation system. Table 4-1 presents ICU and LOS results for the study intersections under 2030 No Project forecast conditions during the AM peak hour and PM peak hour. Future General Plan lane geometrics were assumed in the intersection analysis. Figure 4-1 presents the 2030 No Project conditions study intersection LOS. The detailed 2030 No Project ICU worksheets are presented in Appendix E-2. Tables summarizing the General Plan lane geometrics and the No Project AM and PM peak hour turning movement volumes are include in Appendix F and Appendix G-1, respectively. Under these conditions, the following intersections are forecast to operate at an unacceptable LOS: · Ninth Street at Katella Avenue · Disneyland Drive at Ball Road · Disneyland Drive/West Street at Katella Avenue · Harbor Boulevard at Ball Road · Anaheim Boulevard at Ball Road · Anaheim Boulevard at Cerritos Avenue · Haster Street at Gene Autry Way · Lewis Street at Katella Avenue · Market Street at Katella Avenue · State College Boulevard/The City Drive at Chapman Avenue (Orange) · Rampart Street at Orangewood Avenue · Orangewood Avenue at SR-57 Southbound Ramps (Orange) ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 36 · Main Street at Collins Avenue (Orange) · The City Drive at Garden Grove Boulevard (Orange) Table 4-1: 2030 No Project Peak Hour Intersection LOS ID Intersection Jurisdiction AM Peak Hour PM Peak Hour ICU LOS ICU LOS I - 1 Euclid Street / Katella Avenue Anaheim 0.85 D 0.90 D I - 2 Ninth Street / Katella Avenue Anaheim 0.92 E 0.88 D I - 3 Walnut Street / Ball Road Anaheim 0.70 B 0.68 B I - 4 Walnut Street / Katella Avenue Anaheim 0.84 D 0.85 D I - 5 Disneyland Drive / Ball Road Anaheim 0.86 D 0.91 E I - 6 Disneyland Drive / West Street / Katella Avenue Anaheim 0.90 D 0.92 E I - 7 Harbor Boulevard / Vermont Avenue Anaheim 0.72 C 0.76 C I - 8 Harbor Boulevard / Ball Road Anaheim 1.05 F 0.91 E I - 9 Harbor Boulevard / I-5 Northbound Ramps Anaheim 0.71 C 0.76 C I - 10 Harbor Boulevard / I-5 Southbound Ramps Anaheim 0.57 A 0.48 A I - 11 Harbor Boulevard / Disney Way Anaheim 0.46 A 0.79 C I - 12 Harbor Boulevard / Katella Avenue Anaheim 0.75 C 0.89 D I - 13 Harbor Boulevard / Convention Way Anaheim 0.51 A 0.74 C I - 14 Harbor Boulevard / Orangewood Avenue Anaheim 0.82 D 0.85 D I - 15 Clementine Street / Disney Way Anaheim 0.55 A 0.52 A I - 16 Clementine Street / Katella Avenue Anaheim 0.63 B 0.81 D I - 17 I-5 Southbound Off Ramp / Disney Way Anaheim 0.39 A 0.38 A I - 18 Anaheim Boulevard / Vermont Avenue Anaheim 0.89 D 0.82 D I - 19 Anaheim Boulevard / Ball Road Anaheim 0.84 D 0.98 E I - 20 Anaheim Boulevard / Cerritos Avenue Anaheim 0.72 C 0.99 E I - 21 Anaheim Boulevard / I-5 Northbound Ramps Anaheim 0.65 B 0.87 D I - 22 Anaheim Boulevard / Disney Way Anaheim 0.67 B 0.77 C I - 23 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.84 D 0.87 D I - 24 Haster Street / Gene Autry Way Anaheim 0.86 D 0.98 E I - 25 Haster Street / Orangewood Avenue Anaheim 0.71 C 0.79 C I - 26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue Anaheim 0.71 C 0.66 B I - 27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue Anaheim 0.74 C 0.82 D I - 28 East Street / Vermont Avenue Anaheim 0.76 C 0.62 B I - 29 East Street / Ball Road Anaheim 0.85 D 0.76 C I - 30 Lewis Street / Ball Road Anaheim 0.75 C 0.87 D I - 31 Lewis Street / Cerritos Avenue Anaheim 0.72 C 0.81 D I - 32 Lewis Street / North Connector Road Anaheim 0.36 A 0.44 A I - 33 Lewis Street / Katella Avenue Anaheim 0.67 B 0.95 E I - 34 Lewis Street / Anaheim Way Anaheim 0.31 A 0.56 A I - 35 Lewis Street / Anaheim Connector (future) Anaheim 0.58 A 0.79 C I - 36 Lewis Street / Gene Autry Way Anaheim 0.49 A 0.65 B I - 37 I-5 HOV Ramps / Gene Autry Way Anaheim 0.40 A 0.63 B I - 38 Lewis Street / Orangewood Avenue Anaheim 0.59 A 0.56 A I - 39 Manchester Avenue / Orangewood Avenue Anaheim 0.76 C 0.77 C I - 40 Anaheim Way / Orangewood Avenue Anaheim 0.61 B 0.64 B I - 41 Market Street / Katella Avenue Anaheim 0.68 B 0.81 D I - 42 Market Street / Gene Autry Way Anaheim 0.37 A 0.63 B I - 43 Orange Center Drive / Orangewood Avenue Anaheim 0.70 B 0.76 C ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 37 Table 4-1: 2030 No Project Peak Hour Intersection LOS, Continued ID Intersection Jurisdiction AM Peak Hour PM Peak Hour ICU LOS ICU LOS I - 44 State College Boulevard / Vermont Avenue Anaheim 0.74 C 0.61 B I - 45 State College Boulevard / Wagner Avenue Anaheim 0.65 B 0.65 B I - 46 State College Boulevard / Ball Road Anaheim 0.68 B 0.82 D I - 47 State College Boulevard / Cerritos Avenue Anaheim 0.82 D 0.81 D I - 48 State College Boulevard / Howell Avenue Anaheim 0.53 A 0.68 B I - 49 State College Boulevard / Katella Avenue Anaheim 0.80 C 0.80 C I - 50 State College Boulevard / Gateway Center Drive Anaheim 0.66 B 0.80 C I - 51 State College Boulevard / Gene Autry Way Anaheim 0.78 C 0.75 C I - 52 State College Boulevard / Artisan Street Anaheim 0.73 C 0.66 B I - 53 State College Boulevard / Orangewood Avenue Anaheim/ Orange 0.83 D 0.83 D I - 54 State College Boulevard / Orange Center Drive Anaheim/ Orange 0.69 B 0.57 A I - 55 State College Boulevard / I-5 Northbound Ramps Orange 0.69 B 0.69 B I - 56 State College Boulevard / I-5 Southbound Ramps Orange 0.90 D 0.78 C I - 57 State College Boulevard / The City Drive / Chapman Avenue Orange 0.84 D 0.93 E I - 58 Sunkist Street / Ball Road Anaheim 0.81 D 0.84 D I - 59 Sunkist Street / Cerritos Avenue Anaheim 0.69 B 0.70 B I - 60 Sunkist Street / Howell Avenue Anaheim 0.59 A 0.79 C I - 61 Howell Avenue / Katella Avenue Anaheim 0.55 A 0.82 D I - 62 Sportstown / Katella Avenue Anaheim 0.61 B 0.72 C I - 63 Dupont Drive / Orangewood Avenue Anaheim 0.75 C 0.65 B I - 64 Rampart Street / Orangewood Avenue Anaheim 0.71 C 0.99 E I - 65 Rampart Street / Chapman Avenue Orange 0.64 B 0.79 C I - 66 Ball Road / SR-57 Northbound Ramps Anaheim 0.67 B 0.67 B I - 67 Ball Road / SR-57 Southbound Ramps Anaheim 0.82 D 0.80 C I - 68 SR-57 Northbound Ramps / Katella Avenue Anaheim 0.60 A 0.65 B I - 69 SR-57 Southbound Ramps / Katella Avenue Anaheim 0.63 B 0.62 B I - 70 Orangewood Avenue / SR-57 Northbound Ramps Orange 0.76 C 0.75 C I - 71 Orangewood Avenue / SR-57 Southbound Ramps Orange 0.79 C 0.94 E I - 72 Phoenix Club Drive / Ball Road Anaheim 0.82 D 0.83 D I - 73 Douglass Road / Katella Avenue Anaheim 0.85 D 0.90 D I - 74 Katella Avenue / Struck Avenue Orange 0.66 B 0.80 C I - 75 Eckhoff Street / Collins Avenue Orange 0.64 B 0.76 C I - 76 Eckhoff Street / Orangewood Avenue Orange 0.83 D 0.71 C I - 77 Main Street / Taft Avenue Orange 0.69 B 0.79 C I - 78 Main Street / Katella Avenue Orange 0.74 C 0.77 C I - 79 Main Street / Struck Avenue Orange 0.76 C 0.65 B I - 80 Main Street / Collins Avenue Orange 0.85 D 0.94 E I - 81 Main Street / Orangewood Avenue Orange 0.59 A 0.73 C I - 82 Main Street / Chapman Avenue Orange 0.66 B 0.79 C I - 83 Batavia Street / Taft Avenue Orange 0.86 D 0.83 D I - 84 Batavia Street / Katella Avenue Orange 0.73 C 0.73 C I - 85 Batavia Street / Collins Avenue Orange 0.84 D 0.84 D I - 86 Batavia Street / Walnut Avenue Orange 0.79 C 0.82 D I - 87 Glassell Street / Katella Avenue Orange 0.75 C 0.89 D I - 88 Glassell Street / Collins Avenue Orange 0.75 C 0.71 C I - 89 Glassell Street / Walnut Avenue Orange 0.67 B 0.71 C I - 90 Santiago Boulevard / Meats Avenue Orange 0.83 D 0.70 B ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 38 Table 4-1: 2030 No Project Peak Hour Intersection LOS, Continued ID Intersection Jurisdiction AM Peak Hour PM Peak Hour ICU LOS ICU LOS I - 91 Clementine Street / Gene Autry Way Anaheim 0.53 A 0.79 C I - 92 Clementine Street / Orangewood Avenue Anaheim 0.55 A 0.71 C I - 93 Flower Street / Chapman Avenue Orange 0.54 A 0.72 C I - 94 Harbor Boulevard / Chapman Avenue Anaheim 0.67 B 0.76 C I - 95 I-5 Ramps / Chapman Avenue Orange 0.59 A 0.68 B I - 96 Rampart Street / Town Center Place (South) Anaheim 0.42 A 0.55 A I - 97 SR-22 Eastbound Ramps / The City Drive Orange 0.61 B 0.68 B I - 98 SR-22 Westbound Ramps/ Metropolitan Drive Orange 0.65 B 0.89 D I - 99 SR-57 Northbound Ramps / Chapman Avenue Orange 0.61 B 0.59 A I - 100 SR-57 Southbound Ramps / Chapman Avenue Orange 0.77 C 0.78 C I - 101 State College Boulevard / Winston Road Anaheim 0.50 A 0.52 A I - 102 The City Drive / Garden Grove Boulevard Orange 0.97 E 1.03 F I - 103 The City Drive / Metropolitan Drive Orange 0.78 C 0.66 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 Revised Platinum Triangle Expansion Project Draft Traffic Study Report 40 Arterial Segment Daily LOS Analysis Table 4-2 presents 2030 No Project average daily traffic (ADT) and LOS for all study area arterial segments. There are four segments in the City of Orange operating at LOS E or F, deficient under the City of Orange guidelines. Segments operating at LOS D, E, or F under daily conditions within the City of Anaheim are further analyzed under AM and PM peak hour conditions in the following section. One roadway segment is divided into two segments, as the current Circulation Element designation has different lane assumptions for different parts of the overall segment. If a deficient segment under daily conditions is also deficient under the AM and PM peak hour conditions then improvements will be necessary to return the segment to an acceptable LOS under peak hour conditions. The table indicates that the following arterial segments operate at a deficient LOS under future forecast No Project daily conditions: · Anaheim Boulevard from I-5 to Cerritos Avenue · Anaheim Way from Orangewood Avenue to Katella Avenue · Ball Road from Disneyland Drive to Harbor Boulevard · Ball Road from Harbor Boulevard to Anaheim Boulevard · Ball Road from State College Boulevard to Sunkist Street · Ball Road from Sunkist Street to SR-57 · Ball Road from SR-57 to Main Street (City of Orange segment) · Cerritos Avenue from Sunkist Street to Douglass Road · Collins Avenue from Main Street to Batavia Street (City of Orange segment) · Douglass Road from Katella Avenue to Cerritos Avenue · Eckhoff Street from Orangewood Avenue to Collins Avenue (City of Orange segment) · Harbor Boulevard from Chapman Avenue to Orangewood Avenue · Harbor Boulevard from Orangewood Avenue to Convention Way · Harbor Boulevard from Convention Way to Katella Avenue · Harbor Boulevard from Katella Avenue to Disney Way · Harbor Boulevard from Disney Way to Manchester Avenue · Harbor Boulevard from Manchester Avenue to I-5 · Katella Avenue from Euclid Street to Ninth Street · Katella Avenue from Ninth Street to Walnut Street · Katella Avenue from Walnut Street to Disneyland Drive · Katella Avenue from Disneyland Drive to Harbor Boulevard · Katella Avenue from Manchester Avenue to Anaheim Way · Katella Avenue from Sportstown to Howell Avenue · Katella Avenue from Howell Avenue to SR-57 · Katella Avenue from SR-57 to Main Street · Lewis Street from Katella Avenue to Cerritos Avenue · Orangewood Avenue from Harbor Boulevard to Haster Street · Orangewood Avenue from Haster Street to Manchester Boulevard · Phoenix Club Drive from Honda Center to Ball Road · Struck Avenue from Katella Avenue to Main Street (City of Orange segment) ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 41 Table 4-2: 2030 No Project Arterial Segment Daily LOS ID Arterial From To Jurisdiction Traffic Volume Mid-Block Lanes Total Capacity V/C LOS A - 1 Anaheim Boulevard Katella Avenue I-5 Freeway Anaheim 30,590 6D 56,300 0.54 A A - 2 Anaheim Boulevard I-5 Freeway Cerritos Avenue Anaheim 53,130 6D 56,300 0.94 E A - 3 Anaheim Boulevard Cerritos Avenue Ball Road Anaheim 43,930 6D 56,300 0.78 C A - 4 Anaheim Boulevard Ball Road Vermont Street Anaheim 37,690 6D 56,300 0.67 B A - 5 Anaheim Way State College Boulevard Orangewood Avenue Orange 13,360 3D 28,150 0.47 A A - 6 Anaheim Way Orangewood Avenue Katella Avenue Anaheim 25,230 3D 28,150 0.90 D A - 7 Anaheim Way Katella Avenue Anaheim Boulevard Anaheim 15,650 3D 28,150 0.56 A A - 8 Ball Road Walnut Street Disneyland Drive Anaheim 41,120 6D 56,300 0.73 C A - 9 Ball Road Disneyland Drive Harbor Boulevard Anaheim 56,710 6D 56,300 1.01 F A - 10 Ball Road Harbor Boulevard Anaheim Boulevard Anaheim 45,610 6D 56,300 0.81 D A - 11 Ball Road Anaheim Boulevard East Street Anaheim 44,140 6D 56,300 0.78 C A - 12 Ball Road East Street State College Boulevard Anaheim 44,720 6D 56,300 0.79 C A - 13 Ball Road State College Boulevard Sunkist Street Anaheim 46,630 6D 56,300 0.83 D A - 14 Ball Road Sunkist Street SR-57 Freeway Anaheim 58,790 6D 56,300 1.04 F A - 15 Ball Road SR-57 Freeway Main Street Orange 59,090 6D 56,300 1.05 F A - 16 Cerritos Avenue Anaheim Boulevard Lewis Street Anaheim 26,370 4D 37,500 0.70 B A - 17 Cerritos Avenue Lewis Street State College Boulevard Anaheim 26,010 4D 37,500 0.69 B A - 18 Cerritos Avenue State College Boulevard Sunkist Street Anaheim 16,380 4U 25,000 0.66 B A - 19 Cerritos Avenue Sunkist Street Douglass Road Anaheim 22,300 4U 25,000 0.89 D A - 20 Chapman Avenue State College Boulevard SR-57 Freeway Orange 37,220 6D 56,300 0.66 B A - 21 Chapman Avenue SR-57 Freeway Main Street Orange 32,610 6D 56,300 0.58 A A - 22 The City Drive SR-22 Freeway Chapman Avenue Orange 31,710 8D 75,000 0.42 A A - 23 Clementine Street Orangewood Avenue Gene Autry Way Anaheim 8,070 4U 25,000 0.32 A A - 24 Clementine Street Gene Autry Way Katella Avenue Anaheim 5,530 4U 25,000 0.22 A A - 25 Clementine Street Katella Avenue Manchester Avenue Anaheim 8,400 4U 25,000 0.34 A A - 26 Collins Avenue Eckhoff Street Main Street Orange 20,280 4U 24,000 0.85 D A - 27 Collins Avenue Main Street Batavia Street Orange 23,270 4U 24,000 0.97 E A - 28 Collins Avenue Batavia Street Glassell Street Orange 21,360 4U 24,000 0.89 D A - 29 Disney Way Harbor Boulevard Clementine Street Anaheim 15,600 6D 56,300 0.28 A A - 30 Disney Way Clementine Street Anaheim Boulevard Anaheim 24,690 4U 25,000 0.44 A A - 31 Douglass Road Katella Avenue Cerritos Avenue Anaheim 24,550 4U 25,000 0.98 E A - 32 Eckhoff Street Orangewood Avenue Collins Avenue Orange 27,340 4U 24,000 1.14 F A - 33 Gene Autry Way Harbor Boulevard Clementine Street Anaheim 22,960 6D 56,300 0.41 A A - 34 Gene Autry Way Clementine Street Haster Street Anaheim 27,890 6D 56,300 0.50 A A - 35 Gene Autry Way Haster Street I-5 Freeway Anaheim 32,420 6D 56,300 0.58 A A - 36 Gene Autry Way I-5 Freeway State College Boulevard Anaheim 32,850 6D 56,300 0.58 A A - 37 Harbor Boulevard Chapman Avenue Orangewood Avenue Anaheim 48,780 6D 56,300 0.87 D A - 38 Harbor Boulevard Orangewood Avenue Convention Way Anaheim 46,890 6D 56,300 0.83 D A - 39 Harbor Boulevard Convention Way Katella Avenue Anaheim 49,980 6D 56,300 0.89 D A - 40 Harbor Boulevard Katella Avenue Disney Way Anaheim 55,020 6D 56,300 0.98 E A - 41 Harbor Boulevard Disney Way Manchester Avenue Anaheim 53,490 7D 65,625 0.95 E A - 42 Harbor Boulevard Manchester Avenue I-5 Freeway Anaheim 55,420 8D 75,000 0.84 D A - 43 Harbor Boulevard I-5 Freeway Ball Road Anaheim 57,660 6D 56,300 0.77 C A - 44 Harbor Boulevard Ball Road Vermont Street Anaheim 37,440 6D 56,300 0.67 B A - 45 Haster Street Chapman Avenue Orangewood Avenue Anaheim 36,460 6D 56,300 0.65 B A - 46 Haster Street Orangewood Avenue Katella Avenue Anaheim 37,170 4U 25,000 0.66 B A - 47 Howell Avenue State College Boulevard Sunkist Street Anaheim 15,580 4U 25,000 0.62 B A - 48 Howell Avenue Sunkist Street Katella Avenue Anaheim 6,380 6D 56,300 0.26 A A - 49 Katella Avenue Euclid Street Ninth Street Anaheim 49,450 6D 56,300 0.88 D ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 42 Table 4-2: 2030 No Project Arterial Segment Daily LOS, Continued ID Arterial From To Jurisdiction Traffic Volume Mid-Block Lanes Total Capacity V/C LOS A - 50 Katella Avenue Ninth Street Walnut Street Anaheim 47,260 6D 56,300 0.84 D A - 51 Katella Avenue Walnut Street Disneyland Drive Anaheim 55,400 6D 56,300 0.98 E A - 52 Katella Avenue Disneyland Drive Harbor Boulevard Anaheim 64,920 8D 75,000 0.87 D A - 53 Katella Avenue Harbor Boulevard Clementine Street Anaheim 57,480 8D 75,000 0.77 C A - 54 Katella Avenue Clementine Street Anaheim Boulevard Anaheim 57,500 8D 75,000 0.77 C A - 55 Katella Avenue Anaheim Boulevard I-5 Freeway Anaheim 55,320 8D 75,000 0.74 C A - 56a Katella Avenue Manchester Avenue Anaheim Way Anaheim 58,160 6D 56,300 1.03 F A - 56b Katella Avenue Anaheim Way Lewis Street Anaheim 58,160 8D 75,000 0.78 C A - 57 Katella Avenue Lewis Street State College Boulevard Anaheim 48,820 8D 75,000 0.65 B A - 58 Katella Avenue State College Boulevard Sportstown Anaheim 47,980 8D 75,000 0.64 B A - 59 Katella Avenue Sportstown Howell Avenue Anaheim 54,380 6D 56,300 0.97 E A - 60 Katella Avenue Howell Avenue SR-57 Freeway Anaheim 60,860 6D 56,300 1.08 F A - 61 Katella Avenue SR-57 Freeway Main Street Anaheim 54,600 6D 56,300 0.97 E A - 62 Katella Avenue* Main Street Batavia Street Orange 47,690 6D 59,115 0.81 D A - 63 Katella Avenue* Batavia Street Glassell Street Orange 46,060 6D 59,115 0.78 C A - 64 Lewis Street Gene Autry Way Katella Avenue Anaheim 16,800 4D 37,500 0.45 A A - 65 Lewis Street Katella Avenue Cerritos Avenue Anaheim 22,360 4U 25,000 0.89 D A - 66 Lewis Street Cerritos Avenue Ball Road Anaheim 20,870 4D 37,500 0.56 A A - 67 Main Street Chapman Avenue Orangewood Avenue Orange 39,050 6D 56,300 0.69 B A - 68 Main Street Orangewood Avenue Collins Avenue Orange 28,730 6D 56,300 0.51 A A - 69 Main Street Collins Avenue Katella Avenue Orange 30,920 4D 37,500 0.82 D A - 70 Main Street Katella Avenue Taft Avenue Orange 21,540 4D 37,500 0.57 A A - 71 Manchester Avenue Compton Avenue Orangewood Avenue Anaheim 16,590 3D 28,150 0.59 A A - 72 Manchester Avenue Orangewood Avenue Katella Avenue Anaheim 21,540 3D 28,150 0.77 C A - 73 Manchester Avenue Katella Avenue Anaheim Boulevard Anaheim 11,500 3D 28,150 0.41 A A - 74 Orangewood Avenue Harbor Boulevard Haster Street Anaheim 20,130 4U 25,000 0.81 D A - 75 Orangewood Avenue Haster Street Manchester Avenue Anaheim 24,480 4U 25,000 0.98 E A - 76 Orangewood Avenue** Manchester Avenue State College Boulevard Anaheim/ Orange 28,530 6D 56,300 0.51 A A - 77 Orangewood Avenue State College Boulevard Rampart Street Anaheim 38,080 6D 56,300 0.68 B A - 78 Orangewood Avenue** Rampart Street SR-57 Freeway Anaheim/ Orange 40,050 6D 56,300 0.71 C A - 79 Orangewood Avenue SR-57 Freeway Eckhoff Street Orange 44,670 6D 56,300 0.79 C A - 80 Orangewood Avenue Eckhoff Street Main Street Orange 17,750 6D 56,300 0.31 A A - 81 Phoenix Club Drive Honda Center Ball Road Anaheim 13,530 2U 12,500 1.08 F A - 82 Rampart Street Chapman Avenue Orangewood Avenue Anaheim 16,510 4U 25,000 0.66 B A - 83 State College Boulevard Chapman Avenue I-5 Freeway Orange 42,370 8D 75,000 0.56 A A - 84 State College Boulevard I-5 Freeway Orangewood Avenue Orange 43,240 8D 75,000 0.58 A A - 85 State College Boulevard Orangewood Avenue Gene Autry Way Anaheim 39,670 8D 75,000 0.53 A A - 86 State College Boulevard Gene Autry Way Katella Avenue Anaheim 31,040 6D 56,300 0.55 A A - 87 State College Boulevard Katella Avenue Howell Avenue Anaheim 39,840 6D 56,300 0.71 C A - 88 State College Boulevard Howell Avenue Cerritos Avenue Anaheim 27,860 6D 56,300 0.49 A A - 89 State College Boulevard Cerritos Avenue Ball Road Anaheim 25,880 6D 56,300 0.46 A A - 90 State College Boulevard Ball Road Wagner Avenue Anaheim 33,130 6D 56,300 0.59 A A - 91 Struck Avenue Katella Avenue Main Street Orange 14,100 2U 12,000 1.18 F A - 92 Sunkist Street Howell Avenue Cerritos Avenue Anaheim 9,950 4U 25,000 0.40 A A - 93 Sunkist Street Cerritos Avenue Ball Road Anaheim 11,240 4U 25,000 0.45 A A - 94 Walnut Avenue Main Street Batavia Street Orange 9,630 2U 12,000 0.80 C A - 95 Walnut Avenue Batavia Street Glassell Street Orange 9,870 2U 12,000 0.82 D Note: *Shared segments capacities are identified by the jurisdiction in which the traffic count was taken Shared segments capacities are identified by the jurisdiction in which the traffic count was taken NA - Not Applicable Smart Street segment in Orange include a 5% capacity enhancement ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 43 Arterial Segment Peak Hour LOS Analysis Table 4-3 reports the AM and PM peak hour arterial segment LOS for the deficient arterial segments located in Anaheim forecast under daily 2030 No Project conditions identified above. The table indicates that one arterial segment is projected to operate deficiently during the PM peak hour: · Lewis Street from Katella Avenue to Cerritos Avenue ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 44 Table 4-3: 2030 No Project Arterial Segment Peak Hour LOS ID Arterial From To Jurisdiction Traffic Volume Mid-Block Lanes Total Capacity V/C LOS AM Peak Hour A - 2 Anaheim Boulevard I-5 Freeway Cerritos Avenue Anaheim 3,270 6D 5,814 056 A A - 6 Anaheim Way Orangewood Avenue Katella Avenue Anaheim 1,670 3D 3,420 0.49 A A - 9 Ball Road Disneyland Drive Harbor Boulevard Anaheim 3,620 6D 5,700 0.64 B A - 10 Ball Road Harbor Boulevard Anaheim Boulevard Anaheim 2,680 6D 5,700 0.47 A A - 13 Ball Road State College Boulevard Sunkist Street Anaheim 3,100 6D 4,674 0.66 B A - 14 Ball Road Sunkist Street SR-57 Freeway Anaheim 4,250 6D 5,130 0.83 D A - 19 Cerritos Avenue Sunkist Street Douglass Road Anaheim 2,070 4U 2,356 0.88 D A - 31 Douglass Road Katella Avenue Cerritos Avenue Anaheim 1,860 4U 2,660 0.70 B A - 37 Harbor Boulevard Chapman Avenue Orangewood Avenue Anaheim 2,530 6D 3,876 0.65 B A - 38 Harbor Boulevard Orangewood Avenue Convention Way Anaheim 2,560 6D 5,586 0.46 A A - 39 Harbor Boulevard Convention Way Katella Avenue Anaheim 2,740 6D 5,586 0.49 A A - 40 Harbor Boulevard Katella Avenue Disney Way Anaheim 2,950 6D 6,042 0.49 A A - 41 Harbor Boulevard Disney Way Manchester Avenue Anaheim 3,050 6D 6,042 0.50 A A - 42 Harbor Boulevard Manchester Avenue I-5 Freeway Anaheim 3,150 7D 8,911 0.35 A A - 49 Katella Avenue Euclid Street Ninth Street Anaheim 3,570 6D 5,814 0.61 B A - 50 Katella Avenue Ninth Street Walnut Street Anaheim 2,790 6D 7,068 0.39 A A - 51 Katella Avenue Walnut Street Disneyland Drive Anaheim 3,650 6D 7,068 0.52 A A - 52 Katella Avenue Disneyland Drive Harbor Boulevard Anaheim 3,490 8D 9,272 0.38 A A –56a Katella Avenue Manchester Avenue Anaheim Way Anaheim 3,662 0 6D 6,498 0.56 A A - 59 Katella Avenue Sportstown Howell Avenue Anaheim 2,800 6D 7,638 0.37 A A - 60 Katella Avenue Howell Avenue SR-57 Freeway Anaheim 3,690 6D 7,638 0.48 A A - 61 Katella Avenue SR-57 Freeway Main Street Anaheim 4,070 6D 5,244 0.78 C A - 65 Lewis Street Katella Avenue Cerritos Avenue Anaheim 2,190 4U 3,268 0.49 A A - 74 Orangewood Avenue Harbor Boulevard Haster Street Anaheim 1,110 4U 3,800 0.29 A A - 75 Orangewood Avenue Haster Street Manchester Avenue Anaheim 1,610 4U 4,408 0.58 A A - 81 Phoenix Club Drive Honda Center Ball Road Anaheim 890 2U 1,482 0.60 A PM Peak Hour A - 2 Anaheim Boulevard I-5 Freeway Cerritos Avenue Anaheim 4,790 6D 5,814 0.82 D A - 6 Anaheim Way Orangewood Avenue Katella Avenue Anaheim 3,300 3D 3,800 0.87 D A - 9 Ball Road Disneyland Drive Harbor Boulevard Anaheim 4,020 6D 4,788 0.84 D A - 10 Ball Road Harbor Boulevard Anaheim Boulevard Anaheim 2,970 6D 4,674 0.64 B A - 13 Ball Road State College Boulevard Sunkist Street Anaheim 3,540 6D 5,700 0.62 B A - 14 Ball Road Sunkist Street SR-57 Freeway Anaheim 4,420 6D 7,068 0.63 B A - 19 Cerritos Avenue Sunkist Street Douglass Road Anaheim 2,280 4U 3,268 0.70 B A - 31 Douglass Road Katella Avenue Cerritos Avenue Anaheim 1,940 4U 2,736 0.71 C A - 37 Harbor Boulevard Chapman Avenue Orangewood Avenue Anaheim 3,250 6D 4,560 0.71 C A - 38 Harbor Boulevard Orangewood Avenue Convention Way Anaheim 3,120 6D 4,560 0.68 B A - 39 Harbor Boulevard Convention Way Katella Avenue Anaheim 3,500 6D 3,990 0.88 D A - 40 Harbor Boulevard Katella Avenue Disney Way Anaheim 3,470 6D 5,130 0.68 B A - 41 Harbor Boulevard Disney Way Manchester Avenue Anaheim 3,630 6D 5,130 0.71 C A - 42 Harbor Boulevard Manchester Avenue I-5 Freeway Anaheim 3,630 7D 9,709 0.37 A A - 49 Katella Avenue Euclid Street Ninth Street Anaheim 4,150 6D 5,700 0.73 C A - 50 Katella Avenue Ninth Street Walnut Street Anaheim 4,200 6D 7,866 0.53 A A - 51 Katella Avenue Walnut Street Disneyland Drive Anaheim 4,470 6D 7,866 0.57 A A - 52 Katella Avenue Disneyland Drive Harbor Boulevard Anaheim 5,240 8D 6,384 0.82 D A –56a Katella Avenue Manchester Avenue Anaheim Way Anaheim 4,590 6D 7,980 0.58 A A - 59 Katella Avenue Sportstown Howell Avenue Anaheim 3,670 6D 7,752 0.47 A A - 60 Katella Avenue Howell Avenue SR-57 Freeway Anaheim 4,040 6D 7,752 0.52 A A - 61 Katella Avenue SR-57 Freeway Main Street Anaheim 4,660 6D 5,700 0.82 D A - 65 Lewis Street Katella Avenue Cerritos Avenue Anaheim 2,680 4U 2,660 1.01 F A - 74 Orangewood Avenue Harbor Boulevard Haster Street Anaheim 1,520 4U 3,800 0.40 A A - 75 Orangewood Avenue Haster Street Manchester Avenue Anaheim 1,720 4U 4,788 0.36 A A - 81 Phoenix Club Drive Honda Center Ball Road Anaheim 1,160 2U 1,482 0.78 C Note: Shared segments capacities are identified by the jurisdiction in which the traffic count was taken ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 45 Caltrans Ramp Termini Intersection Analysis Table 4-4 presents the HCM results of peak hour delays and levels of service for the ramp termini intersections under 2030 No Project conditions. Detailed analysis worksheets are included in Appendix H-2. The analysis indicates that the following one Caltrans Ramp intersection operates at an unacceptable LOS in either peak hour. · SR-22 Westbound Ramps at Metropolitan Drive (PM Peak Hour) The ramp termini intersections have previously been evaluated based on the ICU methodology and in general the analysis LOS results are consistent. However, for two locations, the ramp termini intersections of SR-22 Westbound at Metropolitan Drive (I-98) and Orangewood Avenue / SR-57 Southbound Ramps (I-71), operate at different levels of service when comparing the ICU and HCM analysis. Intersection #98, SR-22 Westbound at Metropolitan Drive is deficient only under the HCM analysis indicating that the deficiency is generally the result of operational issues, such as insufficient or excessive signal timings for pedestrian crossings. Intersection #71, Orangewood Avenue / SR-57 Southbound Ramps is forecast to operate at LOS E under P.M. peak hour ICU analysis while the analysis resulted in a forecast P.M. peak hour LOS D condition. The coordination of signals under the future conditions analysis reduces the delay and provides a better LOS. Table 4-4: 2030 No Project Ramp Termini Intersection LOS ID Intersection AM Peak Hour PM Peak Hour Delay LOS Delay LOS I - 9 Harbor Boulevard / I-5 Northbound Ramps 10.5 B 21.6 C I - 10 Harbor Boulevard / I-5 Southbound Ramps 15.2 B 7.8 A I - 17 I-5 Southbound Off Ramp / Disney Way 22.5 C 20.7 C I - 21 Anaheim Boulevard / I-5 Northbound Ramps 11.1 B 49.9 D I - 22 Anaheim Boulevard / Disney Way 23.5 C 29.6 C I - 26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 26.8 C 24.9 C I - 27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 16.3 B 27.7 C I - 37 I-5 HOV Ramps / Gene Autry Way 30.0 C 19.6 B I - 55 State College Boulevard / I-5 Northbound Ramps 21.8 C 22.7 C I - 56 State College Boulevard / I-5 Southbound Ramps 54.1 D 20.0 B I - 66 Ball Road / SR-57 Northbound Ramps 16.3 B 16.7 B I - 67 Ball Road / SR-57 Southbound Ramps 24.7 C 20.4 C I - 68 SR-57 Northbound Ramps / Katella Avenue 16.0 B 12.2 B I - 69 SR-57 Southbound Ramps / Katella Avenue 24.9 C 11.4 B I - 70 Orangewood Avenue / SR-57 Northbound Ramps 13.2 B 6.5 A I - 71 Orangewood Avenue / SR-57 Southbound Ramps 25.0 C 52.8 D I - 95 I-5 Ramps / Chapman Avenue 29.0 C 36.4 D I - 97 SR-22 Eastbound Ramps / The City Drive 24.3 C 27.0 C I - 98 SR-22 Westbound Ramps/ Metropolitan Drive 46.5 D 65.1 E I - 99 SR-57 Northbound Ramps / Chapman Avenue 4.9 A 4.3 A I - 100 SR-57 Southbound Ramps / Chapman Avenue 43.9 D 42.4 D Caltrans Ramp Termini Off-Ramp Queuing Analysis Table 4-5 presents the off-ramp queue and control delay determined by for the study area off-ramp termini intersections under 2030 No Project conditions. Detailed queuing analysis ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 46 worksheets are included in Appendix M-2. The analysis indicates that no Caltrans Ramp intersections are forecast to have a queuing length that is greater than the off-ramp storage length. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 47 Table 4-5: 2030 No Project Ramp Termini Off-Ramp Queuing Length Analysis ID Ramp Termini Intersection Off-Ramp # of Lanes Off-Ramp Storage Length (feet) Off-Ramp Queue Length Off-Ramp Control Delay (sec) Deficient Storage Length AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour L T R L T R L T R L T R L T R L T R I - 9 Harbor Boulevard / I-5 Northbound Ramps 1.5 1.5 400 1,280 70 110 120 240 22.5 33.7 24.5 51.9 No I - 10 Harbor Boulevard / I-5 Southbound Ramps 2 1 1,240 190 140 100 56.9 46.2 No I - 17 I-5 SB Off Ramp / Disney Way 1.33 0.33 1.33 940 380 380 210 220 170 180 60.5 62.5 56.5 58.3 No I - 26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 1.5 1.5 720 720 1,710 100 10 50 100 20 71.9 18.9 25.8 60.5 18.6 No I - 27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 1.5 3 0.5 1,540 1,060 300 260 510 570 42.7 35.5 69.2 60.0 No I - 37 I-5 HOV NB Ramps / Gene Autry Way 1 2 n/a 1,510 10 0 40 0 33.0 16.4 46.1 10.9 No I-5 HOV SB Ramps / Gene Autry Way 2 1 1,340 n/a 240 0 130 0 50.6 24.6 59.4 11.4 No I - 55 State College Boulevard / I-5 Northbound Ramps 1.5 1.5 2 1,580 690 690 180 190 70 80 81 150 69.8 59.3 20.7 49.8 47.3 48.6 No I - 56 State College Boulevard / I-5 Southbound Ramps 1.5 0.5 2 2,960 2,190 1,590 30 950 110 70 590 90 17.5 124.8 20.0 20.5 59.9 20.6 No I - 66 Ball Road / SR-57 Northbound Ramps 1.5 1.5 1,030 680 240 240 230 210 45.9 58.0 47.6 54.4 No I - 67 Ball Road / SR-57 Southbound Ramps 1 2 1,290 570 520 350 370 250 43.5 28.0 55.7 39.2 No I - 68 SR-57 Northbound Ramps / Katella Avenue 1.5 1.5 1,030 590 250 250 190 180 41.2 49.9 47.4 52.6 No I - 69 SR-57 Southbound Ramps / Katella Avenue 1 2 930 600 250 260 170 230 45.9 43.5 42.8 49.9 No I - 70 Orangewood Avenue / SR-57 Northbound Ramps 1.5 1.5 650 350 130 210 50 50 38.6 64.6 39.8 43.2 No I - 71 Orangewood Avenue / SR-57 Southbound Ramps 1.5 1.5 1,050 630 340 230 200 120 240 180 247 75.3 61.1 34.9 116.8 90.1 76.0 No I - 95 I-5 Ramps / Chapman Avenue 2 1 1,080 220 200 20 240 0 29.2 6.2 34.1 5.3 No I - 97 SR-22 Eastbound Ramps / The City Drive 1.33 0.33 1.33 870 650 400 180 190 160 170 62.1 63.3 57.6 59.5 No I - 98 SR-22 Westbound Ramps/ Metropolitan Drive 2 0 2 900 320 150 200 420 30 32.5 22.3 102.7 8.0 No I - 99 SR-57 Northbound Ramps / Chapman Avenue 1 1 1,240 760 60 40 0 63.1 15.2 60.9 17.8 No I - 100 SR-57 Southbound Ramps / Chapman Avenue 0.5 0.5 1 580 1,000 270 40 130 110 87.4 15.3 50.3 26.9 No ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 48 Caltrans Freeway Ramp HCM Analysis Table 4-6 summarizes HCM analysis results for the study area ramps for the AM and PM peak hours. Per the Caltrans Highway Design Manual, a 2-lane on or off-ramp should be provided where volumes exceed 1,500 vehicles per hour during either the AM or PM peak hour. The Southbound SR-57 Off- Ramp to Ball Road forecast volume exceeds this criteria during the AM peak hour under No Project conditions and should be monitored; however there is no difference between the No Project and With Project volumes at this location, therefore the project has no responsibility for improvements at this location. Detailed analysis worksheets are included in Appendix I-2. According to the analysis, the following freeway ramps are deficient under either the AM or PM peak hour 2030 No Project conditions: · I-5 Northbound Connector from SR-22 Eastbound (PM Peak Hour) · I-5 Northbound Off-Ramp to Chapman Avenue (PM Peak Hour) · I-5 Northbound Off-Ramp to State College Boulevard (PM Peak Hour) · I-5 Northbound On-Ramp from State College Boulevard/Chapman Avenue (PM Peak Hour) · I-5 Northbound Off-Ramp to Katella Avenue (PM Peak Hour) · I-5 Northbound HOV On-Ramp from Gene Autry Way (PM Peak Hour) · I-5 Northbound On-Ramp from Anaheim Boulevard (PM Peak Hour) · I-5 Northbound Off-Ramp to Harbor Boulevard (PM Peak Hour) · I-5 Northbound On-Ramp from Harbor Boulevard (PM Peak Hour) · I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue (PM Peak Hour) · I-5 Southbound On-Ramp from Orangewood Avenue (PM Peak Hour) · I-5 Southbound Connector to SR-22 Westbound (PM Peak Hour) · SR-57 Southbound Off-Ramp to Ball Road (AM Peak Hour) · SR-57 Southbound Off-Ramp to Katella Avenue (AM and PM Peak Hour) · SR-22 Eastbound Off-Ramp to Fairview Street (PM Peak Hour) · SR-22 Eastbound On-Ramp from Fairview Street (PM Peak Hour) · SR-22 Eastbound Connector to I-5/SR-57/The City Drive/Bristol Street (PM Peak Hour) · SR-22 Eastbound Collector/Distributor Off-Ramp to The City Drive (PM Peak Hour) · SR-22 Westbound On-Ramp from Haster Street (PM Peak Hour) ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 49 Table 4-6: 2030 No Project Freeway Ramp HCM LOS ID Ramp Segment Ramp # of Lane A.M. Peak Hour P.M. Peak Hour Mainline Volume Ramp Volume Density (pc/mi/ln) LOS Mainline Volume Ramp Volume Density (pc/mi/ln) LOS R - 1 I-5 NB Connector from SR-22 EB* 2 5,320 1,850 28.9 D 9,250 2,790 > Capacity F R - 2 I-5 NB Off-Ramp to Chapman Avenue 1 7,170 340 25.0 C 12,040 420 > Capacity F R - 3 I-5 NB Off-Ramp to State College Boulevard 2 6,830 1,130 11.9 B 11,620 840 > Capacity F R - 4 I-5 NB HOV Off-Ramp to Gene Autry Way/Disney Way 1 1,400 50 12.4 B 1,950 140 17.4 B R - 5 I-5 NB On-Ramp from State College Boulevard/Chapman Avenue 1 5,700 230 18.9 B 10,780 430 > Capacity F R - 6 I-5 NB Off-Ramp to Katella Avenue** 2 5,810 950 22.5 C 9,360 1,600 36.2 E R - 7 I-5 NB On-Ramp from Orangewood Avenue 1 4,860 370 21.3 C 7,760 520 32.5 D R - 8 I-5 NB On-Ramp from Katella Avenue 1 5,230 260 22.4 C 8,280 400 33.9 D R - 9 I-5 NB HOV On-Ramp from Gene Autry Way** 1 1,170 170 22.9 C 1,710 810 36.7 E R - 10 I-5 NB On-Ramp from Anaheim Boulevard 1 5,490 440 24.1 C 8,680 1,140 > Capacity F R - 11 I-5 NB Off-Ramp to Harbor Boulevard 1 5,780 800 24.2 C 9,920 1,010 37.8 E R - 12 I-5 NB On-Ramp from Harbor Boulevard 1 4,980 290 21.1 C 8,910 700 > Capacity F R - 13 I-5 SB Off-Ramp to Harbor Boulevard 1 7,760 670 28.9 D 8,830 690 32.5 D R - 14 I-5 SB On-Ramp from Harbor Boulevard 1 7,090 1,260 29.1 D 8,140 990 29.7 D R - 15 I-5 SB Off-Ramp to Disney Way/Anaheim Boulevard 1 8,350 660 30.8 D 9,130 530 32.7 D R - 16 I-5 SB Off-Ramp to Katella Avenue/Orangewood Avenue 2 6,130 750 29.6 D 7,770 360 37.6 E R - 17 I-5 SB HOV Off-Ramp to Gene Autry Way 1 2,760 620 24.7 C 2,690 380 24.1 C R - 18 I-5 SB On-Ramp from Anaheim Boulevard 1 5,380 430 23.6 C 7,410 560 31.6 D R - 19 I-5 SB On-Ramp from Katella Avenue 1 5,810 900 28.8 D 7,970 700 34.6 D R - 20 I-5 SB Off-Ramp to State College Boulevard/Chapman Avenue 1 6,470 630 22.6 C 8,640 840 30.9 D R - 21 I-5 SB HOV On-Ramp from Gene Autry Way 1 2,070 220 21.0 C 2,260 270 23.0 C R - 22 I-5 SB On-Ramp from Orangewood Avenue 1 5,840 680 27.2 C 7,800 820 35.0 E ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 50 Table 4-6: 2030 No Project Freeway Ramp HCM LOS, Continued ID Ramp Segment Ramp # of Lane A.M. Peak Hour P.M. Peak Hour Mainline Volume Ramp Volume Density (pc/mi/ln) LOS Mainline Volume Ramp Volume Density (pc/mi/ln) LOS R - 23 I-5 SB On-Ramp from State College Boulevard 1 6,520 230 19.9 B 8,620 320 26.0 C R - 24 I-5 SB On-Ramp from Chapman Avenue 1 6,750 480 20.1 C 8,940 670 25.1 C R - 25 I-5 SB Connector to SR-22 WB 1 7,230 880 28.0 D 9,610 1,320 38.1 E R - 26 I-5 SB Connector to SR-22 EB 2 6,350 1,040 11.1 B 8,290 1,330 16.1 B R - 27 SR-57 NB Off-Ramp to Chapman Avenue 1 3,790 160 23.2 C 5,150 180 29.8 D R - 28 SR-57 NB On-Ramp from Chapman Avenue WB 1 6,270 260 17.8 B 9,710 420 25.2 C R - 29 SR-57 NB On-Ramp from Chapman Avenue EB 1 5,790 220 19.0 B 9,410 300 28.7 D R - 30 SR-57 NB Off-Ramp to Orangewood Avenue 1 6,270 710 25.2 C 10,130 310 34.3 D R - 31 SR-57 NB On-Ramp from Orangewood Avenue WB 1 5,860 220 19.2 B 10,120 660 34.0 D R - 32 SR-57 NB On-Ramp from Orangewood Avenue EB 1 5,560 300 19.0 B 9,820 300 30.1 D R - 33 SR-57 NB Off-Ramp to Katella Avenue 1 5,320 970 23.2 C 9,020 750 33.0 D R - 34 SR-57 NB On-Ramp from Katella Avenue WB 1 4,750 220 16.6 B 8,760 500 28.2 D R - 35 SR-57 NB On-Ramp from Katella Avenue EB 1 4,350 400 17.0 B 8,270 490 26.4 C R - 36 SR-57 NB Off-Ramp to Ball Road 1 4,780 910 22.0 C 9,300 860 34.5 D R - 37 SR-57 NB On-Ramp from Ball Road WB 1 4,390 420 17.3 B 9,090 900 32.5 D R - 38 SR-57 NB On-Ramp from Ball Road EB 1 3,870 520 16.7 B 8,440 650 28.3 D R - 39 SR-57 SB Off-Ramp to Ball Road 1 8,430 1,770 36.5 E 8,250 1,150 32.6 D R - 40 SR-57 SB On-Ramp from Ball Road WB 1 6,660 240 26.8 C 7,100 500 30.3 D R - 41 SR-57 SB On-Ramp from Ball Road EB 1 6,900 670 31.0 D 7,600 560 32.5 D R - 42 SR-57 SB Off-Ramp to Katella Avenue 1 8,140 1,020 38.2 E 8,360 790 37.9 E R - 43 SR-57 SB On-Ramp from Katella Avenue WB 1 7,120 260 28.5 D 7,570 500 26.0 C R - 44 SR-57 SB On-Ramp from Katella Avenue EB 1 7,380 180 28.7 D 8,070 460 33.3 D R - 45 SR-57 SB Off-Ramp to Orangewood Avenue 1 7,980 870 30.3 D 8,980 860 33.5 D R - 46 SR-57 SB On-Ramp from Orangewood Avenue 1 7,110 230 28.2 D 8,120 650 35.0 D R - 47 SR-57 SB Off-Ramp to Chapman Avenue 1 7,340 530 26.4 C 8,770 680 31.9 D R - 48 SR-57 SB On-Ramp from Chapman Avenue 1 1,340 430 17.1 B 1,660 600 21.2 C R - 49 SR-22 EB Off-Ramp to Fairview Street 1 6,970 230 29.2 D 8,530 300 35.8 E R - 50 SR-22 EB On-Ramp from Fairview Street 1 6,740 980 32.8 D 8,230 1,360 > Capacity F R - 51 SR-22 EB Connector to I-5/SR-57/The City Drive/Bristol Street** 3 6,990 5,010 33.1 D 8,680 6,690 > Capacity F R - 52 SR-22 EB Collector/Distributor Off-Ramp to The City Drive 1 5,010 330 29.2 D 6,690 460 > Capacity F R - 53 SR-22 EB Connector from I-5 SB/SR-57 SB 2 2,680 2,090 25.5 C 3,030 2,950 34.0 D R - 54 SR-22 WB Connector to I-5 SB/SR-57 SB 2 4,340 1,830 13.8 B 6,470 2,300 22.2 C R - 55 SR-22 WB On-Ramp from The City Drive 1 2,000 380 22.2 C 2,480 470 26.9 C R - 56 SR-22 WB Connector from I-5 SB/SR-57 SB 2 4,660 2,000 24.1 C 7,200 2,480 33.0 D R - 57 SR-22 WB Off-Ramp to Haster Street 2 7,040 640 11.7 B 10,150 870 20.9 C R - 58 SR-22 WB On-Ramp from Haster Street 1 6,400 550 28.2 D 9,280 790 > Capacity F * Major Merge Analysis Utilized to calculate density pc/mi/ln - Passenger Cars per Mile per Lane Major Diverge Analysis Utilized to calculate density ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 51 Caltrans Freeway Mainline HCM Analysis Table 4-7 summarizes HCS analysis results for the densities and levels of service for study area mainline segments for the AM and PM peak hours. Detailed analysis worksheets are included in Appendix J-2. According to the analysis the following freeway mainline segments are deficient under either the AM or PM peak hours of which eleven segments perform deficiently also under existing conditions (indicated by · I-5 Northbound between SR-91 and Brookhurst Street (PM Peak Hour) · I-5 Northbound between Brookhurst Street and Euclid Street (PM Peak Hour) · I-5 Northbound between Euclid Street and Lincoln Avenue (PM Peak Hour) · I-5 Southbound between Euclid Street and Lincoln Avenue (PM Peak Hour)* · I-5 Northbound between Lincoln Avenue and Harbor Boulevard (PM Peak Hour) · I-5 Northbound between Harbor Boulevard and Katella Avenue (PM Peak Hour) · I-5 Northbound between SR-22 and 17th Street (PM Peak Hour)* · I-5 Southbound between SR-22 and 17th Street (AM and PM Peak Hour)* · I-5 Northbound between 17th Street and Grand Avenue (PM Peak Hour)* · I-5 Southbound between 17th Street and Grand Avenue (PM Peak Hour)* · I-5 Northbound between Grand Avenue and 4th Street (PM Peak Hour) · I-5 Southbound between Grand Avenue and 4th Street (PM Peak Hour)* · I-5 Northbound between 4th Street and SR-55 (PM Peak Hour)* · SR-57 Southbound between Katella Avenue and Ball Road (AM and PM Peak Hour)* · SR-57 Northbound between Ball Road and Lincoln Avenue (PM Peak Hour)* · SR-57 Northbound between SR-91 and Lincoln Avenue (PM Peak Hour) · SR-22 Eastbound between Brookhurst Street and Euclid Street (PM Peak Hour) · SR-22 Westbound between Brookhurst Street and Euclid Street (PM Peak Hour) · SR-22 Eastbound between Euclid Street and Harbor Boulevard (PM Peak Hour) · SR-22 Westbound between Euclid Street and Harbor Boulevard (PM Peak Hour) · SR-22 Eastbound between Harbor Boulevard and Fairview Street/Haster Street (PM Peak Hour)* · SR-22 Westbound between Harbor Boulevard and Haster Street (PM Peak Hour)* · SR-22 Westbound between Haster Street and The City Drive/I-5 (PM Peak Hour) Table 4-7: 2030 No Project Freeway Mainline HCM LOS ID Freeway Segment Northbound / Eastbound Southbound / Westbound A.M. Peak Hour P.M. Peak Hour A.M. Peak Hour P.M. Peak Hour Volume Density (pc/mi/ln) LOS Volume Density (pc/mi/ln) LOS Volume Density (pc/mi/ln) LOS Volume Density (pc/mi/ln) LOS F - 1 I-5 between SR-91 and Brookhurst Street 6,020 18.9 C 9,820 35.3 E 6,950 18.2 C 7,690 20.2 C F - 2 I-5 between Brookhurst Street and Euclid Street 6,300 19.8 C 10,230 38.4 E 7,110 22.5 C 8,840 29.5 D F - 3 I-5 between Euclid Street and Lincoln Avenue 6,300 19.8 C 10,600 41.7 E 7,670 33.7 D 8,860 > 45.0 F F - 4 I-5 between Lincoln Avenue and Harbor Boulevard 6,460 20.3 C 11,010 > 45.0 F 7,760 24.8 C 8,830 29.5 D F - 5 I-5 between Harbor Boulevard and Katella Avenue 5,780 18.2 C 9,920 36.0 E 6,130 19.3 C 7,770 24.9 C F - 6 I-5 between Katella Avenue and State College Boulevard 5,810 18.3 C 9,360 32.3 D 6,470 20.3 C 8,640 28.6 D F - 7 I-5 between State College Boulevard and SR-22 6,830 17.7 B 11,620 33.8 D 8,180 21.3 C 10,020 26.6 D ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 52 Table 4-7: 2030 No Project Freeway Mainline HCM LOS, Continued ID Freeway Segment Northbound / Eastbound Southbound / Westbound A.M. Peak Hour P.M. Peak Hour A.M. Peak Hour P.M. Peak Hour Volume Density (pc/mi/ln) LOS Volume Density (pc/mi/ln) LOS Volume Density (pc/mi/ln) LOS Volume Density (pc/mi/ln) LOS F - 8 I-5 between SR-22 and 17th Street 8,350 21.6 C 14,380 > 45.0 F 12,120 36.3 E 14,470 > 45.0 F F - 9 I-5 between 17th Street and Grand Avenue 8,760 22.8 C 13,700 > 45.0 F 10,230 27.5 D 12,870 41.5 E F - 10 I-5 between Grand Avenue and 4th Street 8,620 22.4 C 13,310 > 45.0 F 9,950 26.5 D 12,710 40.2 E F - 11 I-5 between 4th Street and SR-55 8,580 22.3 C 13,030 42.8 E 8,900 23.2 C 11,600 33.4 D F - 12 SR-57 between SR-22 and Orangewood Avenue 6,270 16.2 B 10,130 27.1 D 7,010 21.8 C 8,300 26.5 D F - 13 SR-57 between Orangewood Avenue and Katella Avenue 5,320 16.5 B 9,020 29.8 D 7,980 25.2 C 8,980 29.6 D F - 14 SR-57 between Katella Avenue and Ball Road 4,780 14.8 B 9,300 31.3 D 8,140 36.8 E 8,360 39.0 E F - 15 SR-57 between Ball Road and Lincoln Avenue 5,230 16.2 B 10,010 35.6 E 8,430 27.1 D 8,250 26.3 D F - 16 SR-57 between SR-91 and Lincoln Avenue 5,090 15.8 B 10,640 40.6 E 9,060 23.6 C 8,720 22.7 C F - 17 SR-22 between Brookhurst Street and Euclid Street 6,700 26.7 D 8,090 36.0 E 5,640 21.8 C 8,580 40.9 E F - 18 SR-22 between Euclid Street and Harbor Boulevard 7,130 29.0 D 8,630 41.6 E 6,210 24.3 C 9,240 > 45.0 F F - 19 SR-22 between Harbor Boulevard and Fairview Street/Haster Street 6,970 28.1 D 8,530 40.4 E 6,370 25.0 C 9,390 > 45.0 F F - 20 SR-22 between Fairview Street/Haster Street and The City Drive/I-5 6,990 21.6 C 8,680 28.0 D 7,040 21.8 C 10,150 36.3 E F - 21 SR-22 between I-5 and Main Street 4,860 18.7 C 6,090 23.7 C 4,340 16.7 B 6,470 25.5 C F - 22 SR-22 between Main Street and Glassell Street 4,210 16.2 B 6,360 25.0 C 4,400 17.0 B 5,870 22.8 C F - 23 SR-22 between Glassell Street and SR-55 3,320 10.2 A 5,310 16.4 B 4,440 17.1 B 5,180 20.0 C Caltrans Freeway Weaving HCM Analysis Tables 4-8 and 4-9 summarize HCS analysis results for the weaving areas for the study area freeways for the AM and PM peak hours. Under the 2030 No Project scenario, there are several freeway weaves identified as being deficient in either the AM or PM peak hours. Detailed HCM weaving analysis worksheets for this alternative are included in Appendix K-2. The deficient segments are as follows: · I-5 Northbound between Lincoln Avenue On-Ramp and Euclid Street Off-Ramp (PM Peak Hour) · I-5 Northbound between Disneyland Drive On-Ramp and Lincoln Avenue Off-Ramp (PM Peak Hour) · I-5 Southbound between Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp (PM Peak Hour) · I-5 Northbound between Anaheim Boulevard On-Ramp and Harbor Boulevard Off-Ramp (PM Peak Hour) · I-5 Northbound between State College Boulevard On-Ramp and Katella Avenue Off-Ramp (PM Peak Hour) ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 53 · I-5 Southbound between Katella Avenue On-Ramp and State College Boulevard Off-Ramp (PM Peak Hour) · I-5 Northbound between SR-22 Connector and Chapman Avenue Off-Ramp (PM Peak Hour) · I-5 Southbound between State College Boulevard / Chapman Avenue On-Ramp and SR-22 Connector (PM Peak Hour) · I-5 Northbound between Main Street On-Ramp and SR-22 WB Connector (PM Peak Hour) · I-5 Northbound between 17th Street On-Ramp and Main Street Off-Ramp (PM Peak Hour) · I-5 Southbound between Main Street On-Ramp and 17th Street / Penn Way Off-Ramp (AM and PM Peak Hour) · I-5 Northbound between Grand Avenue On-Ramp and 17th Street Off-Ramp (PM Peak Hour) · I-5 Southbound between Penn Way On-Ramp and Santa Ana Boulevard Off-Ramp (AM and PM Peak Hour) · I-5 Northbound between Fourth Street On-Ramp and Grand Avenue Off-Ramp (PM Peak Hour) · I-5 Southbound between Santa Ana Boulevard On-Ramp and Fourth Street Off-Ramp (PM Peak Hour) · I-5 Northbound between SR-55 Connector and First Street Off-Ramp (PM Peak Hour) · I-5 Southbound between First Street On-Ramp and SR-55 Southbound Connector (PM Peak Hour) · SR-57 Southbound between Orangewood Avenue On-Ramp and Chapman Avenue Off- Ramp (PM Peak Hour) · SR-57 Southbound between Katella Avenue On-Ramp and Orangewood Avenue Off-Ramp (PM Peak Hour) · SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp (AM and PM Peak Hour) · SR-57 Northbound between Lincoln Avenue On-Ramp and SR-91 Eastbound Connector (PM Peak Hour) · SR-57 Southbound between SR-91 Eastbound Connector and Lincoln Avenue Off-Ramp (PM Peak Hour) · SR-22 Westbound between Harbor Boulevard On-Ramp and Euclid Street Off-Ramp (PM Peak Hour) · SR-22 Eastbound between Fairview Street / Garden Grove Boulevard On-Ramp and Collector / Distributor The City Drive Off-Ramp (AM and PM Peak Hour) · SR-22 Westbound between Metropolitan Drive On-Ramp and Haster Street Off-Ramp (PM Peak Hour) · SR-22 Eastbound Collector / Distributor between The City Drive On-Ramp and Bristol Street Off-Ramp (AM and PM Peak Hour) · SR-22 Westbound between La Veta Avenue On-Ramp and Metropolitan Drive Off-Ramp (AM and PM Peak Hour) · SR-22 Eastbound Collector / Distributor between Bristol Street On-Ramp and I-5 Southbound Connector (AM and PM Peak Hour) · SR-22 Eastbound between SR-57 Southbound Connector and Town and Country Road Off- Ramp (PM Peak Hour) · SR-22 Westbound between La Veta Avenue On-Ramp and I-5 / SR-57 Northbound Connector (PM Peak Hour) ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 54 · SR-22 Eastbound between Town and Country Road On-Ramp and Glassell Street Off-Ramp (PM Peak Hour) · SR-22 Westbound between Glassell Street On-Ramp and La Veta Avenue Off-Ramp (PM Peak Hour) Table 4-8: 2030 No Project Freeway Weaving AM Peak Hour HCM LOS ID Weaving Segment Weaving Length (Ft) Weaving Movement Volume Density (pc/mi/ln) LOS A-C B-D A-D B-C W - 1 I-5 NB b/w Brookhurst Street On-Ramp and SR-91 EB Off-Ramp 2,980 Not Applicable I-5 SB b/w SR-91 Connector / Magnolia Avenue On-Ramp and Brookhurst Street Off-Ramp 3,390 W - 2 I-5 NB b/w Euclid Street On-Ramp and Brookhurst Street Off-Ramp 2,890 I-5 SB b/w Brookhurst Street On-Ramp and Euclid Street Off-Ramp 2,540 W - 3 I-5 NB b/w Lincoln Avenue On-Ramp and Euclid Street Off-Ramp 2,000 5,610 10 460 220 21.9 B W - 4 I-5 NB b/w Disneyland Drive On-Ramp and Lincoln Avenue Off-Ramp 1,680 5,610 20 540 290 22.9 B I-5 SB b/w Lincoln Avenue On-Ramp and Disneyland Drive Off-Ramp 3,060 Not Applicable W - 5 I-5 SB b/w Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp 1,520 6,400 40 630 690 32.8 D W - 6 I-5 NB b/w Anaheim Boulevard On-Ramp and Harbor Boulevard Off-Ramp 2,080 4,130 40 760 850 24.0 C I-5 SB b/w Harbor Boulevard On-Ramp and Disney Way Off-Ramp 2,650 Not Applicable W - 7 I-5 NB b/w State College Boulevard On-Ramp and Katella Avenue Off-Ramp 2,350 4,640 10 940 220 20.9 B I-5 SB b/w Katella Avenue On-Ramp and State College Boulevard Off-Ramp 1,870 4,990 50 580 850 26.5 C W - 8 I-5 NB b/w SR-22 Connector and Chapman Avenue Off-Ramp 1,720 3,880 90 250 1,760 24.1 C I-5 SB b/w State College Boulevard / Chapman Avenue On-Ramp and SR-22 Connector 1,510 5,720 10 870 220 27.4 C W - 9 I-5 NB b/w Main Street On-Ramp and SR-22 WB Connector 1,740 4,880 60 870 1,150 27.8 C W - 10 I-5 NB b/w 17th Street On-Ramp and Main Street Off-Ramp 1,530 6,470 10 1,250 280 34.1 D I-5 SB b/w Main Street On-Ramp and 17th Street / Penn Way Off-Ramp 1,510 9,060 30 440 570 > Capacity F W - 11 I-5 NB b/w Grand Avenue On-Ramp and 17th Street Off-Ramp 2,110 6,300 20 510 470 27.7 C I-5 SB b/w Penn Way On-Ramp and Santa Ana Boulevard Off-Ramp 1,260 7,360 30 630 510 36.5 E W - 12 I-5 NB b/w Fourth Street On-Ramp and Grand Avenue Off-Ramp 1,820 6,350 20 370 440 27.2 C I-5 SB b/w Santa Ana Boulevard On-Ramp and Fourth Street Off-Ramp 2,500 7,350 20 600 320 28.8 C W - 13 I-5 NB b/w SR-55 Connector and First Street Off-Ramp 1,750 4,040 120 670 2,320 32.0 D I-5 SB b/w First Street On-Ramp and SR-55 SB Connector 1,580 4,830 40 1,860 690 31.8 C W - 14 SR-57 NB b/w Chapman Avenue On-Ramp and Orangewood Avenue Off-Ramp 1,230 4,270 10 700 250 18.9 B SR-57 SB b/w Orangewood Avenue On-Ramp and Chapman Avenue Off-Ramp 1,140 6,260 10 520 220 28.1 C W - 15 SR-57 NB b/w Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 1,360 4,140 10 960 210 19.7 B SR-57 SB b/w Katella Avenue On-Ramp and Orangewood Avenue Off-Ramp 1,780 6,940 10 860 170 31.5 C W - 16 SR-57 NB b/w Katella Avenue On-Ramp and Ball Road Off-Ramp 2,130 3,660 10 900 210 17.0 B SR-57 SB b/w Ball Road On-Ramp and Katella Avenue Off-Ramp 2,490 6,480 30 990 640 38.8 E W - 17 SR-57 NB b/w Ball Road On-Ramp and Lincoln Avenue Off-Ramp 4,950 Not Applicable SR-57 SB b/w Lincoln Avenue On-Ramp and Ball Road Off-Ramp 5,160 W - 18 SR-57 NB b/w Lincoln Avenue On-Ramp and SR-91 EB Connector 2,250 3,630 20 1,050 390 18.8 B SR-57 SB b/w SR-91 EB Connector and Lincoln Avenue Off-Ramp 1,620 5,540 60 780 1,170 34.0 D W - 19 SR-22 EB b/w Brookhurst Street On-Ramp and Euclid Street Off-Ramp 3,370 Not Applicable SR-22 WB b/w Euclid Street On-Ramp and Brookhurst Street Off-Ramp 5,270 ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 55 Table 4-8: 2030 No Project Freeway Weaving AM Peak Hour HCM LOS, Continued ID Weaving Segment Weaving Length (Ft) Weaving Movement Volume Density (pc/mi/ln) LOS A-C B-D A-D B-C W - 20 SR-22 EB b/w Euclid Street On-Ramp and Harbor Boulevard Off-Ramp 2,640 Not Applicable SR-22 WB b/w Harbor Boulevard On-Ramp and Euclid Street Off-Ramp 2,260 4,850 20 940 400 28.6 C W - 21 SR-22 EB b/w Harbor Boulevard On-Ramp and Fairview Street Off-Ramp 2,770 Not Applicable SR-22 WB b/w Haster Street / Garden Grove Boulevard On-Ramp and Harbor Boulevard Off-Ramp 2,540 W - 22 SR-22 EB b/w Fairview Street / Garden Grove Boulevard On-Ramp and Collector/Distributor The City Drive Off-Ramp 2,350 1,050 50 4,960 930 > Capacity F SR-22 WB b/w Metropolitan Drive On-Ramp and Haster Street Off-Ramp 2,390 6,040 20 620 360 24.4 B W - 23 SR-22 EB Collector/Distributor b/w The City Drive On-Ramp and Bristol Street Off-Ramp 970 4,520 30 160 490 38.6 E SR-22 WB b/w La Veta Avenue On-Ramp and Metropolitan Drive Off-Ramp 1,430 6,130 30 1,160 530 39.6 E W - 24 SR-22 EB Collector/Distributor b/w Bristol Street On-Ramp and I-5 SB Connector 850 3,370 40 1,640 800 > Capacity F W - 25 SR-22 EB b/w SR-57 SB Connector and Town and Country Road Off-Ramp 1,180 1,590 100 1,180 1,990 33.0 D SR-22 WB b/w La Veta Avenue On-Ramp and I-5 / SR-57 NB Connector 1,810 1,780 40 1,790 730 25.5 C W - 26 SR-22 EB b/w Town and Country Road On-Ramp and Glassell Street Off-Ramp 1,250 2,830 40 620 720 24.0 C SR-22 WB b/w Glassell Street On-Ramp and La Veta Avenue Off-Ramp 1,270 3,040 30 810 520 24.9 C W - 27 SR-22 EB b/w Glassell Street On-Ramp and Tustin Street Off-Ramp 2,780 Not Applicable SR-22 WB b/w Tustin Street On-Ramp and Glassell Street Off-Ramp 3,040 ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 56 Table 4-9: 2030 No Project Freeway Weaving PM Peak Hour HCM LOS ID Weaving Segment Weaving Length (Ft) Weaving Movement Volume Density (pc/mi/ln) LOS A-C B-D A-D B-C W - 1 I-5 NB b/w Brookhurst Street On-Ramp and SR-91 EB Off-Ramp 2,980 Not Applicable I-5 SB b/w SR-91 Connector / Magnolia Avenue On-Ramp and Brookhurst Street Off-Ramp 3,390 W - 2 I-5 NB b/w Euclid Street On-Ramp and Brookhurst Street Off-Ramp 2,890 I-5 SB b/w Brookhurst Street On-Ramp and Euclid Street Off-Ramp 2,540 W - 3 I-5 NB b/w Lincoln Avenue On-Ramp and Euclid Street Off-Ramp 2,000 9,640 20 640 300 38.2 E W - 4 I-5 NB b/w Disneyland Drive On-Ramp and Lincoln Avenue Off-Ramp 1,680 9,830 20 690 470 > Capacity F I-5 SB b/w Lincoln Avenue On-Ramp and Disneyland Drive Off-Ramp 3,060 Not Applicable W - 5 I-5 SB b/w Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp 1,520 7,170 50 640 970 38.6 E W - 6 I-5 NB b/w Anaheim Boulevard On-Ramp and Harbor Boulevard Off-Ramp 2,080 7,830 60 950 1,080 > Capacity F I-5 SB b/w Harbor Boulevard On-Ramp and Disney Way Off-Ramp 2,650 Not Applicable W - 7 I-5 NB b/w State College Boulevard On-Ramp and Katella Avenue Off-Ramp 2,350 7,350 20 1,580 410 36.2 E I-5 SB b/w Katella Avenue On-Ramp and State College Boulevard Off-Ramp 1,870 7,120 20 820 680 36.1 E W - 8 I-5 NB b/w SR-22 Connector and Chapman Avenue Off-Ramp 1,720 6,960 140 280 2,650 > Capacity F I-5 SB b/w State College Boulevard / Chapman Avenue On-Ramp and SR-22 Connector 1,510 6,730 20 1,300 300 36.1 E W - 9 I-5 NB b/w Main Street On-Ramp and SR-22 WB Connector 1,740 8,930 90 1,180 1,780 > Capacity F W - 10 I-5 NB b/w 17th Street On-Ramp and Main Street Off-Ramp 1,530 11,360 20 1,430 380 > Capacity F I-5 SB b/w Main Street On-Ramp and 17th Street / Penn Way Off-Ramp 1,510 10,480 50 660 870 > Capacity F W - 11 I-5 NB b/w Grand Avenue On-Ramp and 17th Street Off-Ramp 2,110 9,970 40 700 710 > Capacity F I-5 SB b/w Penn Way On-Ramp and Santa Ana Boulevard Off-Ramp 1,260 9,180 40 780 730 > Capacity F W - 12 I-5 NB b/w Fourth Street On-Ramp and Grand Avenue Off-Ramp 1,820 9,950 30 500 610 > Capacity F I-5 SB b/w Santa Ana Boulevard On-Ramp and Fourth Street Off-Ramp 2,500 9,280 30 810 470 38.1 E W - 13 I-5 NB b/w SR-55 Connector and First Street Off-Ramp 1,750 6,400 180 930 3,350 > Capacity F I-5 SB b/w First Street On-Ramp and SR-55 SB Connector 1,580 6,210 50 2,440 970 > Capacity F W - 14 SR-57 NB b/w Chapman Avenue On-Ramp and Orangewood Avenue Off-Ramp 1,230 7,730 20 290 400 30.0 C SR-57 SB b/w Orangewood Avenue On-Ramp and Chapman Avenue Off-Ramp 1,140 7,000 30 650 620 36.6 E W - 15 SR-57 NB b/w Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 1,360 7,640 30 720 630 34.0 D SR-57 SB b/w Katella Avenue On-Ramp and Orangewood Avenue Off-Ramp 1,780 7,680 20 840 440 37.0 E W - 16 SR-57 NB b/w Katella Avenue On-Ramp and Ball Road Off-Ramp 2,130 7,970 30 830 470 33.8 D SR-57 SB b/w Ball Road On-Ramp and Katella Avenue Off-Ramp 2,490 7,040 30 760 530 38.5 E W - 17 SR-57 NB b/w Ball Road On-Ramp and Lincoln Avenue Off-Ramp 4,950 Not Applicable SR-57 SB b/w Lincoln Avenue On-Ramp and Ball Road Off-Ramp 5,160 W - 18 SR-57 NB b/w Lincoln Avenue On-Ramp and SR-91 EB Connector 2,250 8,460 40 1,480 660 > Capacity F SR-57 SB b/w SR-91 EB Connector and Lincoln Avenue Off-Ramp 1,620 4,570 90 980 1,630 36.5 E W - 19 SR-22 EB b/w Brookhurst Street On-Ramp and Euclid Street Off-Ramp 3,370 Not Applicable SR-22 WB b/w Euclid Street On-Ramp and Brookhurst Street Off-Ramp 5,270 ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 57 Table 4-9: 2030 No Project Freeway Weaving PM Peak Hour HCM LOS, Continued ID Weaving Segment Weaving Length (Ft) Weaving Movement Volume Density (pc/mi/ln) LOS A-C B-D A-D B-C W - 20 SR-22 EB b/w Euclid Street On-Ramp and Harbor Boulevard Off-Ramp 2,640 Not Applicable SR-22 WB b/w Harbor Boulevard On-Ramp and Euclid Street Off-Ramp 2,260 7,430 30 1,220 560 > Capacity F W - 21 SR-22 EB b/w Harbor Boulevard On-Ramp and Fairview Street Off-Ramp 2,770 Not Applicable SR-22 WB b/w Haster Street / Garden Grove Boulevard On-Ramp and Harbor Boulevard Off-Ramp 2,540 W - 22 SR-22 EB b/w Fairview Street / Garden Grove Boulevard On-Ramp and Collector/Distributor The City Drive Off-Ramp 2,350 6,930 70 390 1,290 > Capacity F SR-22 WB b/w Metropolitan Drive On-Ramp and Haster Street Off-Ramp 2,390 8,830 20 850 450 36.4 E W - 23 SR-22 EB Collector/Distributor b/w The City Drive On-Ramp and Bristol Street Off-Ramp 970 8,430 40 220 690 > Capacity F SR-22 WB b/w La Veta Avenue On-Ramp and Metropolitan Drive Off-Ramp 1,430 9,020 40 1,210 660 > Capacity F W - 24 SR-22 EB Collector/Distributor b/w Bristol Street On-Ramp and I-5 SB Connector 850 7,090 60 2,290 1,100 > Capacity F W - 25 SR-22 EB b/w SR-57 SB Connector and Town and Country Road Off-Ramp 1,180 1,480 150 1,660 2,800 > Capacity F SR-22 WB b/w La Veta Avenue On-Ramp and I-5 / SR-57 NB Connector 1,810 3,090 60 2,240 1,080 > Capacity F W - 26 SR-22 EB b/w Town and Country Road On-Ramp and Glassell Street Off-Ramp 1,250 4,210 70 750 1,330 > Capacity F SR-22 WB b/w Glassell Street On-Ramp and La Veta Avenue Off-Ramp 1,270 3,870 40 1,130 830 37.5 E W - 27 SR-22 EB b/w Glassell Street On-Ramp and Tustin Street Off-Ramp 2,780 Not Applicable SR-22 WB b/w Tustin Street On-Ramp and Glassell Street Off-Ramp 3,040 Summary As demonstrated in the traffic analysis, the performance of circulation system in the Platinum Triangle study area is forecast to deteriorate under 2030 No Project conditions when compared with existing conditions. The following section analyzes the study under the 2030 buildout conditions, with the application of the Proposed Project. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 58 5.0 FUTURE WITH PROJECT TRAFFIC ANALYSIS The analysis for the 2030 with project scenario was performed through the application of the Anaheim Traffic Analysis Model (ATAM) to develop future traffic forecast volumes throughout the Platinum Triangle and surrounding study area with the buildout land uses assumed from the full buildout of the Proposed Project. Based on the citywide land use data and regional socioeconomic growth projections, future trip activity with implementation of the Proposed Project is estimated and assigned to the circulation system. External to the Platinum Triangle throughout the City of Anaheim, adopted land uses are assumed. For the City of Orange, Proposed Project land uses under the current General Plan Update (October 2008) have been incorporated into ATAM. Intersection Analysis The intersection analysis describes the effect of future growth on the study area intersections, with the Proposed Project. Table 5-1 presents ICU and LOS results for the study intersections under 2030 With Project conditions during the AM peak hour and PM peak hour. Figure 5-1 presents the study intersection locations and LOS under future forecast With Project conditions. As both the No Project and With Project 2030 analysis reflect the circulation system buildout, future lane geometrics were assumed in the ICU and LOS analyses. The detailed ICU worksheets for the With Project conditions are presented in Appendix E-3. Tables summarizing the Adopted General Plan lane geometrics and the With Project AM and PM peak hour turning movement volumes are included in Appendix F and Appendix G-2, respectively. Under these conditions, the following intersections are forecast to operate at an unacceptable LOS, including six intersections located within the City of Orange and one shared intersection between Anaheim and Orange: · Euclid Street at Katella Avenue · Ninth Street at Katella Avenue · Disneyland Drive at Ball Road · Disneyland Drive/West Street at Katella Avenue · Harbor Boulevard at Ball Road · Harbor Boulevard at Katella Avenue · Anaheim Boulevard at Vermont Avenue · Anaheim Boulevard at Ball Road · Anaheim Boulevard at Cerritos Avenue · Anaheim Boulevard at I-5 NB Ramps · Anaheim Boulevard/Haster Street at Katella Avenue · Haster Street at Gene Autry Way · Anaheim Way (I-5 Northbound Ramps) at Katella Avenue · Lewis Street at Cerritos Avenue · Lewis Street at Katella Avenue · Lewis Street at Anaheim Connector (future) · State College Boulevard at Cerritos Avenue · State College Boulevard at Katella Avenue ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 59 · State College Boulevard at Gateway Center Drive · State College Boulevard at Gene Autry Way · State College Boulevard at Orangewood Avenue (Anaheim/Orange) · State College Boulevard/The City Drive at Chapman Avenue (Orange) · Sunkist Street at Howell Avenue · Howell Avenue at Katella Avenue · Sportstown at Katella Avenue · Rampart Street at Orangewood Avenue · Orangewood Avenue at SR-57 Southbound Ramps (Orange) · Douglass Road at Katella Avenue · Main Street at Collins Avenue (Orange) · Glassell Street at Katella Avenue (Orange) · The City Drive at Garden Grove Boulevard (Orange) Table 5-1: 2030 With Project Peak Hour Intersection LOS ID Intersection Jurisdiction AM Peak Hour PM Peak Hour ICU LOS ICU LOS I - 1 Euclid Street / Katella Avenue Anaheim 0.87 D 0.94 E I - 2 Ninth Street / Katella Avenue Anaheim 0.95 E 0.97 E I - 3 Walnut Street / Ball Road Anaheim 0.73 C 0.72 C I - 4 Walnut Street / Katella Avenue Anaheim 0.89 D 0.88 D I - 5 Disneyland Drive / Ball Road Anaheim 0.87 D 0.92 E I - 6 Disneyland Drive / West Street / Katella Avenue Anaheim 0.96 E 0.94 E I - 7 Harbor Boulevard / Vermont Avenue Anaheim 0.75 C 0.78 C I - 8 Harbor Boulevard / Ball Road Anaheim 1.10 F 0.96 E I - 9 Harbor Boulevard / I-5 Northbound Ramps Anaheim 0.74 C 0.79 C I - 10 Harbor Boulevard / I-5 Southbound Ramps Anaheim 0.61 B 0.51 A I - 11 Harbor Boulevard / Disney Way Anaheim 0.51 A 0.86 D I - 12 Harbor Boulevard / Katella Avenue Anaheim 0.81 D 0.94 E I - 13 Harbor Boulevard / Convention Way Anaheim 0.61 B 0.81 D I - 14 Harbor Boulevard / Orangewood Avenue Anaheim 0.85 D 0.90 D I - 15 Clementine Street / Disney Way Anaheim 0.57 A 0.57 A I - 16 Clementine Street / Katella Avenue Anaheim 0.66 B 0.90 D I - 17 I-5 Southbound Off Ramp / Disney Way Anaheim 0.50 A 0.45 A I - 18 Anaheim Boulevard / Vermont Avenue Anaheim 0.92 E 0.89 D I - 19 Anaheim Boulevard / Ball Road Anaheim 0.88 D 1.01 F I - 20 Anaheim Boulevard / Cerritos Avenue Anaheim 0.86 D 1.03 F I - 21 Anaheim Boulevard / I-5 Northbound Ramps Anaheim 0.66 B 0.95 E I - 22 Anaheim Boulevard / Disney Way Anaheim 0.71 C 0.85 D I - 23 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.90 D 0.92 E I - 24 Haster Street / Gene Autry Way Anaheim 0.95 E 1.16 F I - 25 Haster Street / Orangewood Avenue Anaheim 0.79 C 0.83 D I - 26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue Anaheim 0.77 C 0.80 C ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 60 Table 5-1: 2030 With Project Peak Hour Intersection LOS, Continued ID Intersection Jurisdiction AM Peak Hour PM Peak Hour ICU LOS ICU LOS I - 27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue Anaheim 0.95 E 0.90 D I - 28 East Street / Vermont Avenue Anaheim 0.78 C 0.64 B I - 29 East Street / Ball Road Anaheim 0.86 D 0.81 D I - 30 Lewis Street / Ball Road Anaheim 0.79 C 0.90 D I - 31 Lewis Street / Cerritos Avenue Anaheim 0.85 D 0.95 E I - 32 Lewis Street / North Connector Road Anaheim 0.41 A 0.50 A I - 33 Lewis Street / Katella Avenue Anaheim 0.85 D 1.28 F I - 34 Lewis Street / Anaheim Way Anaheim 0.41 A 0.89 D I - 35 Lewis Street / Anaheim Connector (future) Anaheim 0.74 C 1.07 F I - 36 Lewis Street / Gene Autry Way Anaheim 0.64 B 0.84 D I - 37 I-5 HOV Ramps / Gene Autry Way Anaheim 0.53 A 0.76 C I - 38 Lewis Street / Orangewood Avenue Anaheim 0.62 B 0.60 A I - 39 Manchester Avenue / Orangewood Avenue Anaheim 0.76 C 0.81 D I - 40 Anaheim Way / Orangewood Avenue Anaheim 0.75 C 0.66 B I - 41 Market Street / Katella Avenue Anaheim 0.74 C 0.86 D I - 42 Market Street / Gene Autry Way Anaheim 0.42 A 0.69 B I - 43 Orange Center Drive / Orangewood Avenue Anaheim 0.74 C 0.77 C I - 44 State College Boulevard / Vermont Avenue Anaheim 0.76 C 0.65 B I - 45 State College Boulevard / Wagner Avenue Anaheim 0.70 B 0.68 B I - 46 State College Boulevard / Ball Road Anaheim 0.73 C 0.90 D I - 47 State College Boulevard / Cerritos Avenue Anaheim 0.96 E 0.87 D I - 48 State College Boulevard / Howell Avenue Anaheim 0.67 B 0.82 D I - 49 State College Boulevard / Katella Avenue Anaheim 0.94 E 0.99 E I - 50 State College Boulevard / Gateway Center Drive Anaheim 1.04 F 1.19 F I - 51 State College Boulevard / Gene Autry Way Anaheim 1.02 F 0.84 D I - 52 State College Boulevard / Artisan Street Anaheim 0.73 C 0.70 B I - 53 State College Boulevard / Orangewood Avenue Anaheim/ Orange 0.91 E 0.97 E I - 54 State College Boulevard / Orange Center Drive Anaheim/ Orange 0.72 C 0.59 A I - 55 State College Boulevard / I-5 Northbound Ramps Orange 0.77 C 0.74 C I - 56 State College Boulevard / I-5 Southbound Ramps Orange 0.90 D 0.80 C I - 57 State College Boulevard / The City Drive / Chapman Avenue Orange 0.88 D 0.96 E I - 58 Sunkist Street / Ball Road Anaheim 0.86 D 0.89 D I - 59 Sunkist Street / Cerritos Avenue Anaheim 0.79 C 0.76 C I - 60 Sunkist Street / Howell Avenue Anaheim 0.69 B 0.93 E I - 61 Howell Avenue / Katella Avenue Anaheim 0.62 B 0.95 E I - 62 Sportstown / Katella Avenue Anaheim 0.77 C 0.98 E I - 63 Dupont Drive / Orangewood Avenue Anaheim 0.75 C 0.65 B I - 64 Rampart Street / Orangewood Avenue Anaheim 0.78 C 1.13 F I - 65 Rampart Street / Chapman Avenue Orange 0.73 C 0.84 D I - 66 Ball Road / SR-57 Northbound Ramps Anaheim 0.68 B 0.73 C I - 67 Ball Road / SR-57 Southbound Ramps Anaheim 0.85 D 0.88 D ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 61 Table 5-1: 2030 With Project Peak Hour Intersection LOS, Continued ID Intersection Jurisdiction AM Peak Hour PM Peak Hour ICU LOS ICU LOS I - 68 SR-57 Northbound Ramps / Katella Avenue Anaheim 0.68 B 0.73 C I - 69 SR-57 Southbound Ramps / Katella Avenue Anaheim 0.71 C 0.69 B I - 70 Orangewood Avenue / SR-57 Northbound Ramps Orange 0.78 C 0.81 D I - 71 Orangewood Avenue / SR-57 Southbound Ramps Orange 0.84 D 1.04 F I - 72 Phoenix Club Drive / Ball Road Anaheim 0.82 D 0.87 D I - 73 Douglass Road / Katella Avenue Anaheim 1.04 F 1.09 F I - 74 Katella Avenue / Struck Avenue Orange 0.67 B 0.81 D I - 75 Eckhoff Street / Collins Avenue Orange 0.66 B 0.76 C I - 76 Eckhoff Street / Orangewood Avenue Orange 0.90 D 0.90 D I - 77 Main Street / Taft Avenue Orange 0.69 B 0.88 D I - 78 Main Street / Katella Avenue Orange 0.80 C 0.81 D I - 79 Main Street / Struck Avenue Orange 0.80 C 0.67 B I - 80 Main Street / Collins Avenue Orange 0.88 D 0.96 E I - 81 Main Street / Orangewood Avenue Orange 0.65 B 0.78 C I - 82 Main Street / Chapman Avenue Orange 0.67 B 0.88 D I - 83 Batavia Street / Taft Avenue Orange 0.88 D 0.86 D I - 84 Batavia Street / Katella Avenue Orange 0.77 C 0.77 C I - 85 Batavia Street / Collins Avenue Orange 0.86 D 0.86 D I - 86 Batavia Street / Walnut Avenue Orange 0.83 D 0.85 D I - 87 Glassell Street / Katella Avenue Orange 0.77 C 0.92 E I - 88 Glassell Street / Collins Avenue Orange 0.76 C 0.74 C I - 89 Glassell Street / Walnut Avenue Orange 0.69 B 0.72 C I - 90 Santiago Boulevard / Meats Avenue Orange 0.86 D 0.70 B I - 91 Clementine Street / Gene Autry Way Anaheim 0.58 A 0.85 D I - 92 Clementine Street / Orangewood Avenue Anaheim 0.61 B 0.76 C I - 93 Flower Street / Chapman Avenue Orange 0.56 A 0.78 C I - 94 Harbor Boulevard / Chapman Avenue Anaheim 0.69 B 0.83 D I - 95 I-5 Ramps / Chapman Avenue Orange 0.60 A 0.73 C I - 96 Rampart Street / Town Center Place (South) Anaheim 0.69 B 0.89 D I - 97 SR-22 Eastbound Ramps / The City Drive Orange 0.61 B 0.73 C I - 98 SR-22 Westbound Ramps/ Metropolitan Drive Orange 0.69 B 0.90 D I - 99 SR-57 Northbound Ramps / Chapman Avenue Orange 0.63 B 0.65 B I - 100 SR-57 Southbound Ramps / Chapman Avenue Orange 0.78 C 0.83 D I - 101 State College Boulevard / Winston Road Anaheim 0.55 A 0.58 A I - 102 The City Drive / Garden Grove Boulevard Orange 0.97 E 1.09 F I - 103 The City Drive / Metropolitan Drive Orange 0.78 C 0.66 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 Revised Platinum Triangle Expansion Project Draft Traffic Study Report 63 Arterial Segment Daily LOS Analysis Table 5-2 presents 2030 With Project average daily traffic (ADT) and LOS for all study area arterial segments. There are six segments in the City of Orange operating at LOS E or F, the threshold for deficiency within the City of Orange. Segments operating at LOS D, E, or F under daily conditions within the City of Anaheim are further analyzed under AM and PM peak hour conditions in the following section. The table indicates that the following arterial segments operate at a deficient LOS under future forecast With Project conditions: · Anaheim Boulevard from I-5 to Cerritos Avenue · Anaheim Boulevard from Cerritos Avenue to Ball Road · Anaheim Way from Orangewood Avenue to Katella Avenue · Ball Road from Disneyland Drive to Harbor Boulevard · Ball Road from Harbor Boulevard to Anaheim Boulevard · Ball Road from Anaheim Boulevard to East Street · Ball Road from East Street to State College Boulevard · Ball Road from State College Boulevard to Sunkist Street · Ball Road from Sunkist Street to SR-57 · Ball Road from SR-57 to Main Street (City of Orange segment) · Cerritos Avenue from Sunkist Street to Douglass Road · Collins Avenue from Main Street to Batavia Street (City of Orange segment) · Collins Avenue from Batavia Street to Glassell Street (City of Orange segment) · Douglass Road from Katella Avenue to Cerritos Avenue · Eckhoff Street from Orangewood Avenue to Collins Avenue (City of Orange segment) · Gene Autry Way from I-5 to State College Boulevard · Harbor Boulevard from Chapman Avenue to Orangewood Avenue · Harbor Boulevard from Orangewood Avenue to Convention Way · Harbor Boulevard from Convention Way to Katella Avenue · Harbor Boulevard from Katella Avenue to Disney Way · Harbor Boulevard from Disney Way to Manchester Avenue · Harbor Boulevard from Manchester Avenue to I-5 · Howell Avenue from State College Boulevard to Sunkist Street · Katella Avenue from Euclid Street to Ninth Street · Katella Avenue from Ninth Street to Walnut Street · Katella Avenue from Walnut Street to Disneyland Drive · Katella Avenue from Disneyland Drive to Harbor Boulevard · Katella Avenue from Manchester Avenue to Anaheim Way · Katella Avenue from Anaheim Way to Lewis Street · Katella Avenue from Sportstown to Howell Avenue · Katella Avenue from Howell Avenue to SR-57 · Katella Avenue from Main Street to Batavia Street (City of Orange segment) · Lewis Street from Katella Avenue to Cerritos Avenue · Manchester Avenue from Orangewood Avenue to Katella Avenue · Orangewood Avenue from Harbor Boulevard to Haster Street · Orangewood Avenue from Haster Street to Manchester Boulevard · Orangewood Avenue from State College Boulevard to Rampart Street ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 64 · Orangewood Avenue from Rampart Street to SR-57 Freeway · Phoenix Club Drive from Honda Center to Ball Road · Rampart Street from Chapman Avenue to Orangewood Avenue · State College Boulevard from Katella Avenue to Howell Avenue · Struck Avenue from Katella Avenue to Main Street (City of Orange segment) Table 5-2: 2030 With Project Arterial Segment Daily LOS ID Arterial From To Jurisdiction Traffic Volume Mid-Block Lanes Total Capacity V/C LOS A - 1 Anaheim Boulevard Katella Avenue I-5 Freeway Anaheim 31,080 6D 56,300 0.55 A A - 2 Anaheim Boulevard I-5 Freeway Cerritos Avenue Anaheim 55,320 6D 56,300 0.98 E A - 3 Anaheim Boulevard Cerritos Avenue Ball Road Anaheim 46,190 6D 56,300 0.82 D A - 4 Anaheim Boulevard Ball Road Vermont Street Anaheim 39,160 6D 56,300 0.70 B A - 5 Anaheim Way State College Boulevard Orangewood Avenue Orange 15,130 3D 28,150 0.54 A A - 6 Anaheim Way Orangewood Avenue Katella Avenue Anaheim 26,650 3D 28,150 0.95 E A - 7 Anaheim Way Katella Avenue Anaheim Boulevard Anaheim 18,110 3D 28,150 0.64 B A - 8 Ball Road Walnut Street Disneyland Drive Anaheim 42,390 6D 56,300 0.75 C A - 9 Ball Road Disneyland Drive Harbor Boulevard Anaheim 58,690 6D 56,300 1.04 F A - 10 Ball Road Harbor Boulevard Anaheim Boulevard Anaheim 47,460 6D 56,300 0.84 D A - 11 Ball Road Anaheim Boulevard East Street Anaheim 46,390 6D 56,300 0.82 D A - 12 Ball Road East Street State College Boulevard Anaheim 47,540 6D 56,300 0.84 D A - 13 Ball Road State College Boulevard Sunkist Street Anaheim 48,590 6D 56,300 0.86 D A - 14 Ball Road Sunkist Street SR-57 Freeway Anaheim 61,800 6D 56,300 1.10 F A - 15 Ball Road SR-57 Freeway Main Street Orange 60,250 6D 56,300 1.07 F A - 16 Cerritos Avenue Anaheim Boulevard Lewis Street Anaheim 30,130 4D 37,500 0.80 C A - 17 Cerritos Avenue Lewis Street State College Boulevard Anaheim 29,510 4D 37,500 0.79 C A - 18 Cerritos Avenue State College Boulevard Sunkist Street Anaheim 19,870 4U 25,000 0.79 C A - 19 Cerritos Avenue Sunkist Street Douglass Road Anaheim 26,820 4U 25,000 1.07 F A - 20 Chapman Avenue State College Boulevard SR-57 Freeway Orange 38,400 6D 56,300 0.68 B A - 21 Chapman Avenue SR-57 Freeway Main Street Orange 33,930 6D 56,300 0.60 A A - 22 The City Drive SR-22 Freeway Chapman Avenue Orange 33,030 8D 75,000 0.44 A A - 23 Clementine Street Orangewood Avenue Gene Autry Way Anaheim 9,010 4U 25,000 0.36 A A - 24 Clementine Street Gene Autry Way Katella Avenue Anaheim 5,720 4U 25,000 0.23 A A - 25 Clementine Street Katella Avenue Manchester Avenue Anaheim 8,470 4U 25,000 0.34 A A - 26 Collins Avenue Eckhoff Street Main Street Orange 20,830 4U 24,000 0.87 D A - 27 Collins Avenue Main Street Batavia Street Orange 23,650 4U 24,000 0.99 E A - 28 Collins Avenue Batavia Street Glassell Street Orange 21,820 4U 24,000 0.91 E A - 29 Disney Way Harbor Boulevard Clementine Street Anaheim 17,040 6D 56,300 0.30 A A - 30 Disney Way Clementine Street Anaheim Boulevard Anaheim 26,660 6D 56,300 0.47 A A - 31 Douglass Road Katella Avenue Cerritos Avenue Anaheim 28,540 4U 25,000 1.14 F A - 32 Eckhoff Street Orangewood Avenue Collins Avenue Orange 27,760 4U 24,000 1.16 F A - 33 Gene Autry Way Harbor Boulevard Clementine Street Anaheim 24,940 6D 56,300 0.44 A A - 34 Gene Autry Way Clementine Street Haster Street Anaheim 30,800 6D 56,300 0.55 A A - 35 Gene Autry Way Haster Street I-5 Freeway Anaheim 38,780 6D 56,300 0.69 B A - 36 Gene Autry Way I-5 Freeway State College Boulevard Anaheim 45,660 6D 56,300 0.81 D A - 37 Harbor Boulevard Chapman Avenue Orangewood Avenue Anaheim 50,300 6D 56,300 0.89 D A - 38 Harbor Boulevard Orangewood Avenue Convention Way Anaheim 47,440 6D 56,300 0.84 D A - 39 Harbor Boulevard Convention Way Katella Avenue Anaheim 50,350 6D 56,300 0.89 D A - 40 Harbor Boulevard Katella Avenue Disney Way Anaheim 56,730 6D 56,300 1.01 F A - 41 Harbor Boulevard Disney Way Manchester Avenue Anaheim 54,500 6D 56,300 0.97 E ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 65 Table 5-2: 2030 With Project Arterial Segment Daily LOS, Continued ID Arterial From To Jurisdiction Traffic Volume Mid-Block Lanes Total Capacity V/C LOS A - 42 Harbor Boulevard Manchester Avenue I-5 Freeway Anaheim 57,240 7D 65,625 0.87 D A - 43 Harbor Boulevard I-5 Freeway Ball Road Anaheim 59,290 8D 75,000 0.79 C A - 44 Harbor Boulevard Ball Road Vermont Street Anaheim 38,240 6D 56,300 0.68 B A - 45 Haster Street Chapman Avenue Orangewood Avenue Anaheim 38,010 6D 56,300 0.68 B A - 46 Haster Street Orangewood Avenue Katella Avenue Anaheim 39,830 6D 56,300 0.71 C A - 47 Howell Avenue State College Boulevard Sunkist Street Anaheim 22,000 4U 25,000 0.88 D A - 48 Howell Avenue Sunkist Street Katella Avenue Anaheim 7,910 4U 25,000 0.32 A A - 49 Katella Avenue Euclid Street Ninth Street Anaheim 50,900 6D 56,300 0.90 D A - 50 Katella Avenue Ninth Street Walnut Street Anaheim 48,170 6D 56,300 0.86 D A - 51 Katella Avenue Walnut Street Disneyland Drive Anaheim 56,930 6D 56,300 1.01 F A - 52 Katella Avenue Disneyland Drive Harbor Boulevard Anaheim 67,110 8D 75,000 0.89 D A - 53 Katella Avenue Harbor Boulevard Clementine Street Anaheim 59,070 8D 75,000 0.79 C A - 54 Katella Avenue Clementine Street Anaheim Boulevard Anaheim 59,650 8D 75,000 0.80 C A - 55 Katella Avenue Anaheim Boulevard I-5 Freeway Anaheim 57,520 8D 75,000 0.77 C A - 56a Katella Avenue Manchester Avenue Anaheim Way Anaheim 71,090 6D 56,300 1.26 F A - 56b Katella Avenue Anaheim Way Lewis Street Anaheim 71,090 8D 75,000 0.95 E A - 57 Katella Avenue Lewis Street State College Boulevard Anaheim 57,860 8D 75,000 0.77 C A - 58 Katella Avenue State College Boulevard Sportstown Anaheim 51,920 8D 75,000 0.69 B A - 59 Katella Avenue Sportstown Howell Avenue Anaheim 62,310 6D 56,300 1.11 F A - 60 Katella Avenue Howell Avenue SR-57 Freeway Anaheim 71,190 6D 56,300 1.26 F A - 61 Katella Avenue SR-57 Freeway Main Street Anaheim 62,900 6D 56,300 1.12 F A - 62 Katella Avenue* Main Street Batavia Street Orange 51,570 6D 59,115 0.87 E A - 63 Katella Avenue* Batavia Street Glassell Street Orange 49,250 6D 59,115 0.83 D A - 64 Lewis Street Gene Autry Way Katella Avenue Anaheim 25,710 4D 37,500 0.69 B A - 65 Lewis Street Katella Avenue Cerritos Avenue Anaheim 32,900 4U 25,000 1.32 F A - 66 Lewis Street Cerritos Avenue Ball Road Anaheim 22,950 4D 37,500 0.61 B A - 67 Main Street Chapman Avenue Orangewood Avenue Orange 40,550 6D 56,300 0.72 C A - 68 Main Street Orangewood Avenue Collins Avenue Orange 29,410 6D 56,300 0.52 A A - 69 Main Street Collins Avenue Katella Avenue Orange 31,360 4D 37,500 0.84 D A - 70 Main Street Katella Avenue Taft Avenue Orange 21,730 4D 37,500 0.58 A A - 71 Manchester Avenue Compton Avenue Orangewood Avenue Anaheim 16,050 3D 28,150 0.57 A A - 72 Manchester Avenue Orangewood Avenue Katella Avenue Anaheim 23,810 3D 28,150 0.85 D A - 73 Manchester Avenue Katella Avenue Anaheim Boulevard Anaheim 14,740 3D 28,150 0.52 A A - 74 Orangewood Avenue Harbor Boulevard Haster Street Anaheim 21,480 4U 25,000 0.86 D A - 75 Orangewood Avenue Haster Street Manchester Avenue Anaheim 25,910 4U 25,000 1.04 F A - 76 Orangewood Avenue** Manchester Avenue State College Boulevard Anaheim/ Orange 34,410 6D 56,300 0.61 B A - 77 Orangewood Avenue State College Boulevard Rampart Street Anaheim 50,380 6D 56,300 0.89 D A - 78 Orangewood Avenue** Rampart Street SR-57 Freeway Anaheim/ Orange 47,660 6D 56,300 0.85 D A - 79 Orangewood Avenue SR-57 Freeway Eckhoff Street Orange 49,090 6D 56,300 0.87 D A - 80 Orangewood Avenue Eckhoff Street Main Street Orange 19,610 6D 56,300 0.35 A A - 81 Phoenix Club Drive Honda Center Ball Road Anaheim 13,510 2U 12,500 1.08 F A - 82 Rampart Street Chapman Avenue Orangewood Avenue Anaheim 22,510 4U 25,000 0.90 D A - 83 State College Boulevard Chapman Avenue I-5 Freeway Orange 45,860 8D 75,000 0.61 B A - 84 State College Boulevard I-5 Freeway Orangewood Avenue Orange 48,060 8D 75,000 0.64 B A - 85 State College Boulevard Orangewood Avenue Gene Autry Way Anaheim 46,900 8D 75,000 0.63 B ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 66 Table 5-2: 2030 With Project Arterial Segment Daily LOS, Continued ID Arterial From To Jurisdiction Traffic Volume Mid-Block Lanes Total Capacity V/C LOS A - 86 State College Boulevard Gene Autry Way Katella Avenue Anaheim 34,920 6D 56,300 0.62 B A - 87 State College Boulevard Katella Avenue Howell Avenue Anaheim 46,470 6D 56,300 0.83 D A - 88 State College Boulevard Howell Avenue Cerritos Avenue Anaheim 31,130 6D 56,300 0.55 A A - 89 State College Boulevard Cerritos Avenue Ball Road Anaheim 28,570 6D 56,300 0.51 A A - 90 State College Boulevard Ball Road Wagner Avenue Anaheim 35,100 6D 56,300 0.62 B A - 91 Struck Avenue Katella Avenue Main Street Orange 15,500 2U 12,000 1.29 F A - 92 Sunkist Street Howell Avenue Cerritos Avenue Anaheim 12,610 4U 25,000 0.50 A A - 93 Sunkist Street Cerritos Avenue Ball Road Anaheim 12,000 4U 25,000 0.48 A A - 94 Walnut Avenue Main Street Batavia Street Orange 9,710 2U 12,000 0.81 D A - 95 Walnut Avenue Batavia Street Glassell Street Orange 9,860 2U 12,000 0.82 D Note: * Smart Street segments in Orange include a 5% capacity enhancement Shared segments capacities are identified by the jurisdiction in which the traffic count was taken NA - Not Applicable Arterial Segment Peak Hour LOS Analysis Table 5-3 presents the AM and PM peak hour LOS for the deficient arterial segments forecast under 2030 With Project conditions identified above in the City of Anaheim. The table indicates that there are four segments projected to operate at LOS E or F during the AM or PM peak hour: · Cerritos Avenue from Sunkist Street to Douglass Road · Douglass Road from Katella Avenue to Cerritos Avenue · Lewis Street from Katella Avenue to Cerritos Avenue · Katella Avenue from Manchester Avenue to Anaheim Way Table 5-3: 2030 With Project Arterial Segment Peak Hour LOS ID Arterial From To Jurisdiction Traffic Volume Mid-Block Lanes Total Capacity V/C LOS AM Peak Hour A - 2 Anaheim Boulevard I-5 Freeway Cerritos Avenue Anaheim 3,320 6D 5,586 0.59 A A - 3 Anaheim Boulevard Cerritos Avenue Ball Road Anaheim 2,870 6D 5,586 0.51 A A - 6 Anaheim Way Orangewood Avenue Katella Avenue Anaheim 1,820 3D 4,370 0.42 A A - 9 Ball Road Disneyland Drive Harbor Boulevard Anaheim 3,780 6D 5,358 0.71 C A - 10 Ball Road Harbor Boulevard Anaheim Boulevard Anaheim 2,750 6D 5,358, 0.51 A A - 11 Ball Road Anaheim Boulevard East Street Anaheim 3,200 6D 4,788 0.67 B A - 12 Ball Road East Street State College Boulevard Anaheim 3,310 6D 4,674 0.71 C A - 13 Ball Road State College Boulevard Sunkist Street Anaheim 3,250 6D 4,674 0.70 B A - 14 Ball Road Sunkist Street SR-57 Freeway Anaheim 4,520 6D 7,286 0.62 B A - 19 Cerritos Avenue Sunkist Street Douglass Road Anaheim 2,380 4U 2,584 0.92 E A - 31 Douglass Road Katella Avenue Cerritos Avenue Anaheim 2,150 4U 1,824 1.18 F A - 36 Gene Autry Way I-5 Freeway State College Boulevard Anaheim 3,300 6D 4,560 0.72 C A - 37 Harbor Boulevard Chapman Avenue Orangewood Avenue Anaheim 2,550 6D 5,358 0.48 A A - 38 Harbor Boulevard Orangewood Avenue Convention Way Anaheim 2,560 6D 5,814 0.44 A A - 39 Harbor Boulevard Convention Way Katella Avenue Anaheim 2,730 6D 5,814 0.47 A A - 40 Harbor Boulevard Katella Avenue Disney Way Anaheim 2,990 6D 6,042 0.49 A A - 41 Harbor Boulevard Disney Way Manchester Avenue Anaheim 3,140 6D 6,042 0.52 A A - 42 Harbor Boulevard Manchester Avenue I-5 Freeway Anaheim 3,280 7D 8,911 0.37 A A - 47 Howell Avenue State College Boulevard Sunkist Street Anaheim 1,720 4U 2,508 0.69 B ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 67 Table 5-3: 2030 With Project Arterial Segment Peak Hour LOS, Continued ID Arterial From To Jurisdiction Traffic Volume Mid-Block Lanes Total Capacity V/C LOS AM Peak Hour A - 49 Katella Avenue Euclid Street Ninth Street Anaheim 3,550 6D 5,358 0.81 D A - 50 Katella Avenue Ninth Street Walnut Street Anaheim 2,780 6D 7,980 0.53 A A - 51 Katella Avenue Walnut Street Disneyland Drive Anaheim 3,730 6D 10,640 0.43 A A - 52 Katella Avenue Disneyland Drive Harbor Boulevard Anaheim 3,590 8D 7,600 0.71 C A - 56a Katella Avenue Manchester Avenue Anaheim Way Anaheim 5,360 6D 5,586 0.96 E A - 56b Katella Avenue Anaheim Way Lewis Street Anaheim 5,360 8D 7,448 0.72 C A - 59 Katella Avenue Sportstown Howell Avenue Anaheim 4,020 6D 7,524 0.53 A A - 60 Katella Avenue Howell Avenue SR-57 Freeway Anaheim 4,530 6D 7,524 0.60 A A - 61 Katella Avenue SR-57 Freeway Main Street Anaheim 4,960 6D 6,384 0.78 C A - 65 Lewis Street Katella Avenue Cerritos Avenue Anaheim 2,970 4U 3,040 0.99 E A - 72 Manchester Avenue Orangewood Avenue Katella Avenue Anaheim 2,100 3D 2,508 0.84 D A - 74 Orangewood Avenue Harbor Boulevard Haster Street Anaheim 1,200 4U 3,800 0.32 A A - 75 Orangewood Avenue Haster Street Manchester Avenue Anaheim 2,000 4U 5,168 0.39 A A - 77 Orangewood Avenue State College Boulevard Rampart Street Anaheim 3,280 6D 6,156 0.53 A A - 78 Orangewood Avenue Rampart Street SR-57 Freeway Anaheim 3,730 6D 6,612 0.56 A A - 81 Phoenix Club Drive Honda Center Ball Road Anaheim 1,140 2U 1,482 0.77 C A - 82 Rampart Street Chapman Avenue Orangewood Avenue Anaheim 2,010 4U 2,964 0.68 B A - 87 State College Boulevard Katella Avenue Howell Avenue Anaheim 2,490 6D 3,762 0.66 B PM Peak Hour A - 2 Anaheim Boulevard I-5 Freeway Cerritos Avenue Anaheim 5,090 6D 5,700 0.89 D A - 3 Anaheim Boulevard Cerritos Avenue Ball Road Anaheim 4,300 6D 7,902 0.88 D A - 6 Anaheim Way Orangewood Avenue Katella Avenue Anaheim 3,610 3D 4,180 0.86 D A - 9 Ball Road Disneyland Drive Harbor Boulevard Anaheim 4,100 6D 5,130 0.80 C A - 10 Ball Road Harbor Boulevard Anaheim Boulevard Anaheim 3,100 6D 3,990 0.78 C A - 11 Ball Road Anaheim Boulevard East Street Anaheim 3,550 6D 6,156 0.58 A A - 12 Ball Road East Street State College Boulevard Anaheim 3,520 6D 6,156 0.57 A A - 13 Ball Road State College Boulevard Sunkist Street Anaheim 3,800 6D 5,814 0.65 B A - 14 Ball Road Sunkist Street SR-57 Freeway Anaheim 4,770 6D 7,296 0.65 B A - 19 Cerritos Avenue Sunkist Street Douglass Road Anaheim 2,570 4D 3,268 0.79 C A - 31 Douglass Road Katella Avenue Cerritos Avenue Anaheim 2,290 4U 2,508 0.91 E A - 36 Gene Autry Way I-5 Freeway State College Boulevard Anaheim 4,210 6D 5,358 0.79 C A - 37 Harbor Boulevard Chapman Avenue Orangewood Avenue Anaheim 3,390 6D 3,876 0.87 D A - 38 Harbor Boulevard Orangewood Avenue Convention Way Anaheim 3,260 6D 4,446 0.73 C A - 39 Harbor Boulevard Convention Way Katella Avenue Anaheim 3,580 6D 4,104 0.87 D A - 40 Harbor Boulevard Katella Avenue Disney Way Anaheim 3,560 6D 4,902 0.73 C A - 41 Harbor Boulevard Disney Way Manchester Avenue Anaheim 3,730 6D 4,902 0.76 C A - 42 Harbor Boulevard Manchester Avenue I-5 Freeway Anaheim 3,810 7D 9,975 0.38 A A - 47 Howell Avenue State College Boulevard Sunkist Street Anaheim 2,130 4U 2,812 0.76 C A - 49 Katella Avenue Euclid Street Ninth Street Anaheim 4,320 6D 5,358 0.81 D A - 50 Katella Avenue Ninth Street Walnut Street Anaheim 4,260 6D 7,980 0.53 A A - 51 Katella Avenue Walnut Street Disneyland Drive Anaheim 4,540 6D 10,640 0.43 A A - 52 Katella Avenue Disneyland Drive Harbor Boulevard Anaheim 5,380 8D 7,600 0.71 C A - 56a Katella Avenue Manchester Avenue Anaheim Way Anaheim 5,360 6D 5,586 0.96 E A - 56b Katella Avenue Anaheim Way Lewis Street Anaheim 5,360 8D 7,448 0.72 C ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 68 Table 5-3: 2030 With Project Arterial Segment Peak Hour LOS, Continued ID Arterial From To Jurisdiction Traffic Volume Mid-Block Lanes Total Capacity V/C LOS PM Peak Hour A - 59 Katella Avenue Sportstown Howell Avenue Anaheim 4,020 6D 7,524 0.53 A A - 60 Katella Avenue Howell Avenue SR-57 Freeway Anaheim 4,530 6D 7,524 0.60 A A - 61 Katella Avenue SR-57 Freeway Main Street Anaheim 4,960 6D 6,384 0.78 C A - 65 Lewis Street Katella Avenue Cerritos Avenue Anaheim 3,020 4U 3,040 0.99 E A - 72 Manchester Avenue Orangewood Avenue Katella Avenue Anaheim 2,100 3D 2,508 0.84 D A - 74 Orangewood Avenue Harbor Boulevard Haster Street Anaheim 1,520 4U 3,800 0.40 A A - 75 Orangewood Avenue Haster Street Manchester Avenue Anaheim 2,000 4U 5,168 0.39 A A - 77 Orangewood Avenue State College Boulevard Rampart Street Anaheim 3,280 6D 6,156 0.53 A A - 78 Orangewood Avenue Rampart Street SR-57 Freeway Anaheim 3,730 6D 6,612 0.56 A A - 81 Phoenix Club Drive Honda Center Ball Road Anaheim 1,140 2U 1,482 0.77 C A - 82 Rampart Street Chapman Avenue Orangewood Avenue Anaheim 2,010 4U 2,964 0.68 B A - 87 State College Boulevard Katella Avenue Howell Avenue Anaheim 4,390 6D 5,928 0.74 C NA - Not Applicable Note: Shared segments capacities are identified by the jurisdiction in which the traffic count was taken Caltrans Ramp Termini Intersection Analysis Table 5-4 below presents the results of peak hour delays and levels of service for the ramp termini intersections under the future forecast With Project conditions. Detailed analysis worksheets are included in Appendix H-3. The table indicates that five Caltrans ramp intersections operate at an unacceptable LOS in either the AM or PM peak hour: · Anaheim Boulevard at I-5 NB Ramps (PM peak hour) · Manchester Avenue (I-5 Southbound Ramps) at Katella Avenue (PM peak hour) · Anaheim Way (I-5 Southbound Ramps) at Katella Avenue (PM peak hour) · Orangewood Avenue at SR-57 Southbound Ramps (PM peak hour) · SR-22 Westbound Ramps at Metropolitan Drive (PM Peak Hour) The ramp termini intersections have previously been evaluated based on the ICU methodology and in general the analysis LOS results are consistent. However, two ramp termini intersections in particular operate at different levels of service when comparing the ICU and HCM analysis: Manchester Avenue (I-5 Southbound Ramps) at Katella Avenue, SR-22 Westbound at Metropolitan Drive (I-98). These intersections are deficient only under the HCM analysis indicating that the deficiency is generally the result of operational issues, such as insufficient or excessive signal timings for pedestrian crossings. For these deficient locations, improvement strategies for the above locations will be applied for both analysis methodologies. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 69 Table 5-4: 2030 With Project Ramp Termini Intersection LOS ID Intersection AM Peak Hour PM Peak Hour Delay LOS Delay LOS I-9 Harbor Boulevard / I-5 Northbound Ramps 11.0 B 21.8 C I-10 Harbor Boulevard / I-5 Southbound Ramps 8.8 A 9.4 A I-17 I-5 Southbound Off Ramp / Disney Way 21.7 C 16.9 B I-21 Anaheim Boulevard / I-5 Northbound Ramps 10.5 B 83.1 F I-22 Anaheim Boulevard / Disney Way 25.4 C 46.3 D I-26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 40.8 D 75.7 E I-27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 24.6 C 88.9 F I-37 I-5 HOV Ramps / Gene Autry Way 35.5 D 18.5 B I-55 State College Boulevard / I-5 Northbound Ramps 32.1 C 27.2 C I-56 State College Boulevard / I-5 Southbound Ramps 54.1 D 24.2 C I-66 Ball Road / SR-57 Northbound Ramps 15.6 B 14.7 B I-67 Ball Road / SR-57 Southbound Ramps 24.9 C 24.8 C I-68 SR-57 Northbound Ramps / Katella Avenue 11.4 B 11.9 B I-69 SR-57 Southbound Ramps / Katella Avenue 19.9 B 10.9 B I-70 Orangewood Avenue / SR-57 Northbound Ramps 12.4 B 9.4 A I-71 Orangewood Avenue / SR-57 Southbound Ramps 30.0 C 81.1 F I-95 I-5 Ramps / Chapman Avenue 23.2 C 29.6 C I-97 SR-22 Eastbound Ramps / The City Drive 23.9 C 31.2 C I-98 SR-22 Westbound Ramps/ Metropolitan Drive 51.9 D 68.2 E I-99 SR-57 Northbound Ramps / Chapman Avenue 5.1 A 4.6 A I-100 SR-57 Southbound Ramps / Chapman Avenue 47.9 D 54.5 D Caltrans Ramp Termini Off-Ramp Queuing Analysis Table 5-5 presents the off-ramp queue and control delay determined by for the study area off-ramp termini intersections under 2030 With Project conditions. Detailed queuing analysis worksheets are included in Appendix M-3. The analysis indicates that no Caltrans Ramp intersections are forecast to have a queuing length that is greater than the off-ramp storage length. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 70 Table 5-5: 2030 With Project Ramp Termini Off-Ramp Queuing Length Analysis ID Ramp Termini Intersection Off-Ramp # of Lanes Off-Ramp Storage Length (feet) Off-Ramp Queue Length Control Delay (sec) Deficient Storage Length AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour L T R L T R L T R L T R L T R L T R I - 9 Harbor Boulevard / I-5 Northbound Ramps 1.5 1.5 400 1,280 80 120 160 320 23.0 35.6 30.2 60.9 No I - 10 Harbor Boulevard / I-5 Southbound Ramps 2 1 1,240 190 140 120 56.9 56.9 No I - 17 I-5 SB Off Ramp / Disney Way 1.33 0.33 1.33 940 380 380 230 240 200 200 61.4 66.5 56.3 57.5 No I - 26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 1.5 1.5 720 720 1,710 100 10 200 100 70 68.7 19.1 79.1 39.4 26.9 No I - 27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 1.5 3 0.5 1,540 1,060 330 320 670 690 48.7 41.2 111.9 111.1 No I - 37 I-5 HOV NB Ramps / Gene Autry Way 1 2 n/a 1,510 20 0 40 0 29.5 12.6 46.2 8.8 No I-5 HOV SB Ramps / Gene Autry Way 2 1 1,340 n/a 290 10 170 0 48.2 12.2 67.7 13.4 No I - 55 State College Boulevard / I-5 Northbound Ramps 1.5 1.5 2 1,580 690 690 230 240 150 80 84 160 103.6 86.0 40.5 54.0 50.4 64.4 No I - 56 State College Boulevard / I-5 Southbound Ramps 1.5 0.5 2 2,960 2,190 1,590 50 1,000 110 70 620 100 18.2 128.3 20.0 20.5 66.1 21.2 No I - 66 Ball Road / SR-57 Northbound Ramps 1.5 1.5 1,030 680 240 240 230 220 45.9 58.2 45.0 56.7 No I - 67 Ball Road / SR-57 Southbound Ramps 1 2 1,290 570 540 370 410 240 47.3 29.9 67.0 35.8 No I - 68 SR-57 Northbound Ramps / Katella Avenue 1.5 1.5 1,030 590 250 250 200 200 41.9 51.3 49.5 59.2 No I - 69 SR-57 Southbound Ramps / Katella Avenue 1 2 930 600 240 310 170 240 41.3 48.8 43.9 53.6 No I - 70 Orangewood Avenue / SR-57 Northbound Ramps 1.5 1.5 650 350 140 210 70 70 39.7 68.0 50.7 60.8 No I - 71 Orangewood Avenue / SR-57 Southbound Ramps 1.5 1.5 1,050 630 340 240 200 150 310 270 247 91.2 72.5 47.6 162.2 139.5 127.2 No I - 95 I-5 Ramps / Chapman Avenue 2 1 1,080 220 200 60 240 0 29.2 11.5 34.1 5.3 No I - 97 SR-22 Eastbound Ramps / The City Drive 1.33 0.33 1.33 870 650 400 180 190 160 170 62.1 63.3 57.6 59.5 No I - 98 SR-22 Westbound Ramps/ Metropolitan Drive 2 0 2 900 320 160 300 420 30 30.8 28.8 102.7 8.1 No I - 99 SR-57 Northbound Ramps / Chapman Avenue 1 1 1,240 760 70 0 40 0 63.3 14.4 60.9 17.8 No I - 100 SR-57 Southbound Ramps / Chapman Avenue 0.5 0.5 1 580 1,000 270 50 130 350 87.4 16.2 50.3 129.4 No ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 71 Caltrans Freeway Ramp HCM Analysis Table 5-6 summarizes HCM analysis results for the study area ramps for the AM and PM peak hours. Per the Caltrans Highway Design Manual, a 2-lane on or off-ramp should be provided where volumes exceed 1,500 vehicles per hour during either the AM or PM peak hour. The Southbound SR-57 Off- Ramp to Ball Road forecast volume exceeds this criteria during the AM peak hour and should be monitored; however there is no difference between the No Project and With Project volumes at this location, therefore the project has no responsibility for improvements at this location. Detailed analysis worksheets are included in Appendix I-3. According to the analysis the following freeway ramps are deficient under either the AM or PM peak hour 2030 With Project conditions: · I-5 Northbound Connector from SR-22 Eastbound (PM Peak Hour) · I-5 Northbound Off-Ramp to Chapman Avenue (PM Peak Hour) · I-5 Northbound Off-Ramp to State College Boulevard (PM Peak Hour) · I-5 Northbound On-Ramp from State College Boulevard/Chapman Avenue (PM Peak Hour) · I-5 Northbound Off-Ramp to Katella Avenue (PM Peak Hour) · I-5 Northbound HOV On-Ramp from Gene Autry Way (PM Peak Hour) · I-5 Northbound On-Ramp from Anaheim Boulevard (PM Peak Hour) · I-5 Northbound Off-Ramp to Harbor Boulevard (PM Peak Hour) · I-5 Northbound On-Ramp from Harbor Boulevard (PM Peak Hour) · I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue (PM Peak Hour) · I-5 Southbound On-Ramp from Katella Avenue (PM Peak Hour) · I-5 Southbound On-Ramp from Orangewood Avenue (PM Peak Hour) · I-5 Southbound Connector to SR-22 Westbound (PM Peak Hour) · SR-57 Northbound Off-Ramp to Ball Road (PM Peak Hour) · SR-57 Southbound Off-Ramp to Ball Road (AM Peak Hour) · SR-57 Southbound Off-Ramp to Katella Avenue (AM and PM Peak Hour) · SR-57 Southbound On-Ramp from Orangewood Avenue (PM Peak Hour) · SR-22 Eastbound Off-Ramp to Fairview Street (PM Peak Hour) · SR-22 Eastbound On-Ramp from Fairview Street (PM Peak Hour) · SR-22 Eastbound Connector to I-5/SR-57/The City Drive/Bristol Street (PM Peak Hour) · SR-22 Eastbound Collector/Distributor Off-Ramp to The City Drive (PM Peak Hour) · SR-22 Westbound On-Ramp from Haster Street (PM Peak Hour) As compared to the No Project scenario, there are three additional deficient ramps under the With Project scenario, the Southbound I-5 On-ramp from Katella Avenue, the Northbound SR-57 Off- Ramp to Ball Road and the Southbound SR-57 On-Ramp from Orangewood Avenue, all under PM Peak Hour conditions. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 72 Table 5-6: 2030 With Project Freeway Ramp HCM LOS ID Ramp Segment Ramp # of Lane A.M. Peak Hour P.M. Peak Hour Mainline Volume Ramp Volume Density (pc/mi/ln) LOS Mainline Volume Ramp Volume Density (pc/mi/ln) LOS R - 1 I-5 NB Connector from SR-22 EB* 2 5,320 2,020 30.2 D 9,390 2,800 > Capacity F R - 2 I-5 NB Off-Ramp to Chapman Avenue 1 7,170 340 25.0 C 12,190 420 > Capacity F R - 3 I-5 NB Off-Ramp to State College Boulevard 2 6,830 1,350 13.4 B 11,770 890 > Capacity F R - 4 I-5 NB HOV Off-Ramp to Gene Autry Way/Disney Way 1 1,520 110 13.5 B 2,050 160 18.3 B R - 5 I-5 NB On-Ramp from State College Boulevard/Chapman Avenue 1 5,700 230 18.9 B 10,880 440 > Capacity F R - 6 I-5 NB Off-Ramp to Katella Avenue** 2 5,810 1,050 22.5 C 9,460 1,740 36.6 E R - 7 I-5 NB On-Ramp from Orangewood Avenue 1 4,860 370 21.3 C 7,760 570 32.9 D R - 8 I-5 NB On-Ramp from Katella Avenue 1 5,230 260 22.4 C 8,290 410 34.1 D R - 9 I-5 NB HOV On-Ramp from Gene Autry Way 1 1,250 220 24.6 C 1,800 930 39.1 E R - 10 I-5 NB On-Ramp from Anaheim Boulevard 1 5,490 440 24.1 C 8,700 1,290 > Capacity F R - 11 I-5 NB Off-Ramp to Harbor Boulevard 1 5,780 820 24.3 C 10,090 1,010 38.4 E R - 12 I-5 NB On-Ramp from Harbor Boulevard 1 4,980 290 21.1 C 9,080 740 > Capacity F R - 13 I-5 SB Off-Ramp to Harbor Boulevard 1 7,870 700 29.4 D 8,830 700 32.6 D R - 14 I-5 SB On-Ramp from Harbor Boulevard 1 7,170 1,260 29.3 D 8,140 1,020 30.0 D R - 15 I-5 SB Off-Ramp to Disney Way/Anaheim Boulevard 1 8,430 730 31.4 D 9,150 590 33.1 D R - 16 I-5 SB Off-Ramp to Katella Avenue/Orangewood Avenue** 2 6,230 940 30.1 D 7,770 410 37.6 E R - 17 I-5 SB HOV Off-Ramp to Gene Autry Way 1 2,910 800 26.1 C 2,690 450 24.1 C R - 18 I-5 SB On-Ramp from Anaheim Boulevard 1 5,380 440 23.7 C 7,410 590 31.8 D R - 19 I-5 SB On-Ramp from Katella Avenue 1 5,810 960 29.3 D 7,970 810 > Capacity F R - 20 I-5 SB Off-Ramp to State College Boulevard/Chapman Avenue 1 6,470 640 22.7 C 8,640 870 31.0 D R - 21 I-5 SB HOV On-Ramp from Gene Autry Way 1 2,170 240 22.0 C 2,370 330 24.3 C R - 22 I-5 SB On-Ramp from Orangewood Avenue 1 5,840 700 27.3 C 7,800 900 35.6 E R - 23 I-5 SB On-Ramp from State College Boulevard 1 6,530 240 20.0 B 8,670 320 26.2 C R - 24 I-5 SB On-Ramp from Chapman Avenue 1 6,770 480 20.1 C 8,990 670 25.2 C R - 25 I-5 SB Connector to SR-22 WB 1 7,250 950 28.4 D 9,610 1,320 38.1 E R - 26 I-5 SB Connector to SR-22 EB 2 6,350 1,060 11.2 B 8,290 1,350 16.2 B R - 27 SR-57 NB Off-Ramp to Chapman Avenue 1 3,890 160 23.7 C 5,340 180 30.6 D R - 28 SR-57 NB On-Ramp from Chapman Avenue WB 1 6,170 260 17.6 B 9,780 430 25.5 C R - 29 SR-57 NB On-Ramp from Chapman Avenue EB 1 5,950 220 19.4 B 9,460 320 29.1 D ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 73 Table 5-6: 2030 With Project Freeway Ramp HCM LOS, Continued ID Ramp Segment Ramp # of Lane A.M. Peak Hour P.M. Peak Hour Mainline Volume Ramp Volume Density (pc/mi/ln) LOS Mainline Volume Ramp Volume Density (pc/mi/ln) LOS R - 30 SR-57 NB Off-Ramp to Orangewood Avenue 1 6,430 720 25.8 C 10,210 320 34.6 D R - 31 SR-57 NB On-Ramp from Orangewood Avenue WB 1 6,010 340 19.9 B 10,240 690 34.7 D R - 32 SR-57 NB On-Ramp from Orangewood Avenue EB 1 5,710 300 19.4 B 9,890 350 30.8 D R - 33 SR-57 NB Off-Ramp to Katella Avenue 1 5,320 970 23.2 C 9,180 770 33.7 D R - 34 SR-57 NB On-Ramp from Katella Avenue WB 1 4,750 240 16.8 B 8,910 520 28.8 D R - 35 SR-57 NB On-Ramp from Katella Avenue EB 1 4,350 400 17.0 B 8,410 500 27.0 C R - 36 SR-57 NB Off-Ramp to Ball Road 1 5,140 910 22.3 C 9,840 980 36.9 E R - 37 SR-57 NB On-Ramp from Ball Road WB 1 4,750 420 18.2 B 9,510 900 33.9 D R - 38 SR-57 NB On-Ramp from Ball Road EB 1 4,230 520 17.6 B 8,860 650 29.7 D R - 39 SR-57 SB Off-Ramp to Ball Road 1 8,720 1,770 37.4 E 8,250 1,210 32.9 D R - 40 SR-57 SB On-Ramp from Ball Road WB 1 6,950 240 27.8 C 7,100 520 30.5 D R - 41 SR-57 SB On-Ramp from Ball Road EB 1 7,190 670 32.0 D 7,600 580 32.7 D R - 42 SR-57 SB Off-Ramp to Katella Avenue 1 8,490 1,100 40.1 E 8,360 800 37.9 E R - 43 SR-57 SB On-Ramp from Katella Avenue WB 1 7,390 260 29.4 D 7,570 510 32.0 D R - 44 SR-57 SB On-Ramp from Katella Avenue EB 1 7,650 180 29.6 D 8,070 510 33.7 D R - 45 SR-57 SB Off-Ramp to Orangewood Avenue 1 7,980 870 30.3 D 9,160 930 34.4 D R - 46 SR-57 SB On-Ramp from Orangewood Avenue 1 7,110 250 28.4 D 8,230 700 > Capacity F R - 47 SR-57 SB Off-Ramp to Chapman Avenue 1 7,360 530 26.5 C 8,930 680 32.4 D R - 48 SR-57 SB On-Ramp from Chapman Avenue 1 1,370 430 17.3 B 1,790 600 22.3 C R - 49 SR-22 EB Off-Ramp to Fairview Street 1 7,130 260 30.0 D 8,530 300 35.8 E R - 50 SR-22 EB On-Ramp from Fairview Street 1 6,870 980 33.2 D 8,230 1,360 > Capacity F R - 51 SR-22 EB Connector to I-5/SR-57/The City Drive/Bristol Street** 3 7,000 5,010 33.2 D 9,110 6,690 > Capacity F R - 52 SR-22 EB Collector/Distributor Off-Ramp to The City Drive 1 5,010 330 29.2 D 6,690 460 > Capacity F R - 53 SR-22 EB Connector from I-5 SB/SR-57 SB 2 2,900 2,090 26.6 C 3,230 2,950 35.0 D R - 54 SR-22 WB Connector to I-5 SB/SR-57 SB 2 4,460 1,940 14.8 B 6,630 2,400 23.2 C R - 55 SR-22 WB On-Ramp from The City Drive 1 2,000 380 22.2 C 2,570 490 27.9 C R - 56 SR-22 WB Connector from I-5 SB/SR-57 SB 2 4,720 2,000 24.3 C 7,280 2,570 33.9 D R - 57 SR-22 WB Off-Ramp to Haster Street 2 7,040 650 11.7 B 10,340 870 21.5 C R - 58 SR-22 WB On-Ramp from Haster Street 1 6,400 550 28.2 D 9,470 810 > Capacity F * Major Merge Analysis Utilized to calculate density Major Diverge Analysis Utilized to calculate density ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 74 Caltrans Freeway Mainline HCM Analysis Table 5-7 summarizes 2030 AM and PM peak hour With Project HCM analysis results for study area mainline segments. Detailed HCM worksheets for the 2030 With Project scenario are included in Appendix J-3. The following freeway mainline segments are deficient under either the AM or PM peak hours: · I-5 Northbound between SR-91 and Brookhurst Street (PM Peak Hour) · I-5 Northbound between Brookhurst Street and Euclid Street (PM Peak Hour) · I-5 Northbound between Euclid Street and Lincoln Avenue (PM Peak Hour) · I-5 Southbound between Euclid Street and Lincoln Avenue (AM and PM Peak Hour) · I-5 Northbound between Lincoln Avenue and Harbor Boulevard (PM Peak Hour) · I-5 Northbound between Harbor Boulevard and Katella Avenue (PM Peak Hour) · I-5 Northbound between SR-22 and 17th Street (PM Peak Hour) · I-5 Southbound between SR-22 and 17th Street (AM and PM Peak Hour) · I-5 Northbound between 17th Street and Grand Avenue (PM Peak Hour) · I-5 Southbound between 17th Street and Grand Avenue (PM Peak Hour) · I-5 Northbound between Grand Avenue and 4th Street (PM Peak Hour) · I-5 Southbound between Grand Avenue and 4th Street (PM Peak Hour) · I-5 Northbound between 4th Street and SR-55 (PM Peak Hour) · SR-57 Southbound between Katella Avenue and Ball Road (AM and PM Peak Hour) · SR-57 Northbound between Ball Road and Lincoln Avenue (PM Peak Hour) · SR-57 Northbound between SR-91 and Lincoln Avenue (PM Peak Hour) · SR-22 Eastbound between Brookhurst Street and Euclid Street (PM Peak Hour) · SR-22 Westbound between Brookhurst Street and Euclid Street (PM Peak Hour) · SR-22 Eastbound between Euclid Street and Harbor Boulevard (PM Peak Hour) · SR-22 Westbound between Euclid Street and Harbor Boulevard (PM Peak Hour) · SR-22 Eastbound between Harbor Boulevard and Fairview Street (PM Peak Hour) · SR-22 Westbound between Harbor Boulevard and Haster Street (PM Peak Hour) · SR-22 Westbound between Haster Street and The City Drive/I-5 (PM Peak Hour) When comparing the No Project and With Project scenarios, there are no additional deficiencies under With Project conditions. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 75 Table 5-7: 2030 With Project Freeway Mainline HCM LOS ID Freeway Segment Northbound / Eastbound Southbound / Westbound A.M. Peak Hour P.M. Peak Hour A.M. Peak Hour P.M. Peak Hour Volume Density (pc/mi/ln) LOS Volume Density (pc/mi/ln) LOS Volume Density (pc/mi/ln) LOS Volume Density (pc/mi/ln) LOS F - 1 I-5 between SR-91 and Brookhurst Street 6,020 18.9 C 10,040 36.9 E 7,200 18.9 C 8,010 21.0 C F - 2 I-5 between Brookhurst Street and Euclid Street 6,300 19.8 C 10,420 40.0 E 7,360 23.4 C 8,840 29.5 D F - 3 I-5 between Euclid Street and Lincoln Avenue 6,300 19.8 C 10,830 44.1 E 7,830 35.1 E 8,860 > 45.0 F F - 4 I-5 between Lincoln Avenue and Harbor Boulevard 6,460 20.3 C 11,240 > 45.0 F 7,870 25.3 C 8,830 29.5 D F - 5 I-5 between Harbor Boulevard and Katella Avenue 5,780 18.2 C 10,090 37.3 E 6,230 19.6 C 7,770 24.9 C F - 6 I-5 between Katella Avenue and State College Boulevard 5,810 18.3 C 9,460 32.9 D 6,470 20.3 C 8,640 28.6 D F - 7 I-5 between State College Boulevard and SR-22 6,830 17.7 B 11,770 34.6 D 8,210 21.4 C 10,020 26.9 D F - 8 I-5 between SR-22 and 17th Street 8,470 22.0 C 14,590 > 45.0 F 12,120 36.3 E 14,900 > 45.0 F F - 9 I-5 between 17th Street and Grand Avenue 8,800 22.9 C 13,780 > 45.0 F 10,230 27.5 D 13,220 44.4 E F - 10 I-5 between Grand Avenue and 4th Street 8,640 22.4 C 13,380 > 45.0 F 9,950 26.5 D 13,050 42.9 E F - 11 I-5 between 4th Street and SR- 55 8,590 22.3 C 13,070 43.1 E 8,900 23.2 C 11,890 34.9 D F - 12 SR-57 between SR-22 and Orangewood Avenue 6,430 16.6 B 10,210 27.4 D 7,010 21.8 C 8,550 27.6 D F - 13 SR-57 between Orangewood Avenue and Katella Avenue 5,320 16.5 B 9,180 30.6 D 7,980 25.2 C 9,160 30.5 D F - 14 SR-57 between Katella Avenue and Ball Road 5,140 15.9 B 9,840 34.5 D 8,490 40.4 E 8,360 39.0 E F - 15 SR-57 between Ball Road and Lincoln Avenue 5,230 16.2 B 10,390 38.5 E 8,720 28.4 D 8,250 26.3 D F - 16 SR-57 between SR-91 and Lincoln Avenue 5,090 15.8 B 10,940 43.6 E 9,410 24.7 C 8,720 22.7 C F - 17 SR-22 between Brookhurst Street and Euclid Street 6,870 27.6 D 8,090 36.0 E 5,640 21.8 C 8,720 42.6 E F - 18 SR-22 between Euclid Street and Harbor Blvd. 7,310 30.2 D 8,630 41.6 E 6,210 24.3 C 9,490 > 45.0 F F - 19 SR-22 between Harbor Boulevard and Fairview Street/Haster Street 7,130 29.0 D 8,530 40.4 E 6,370 25.0 C 9,590 > 45.0 F F - 20 SR-22 between Fairview Street/Haster Street and The City Drive/I-5 7,000 21.7 C 9,110 30.0 D 7,040 21.8 C 10,340 37.7 E F - 21 SR-22 between I-5 and Main Street 4,980 19.2 C 6,090 23.7 C 4,460 17.2 B 6,630 26.3 D F - 22 SR-22 between Main Street and Glassell Street 4,290 16.5 B 6,360 25.0 C 4,580 17.6 B 5,880 22.8 C F - 23 SR-22 between Glassell Street and SR-55 3,490 10.8 A 5,580 17.2 B 4,440 17.1 B 5,210 20.1 C Caltrans Freeway Weaving HCM Analysis Tables 5-8 and 5-9 summarize HCM analysis results for the weaving areas for the study area freeways for the AM and PM peak hours. Under the 2030 With Project scenario, there are several freeway weaves identified as being deficient in either the AM or PM peak hours. Coordination with Caltrans will be required for proposed capacity or operational improvements to the freeway mainline segments or ramps, which may improve the weaving LOS. Detailed HCM weaving analysis ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 76 worksheets for the 2030 With Project scenario are included in Appendix K-3. The deficient weaving segments are as follows: · I-5 Northbound between Lincoln Avenue On-Ramp and Euclid Street Off-Ramp (PM Peak Hour) · I-5 Northbound between Disneyland Drive On-Ramp and Lincoln Avenue Off-Ramp (PM Peak Hour) · I-5 Southbound between Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp (PM Peak Hour) · I-5 Northbound between Anaheim Boulevard On-Ramp and Harbor Boulevard Off-Ramp (PM Peak Hour) · I-5 Northbound between State College Boulevard On-Ramp and Katella Avenue Off-Ramp (PM Peak Hour) · I-5 Southbound between Katella Avenue On-Ramp and State College Boulevard Off-Ramp (PM Peak Hour) · I-5 Northbound between SR-22 Connector and Chapman Avenue Off-Ramp (PM Peak Hour) · I-5 Southbound between State College Boulevard / Chapman Avenue On-Ramp and SR-22 Connector (PM Peak Hour) · I-5 Northbound between Main Street On-Ramp and SR-22 WB Connector (PM Peak Hour) · I-5 Northbound between 17th Street On-Ramp and Main Street Off-Ramp (PM Peak Hour) · I-5 Southbound between Main Street On-Ramp and 17th Street / Penn Way Off-Ramp (AM and PM Peak Hour) · I-5 Northbound between Grand Avenue On-Ramp and 17th Street Off-Ramp (PM Peak Hour) · I-5 Southbound between Penn Way On-Ramp and Santa Ana Boulevard Off-Ramp (AM and PM Peak Hour) · I-5 Northbound between Fourth Street On-Ramp and Grand Avenue Off-Ramp (PM Peak Hour) · I-5 Southbound between Santa Ana Boulevard On-Ramp and Fourth Street Off-Ramp (PM Peak Hour) · I-5 Northbound between SR-55 Connector and First Street Off-Ramp (PM Peak Hour) · I-5 Southbound between First Street On-Ramp and SR-55 Southbound Connector (PM Peak Hour) · SR-57 Southbound between Orangewood Avenue On-Ramp and Chapman Avenue Off- Ramp (PM Peak Hour) · SR-57 Southbound between Katella Avenue On-Ramp and Orangewood Avenue Off-Ramp (PM Peak Hour) · SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp (PM Peak Hour) · SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp (AM and PM Peak Hour) · SR-57 Northbound between Lincoln Avenue On-Ramp and SR-91 Eastbound Connector (PM Peak Hour) · SR-57 Southbound between SR-91 Eastbound Connector and Lincoln Avenue Off-Ramp (PM Peak Hour) ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 77 · SR-22 Westbound between Harbor Boulevard On-Ramp and Euclid Street Off-Ramp (PM Peak Hour) · SR-22 Eastbound between Fairview Street / Garden Grove Boulevard On-Ramp and Collector / Distributor The City Drive Off-Ramp (AM and PM Peak Hour) · SR-22 Westbound between Metropolitan Drive On-Ramp and Haster Street Off-Ramp (PM Peak Hour) · SR-22 Eastbound Collector / Distributor between The City Drive On-Ramp and Bristol Street Off-Ramp (AM and PM Peak Hour) · SR-22 Westbound between La Veta Avenue On-Ramp and Metropolitan Drive Off-Ramp (AM and PM Peak Hour) · SR-22 Eastbound Collector / Distributor between Bristol Street On-Ramp and I-5 Southbound Connector (AM and PM Peak Hour) · SR-22 Eastbound between SR-57 Southbound Connector and Town and Country Road Off- Ramp (PM Peak Hour) · SR-22 Westbound between La Veta Avenue On-Ramp and I-5 / SR-57 Northbound Connector (PM Peak Hour) · SR-22 Eastbound between Town and Country Road On-Ramp and Glassell Street Off-Ramp (PM Peak Hour) Within the deficient weaving segments identified above, the following two freeway weaving segments become deficient under the With Project scenario and are not deficient under the No Project scenario: · SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp (PM Peak Hour) ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 78 Table 5-8: 2030 With Project Freeway Weaving AM Peak Hour HCM LOS ID Weaving Segment Weaving Length (Ft) Weaving Movement Volume Density (pc/mi/ln) LOS A-C B-D A-D B-C W - 1 I-5 NB b/w Brookhurst Street On-Ramp and SR-91 EB Off-Ramp 2,980 Not Applicable I-5 SB b/w SR-91 Connector / Magnolia Avenue On-Ramp and Brookhurst Street Off- Ramp 3,390 W - 2 I-5 NB b/w Euclid Street On-Ramp and Brookhurst Street Off-Ramp 2,890 I-5 SB b/w Brookhurst Street On-Ramp and Euclid Street Off-Ramp 2,540 W - 3 I-5 NB b/w Lincoln Avenue On-Ramp and Euclid Street Off-Ramp 2,000 5,600 10 460 230 21.9 B W - 4 I-5 NB b/w Disneyland Drive On-Ramp and Lincoln Avenue Off-Ramp 1,680 5,610 20 540 290 22.9 B I-5 SB b/w Lincoln Avenue On-Ramp and Disneyland Drive Off-Ramp 3,060 Not Applicable W - 5 I-5 SB b/w Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp 1,520 6,490 40 660 680 32.9 D W - 6 I-5 NB b/w Anaheim Boulevard On-Ramp and Harbor Boulevard Off-Ramp 2,080 4,110 40 780 850 24.1 C I-5 SB b/w Harbor Boulevard On-Ramp and Disney Way Off-Ramp 2,650 Not Applicable W - 7 I-5 NB b/w State College Boulevard On-Ramp and Katella Avenue Off-Ramp 2,350 4,540 10 1,040 220 21.1 B I-5 SB b/w Katella Avenue On-Ramp and State College Boulevard Off-Ramp 1,870 4,920 50 590 910 26.8 C W - 8 I-5 NB b/w SR-22 Connector and Chapman Avenue Off-Ramp 1,720 3,720 100 240 1,920 24.6 C I-5 SB b/w State College Boulevard / Chapman Avenue On-Ramp and SR-22 Connector 1,510 5,660 10 940 230 27.7 C W - 9 I-5 NB b/w Main Street On-Ramp and SR-22 WB Connector 1,740 5,050 60 840 1,110 27.9 C W - 10 I-5 NB b/w 17th Street On-Ramp and Main Street Off-Ramp 1,530 6,620 10 1,170 240 33.6 D I-5 SB b/w Main Street On-Ramp and 17th Street / Penn Way Off-Ramp 1,510 9,110 30 440 520 > Capacity F W - 11 I-5 NB b/w Grand Avenue On-Ramp and 17th Street Off-Ramp 2,110 6,330 20 510 470 27.8 C I-5 SB b/w Penn Way On-Ramp and Santa Ana Boulevard Off-Ramp 1,260 7,370 30 610 520 36.5 E ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 79 Table 5-8: 2030 With Project Freeway Weaving AM Peak Hour HCM LOS, Continued ID Weaving Segment Weaving Length (Ft) Weaving Movement Volume Density (pc/mi/ln) LOS A-C B-D A-D B-C W - 12 I-5 NB b/w Fourth Street On-Ramp and Grand Avenue Off-Ramp 1,820 6,370 20 370 440 27.3 C I-5 SB b/w Santa Ana Boulevard On-Ramp and Fourth Street Off-Ramp 2,500 7,370 20 580 320 28.8 C W - 13 I-5 NB b/w SR-55 Connector and First Street Off-Ramp 1,750 4,090 120 670 2,280 31.9 C I-5 SB b/w First Street On-Ramp and SR-55 SB Connector 1,580 4,830 40 1,860 690 31.8 C W - 14 SR-57 NB b/w Chapman Avenue On-Ramp and Orangewood Avenue Off-Ramp 1,230 4,390 10 710 250 19.4 B SR-57 SB b/w Orangewood Avenue On-Ramp and Chapman Avenue Off-Ramp 1,140 6,240 10 520 240 28.2 C W - 15 SR-57 NB b/w Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 1,360 4,030 20 950 320 20.0 B SR-57 SB b/w Katella Avenue On-Ramp and Orangewood Avenue Off-Ramp 1,780 6,940 10 860 170 31.5 C W - 16 SR-57 NB b/w Katella Avenue On-Ramp and Ball Road Off-Ramp 2,130 4,000 10 900 230 18.3 B SR-57 SB b/w Ball Road On-Ramp and Katella Avenue Off-Ramp 2,490 6,750 30 1,070 640 > Capacity F W - 17 SR-57 NB b/w Ball Road On-Ramp and Lincoln Avenue Off-Ramp 4,950 Not Applicable SR-57 SB b/w Lincoln Avenue On-Ramp and Ball Road Off-Ramp 5,160 W - 18 SR-57 NB b/w Lincoln Avenue On-Ramp and SR-91 EB Connector 2,250 3,620 20 1,050 400 18.8 B SR-57 SB b/w SR-91 EB Connector and Lincoln Avenue Off-Ramp 1,620 5,830 60 860 1,090 35.2 D W - 19 SR-22 EB b/w Brookhurst Street On-Ramp and Euclid Street Off-Ramp 3,370 Not Applicable SR-22 WB b/w Euclid Street On-Ramp and Brookhurst Street Off-Ramp 5,270 W - 20 SR-22 EB b/w Euclid Street On-Ramp and Harbor Boulevard Off-Ramp 2,640 SR-22 WB b/w Harbor Boulevard On-Ramp and Euclid Street Off-Ramp 2,260 4,930 20 880 380 28.6 C W - 21 SR-22 EB b/w Harbor Boulevard On-Ramp and Fairview Street Off-Ramp 2,770 Not Applicable SR-22 WB b/w Haster Street / Garden Grove Boulevard On-Ramp and Harbor Boulevard Off-Ramp 2,540 W - 22 SR-22 EB b/w Fairview Street / Garden Grove Boulevard On-Ramp and Collector/Distributor The City Drive Off-Ramp 2,350 1,060 50 4,960 930 > Capacity F SR-22 WB b/w Metropolitan Drive On-Ramp and Haster Street Off-Ramp 2,390 6,030 20 630 360 24.5 C W - 23 SR-22 EB Collector/Distributor b/w The City Drive On-Ramp and Bristol Street Off- Ramp 970 4,520 30 160 490 38.6 E SR-22 WB b/w La Veta Avenue On-Ramp and Metropolitan Drive Off-Ramp 1,430 6,170 30 1,230 490 > Capacity F W - 24 SR-22 EB Collector/Distributor b/w Bristol Street On-Ramp and I-5 SB Connector 850 3,370 40 1,640 800 > Capacity F W - 25 SR-22 EB b/w SR-57 SB Connector and Town and Country Road Off-Ramp 1,180 1,700 100 1,190 1,990 33.8 D SR-22 WB b/w La Veta Avenue On-Ramp and I-5 / SR-57 NB Connector 1,810 1,810 40 1,900 710 26.5 C W - 26 SR-22 EB b/w Town and Country Road On-Ramp and Glassell Street Off-Ramp 1,250 2,970 30 650 640 24.1 C SR-22 WB b/w Glassell Street On-Ramp and La Veta Avenue Off-Ramp 1,270 3,170 30 840 540 26.2 C W - 27 SR-22 EB b/w Glassell Street On-Ramp and Tustin Street Off-Ramp 2,780 Not Applicable SR-22 WB b/w Tustin Street On-Ramp and Glassell Street Off-Ramp 3,040 ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 80 Table 5-9: 2030 With Project Freeway Weaving PM Peak Hour HCM LOS ID Weaving Segment Weaving Length (Ft) Weaving Movement Volume Density (pc/mi/ln) LOS A-C B-D A-D B-C W - 1 I-5 NB b/w Brookhurst Street On-Ramp and SR-91 EB Off-Ramp 2,980 Not Applicable I-5 SB b/w SR-91 Connector / Magnolia Avenue On-Ramp and Brookhurst Street Off-Ramp 3,390 W - 2 I-5 NB b/w Euclid Street On-Ramp and Brookhurst Street Off-Ramp 2,890 I-5 SB b/w Brookhurst Street On-Ramp and Euclid Street Off-Ramp 2,540 W - 3 I-5 NB b/w Lincoln Avenue On-Ramp and Euclid Street Off-Ramp 2,000 9,860 20 650 300 39.1 E W - 4 I-5 NB b/w Disneyland Drive On-Ramp and Lincoln Avenue Off-Ramp 1,680 10,070 20 680 470 > Capacity F I-5 SB b/w Lincoln Avenue On-Ramp and Disneyland Drive Off-Ramp 3,060 Not Applicable W - 5 I-5 SB b/w Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp 1,520 7,150 50 650 980 38.7 E W - 6 I-5 NB b/w Anaheim Boulevard On-Ramp and Harbor Boulevard Off-Ramp 2,080 7,850 60 950 1,230 > Capacity F I-5 SB b/w Harbor Boulevard On-Ramp and Disney Way Off-Ramp 2,650 Not Applicable W - 7 I-5 NB b/w State College Boulevard On-Ramp and Katella Avenue Off-Ramp 2,350 7,300 20 1,720 420 37.0 E I-5 SB b/w Katella Avenue On-Ramp and State College Boulevard Off-Ramp 1,870 6,980 20 850 790 36.7 E W - 8 I-5 NB b/w SR-22 Connector and Chapman Avenue Off-Ramp 1,720 7,080 140 280 2,660 > Capacity F I-5 SB b/w State College Boulevard / Chapman Avenue On-Ramp and SR-22 Connector 1,510 6,730 20 1,300 300 36.1 E W - 9 I-5 NB b/w Main Street On-Ramp and SR-22 WB Connector 1,740 9,150 100 1,060 1,850 > Capacity F W - 10 I-5 NB b/w 17th Street On-Ramp and Main Street Off-Ramp 1,530 11,580 20 1,380 350 > Capacity F I-5 SB b/w Main Street On-Ramp and 17th Street / Penn Way Off-Ramp 1,510 10,860 40 680 840 > Capacity F W - 11 I-5 NB b/w Grand Avenue On-Ramp and 17th Street Off-Ramp 2,110 10,030 40 700 710 > Capacity F I-5 SB b/w Penn Way On-Ramp and Santa Ana Boulevard Off-Ramp 1,260 9,490 40 800 690 > Capacity F W - 12 I-5 NB b/w Fourth Street On-Ramp and Grand Avenue Off-Ramp 1,820 9,960 30 550 610 > Capacity F I-5 SB b/w Santa Ana Boulevard On-Ramp and Fourth Street Off-Ramp 2,500 9,530 30 850 470 39.3 E W - 13 I-5 NB b/w SR-55 Connector and First Street Off-Ramp 1,750 6,430 180 930 3,350 > Capacity F I-5 SB b/w First Street On-Ramp and SR-55 SB Connector 1,580 6,440 50 2,470 970 > Capacity F W - 14 SR-57 NB b/w Chapman Avenue On-Ramp and Orangewood Avenue Off-Ramp 1,230 7,780 20 300 410 30.3 C SR-57 SB b/w Orangewood Avenue On-Ramp and Chapman Avenue Off-Ramp 1,140 7,210 40 640 660 38.0 E W - 15 SR-57 NB b/w Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 1,360 7,750 30 740 660 34.8 D SR-57 SB b/w Katella Avenue On-Ramp and Orangewood Avenue Off-Ramp 1,780 7,750 30 900 480 38.2 E W - 16 SR-57 NB b/w Katella Avenue On-Ramp and Ball Road Off-Ramp 2,130 8,370 30 950 490 36.2 E SR-57 SB b/w Ball Road On-Ramp and Katella Avenue Off-Ramp 2,490 7,010 30 770 550 38.6 E W - 17 SR-57 NB b/w Ball Road On-Ramp and Lincoln Avenue Off-Ramp 4,950 Not Applicable SR-57 SB b/w Lincoln Avenue On-Ramp and Ball Road Off-Ramp 5,160 W - 18 SR-57 NB b/w Lincoln Avenue On-Ramp and SR-91 EB Connector 2,250 8,690 30 1,600 620 > Capacity F SR-57 SB b/w SR-91 EB Connector and Lincoln Avenue Off-Ramp 1,620 4,570 90 980 1,630 36.5 E W - 19 SR-22 EB b/w Brookhurst Street On-Ramp and Euclid Street Off-Ramp 3,370 Not Applicable SR-22 WB b/w Euclid Street On-Ramp and Brookhurst Street Off-Ramp 5,270 W - 20 SR-22 EB b/w Euclid Street On-Ramp and Harbor Boulevard Off-Ramp 2,640 SR-22 WB b/w Harbor Boulevard On-Ramp and Euclid Street Off-Ramp 2,260 7,600 30 1,270 590 > Capacity F ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 81 Table 5-9: 2030 With Project Freeway Weaving PM Peak Hour HCM LOS, Continued ID Weaving Segment Weaving Length (Ft) Weaving Movement Volume Density (pc/mi/ln) LOS A-C B-D A-D B-C W - 21 SR-22 EB b/w Harbor Boulevard On-Ramp and Fairview Street Off-Ramp 2,770 Not Applicable SR-22 WB b/w Haster Street / Garden Grove Boulevard On-Ramp and Harbor Boulevard Off-Ramp 2,540 W - 22 SR-22 EB b/w Fairview Street / Garden Grove Boulevard On-Ramp and Collector/Distributor The City Drive Off-Ramp 2,350 1,130 70 6,620 1,290 > Capacity F SR-22 WB b/w Metropolitan Drive On-Ramp and Haster Street Off-Ramp 2,390 9,000 20 850 470 37.2 E W - 23 SR-22 EB Collector/Distributor b/w The City Drive On-Ramp and Bristol Street Off-Ramp 970 6,010 40 220 690 > Capacity F SR-22 WB b/w La Veta Avenue On-Ramp and Metropolitan Drive Off-Ramp 1,430 9,180 40 1,210 670 > Capacity F W - 24 SR-22 EB Collector/Distributor b/w Bristol Street On-Ramp and I-5 SB Connector 850 4,410 60 2,290 1,110 > Capacity F W - 25 SR-22 EB b/w SR-57 SB Connector and Town and Country Road Off-Ramp 1,180 1,490 150 1,650 2,800 > Capacity F SR-22 WB b/w La Veta Avenue On-Ramp and I-5 / SR-57 NB Connector 1,810 3,120 60 2,340 1,110 > Capacity F W - 26 SR-22 EB b/w Town and Country Road On-Ramp and Glassell Street Off-Ramp 1,250 4,240 70 750 1,300 > Capacity F SR-22 WB b/w Glassell Street On-Ramp and La Veta Avenue Off-Ramp 1,270 4,000 40 1,050 790 35.5 D W - 27 SR-22 EB b/w Glassell Street On-Ramp and Tustin Street Off-Ramp 2,780 Not Applicable SR-22 WB b/w Tustin Street On-Ramp and Glassell Street Off-Ramp 3,040 Summary As demonstrated in the traffic analysis, the circulation system in the Platinum Triangle study area is forecast to deteriorate under both the 2030 buildout No Project and With Project scenarios. The increased intensities of the buildout of the Proposed Project contribute to deficiencies when compared to the current General Plan buildout. Under the City of Anaheim’s traffic analysis guidelines, project related significant impacts would require mitigation to an acceptable LOS. Chapter 6 identifies project related impacts while Chapter 7 demonstrates that the proposed improvements allow the system to operate at an acceptable LOS. Detailed mitigation ICU worksheets and analysis worksheets for intersections are included in Appendix E-4 and H-4, respectively. ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 82 6.0 PROJECT IMPACTS 6.1 INTERSECTION IMPACTS According to the ICU traffic analysis, 30 intersections are forecast to operate at LOS E or F under the buildout of the Proposed Project. One additional intersection, Harbor Boulevard at Katella Avenue, operates at LOS E, but this intersection is identified in the Orange County Transportation Authority (OCTA) Congestion Management Plan (CMP) as a CMP location. Per CMP guidelines, intersections, major regional arterials, and Caltrans facilities operating at LOS E identified within the CMP are considered acceptable under CMP Guidelines and pursuant to the City of Anaheim traffic study guidelines. Thus, no mitigation measures are proposed for this location. Study area intersections are presented in Table 6-1 and intersections with a project related impact are identified. Mitigation measures for deficient intersections are addressed in Chapter 7.0. Table 6-1: Project Related Intersection Impacts ID Intersection Jurisdiction 2008 Baseline 2030 No Project 2030 With Project Project Related Impact AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak ICU LOS ICU LOS ICU LOS ICU LOS ICU LOS ICU LOS I - 1 Euclid Street / Katella Avenue Anaheim 0.89 D 1.02 F 0.85 D 0.90 D 0.87 D 0.94 E Yes I - 2 Ninth Street / Katella Avenue Anaheim 0.53 A 0.53 A 0.92 E 0.88 D 0.95 E 0.97 E Yes I - 5 Disneyland Drive / Ball Road Anaheim 0.70 B 0.77 C 0.86 D 0.91 E 0.87 D 0.92 E Yes I - 6 Disneyland Drive / West Street / Katella Avenue Anaheim 0.63 B 0.60 A 0.90 D 0.92 E 0.96 E 0.94 E Yes I - 8 Harbor Boulevard / Ball Road Anaheim 0.73 C 0.68 B 1.05 F 0.91 E 1.10 F 0.96 E Yes I - 18 Anaheim Boulevard / Vermont Avenue Anaheim 0.58 A 0.61 B 0.89 D 0.82 D 0.92 E 0.89 D Yes I - 19 Anaheim Boulevard / Ball Road Anaheim 0.63 B 0.91 E 0.88 D 0.92 E 0.88 D 1.01 F Yes I - 20 Anaheim Boulevard / Cerritos Avenue Anaheim 0.49 A 0.71 C 0.74 C 0.99 E 0.86 D 1.03 F Yes I - 21 Anaheim Boulevard / I- 5 Northbound Ramps Anaheim 0.41 A 0.59 A 0.79 C 0.87 D 0.66 B 0.95 E Yes I - 23 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.47 A 0.58 A 0.84 D 0.87 D 0.90 D 0.92 E Yes I - 24 Haster Street / Gene Autry Way Anaheim Not Applicable 0.86 D 0.98 E 0.95 E 1.16 F Yes I - 27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue Anaheim 0.46 A 0.50 A 0.74 C 0.82 D 0.95 E 0.90 D Yes I - 31 Lewis Street / Cerritos Avenue Anaheim 0.28 A 0.31 A 0.72 C 0.81 D 0.85 D 0.95 E Yes I - 33 Lewis Street / Katella Avenue Anaheim 0.48 A 0.62 B 0.67 B 0.95 E 0.85 D 1.28 F Yes I - 35 Lewis Street / Anaheim Connector (future) Anaheim Not Applicable 0.58 A 0.79 C 0.74 C 1.07 F Yes ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 83 Table 6-1: Project Related Intersection Impacts, Continued ID Intersection Jurisdiction 2008 Baseline 2030 No Project 2030 With Project Project Related Impact AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak ICU LOS ICU LOS ICU LOS ICU LOS ICU LOS ICU LOS I - 47 State College Boulevard / Cerritos Avenue Anaheim 0.49 A 0.50 A 0.81 D 0.82 D 0.96 E 0.87 D Yes I - 49 State College Boulevard / Katella Avenue Anaheim 0.43 A 0.53 A 0.80 C 0.80 C 0.94 E 0.99 E Yes I - 50 State College Boulevard / Gateway Center Drive Anaheim 0.26 A 0.33 A 0.66 B 0.80 C 1.04 F 1.19 F Yes I - 51 State College Boulevard / Gene Autry Way Anaheim 0.30 A 0.29 A 0.78 C 0.75 C 1.02 F 0.84 D Yes I - 53 State College Boulevard / Orangewood Avenue Anaheim/ Orange 0.46 A 0.47 A 0.83 D 0.83 D 0.91 E 0.97 E Yes I - 57 State College Boulevard / The City Drive / Chapman Avenue Orange 0.71 C 0.66 B 0.84 D 0.93 E 0.88 D 0.96 E Yes I - 60 Sunkist Street / Howell Avenue Anaheim 0.31 A 0.37 A 0.59 A 0.79 C 0.69 B 0.93 E Yes I - 61 Howell Avenue / Katella Avenue Anaheim 0.38 A 0.51 A 0.55 A 0.78 C 0.62 B 0.93 E Yes I - 62 Sportstown / Katella Avenue Anaheim 0.31 A 0.41 A 0.61 B 0.72 C 0.77 C 0.98 E Yes I - 64 Rampart Street / Orangewood Avenue Anaheim 0.51 A 0.44 A 0.71 C 0.99 E 0.78 C 1.13 F Yes I - 71 Orangewood Avenue / SR-57 Southbound Ramps Orange 0.61 B 0.68 B 0.79 C 0.94 E 0.84 D 1.04 F Yes I - 73 Douglass Road / Katella Avenue Anaheim 0.41 A 0.49 A 0.85 D 0.90 D 1.04 F 1.09 F Yes I - 80 Main Street / Collins Avenue Orange 0.44 A 0.57 A 0.85 D 0.94 E 0.88 D 0.96 E Yes I - 87 Glassell Street / Katella Avenue Orange 0.55 A 0.60 A 0.75 C 0.89 D 0.77 C 0.92 E Yes I - 102 The City Drive / Garden Grove Boulevard Orange 0.42 A 0.48 A 0.86 D 0.93 E 0.88 D 0.96 E Yes * CMP Intersection ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 84 6.2 ARTERIAL SEGMENT IMPACTS Based on the arterial segment traffic analysis, there are four arterial segments with significant impacts with implementation of the Proposed Project within the City of Anaheim. Table 6-2 displays the deficient arterial segments in Anaheim. These arterial segments will require mitigation to operate at an acceptable LOS through upgrading segment classification to provide additional capacity. Table 6- 3 presents the six arterial segments in Orange that have a project related impact based on the City of Orange criteria. Table 6-2: City of Anaheim Project Related Arterial Segment Impacts ID Arterial From To 2008 Baseline 2030 No Project 2030 With Project Project Impact ADT V/C LOS ADT V/C LOS ADT V/C LOS A - 18 Cerritos Avenue Sunkist Street Douglass Road 4,520 0.18 A 22,300 0.89 D 26,860 1.07 F Yes A -31 Douglass Road Katella Avenue Cerritos Avenue 6,910 0.28 A 24,550 0.98 E 28,540 1.14 F Yes A - 56a Katella Avenue Manchester Avenue Anaheim Way 35,040 0.62 B 58,160 1.03 F 71,090 1.26 F Yes A - 65 Lewis Street Katella Avenue Cerritos Avenue 7,680 0.31 A 22,360 0.89 D 32,900 1.26 F Yes Table 6-3: City of Orange Project Related Arterial Segment Impacts ID Arterial From To 2008 Baseline 2030 No Project 2030 With Project Project Impact ADT V./C LOS ADT V/C LOS ADT V/C LOS A - 15 Ball Road SR-57 Freeway Main Street 32,740 0.58 A 59,090 1.05 F 60,250 1.07 F Yes A - 27 Collins Avenue Main Street Batavia Street 10,800 0.45 A 23,270 0.97 E 23,650 0.99 E Yes A - 28 Collins Avenue Batavia Street Glassell Street 14,710 0.61 B 21,360 0.89 D 21,820 0.91 E Yes A - 32 Eckhoff Street Orangewood Avenue Collins Avenue 10,870 0.58 A 27,340 1.14 F 27,760 1.16 F Yes A - 62 Katella Avenue Main Street Batavia Street 30,280 0.54 A 47,690 0.85 D 51,570 0.92 E Yes A - 91 Struck Avenue Katella Avenue Main Street 6,720 0.56 A 14,100 1.18 F 15,500 1.29 F Yes 6.3 FREEWAY FACILITY IMPACTS Ramp Termini Under future No Project conditions many Caltrans facilities operate at a deficient level of service. The implementation of the Platinum Triangle Overlay Zone results in continued deficient operations on the freeway ramp facilities within the study area. Table 6-4 displays the freeway ramp termini locations where implementation of the Proposed Project results in deficient operations as compared to acceptable operations under No Project conditions. Three locations, I-21, Anaheim Boulevard at I-5 Northbound Ramps, I-27, Anaheim Way (I-5 Northbound Ramps) at Katella Avenue, and I-71, Orangewood Avenue at SR-57 Southbound Ramps correlate to intersection deficiencies already identified through the ICU analysis. Improvements to these intersections should mitigate the identified deficiencies under both the capacity (ICU) and operational analysis methodology. Additionally, Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue was not previously identified as deficient under the ICU analysis but is deficient under the HCM analysis under With Project conditions and acceptable under No Project conditions. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 85 These locations will have to be improved to operate at an acceptable LOS. Mitigation strategies will be addressed in Chapter 7.0. Table 6-4: Project Related Freeway Ramp Termini Impacts ID Intersection 2008 Baseline 2030 No Project 2030 With Project Impact AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS I - 21 Anaheim Boulevard / I-5 Northbound Ramps 15.4 B 25.8 C 11.1 B 49.9 D 10.5 B 83.1 F Project I - 26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 27.5 C 15.9 B 26.8 C 24.9 C 40.8 D 75.7 E Project I - 27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 17.9 B 20.2 C 16.3 B 27.7 C 24.6 C 88.9 F Project I - 71 Orangewood Avenue / SR-57 Southbound Ramps 19.4 B 28.7 C 25.0 C 52.8 D 30.0 C 81.1 F Project I - 98 SR-22 Westbound Ramps/ Metropolitan Drive 38.4 D 29.6 C 46.5 D 65.1 E 51.9 D 62.8 E Cumulative Caltrans Ramp Termini Off-Ramp Queuing According to the analysis, there are no off-ramps where the expected queuing length from the With Project scenario is longer than the ramp capacity, therefore there are no adverse impacts to the mainline as a result of off-ramp intersection queues and no deficiencies requiring mitigation. There was one location where as a result of ramp termini intersection delay, a mitigation strategy was proposed on the off-ramp itself which did not adversely impact the queue length. Detailed queuing analysis worksheets for mitigated intersections are included in Appendix M-4. Freeway Ramps Based on the analysis, there are three ramps that become deficient under the With Project scenario: · I-5 Southbound On-Ramp from Katella Avenue (PM Peak Hour) · SR-57 Northbound Off-Ramp to Ball Road (PM Peak Hour) · SR-57 Southbound On-Ramp from Orangewood Avenue (PM Peak Hour) As many ramps operate at a deficient level of service under No Project condition, these deficiencies are cumulative impacts outside of the responsibility of the Proposed Project. In addition, freeway ramp performance is directly related to the performance of the mainline segments for freeways, and as such, mitigation to increase ramp capacity likely would not mitigate cumulative traffic deficiencies, as the mainline volumes would still result in deficient operations. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 86 Freeway Mainline There are no freeway segments that are forecast to be deficient under 2030 With Project conditions but were not deficient under 2030 No Project conditions. Caltrans currently does not have any additional improvements identified or planned for the identified deficient segments on the I-5, SR-57, and SR-22 freeways. According to the most current Route Concept Reports for I-5 and SR-22, and consistent with the future proposed improvements to SR-57, improvements to these facilities are contingent on the availability of revenue from regional, state, and federal transportation funding sources. In addition, the City does not have jurisdiction over the State Highway System and, therefore, cannot directly implement mitigation measures associated with project related impacts on mainline segments. The next section will discuss mitigation strategies in further detail and the potential for inclusion of a Statement of Overriding Considerations in the Environmental Document for State Highway System impacts. Freeway Weaving Segments Due to the high forecast mainline traffic activity, most freeway weaving segments are deficient under the 2030 No Project scenario. Two weaving segments become deficient under 2030 With Project conditions that were not forecast to be deficient under 2030 No Project conditions: · I-5 Southbound between Katella Avenue On-Ramp and State College Boulevard Off-Ramp (PM Peak Hour) · SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp (PM Peak Hour) It should be noted that one weaving segment improves to acceptable levels under 2030 With Project conditions. Since freeway weaving segment operations are dependent upon mainline and ramp capacities, reducing congestion on these facilities contributes to higher weaving speeds and could lead to an improved weaving LOS. Improving weaving facilities through the addition of auxiliary lanes within the weaving area could provide additional capacity and reduce the weaving density. Operational improvements through improved signage or other ITS measures may also be developed in consultation with Caltrans in order to improve the weaving LOS. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 87 7.0 PROPOSED MITIGATION AND IMPROVEMENT STRATEGIES 7.1 COMMUNITY FACILITIES DISTRICT AND TRAFFIC FEE PROGRAM The City of Anaheim has historically utilized a variety of strategies to provide improvements to the citywide circulation system. The City currently has a traffic fee program in place to fund General Plan improvements assumed under buildout No Project and With Project conditions. The City has a long-standing policy that as development occurs throughout the City, traffic studies are prepared to demonstrate the need for implementation of the improvements identified in the General Plan, and developer fees and other local dedicated taxes will contribute to those improvements as needed. The fee, initially developed in 1993 and updated as needed to include new facilities and updated Capital Improvement Programs, provides a proper nexus between increased development in the City and associated traffic impacts to the citywide circulation system. Developers contribute fees to the City, which uses the fund to implement circulation improvements in the City or as the City of Anaheim’s local match for leveraging funding from OCTA and Caltrans for circulation system improvements. Hence, the general plan improvements assumed in the buildout of the Platinum Triangle, prior to the approval of this plan, are expected to be paid for and implemented through the City’s existing traffic impact fee program. Additionally, the City of Anaheim currently has a Community Facilities District (CFD) in place associated with development in the Platinum Triangle. All projects, regardless of size, are required to contribute to the CFD. The CFD is expected to contribute funds to all infrastructure needs in the Platinum Triangle, including transportation. Nearly all of the mitigation measures in this study within the Platinum Triangle and the City of Orange are already identified within the CFD. The CFD is programmed to provide funding for improvements in the Platinum Triangle identified previously and this study has identified additional improvements that will need to funded on a fair-share basis. Under this Traffic Study and EIR, the City will provide fair-share funding for all of the intersection improvements in the City of Orange and the additional deficient intersections within the City of Anaheim not currently identified within the CFD, as well as fair-share funding to implement appropriate Caltrans facility improvements. If the costs of identified improvements cannot be covered by the total funding allocation under the existing CFD, other fee programs or update of the existing fee programs may have to be implemented to complete the recommended improvements. For locations within the City of Anaheim and Orange, the fair-shares for improvements will dictate the fair-share cost, priorities, and timeframe of the improvements. For intersections or arterial segments where the Platinum Triangle Expansion Project contributes a higher share of traffic to the buildout of the area, those improvements will be a higher priority. The City has proposed improvement strategies that return all intersections to an acceptable LOS under the 2030 With Project scenario. The fair-share calculations identify that the Proposed Project contributes a range of 7% to 44% of trips to study area intersections. The Proposed Project would contribute that percentage toward the costs of the recommended improvements. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 88 Intersection and arterial segment improvements in the City of Orange will have fees contributed to them by the Proposed Project, commensurate with the fair-share analysis. Although these improvements will be overridden in the EIR because Anaheim does not have jurisdiction over the facilities, the project will be responsible for contributions for the appropriate fair-share toward the recommended improvements. Those specific improvements and fair-shares for facilities in the City of Orange and Caltrans facilities are discussed later in this chapter. 7.2 FEE ASSESSMENT AND FAIR-SHARE FOR IMPROVEMENTS The City of Anaheim has applied a fair-share methodology to evaluate the financial responsibility of mitigating Platinum Triangle project impacts. The methodology is consistent with that outlined in the Caltrans Guide for the Preparation of Traffic Impact Studies. Appendix directing users to use a formula to calculate equitable share responsibility for the traffic impacts of proposed projects. For impacts that are located in adjacent cities where the intersection becomes deficient under the With Project condition, a fair-share to an improvement cost that achieves acceptable performance is warranted. The fair-share calculation is based on the difference between the Future With Project and Future No Project total intersection entering volumes divided by the total growth entering volume from Existing to Future With Project conditions. The fair-share proportion is based on the value associated with the peak hour for which the deficiency has been identified. A computational example of the fair-share analysis is provided in Table 7.1. Table 7.1: Fair-share Analysis Computational Example Sample Intersection EXISTING NO PROJECT Difference from Existing Difference from No Project Fair- share ICU NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR TOTAL AM 0.53 152 64 71 31 128 35 25 1268 171 76 602 30 2,653 PM 0.53 174 143 61 21 82 37 61 830 209 97 1375 54 3,144 POST-2030 EXISTING GENERAL PLAN BUILDOUT AM 0.92 250 70 390 30 140 40 30 2410 250 240 690 30 4,570 1,917 PM 0.88 470 160 410 20 90 40 60 1050 [PHONE REDACTED] 60 5,380 2,236 POST-2030 WITH PROJECT AM 0.95 250 70 390 30 140 40 30 2530 260 260 690 30 4,720 2,067 150 7.3% PM 0.97 550 160 410 20 90 40 60 1070 [PHONE REDACTED] 60 5,610 2,466 230 9.3% The example above indicates that the project’s fair-share on the proposed improvement at this intersection is 9.3%. Raw model roadway link difference plots showing the volume differences between the No Project and With Project scenarios are included in Appendix N. It should be noted, however, that fair-shares are calculated based on post-processed volumes, not raw model volumes. 7.3 INTERSECTION IMPROVEMENTS In summary, throughout the study area, 30 intersections are forecast to operate at a deficient LOS under 2030 With Project conditions. Included in the 30 intersections are three Caltrans ramp termini intersections. As a general rule, 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 analyses, particularly those contained in the previously certified EIR prepared for the Platinum Triangle, EIR No. 332. These mitigation measures are then ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 89 applied to determine whether they result in roadway segment or intersection operation within acceptable thresholds. If mitigation measures were not previously identified either as part of a traffic study or planned future improvements, mitigation is achieved by identifying new improvements that will provide adequate capacity for the critical movement for an intersection or for arterial segments. Critical movements are conflicting intersection turning movements that are identified to have the highest ICU for opposing movements; i.e., each of the approaches at a four-legged intersection will contain a critical movement that conflicts with an opposing movement. Since the combination of the ICU values for each critical movement defines the ICU, providing additional through lanes or turning lanes is dependent upon whether the critical movement is a through or turn (left or right) movement. The 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 performance, proximity, and improvement needs of adjacent intersections. Mitigation measures are further analyzed for feasibility. A preliminary feasibility assessment is reliant upon potential cost-effectiveness and right-of-way acquisition. Right-of-way acquisitions are least preferred because they incur relocation and compensation costs for displaced residences and businesses, which are additional burdens to the community. Hence, wherever feasible, additional capacity for through movements or turn movements are facilitated through re-striping or widening provided the intersection has sufficient receiving lanes as vehicles pass through the intersection. Table 7-2 provides a list of improvements for the deficient intersections within the Cities of Anaheim and Orange. Improvement strategies for locations within the City of Orange will require coordination with the City and a fair-share determined for the City of Anaheim’s contributions to the cost of the improvements in Orange. Figure 7-1 exhibits the improvement locations and identified mitigation strategy. Lane geometries for the intersections within Platinum Triangle including mitigation strategies are included in Appendix F. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 90 Table 7-2: Recommended Intersection Mitigation Measures ID Intersection Jurisdiction 2030 With Project Scenario Without Mitigation 2030 With Project Scenario With Mitigation Recommended Mitigation Strategy AM PM AM PM ICU LOS ICU LOS ICU LOS ICU LOS I - 1 Euclid Street / Katella Avenue Anaheim 0.87 D 0.94 E 0.87 D 0.89 D Restripe NBR to NBT, widen NB departure for 400 feet I - 2 Ninth Street / Katella Avenue Anaheim 0.95 E 0.97 E 0.88 D 0.80 C Add 2nd NBL (Restripe #1 SB lane) I - 5 Disneyland Drive / Ball Road Anaheim 0.87 D 0.92 E 0.83 D 0.87 D Add NBL: Restripe NB to 2L, 2T, 1R and SB to 2L, 2T; Remove Split I - 6 Disneyland Drive / West Street / Katella Avenue Anaheim 0.96 E 0.94 E 0.84 D 0.90 D Restripe EBR to EBT, Restripe WBR to WBT and add 4th WB lane to the I - 8 Harbor Boulevard / Ball Road Anaheim 1.10 F 0.96 E 0.90 D 0.90 D Add NBT, SBT, EBT, EBR I - 18 Anaheim Boulevard / Vermont Avenue Anaheim 0.92 E 0.89 D 0.76 C 0.89 D Add SBT I - 19 Anaheim Boulevard / Ball Road Anaheim 0.88 D 1.01 F 0.82 D 0.90 D Add NBR, EBL, EBR I - 20 Anaheim Boulevard / Cerritos Avenue Anaheim 0.86 D 1.03 F 0.68 B 0.86 D Add NBL, SBL, WBR, Restripe WB approach to 2L, 1TR, 1R I - 21 Anaheim Boulevard / I-5 NB Ramps Anaheim 0.66 B 0.95 E 0.55 A 0.85 D Add SBT (in median) I - 23 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.90 D 0.92 E 0.90 D 0.90 D Add WBR I - 24 Haster Street / Gene Autry Way Anaheim 0.95 E 1.16 F 0.78 C 0.87 D Add WBL, SBL, SBR I - 26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue Anaheim 0.77 C 0.80 C 0.77 C 0.71 C Add EBT, WBT (part of mitigation measure to widen Katella under I-5) I - 27 Anaheim Way (I-5 NB Ramps) / Katella Avenue Anaheim 0.95 E 0.90 D 0.81 D 0.78 C Add EBT, WBT (part of mitigation measure to widen Katella under I-5) I - 31 Lewis Street / Cerritos Avenue Anaheim 0.85 D 0.95 E 0.85 D 0.89 D Add WBR I - 33 Lewis Street / Katella Avenue Anaheim 0.85 D 1.28 F 0.70 B 0.83 D Add NBL, NBT, SBL, SBR, WBT; Restripe SB to 2L, 1T, 1TR, 1R I - 35 Lewis Street / Anaheim Connector (future) Anaheim 0.74 C 1.07 F 0.60 A 0.85 D Add EBL I - 47 State College Boulevard / Cerritos Avenue Anaheim 0.96 E 0.87 D 0.88 D 0.74 C Add NBL, SBL, EBL I - 49 State College Boulevard / Katella Avenue Anaheim 0.94 E 0.99 E 0.90 D 0.85 D Add WBR, EBR; Restripe SB to 2L, 2T, 2R; EB to 3L, 3T, 1R I - 50 State College Boulevard / Gateway Center Drive Anaheim 1.04 F 1.19 F 0.89 D 0.78 C Add WBL and NBR I - 51 State College Boulevard / Gene Autry Way Anaheim 1.02 F 0.84 D 0.90 D 0.73 C Add SBR I - 53 State College Boulevard / Orangewood Avenue Anaheim/ Orange 0.91 E 0.97 E 0.88 D 0.90 D Add NBR and WBT I - 57 State College Boulevard / The City Drive / Chapman Avenue Orange 0.88 D 0.96 E 0.83 D 0.80 C Restripe WBT to WBTR I - 60 Sunkist Street / Howell Avenue Anaheim 0.69 B 0.93 E 0.69 B 0.90 D Add SBL, restripe SB to 1L, 1LT, 1R I - 61 Howell Avenue / Katella Avenue Anaheim 0.62 B 0.93 E 0.62 B 0.82 D Add WBR I - 62 Sportstown / Katella Avenue Anaheim 0.77 C 0.98 E 0.73 C 0.89 D Restripe NBTR to NBT, NBTL, Add Lane I - 64 Rampart Street / Orangewood Avenue Anaheim 0.78 C 1.13 F 0.73 C 0.80 C Add NB Free Right, Add SBL ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 91 Table 7-2: Recommended Intersection Mitigation Measures, Continued ID Intersection Jurisdiction 2030 With Project Scenario Without Mitigation 2030 With Project Scenario With Mitigation Recommended Mitigation Strategy AM PM AM PM ICU LOS ICU LOS ICU LOS ICU LOS I - 71 Orangewood Avenue / SR-57 SB Ramps Orange 0.84 D 1.04 F 0.79 C 0.89 D Add WBL (Restripe) I - 73 Douglass Road / Katella Avenue Anaheim 0.97 E 1.09 F 0.78 C 0.87 D Add NBT and SBT; Reconfigure NBTR to NBT, Reconfigure SBTR to SBT; Add EBT and WBR I - 80 Main Street / Collins Avenue Orange 0.88 D 0.96 E 0.88 D 0.87 D Add 2nd WBL I - 87 Glassell Street / Katella Avenue Orange 0.77 C 0.92 E 0.76 C 0.90 D Restripe SBR to SBT and Widen SB departure for 400 feet I - 102 The City Drive / Garden Grove Boulevard Orange 0.97 E 1.09 F 0.67 B 0.90 D Add SBL by Restriping #1 NB lane); Restripe EBT to EBL Delays caused by heavy turning movements, including the pedestrian component of the proposed project, are not factored into ICU calculations, and therefore are not reflected in the LOS analysis performed in this study. Since the Platinum Triangle is expected to have heavy pedestrian traffic, intersections within the Platinum Triangle could have considerable delays if heavy turn movements are not appropriately addressed. Heavy right-turn volumes without exclusive right-turn lanes are projected at several intersections with acceptable levels of service. With high pedestrian volumes expected within the project area, through movements and the right-turn movements are projected to be heavily delayed. The addition of a right-turn lane will result in increased pedestrian crossing times, but will improve pedestrian and vehicular safety. The identified right-turn movements at the following intersections have peak-hour right-turn volumes in excess of 300 vehicles without an exclusive right-turn lane and are located in mixed-use districts where heavy pedestrian volumes are expected: · Lewis Street/ Gene Autry Way – westbound right turn lane · Anaheim Way/ Orangewood Avenue – westbound second right turn lane · State College Boulevard/ Howell Avenue – northbound right turn lane · State College Boulevard/ Gateway – westbound right-turn · State College Boulevard/ Artisan Court – westbound right-turn · Dupont Drive/ Orangewood Avenue – eastbound right-turn Additionally, heavy left-turn volumes are projected at intersections with only one left-turn lane. Excessive queue at left-turn lanes can result in through-moving vehicles being blocked by left-turning vehicles. An additional left-turn lane can accommodate about 180 percent of the volume that can be served by a single left-turn lane with the same amount of green time. The reduction in green time for the left turn allows for more time to be assigned to other movements. The second left- turn lane would result in fewer delays for all movements and a smaller left-turn pocket, increasing the length of the landscaped median. The following locations are recommended to have an additional left-turn lane: · State College Boulevard and Howell Avenue – southbound second left turn lane · Orangewood Avenue/ Rampart Street – westbound second left-turn lane ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 92 Certain intersections will have an unbalanced share of turning volumes between the AM and PM peak hours. Additionally, events at Angel Stadium and Honda Center can generate traffic patterns that are unique for events only. Dynamic lane assignment signs will allow for some lanes to operate as through lanes during certain times and turn lanes during other times. The following locations will benefit from these signs in place of capacity enhancements: · State College Boulevard/Katella Avenue – southbound and eastbound approaches · State College Boulevard/Gene Autry Way – eastbound approach · Orangewood Avenue/SR-57 SB Ramps – eastbound approach · Douglass Road/ Katella Avenue – eastbound and southbound approaches 7.4 ARTERIAL SEGMENT IMPROVEMENTS Based on the 2030 With Project traffic analysis, four arterial segment improvements in the City of Anaheim are required and six in the City of Orange. Table 7-3 presents the arterial segments with the proposed improvements. One additional segment on Cerritos Avenue between State College Boulevard and Sunkist Street is recommended to be upgraded from four lane secondary arterial to four lane primary arterial with bike lanes. This upgrade is recommended so that Cerritos Avenue has a consistent classification for its entire length, and for this segment of Cerritos Avenue to be consistent with the Orange County Master Plan of Arterial Highways. Table 7-3: Recommended Arterial Segment Mitigation Strategies ID Arterial From To 2030 With Project Scenario Without Mitigation 2030 With Project Scenario With Mitigation V/C LOS V/C LOS Mitigation Strategy A-18 Cerritos Avenue State College Boulevard Sunkist Street 0.79 C 0.53 A Upgrade to 4 lane primary arterial w/ bike lanes A-19 Cerritos Avenue Sunkist Street Douglass Road 1.07 F 0.72 C Upgrade to 4 lane primary arterial w/ bike lanes A-31 Douglass Road Katella Avenue Cerritos Avenue 1.14 F 0.76 C Upgrade to 4 lane primary arterial w/ bike lanes A-56a Katella Avenue Manchester Avenue Anaheim Way 1.26 F 0.95 E Upgrade to 8 lane Stadium A - 65 Lewis Street Katella Avenue Cerritos Avenue 1.32 F 0.88 D Upgrade to 4 lane primary arterial w/ bike lanes A - 15 Ball Road SR-57 Freeway Main Street 1.07 F No mitigation recommended A -27 Collins Avenue Main Street Batavia Street 0.99 E 0.63 B Upgrade to 4-lane divided arterial A -28 Collins Avenue Batavia Street Glassell Street 0.91 E 0.58 A Upgrade to 4-lane divided arterial A -32 Eckhoff Street Orangewood Avenue Collins Avenue 1.16 F 0.74 C Upgrade to 4-lane divided arterial A -62 Katella Avenue Main Street Batavia Street 0.92 E No mitigation recommended A -91 Struck Avenue Katella Avenue Main Street 1.29 F 0.65 B Upgrade to 4-lane undivided arterial Source: City of Anaheim 7.5 FREEWAY RAMP TERMINI IMPROVEMENTS Table 7-4 presents the freeway ramp termini intersections with the mitigation measures that have been identified through the ICU analysis. Three locations, I-21, Anaheim Boulevard at I-5 Northbound Ramps, I-27, Anaheim Way (I-5 Northbound Ramps) at Katella Avenue, and I-71, ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 93 Orangewood Avenue at SR-57 Southbound Ramps correlate to intersection deficiencies already identified through the ICU analysis. Additionally, Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue was not previously identified as deficient under the ICU analysis but is deficient under the HCM analysis under With Project conditions and acceptable under No Project conditions. As noted above, Katella Avenue is expected to be widened to eight lanes between Manchester Avenue, and Anaheim Way as part of the improvement for intersection #27, and upgraded to an eight-lane Stadium Smart Street to facilitate traffic operations. The proposed improvement for intersection #26, Manchester Avenue (I-5 Southbound Ramps) at Katella Avenue would be affected by this arterial upgrade and the intersection widened to add a 4th Eastbound and 4th Westbound through lane. This improvement strategy returns the intersection to an acceptable LOS under the analysis. The implementation of the mitigation measures for these ramp termini intersections will return all to an acceptable LOS. Table 7-4: Recommended Freeway Ramp Termini Mitigation Strategies ID Intersection 2030 With Project With Proposed Mitigation AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Mitigation Measures Delay LOS Delay LOS Delay LOS Delay LOS I - 21 Anaheim Boulevard / I-5 NB Ramps 10.5 B 83.1 F 14.1 B 51.6 D Add 4th SBT* I - 26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 40.8 D 75.7 E 39.2 D 42.0 D Add 4th EBT, Add 4th WBT I - 27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 24.6 C 88.9 F 17.3 B 54.4 D Add 4th EBT, Add 5th WBT* I - 71 Orangewood Avenue / SR-57 Southbound Ramps 30.0 C 81.1 F 26.5 C 41.1 D Add 2nd WBL* I - 98 SR-22 Westbound Ramps/ Metropolitan Drive 51.9 D 68.2 E 50.0 D 36.5 D Restripe WBT to 3rd WBL * Mitigation strategy identical to that proposed for ICU analysis ---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 Revised Platinum Triangle Expansion Project Draft Traffic Study Report 95 7.6 CITY OF ORANGE IMPROVEMENTS The Proposed Project results in cumulative impacts to seven intersections located within the City of Orange and includes one shared intersection with Anaheim and two ramp termini intersections. Some of the identified improvements are not included within the City of Orange development impact fee program. The Proposed Project would contribute the associated intersection fair-share percentage toward the costs of the recommended improvements. The fair-share calculations, presented in Table 7-5, show that the Proposed Project contributes between 8% and 27% of trips to Orange intersections and 34% of trips to the shared Anaheim and Orange intersection. The Cities of Orange and Anaheim will need to enter into or amend an existing a cooperative agreement to determine the implementation of these improvements. It should be noted that the mitigation identified in Table 7-4 does not include the ramp termini intersections in Orange that were found to have a cumulative impact under the HCS analysis. These intersections will be discussed later in this section. Table 7-5: Potential Intersection Mitigation and Fair-Share for Orange Facilities ID Intersection Jurisdiction 2030 With Project 2030 With Project (Mitigated) Proposed Mitigation Strategy Possible Mitigation Issues Fair-Share Percentage AM PM AM PM ICU LOS ICU LOS ICU LOS ICU LOS I - 53 State College Boulevard / Orangewood Avenue Anaheim/ Orange 0.91 E 0.97 E 0.88 D 0.90 D Add NBR and WBT Median, Corner business 34% I - 57 State College Boulevard / The City Drive / Chapman Avenue Orange 0.88 D 0.96 E 0.83 D 0.80 C Restripe WBT to WBTR Within ROW 16% I - 71 Orangewood Avenue / SR-57 SB Ramps Orange 0.84 D 1.04 F 0.67 B 0.87 D Add WBL (Restripe) Within ROW 27% I - 80 Main Street / Collins Avenue Orange 0.88 D 0.96 E 0.88 D 0.87 D Add 2nd WBL Parking, landscaping 8% I - 87 Glassell Street / Katella Avenue Orange 0.77 C 0.92 E 0.69 B 0.90 D Restripe SBR to SBT and Widen SB departure for 400 feet Street parking 9% I - 102 The City Drive / Garden Grove Boulevard Orange 0.88 D 0.96 E 0.69 B 0.89 D Add SBL by Restriping #1 NB lane; Restripe EBT to EBL Within ROW 9% For arterial segment improvements within the City of Orange, the facilities identified in Table 7-6 would require improvements to ensure acceptable operations. Future forecasts for the arterial segments in Orange are generally consistent with the forecast volumes presented by the City of Orange in their General Plan Update Traffic Analysis (Revised June 2009). As such, the segments of Ball Road (referred to as Taft Avenue in the Orange analysis) and Katella Avenue identified in Table 7-6 were identified as deficient in the Orange General Plan Update Traffic Analysis with no specific capacity enhancing mitigation proposed. Rather, the City of Orange recommended monitoring these segments through peak hour intersection performance to ensure acceptable peak hour operations. For the segment of Collins Avenue between Batavia Street and Glassell Street, improvements to a four- lane divided facility was recommended. The segments of Eckhoff Street and Struck Avenue were not found to be deficient in the Orange General Plan Update. The City of Anaheim does not have jurisdiction over the deficient circulation system components in the City of Orange. Nevertheless, the City shall fund appropriate fair-shares of the identified improvements. The City shall endeavor to work with the City of Orange in developing a joint fee ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 96 program whereby cross-municipal boundary impacts can be mitigated by development that is occurring in the adjoining jurisdiction. However, because the City of Anaheim cannot guarantee that the City of Orange will cooperate in the development of such a fee program or utilize funds collected by the City of Anaheim for City of Orange impacts for the intended purpose of such funds, a Statement of Overriding Considerations will be developed for the deficient Orange arterial segments in the Environmental Documentation. Table 7-6: Potential Arterial Segment Mitigation and Fair-Share for Orange Facilities ID Arterial From To With Project ADT V-C Daily LOS Proposed Mitigation Strategy Mit V/C Mit LOS Fair- Share A - 15 Ball Road SR-57 Freeway Main Street 60,250 1.07 F No mitigation recommended 4.2% A -27 Collins Avenue Main Street Batavia Street 23,650 0.99 E Upgrade to 4-lane divided arterial 0.63 B 3.0% A -28 Collins Avenue Batavia Street Glassell Street 21,820 0.91 E Upgrade to 4-lane divided arterial 0.58 A 6.5% A -32 Eckhoff Street Orangewood Avenue Collins Avenue 27,760 1.16 F Upgrade to 4-lane divided arterial 0.74 C 2.5% A -62 Katella Avenue Main Street Batavia Street 51,570 0.92 E No mitigation recommended 18.2% A -91 Struck Avenue Katella Avenue Main Street 15,500 1.29 F Upgrade to 4-lane undivided arterial 0.65 B 15.9% For ramp termini intersections within the City of Orange, the facilities identified in Table 7-7 would require improvements to ensure acceptable operations. However, as the City of Orange did not utilize the HCM methodology in their General Plan, the operational deficiencies described were not addressed. Locations that operate at an acceptable LOS under the ICU analysis should be monitored to determine appropriate strategies toward improving flow through signal timing and coordination. The City of Anaheim does not have jurisdiction over the deficient circulation system components in the City of Orange, thus a Statement of Overriding Considerations will be developed for the deficient Orange arterial segments in the Environmental Documentation. Should the City of Orange decide to improve the operational capacity of any of the locations above, the City of Anaheim will be subject to a fair-share contribution towards the improvement cost. Table 7-7: Potential Ramp Termini Intersection Mitigation and Fair-Share for Orange Facilities ID Intersection 2030 With Project With Proposed Mitigation Fair- Share AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Proposed Mitigation Strategy Delay LOS Delay LOS Delay LOS Delay LOS I - 71 Orangewood Avenue / SR-57 Southbound Ramps* 30.0 C 81.1 F 26.5 C 41.1 D Add 2nd WBL* 27% I - 98 SR-22 Westbound Ramps/ Metropolitan Drive 51.9 D 68.2 E 50.0 D 36.5 D Restripe WBT to 3rd WBL 7% * Consistent with mitigation strategy under ICU analysis 7.7 FREEWAY FACILITY IMPROVEMENTS As identified in the 2030 traffic analysis, there are several freeway mainline and ramp deficiencies under the 2030 No Project and 2030 With Project scenarios. For the 2030 With Project scenario, the traffic volume on all freeway segments within the study area increases when compared with Existing Conditions. The future Proposed Project forecast volumes are generally consistent with the No ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 97 Project scenario forecast volumes, with some segments and ramps experiencing a slight increase in the peak hour. Improvements beyond the planned system improvements will be required to maintain an acceptable LOS for the State Highway System. Potential improvement measures would include the addition of one, two, or three lanes to freeway mainline segments. However, capacity improvements to the freeway mainline are not feasible improvement options. The rationale is that Caltrans has not identified any further improvements through a Corridor Study beyond those already assumed in the buildout analysis for I-5, SR-57, and SR-22 and the City has no control over State facilities. Additional capacity improvements are infeasible due to physical, right-of-way, and other environmental constraints. For example, the expansion of the identified freeway segments would involve significant right-of- way acquisition, which would involve either the acquisition of residences and/or businesses, or this would involve bringing the freeway facilities close to such residences and businesses. It 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 residences. State 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 activities. As an example, remnant residential and commercial parcels exist along I-5 at the Euclid Street exit. Other examples also exist. In addition, bringing State facilities closer to residences and businesses is also not a social or legal prerogative of the City. For example, many standard tract homes are located adjacent to SR-57; the existence of such standard, suburban tract homes adjacent to a freeway creates incompatible land use and air quality impacts. The City does not desire to further exacerbate these land use and air quality incompatibility issues by encouraging the expansion of freeway facilities adjacent to suburban-style tract houses. Lastly, the Proposed Project is consistent with recent State legislation SB 375) to reduce the average vehicle miles traveled as the Project is designed to co-locate urban-style housing and employment opportunities. As a result of these policy prerogatives and identified constraints, the project is not expected to mitigate the freeway mainline segments to an acceptable LOS. As part of the Proposed Project approval and certification of the EIR, the City will develop a Statement of Overriding Considerations for the capacity improvements of freeway mainlines and freeway ramp facilities. Neither the State or any other agency, such as OCTA, currently has a program in place for construction of the mainline, ramp, and weaving segment improvements at the 2030 time horizon to satisfy baseline congested conditions; nor is there currently any mechanism in place that would ensure that funds contributed to Caltrans or to the State to ameliorate impacts on freeway mainlines will be used for their intended purpose. In addition, the traffic on the State Highway System is regional in nature and the deficiencies are the result of expected regional growth. Caltrans has not entered into an agreement with the City and Caltrans has not adopted a program by which Caltrans can ensure that developer fair-share contributions will assist in the funding of potential capacity or operational improvements on the study area State Highway System. Because the I-5 and SR-22 are at their Conceptual Buildout, and OCTA and State funding is committed to the planned widening of SR- 57, there is no guarantee that impact fees from the Proposed Project will be dedicated to the improvements of the study area State Highway System. Finally, because the I-5, SR-57, and SR-22 are exclusively controlled by the State, there is no mechanism by which the City can construct or guarantee the construction of any improvements to I-5, SR-57, and SR-22. Pursuant to Caltrans’ Guide for the Preparation of Traffic Impact Studies (2002), consultation between the City of Anaheim and Caltrans will be necessary to reach consensus on any potential operational ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 98 improvement measures that can be implemented in the study area to assist in mitigation of traffic increases related to implementation of the Proposed Project. Three freeway ramps, I-5 Southbound On-Ramp from Katella Avenue, SR-57 Northbound Off-Ramp to Ball Road and SR-57 Southbound On-Ramp from Orangewood Avenue, are deficient under 2030 With Project conditions in the PM Peak Hour and operate at acceptable levels of service under 2030 No Project conditions. Operationally, adding a lane to either of these ramps does not result in acceptable ramp operations under 2030 With Project conditions. Impacts 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 facilities, therefore, 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 performance. The weaving analysis revealed that several weaving areas operate at deficient levels of service under 2030 With and No Project conditions as a result of high mainline forecast volumes and cumulative growth. To address cumulative deficiencies associated with the freeway mainline and weaving segments, freeway capacity enhancements such as widening the facilities by one lane in each direction would require consideration: · I-5 between SR-91 and SR-55 – widen by 1 lane each direction (fair-shares range from approximately 2-12%) · SR-57 Northbound between SR-91 and Katella Avenue – widen by 1 lane each direction (fair-shares range from approximately 13-19%) · SR-57 Southbound between SR-91 and SR-22 Ramps – widen by 1 lane each direction (fair- share approximately 16%) · SR-22 Westbound between Brookhurst Street and Main Street – widen by 1 lane each direction (fair-shares range from approximately 8-13%) · SR-22 Eastbound between Brookhurst Street and Glassell Street – widen by 1 lane each direction (fair-share negligible) Mitigation strategies have been recommended to reduce the level of impact to less than significant levels. Potential additional capacity enhancements include the implementation of auxiliary lanes within weaving areas to improve operations on the merge/diverge areas as well as the mainline and weaving areas. Fair-shares have been computed for all freeway mainline, merge/diverge, and weaving segments per the methodology outlined in the Caltrans Guide for the Preparation of Traffic Impact Studies. Appendix The guidelines are not intended to establish a legal standard for determining equitable responsibility, but rather to provide a starting point for discussions with Caltrans to address the traffic mitigation and fair-share responsibilities. The utilization of Intelligent Transportation Systems (ITS) and signage improvements could potentially improve the flow and operational capacity of Caltrans facilities, but would not reduce the impacts to less than significant levels. Thus, the impact will remain significant and unavoidable. 7.8 OTHER MITIGATION MEASURES In order to address the proposed measures in the previous sections, a series of mitigation measures will be drafted and incorporated into the SEIR. These mitigation measures, once finalized, will apply ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 99 to any owner or developer of real property within the boundaries of the Platinum Triangle Master Land Use Plan. This section will generally describe the mitigation measures that will be developed for the SEIR in regards to transportation and traffic. Project Level Traffic Impact Analysis The mitigation measures previously identified are developed at a program level that considers the complete buildout of the Platinum Triangle as well as the General Plan of the City of Anaheim. It is expected that development will occur over a large period of time throughout the Platinum Triangle. Therefore, for any development expected to generate a significant number of trips, a project level traffic study shall be required. This study is intended to ensure that appropriate transportation improvements are built as necessary. 1. Prior to approval of a Development Agreement for any project forecast to generate 100 or more peak hour trips, as determined by the City Traffic and Transportation Manager utilizing Anaheim Traffic Analysis Model Trip Generation Rates, property owner/developers shall prepare traffic improvement phasing analyses to identify when the improvements identified in this traffic analysis shall be designed and constructed. The Development Agreement Conditions of Approval shall require the property owner/developer to implement traffic improvements as identified in the project traffic study to maintain satisfactory levels of service as defined by the City’s General Plan, based on thresholds of significance, performance standards and methodologies utilized in DSEIR No. 339, Orange County Congestion Management Program and established in City of Anaheim Traffic Study Guidelines. The improvement phasing analyses will specify the timing, funding, construction, and fair-share responsibilities for all traffic improvements necessary to maintain satisfactory levels of service within the City of Anaheim and surrounding jurisdictions. The Development Agreement Conditions of Approval shall require the property owner/developer to construct, bond for or enter into a funding agreement for necessary circulation system improvements, as determined by the City Traffic and Transportation Manager, unless alternative funding sources have been identified. 2. In conjunction with the preparation of any traffic improvement phasing analyses as required in Mitigation Measure 1, property owners/developers will analyze to determine when the intersection improvements shall be constructed, subject to the conditions identified in Mitigation Measure 1. The improvement phasing analyses will specify the timing, funding, construction, and fair-share responsibilities for all traffic improvements necessary to maintain satisfactory levels of service within the City of Anaheim and surrounding jurisdictions. At minimum, fair-share calculations shall include intersection improvements, rights-of-way, and construction costs, unless alternative funding sources have been identified to help pay for the improvement. The Development Agreement Conditions of Approval shall require the property owner/developer to construct, bond for or enter into a funding agreement for necessary circulation system improvements, as determined by the City Traffic and Transportation Manager, unless alternative funding sources have been identified. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 100 3. In conjunction with the preparation of any traffic improvement phasing analyses as required in Mitigation Measure 1, the following actions shall be taken in cooperation with the City of Orange: a) The traffic improvement phasing analysis shall identify any impacts created by the project on facilities within the City of Orange. The fair-share percentage responsibility for mitigating these impacts shall be calculated in this analysis. b) The City of Anaheim shall estimate the cost of the project’s fair-share responsibility in cooperation with the City of Orange. c) The Proposed Project shall pay the City of Anaheim the fair-share cost prior to issuance of a building permit. The City of Anaheim shall hold the amount received in trust, and then, once a mutually agreed upon joint program is executed by both cities, the City of Anaheim shall allocate the fair-share contribution to traffic mitigation programs that result in improved traffic flow at the impacted locations, via an agreement mutually acceptable to both cities. 4. In conjunction with the preparation of any traffic improvement phasing analyses as required in Mitigation Measure 1, and assuming that a regional transportation agency has not already programmed and funded the warranted improvements to the impacted freeway mainline or freeway ramp locations, property owners/developers and the City will take the following actions in cooperation with Caltrans: a) The traffic study will identify the Project’s proportionate impact on the specific freeway mainline and/or freeway ramp locations and its fair-share percentage responsibility for mitigating these impacts based on thresholds of significance, performance standards and methodologies utilized in DSEIR No. 339 and established in the Orange County Congestion Management Program and City of Anaheim Traffic Study Guidelines. b) The City shall estimate the cost of the project’s fair-share responsibility in cooperation with Caltrans. 5. Prior to the approval of the final subdivision map or issuance of a Building Permit, whichever occurs first, the property owner/developer shall pay the identified fair-share responsibility as determined by the City as set forth in Mitigation Measure 4. The City shall allocate the property owners/developers fair-share contribution to traffic mitigation programs that result in improved traffic flow on the impacted mainline and ramp locations, via an agreement mutually acceptable to Caltrans and the City. Property owners shall irrevocably dedicate the ultimate arterial rights-of-way adjacent to their properties as shown in the City of Anaheim Circulation Element and consistent with the adopted Platinum Triangle Master Plan, regardless of the level of impacts generated by the project. 6. Prior to approval of the first final subdivision map or issuance of the first building permit, whichever occurs first, the property owner/developer shall irrevocably offer for dedication (with subordination of easements), including necessary construction easements, the ultimate ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 101 arterial highway right(s)-of-way adjacent to their property as shown in the Circulation Element of the Anaheim General Plan and consistent with the adopted Platinum Triangle Master Plan. Transportation Fee Program Any development in the City of Anaheim is required to pay transportation impact fees per the Anaheim Municipal Code. These fees go towards the funding of the completion of the City of Anaheim Circulation Element. In addition, within the Platinum Triangle, any development shall participate in the Platinum Triangle Community Facilities District, which will fund infrastructure improvements throughout the Platinum Triangle, including transportation infrastructure requirements. As set forth above, the City shall sufficiently fund required Project related improvements. 7. Prior to issuance of the first building permit for each building, the property owner/developer shall pay the appropriate Traffic Signal Assessment Fees, Traffic Impact and Improvement Fees, Community Facilities District Fees, and Platinum Triangle Impact Fees to the City of Anaheim in amounts determined by the City Council Resolution in effect at the time of issuance of the building permit with credit given for City-authorized improvements provided by the property owner/developer; and participate in all applicable reimbursement or benefit districts which have been established. 8. Subsequent to the certification of the FEIR, and prior to the approval of the first Development Agreement, if the costs of the identified improvements in this traffic study cannot be covered by the total funding allocation under the existing Community Facilities District (CFD), 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 improvements. Transportation Demand Management (TDM) Program Each property proposing commercial, office, or institutional land uses shall record a covenant on the property requiring the development and ongoing implementation of a Transportation Demand Program (TDM) for all employees. Established as an air quality measure, the TDM program objectives shall be to increase ridesharing and use of alternative modes of transportation by employees, provide a menu of commute alternatives for employees to reduce project-generated trips, and to conduct an annual commuter survey to ascertain project trip generation, trip origin, and average vehicle ridership. Projects with over 250 employees are required to submit annual commuter surveys to the Air Quality Management District. The TDM program shall be coordinated with ATN, as all projects requiring a TDM also are required to join ATN. The TDM program shall consist of program strategies and elements designed to reduce overall vehicle usage. Each project requiring a TDM shall work with ATN to develop an approved menu of TDM strategies and elements for both existing and future employee’s commute options. These strategies and elements shall be in effect from the first final building and zoning inspection, and shall be in effect throughout the project operation. A menu of TDM program strategies and elements shall include, but not be limited to, any of the items listed below. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 102 9. Prior to the first final building and zoning inspection for each building with commercial, office, and/or institutional uses, the property owners/developer shall record a covenant on the property requiring that ongoing during project implementation, the property owner/developer shall implement and administer a comprehensive Transportation Demand Management (TDM) program for all employees. The form of the covenant shall be approved by the City Attorney’s Office. Objectives of the TDM program shall be: · Increase ridesharing and use of alternative transportation modes by guests. · Provide a menu of commute alternatives for employees to reduce project-generated trips. · Conduct an annual commuter survey to ascertain trip generation, trip origin, and Average Vehicle Ridership. 10. Prior to the first Final Building and Zoning inspection for each building with commercial, office, or institutional uses, the property owner/developer shall provide to the City of Anaheim Public Works Department for review and approval a menu of TDM program strategies and elements for both existing and future employees’ commute options, to include, but not be limited to, the list below. The property owner/developer shall also record a covenant on the property requiring that the approved TDM strategies and elements be implemented ongoing during project operation. The form of the covenant shall be approved by the City Attorney’s Office prior to recordation. Every property owner and/or lessee shall designate an on-site contact who will be responsible for coordinating with the ATN and implementing all trip mitigation measures. The on-site coordinator shall be the one point of contact representing the project with the ATN. The TDM requirements shall be included in the lease or other agreement with all of the project participants. · On-site services. On-site services such as the food, retail, and other services. · Ridesharing. Develop 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 rideshare. · Vanpooling. Develop 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 programs. · Transit Pass. Promote Orange County Transportation Authority (including commuter rail) passes through financial assistance and on-site sales to encourage employees to use the various transit and bus services from throughout the region. · Shuttle Service. Generate a commuter listing of all employees living in proximity to the project, and a local shuttle program offered to encourage employees to travel to work by means other than the automobile. · Bicycling. Develop a Bicycling Program to offer a bicycling alternative to employees. Secure bicycle racks, lockers, and showers should be provided as part of this program. Maps of bicycle routes throughout the area should be provided to inform potential bicyclists of these options. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 103 · Guaranteed Ride Home Program. Develop a program to provide employees who rideshare, or use transit or other means of commuting to work, with a prearranged ride home in a taxi, rental car, shuttle, or other vehicle, in the event of emergencies during the work shift. · Target Reduction of Longest Commute Trip. Promote an incentive program for ridesharing and other alternative transportation modes to put highest priority on reduction of longest employee commute trips. · Work Shifts. Stagger work shifts. · Compressed Work Week. Develop a “compressed work week” program, which provides for fewer work days but longer daily shifts as an option for employees. · Telecommuting. Explore the possibility of a “telecommuting” program that would link some employees via electronic means computer with modem). · Parking Management. Develop a parking management program that provides incentives to those who rideshare or use transit means other than single-occupant auto to travel to work. · Access. Provide preferential access to high occupancy vehicles and shuttles. · Financial Incentive for Ridesharing and/or Public Transit. Offer employees financial incentives for ridesharing or using public transportation. Currently, federal law provides tax-free status for up to $65 per month per employee contributions to employees who vanpool or use public transit including commuter rail and/or express bus pools. · Financial Incentive for Bicycling. Offer employees financial incentives for bicycling to work. · Special “Premium” for the Participation and Promotion of Trip Reduction. Offer ticket/passes to special events, vacation, etc. be offered to employees who recruit other employees for vanpool, carpool, or other trip reduction programs. · Incentive Programs. Design incentive programs for carpooling and other alternative transportation modes so as to put highest priority on reduction of longest commute trips. Participation in the Anaheim Transportation Network (ATN) Each building with office and/or commercial uses shall join and financially participate in the Anaheim Transportation Network (ATN) in conjunction with the on-going operation of the project. Every property owner and/or lessee shall be a voting member of the ATN, subject to the terms and provisions of the by-laws and association rules of the ATN. For all projects that are required to be ATN members, every property owner and/or lessee shall participate in ATN coordinated transportation demand management efforts designed to decrease traffic congestion and increase ridesharing. This is described in more detail in the next section. For all projects that are required to be ATN members, every property owner and/or lessee shall financially participate in the operation of a clean fuel shuttle system, if established. It is envisioned ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 104 that a shuttle service will ultimately be established through this program which shall connect these employment centers with ARTIC. For all projects that are required to be ATN members, every property owner and/or lessee shall designate an on-site contact who shall be responsible for coordinating with the ATN and implementing all trip reduction mitigation measures. This requirement shall be included in the lease or other agreement with all of the project participants. Documentation indicating compliance shall be included in the annual monitoring report ongoing during project operation. The specific mitigation measure with respect to the ATN is as follows: 11. Prior to the first final building and zoning inspection, for each building with office and/or commercial uses, the property owner/developer shall join and financially participate in a clean fuel shuttle program, if established and, shall participate in the Anaheim Transportation Network/Transportation Management Association in conjunction with the on-going operation of the project. The property owner/developer shall also record a covenant on the property that requires participation in the program ongoing during project operation. The form of the covenant shall be approved by the City Attorney’s Office prior to recordation. 12. Prior to the first final building and zoning inspection, for each building with office and/or commercial uses, the property owner/developer shall submit proof to the Public Works, Transit Planning Division that the property owner/developer has entered into an agreement with the Anaheim Transportation Network (ATN) for the provision of a transit shuttle service between the project, the existing Metrolink Station and future Anaheim Regional Transportation Intermodal Center (ARTIC) as well as major activity centers in between. The agreement shall be recorded in the Official Records of the Office of the County Recorder, Orange County, California. The form of the agreement shall be approved by the City Attorney’s Office prior to recordation. The agreement shall provide for the following: a. A shuttle route plan, approved by the Public Works Department, Transit Planning Division and ATN, shall be attached and incorporated into the agreement. The plan shall include co-location of stops with Orange County Transportation Authority bus stop locations and other properties in The Platinum Triangle where feasible and determined appropriate by the Public Works Transit Planning Division and ATN. The property owner/developer shall pay all costs associated with the preparation of the shuttle route plan. b. The property owner/developer shall provide the full cost associated with providing the shuttle, including, but not limited to, purchasing the shuttle vehicle and all costs associated with operating and marketing the shuttle route. c. The agreement shall provide a mechanism for the property owner/developer to request fair-share participation from other major activity centers to be served by this shuttle route. The mechanism shall be subject to the approval of the ATN. d. The agreement shall set forth a schedule for commencement of operation of the shuttle service. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 105 e. The agreement shall provide that the property owner/developer's obligations to fund the shuttle service may be cancelled only upon prior written approval from the Public Works Department, Transit Planning Division's once a new transit service has taken its place. f. That to the extent permitted by law the terms of this agreement shall constitute covenants which shall run with the property for the benefit thereof, and the benefits of this agreement shall bind and inure to the benefit of the parties and all successors in interest to the parties hereto. Orange County Transportation Authority (OCTA) Bus Stops There are currently 18 bus stops located within the Platinum Triangle. The majority of these bus stops are located at a far side location, or after the intersection. The far side location is preferred as it provides the least impact to traffic flow. But sometimes, the far side location is not feasible due to physical constraints or other mitigating circumstances. In certain instances, a bus turnout may be preferred as well. Bus turnouts should be carefully placed, as when they are too close to an intersection, they serve to actually increase pedestrian crossing time, which negatively affect traffic signal timing as well. Also, buses can have great difficulty leaving a bus turnout on congested streets resulting in poor transit service levels. Project owners shall upgrade any adjacent bus stops to meet the minimum standard requirements as set for by the City of Anaheim and the Orange County Transportation Authority (OCTA). The specific mitigation measure with respect to bus stop(s) is as follows: 13. Prior to the approval of a Final Site Plan, the property owner/developer shall meet with the Traffic and Transportation Manager to determine whether a bus stop(s) is required to be placed adjacent to the property. If a bus stop(s) is required, 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 required by the Traffic and Transportation Manager and per the approval of the Orange County Transportation Authority (OCTA). 7.9 UNAVOIDABLE IMPACTS AND STATEMENT OF OVERRIDING CONSIDERATIONS Although every effort was made through site analyses and aerial imagery evaluation to ensure that all recommended improvements are physically feasible, there are improvements identified in this study that may not be feasible due to high project cost, the inability to undertake right-of-way acquisitions as a matter of policy to preserve existing businesses, environmental constraints, or jurisdictional considerations. For these improvements, including several intersections in the City of Anaheim, all intersections and arterial segments in the City of Orange, and all Caltrans facilities, including freeway ramps, mainline segments, and weaving segments, a Statement of Overriding Considerations will be included in the Environmental Impact Report documenting why a particular improvement is infeasible as mitigation. With implementation of the improvements described in the mitigation discussion above, the significant project related or cumulative impacts associated with the Proposed Project would be fully mitigated. However, inasmuch as the primary responsibility for approving and/or completing certain improvements located outside of Anaheim lies with agencies other than the City of Anaheim ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 106 City of Orange and Caltrans), 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 the City of Anaheim cannot undertake or require improvements outside of Anaheim’s jurisdiction or the City cannot construct improvements in the Caltrans right-of-way without Caltrans Approval). Should that occur, the Project’s traffic impact would remain significant. Table 7-8 presents all mitigation measures identified through analysis of the Proposed Project traffic impacts. Locations that are expected to be overridden in the Environmental Document are noted in the table and discussed in the subsequent pages of this section. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 107 Table 7-8: Project Mitigation Measures ID Location Jurisdiction Level of Impact Mitigation Strategy Comments Intersections I - 1 Euclid Street / Katella Avenue Anaheim Project Restripe NBR to NBT, widen NB departure for 400 feet Infeasible I - 2 Ninth Street / Katella Avenue Anaheim Project Add 2nd NBL (Restripe #1 SB lane) I - 5 Disneyland Drive / Ball Road Anaheim Project Add NBL: Restripe NB to 2L, 2T, 1R and SB to 2L, 2T; Remove Split Phase Infeasible I - 6 Disneyland Drive / West Street / Katella Avenue Anaheim Project Restripe EBR to EBT, Restripe WBR to WBT and add 4th WB lane to the Simba parking lot entrance Partially Infeasible I - 8 Harbor Boulevard / Ball Road Anaheim Project Add NBT, SBT, EBT, EBR Infeasible I - 18 Anaheim Boulevard / Vermont Avenue Anaheim Project Add SBT I - 19 Anaheim Boulevard / Ball Road Anaheim Project Add NBR, EBL, EBR I - 20 Anaheim Boulevard / Cerritos Avenue Anaheim Project Add NBL, SBL, WBR, Restripe WB approach to 2L, 1TR, 1R I - 21 Anaheim Boulevard / I-5 Northbound Ramps Anaheim Project Add SBT (in median) I - 23 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim Project Add WBR Infeasible I - 24 Haster Street / Gene Autry Way Anaheim Project Add WBL, SBL, SBR I - 27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue Anaheim Project Add EBT, WBT I - 31 Lewis Street / Cerritos Avenue Anaheim Project Add WBR I - 33 Lewis Street / Katella Avenue Anaheim Project Add NBL, NBT, SBL, SBR, WBT; Restripe SB to 2L, 1T, 1TR, 1R I - 35 Lewis Street / Anaheim Connector (future) Anaheim Project Add EBL I - 47 State College Boulevard / Cerritos Avenue Anaheim Project Add NBL, SBL, EBL I - 49 State College Boulevard / Katella Avenue Anaheim Project Add WBR, EBR; Restripe SB to 2L, 2T, 2R; EB to 3L, 3T, 1R Partially Infeasible I - 50 State College Boulevard / Gateway Center Drive Anaheim Project Add WBL and NBR I - 51 State College Boulevard / Gene Autry Way Anaheim Project Add SBR I - 53 State College Boulevard / Orangewood Avenue Anaheim/ Orange Project Add NBR and WBT Infeasible I - 57 State College Boulevard / The City Drive / Chapman Avenue Orange Project Restripe WBT to WBTR Override I - 60 Sunkist Street / Howell Avenue Anaheim Project Add SBL, restripe SB to 1L, 1LT, 1R I - 61 Howell Avenue / Katella Avenue Anaheim Project Add WBR I - 62 Sportstown / Katella Avenue Anaheim Project Restripe NBTR to NBT, NBTL, Add Lane I - 64 Rampart Street / Orangewood Avenue Anaheim/ Orange Project Add NB Free Right, Add SBL I - 71 Orangewood Avenue / SR-57 Southbound Ramps Orange Project Add WBL (Restripe) Override I - 73 Douglass Road / Katella Avenue Anaheim Project Add NBT and SBT; Reconfigure NBTR to NBT, Reconfigure SBTR to SBT; Add EBT and WBR I - 80 Main Street / Collins Avenue Orange Project Add 2nd WBL Override I - 87 Glassell Street / Katella Avenue Orange Project Restripe SBR to SBT and Widen SB departure for 400 feet Override I - 102 The City Drive / Garden Grove Boulevard Orange Project Add SBL by Restriping #1 NB lane); Restripe EBT to EBL Override ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 108 Table 7-8: Project Mitigation Measures, Continued Ramp Termini Intersections I - 21 Anaheim Boulevard / I-5 NB Ramps Anaheim Project Add 4th SBT* I - 26 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue Anaheim Project Add 4th EBT, Add 4th WBT I - 27 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue Anaheim Project Add 4th EBT, Add 5th WBT* I - 71 Orangewood Avenue / SR-57 Southbound Ramps Orange Project Add 2nd WBL* Override I - 98 SR-22 Westbound Ramps/ Metropolitan Drive Orange Cumulative Restripe WBT to 3rd WBL Override Arterial Segments A-18 Cerritos Avenue (between State College Boulevard and Sunkist Street) Anaheim Project Upgrade to 4 lane primary arterial w/ bike lanes A-19 Cerritos Avenue (between Sunkist Street and Douglass Road) Anaheim Project Upgrade to 4 lane primary arterial w/ bike lanes A-31 Douglass Road (between Katella Avenue and Cerritos Avenue) Anaheim Project Upgrade to 4 lane primary arterial w/ bike lanes A-56a Katella Avenue (between Manchester Avenue and Anaheim Way) Anaheim Project Upgrade to 8 lane Stadium A - 65 Lewis Street (between Katella Avenue and Cerritos Avenue) Anaheim Project Upgrade to 4 lane primary arterial w/ bike lanes A - 15 Ball Road (between SR-57 Freeway and Main Street) Orange Project No mitigation recommended Override A -27 Collins Avenue (between Main Street and Batavia Street ) Orange Project Upgrade to 4-lane divided t i l Override A -28 Collins Avenue (between Batavia Street and Glassell Street) Orange Project Upgrade to 4-lane divided t i l Override A -32 Eckhoff Street (between Orangewood Avenue and Collins Avenue) Orange Project Upgrade to 4-lane divided t i l Override A -62 Katella Avenue (between Main Street and Batavia Street) Orange Project No mitigation recommended Override A -91 Struck Avenue (between Katella Avenue and Main Street) Orange Project Upgrade to 4-lane undivided arterial Override Note: * Intersection identified as deficient under both ICU and HCM analysis. City of Anaheim Intersections The following City of Anaheim intersection improvements are likely not feasible due to right-of-way or other constraints. · Intersection I-1: Euclid Street / Katella Avenue—Restripe Northbound Right turn lane to Northbound through lane The improvement at Euclid Street and Katella Avenue is infeasible due to the presence of a large number of existing and newly constructed businesses including a recently rebuilt mini- mall on the northeast corner of the intersection, which support economic development for the City of Anaheim. The potential right-of-way required for receiving lane on the northeast corner of the intersection would significantly impact the business and parking on the east side of Euclid Street, north of Katella Avenue. · Intersection I-5: Disneyland Drive / Ball Road—Add NBL: Restripe NB to 2L, 2T, 1R and SB to 2L, 2T; Remove Split Phase The improvement is infeasible due to the presence of a large number of Anaheim Resort supportive land uses that contribute to the economic development of the City. In order to accommodate the proposed improvement, the intersection would likely need to be expanded, potentially impacting the HOV ramp overpass to the Disneyland Resort. Both the City and Disney have invested heavily in supporting The Anaheim Resort and altering the street system in the area would be a cost prohibitive undertaking and disruptive to the effective operation of The Anaheim Resort. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 109 · Intersection I-6: Disneyland Drive / West Street / Katella Avenue— Restripe WBR to WBT and add 4th WB lane to the Simba parking lot entrance The improvement is infeasible due to the presence of a large number of immediately adjacent Anaheim Resort supportive land uses that contribute to the economic development of the City. This access to the Disneyland Resort has been significantly reconfigured in recent years to accommodate new development at the park and adjacent parking areas. The addition of lane capacity at this intersection would require substantial right-of-way and affect the attractive gateway that the Disneyland Resort has created through extensive landscaping. · Intersection I-8: Harbor Boulevard / Ball Road—Add Northbound Through lane, Southbound Through lane, Eastbound Through lane, and Eastbound Right-turn lane The improvements are infeasible due to the presence of a large number of immediately adjacent Anaheim Resort supportive land uses that contribute to the economic development of the City. To accommodate the proposed improvements, the intersection would have to be substantially expanded impacting the right-of-way of several hotel buildings including the Days Inn Suites and Hotel Menage. Altering the street system in the area would be a cost prohibitive undertaking and disruptive to the effective operation of The Anaheim Resort. · Intersection I-23: Anaheim Boulevard / Haster Street / Katella Avenue—Add Westbound Right-turn lane The City has invested heavily in supporting development in The Anaheim Resort and reconfiguring an intersection in this area would be disruptive to those goals. This improvement also serves a turning movement that could be considered redundant, as most of the vehicles using this movement would be better served using Anaheim Way to the east to access Anaheim Boulevard. · Intersection I-49: State College Boulevard / Katella Avenue—Restripe eastbound to 3 left turn lanes, 3 through lanes, and 1 right turn lane This proposed restripe will reduce the number of through lanes on eastbound Katella Avenue from four lanes to three lanes. This proposed change will negatively affect signal coordination and timing for both streets. Katella Avenue is identified as an eight lane smart street by OCTA. All through lanes must be kept to ensure the higher capacities envisioned by OCTA on its smart street corridors. To add a third eastbound left turn lane without removing a through lane will significantly impact a recently developed residential mixed-use development on the northwest corner and a gas station on the southwest corner. This widening will also make Katella Avenue difficult for pedestrians to cross, as with this improvement, pedestrian traffic would have to cross 12 lanes. · Intersection I-53: State College Boulevard / Orangewood Avenue—Add Northbound Right turn lane and Westbound Through lane The improvement is infeasible due to the presence of a large number of immediately adjacent existing structures, including several high-density office buildings within close proximity to the public right of way. These types of higher density buildings are consistent with the goals of the Platinum Triangle of internal trip capture and promotion of transit use. Additionally, State College Boulevard is a designated BRT corridor. Improvements to the circulation system in this area should be consistent with the goals of promoting transit use and limiting ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 110 increased auto trips to this area. All of these intersections have a project related impact under the 2030 With Project scenario. As set forth above, there are numerous physical constraints associated with the proposed improvements, including private properties, extensive circulation landscaping and mature trees, and a variety of hotels and other businesses that would likely be impacted. These 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 levels. City of Orange Facilities The following intersections within the City of Orange have a project related impact under the 2030 With Project scenario. As noted, there are physical constraints associated with the proposed improvements, including impacts to private properties, including businesses and residences, and natural impediments such as the Santa Ana River. These 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 significant. Since the City of Anaheim does not control the improvements that Orange chooses to implement in their City, the City of Anaheim will need to enter into or amend an existing an agreement with Orange to contribute a fair-share to the improvements identified within the City of Orange. This fair-share would reflect an appropriate nexus between the additional traffic caused by the Proposed Project and the regional traffic contributing to future deficiencies in Orange. Intersections that are shared between the City of Anaheim and Orange will be dealt with in the same fashion. · Intersection I-53: State College Boulevard / Orangewood Avenue (shared intersection between Anaheim and Orange)—Add Northbound Right and Westbound through lanes As identified above, this improvement would significantly impact the high-density office buildings at the southeast and northwest corners of the intersection. It should be noted that these mitigation measures do not impact any area within the City of Orange. · Intersection I-57: State College Boulevard / The City Drive / Chapman Avenue-- Restripe Westbound Through to Shared Westbound Through Right. Since the westbound right turn does not have an overlap right turn phase, this mitigation measure will cause no impact. · Intersection I-71: Orangewood Avenue / SR-57 Southbound Ramps—Restripe intersection to add Westbound Left. The existing curb lines up with the curb of the new bridge that will cross the Santa Ana River. The number 1 lane will become a left turn lane at this intersection, leaving two through lanes without an offset. Only signal loops, striping, and timing changes are required at this intersection, and there are no impacts to right of way. · Intersection I-80: Main Street / Collins Avenue—Add 2nd Westbound Left Turn Lane The improvement may be infeasible due to the fact that there are significant right-of-way impacts to adding additional capacity at the intersection. Existing businesses on the east side of Main Street would be disrupted by construction and right-of-way impacts. The City of Anaheim would need to work with the City of Orange to determine the most appropriate strategy for future improvements at this location. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 111 · Intersection I-87: Glassell Street / Katella Avenue—Restripe Southbound Right to Southbound Through and Widen Southbound departure for 400 feet The improvement would require right-of-way and would likely disrupt existing businesses at the southwest corner of the intersection. Although the proposed improvement is a restriping, receiving lane accommodations may impact existing property. · Intersection I-102: The City Drive / Garden Grove Boulevard—Add Southbound Left by Restriping #1 Northbound Lane. Restripe Eastbound Through to Eastbound Left Turn Lane. This improvement will result in only two northbound through lanes on The City Drive until the southbound left turn pocket tapers to its standard cross section. No impacts to right of way are required at this intersection. Additionally, the one intersection, SR-22 Westbound Ramps at Metropolitan Drive that was identified as deficient under the HCM methodology will also be overridden. Operational improvements, involving signal timing, coordination, and other methods, may be feasible but fall under the jurisdiction of the City of Orange. This location should be monitored to determine appropriate strategies toward improving flow through signal timing and coordination. The six arterial segments identified as deficient are located within corridors that are built out and right-of-way constraints include existing businesses, extensive landscaping, and in the case of Struck Avenue, several homes. The City of Orange has not included these segments in a current capital improvement program to fund construction of these improvements; but should the City of Orange decide to implement improvements along these corridors, the City of Anaheim will need to contribute a fair- share. The City of Anaheim will continue to work with the City of Orange to develop the most appropriate strategy toward improving the locations impacted by the proposed project. Caltrans Mainline Segments, Ramps, and Weaving Segments State highway facilities within the study area are not within the jurisdiction of the City of Anaheim. Rather, those improvements are planned, funded, and constructed by the State of California through a legislative and political process involving the State Legislature; the California Transportation Commission (CTC); the California Business, Transportation, and Housing Agency; the California Department of Transportation (Caltrans); and OCTA. In California, most State Highway System improvements are programmed through two documents, the State Transportation Improvement Program (STIP) or the State Highway Operation and Protection Program (SHOPP). State and federal fuel taxes generate most of the funds used to pay for these improvements. Funds expected to be available for transportation improvements are identified through a Fund Estimate prepared by Caltrans and adopted by the CTC. These funds, along with other fund sources, are deposited in the State Highway Account to be programmed and allocated to specific project improvements in both the STIP and SHOPP by the CTC. The STIP is developed from Regional Transportation Improvement Programs (RTIPs) proposed by Regional Transportation Planning Agencies (RTPAs/MPOs) throughout California and the Interregional Transportation Improvement Program (ITIP) proposed by Caltrans. Of the funds made available by the CTC for the STIP, 25 percent is made available for Caltrans to propose expansion and capacity-enhancing improvements on the statutorily designated Interregional Road System while 75 percent of the funds are made available to the RTPAs/MPOs to propose all types of improvements ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 112 on all other State Highway System Roads, other non-State highway roads eligible to use federal funds, and on the Interregional Road System. Transportation funds generally come from a variety of sources including National Highway System funds; State fuel taxes; federal fuel taxes; sales taxes on fuel; truck weight fees; roadway and bridge tolls; user fares; local sales tax measures; development fees, where applicable; bond revenues; and State and local general and matching funds. Improvements to State Highway Systems are deemed to be matters of federal, State, regional, and local concern. On the federal level, the City, through its Congressional delegation, has aggressively sought federal monies for regional roadway improvements. Within the study area, relatively recent projects have provided improvements to the freeway facilities. Interstate 5 within the study area was widened in the late 1990’s under the OCTA Measure M. Additionally, the I-5, SR-57, SR-22 interchange to the south of the study area was recently upgraded to improve flow on all facilities. The State Highway System freeways and ramps that are cumulatively deficient under 2030 conditions are at their recommended buildout, according to the Route Concept Reports (RCR) for the Interstate 5 facility approved by Caltrans in 2000; SR-22 facility, approved by Caltrans in 1996; and the State Route 57 facility, approved by Caltrans in 1999. On I-5, the RCR identifies a concept facility of eight general-purpose lanes and two high occupancy vehicle (HOV) lanes for the segment between the SR-22/57 interchange, south of the study area, to SR-91, north of the study area. On SR-22, the RCR identifies a concept facility with six general- purpose lanes and two HOV lanes, plus auxiliary lanes. On SR-57, the RCR identifies an eight-lane existing facility with two HOV lanes for the segment between the I-5/SR-22 interchange, south of the study area to SR-91, north of the study area. For the 2030 analysis, the concept buildout facility of five general-purpose lanes and two HOV lanes was assumed, although there is still ongoing study for the funding and timeline for implementation of these improvements. State and local funding sources, including Renewed Measure M funding through OCTA, is currently assessing improvements on SR- 57. In an attempt to further increase capacity and reduce congestion on SR-57, a feasibility study was conducted by OCTA to examine alternatives for adding an additional lane in each direction between the Los Angeles County line and the I-5/SR-22/SR-57 interchange. This study concluded that due of extensive right-of-way impacts and expanded traffic at the I-5/SR-22/SR-57 interchange, any consideration of capacity improvements should be deferred until the SR-57 is extended southward to the I-405 freeway. The following improvements are currently in the design and environmental stages with dedicated funding from OCTA through the Measure M Program. · SR-57 northbound between Orangethorpe Avenue to Lambert Road segment—addition of one general-purpose freeway lane from north of the SR-91 near Orangethorpe Avenue in Placentia to Lambert Road in Brea (The project is currently in the design phase and construction is scheduled to begin in fall 2010). · SR-57 northbound from the Katella Avenue off-ramp to the Lincoln Avenue off-ramp— addition of auxiliary lane capacity--(entered the environmental phase in 2008 and construction is scheduled to follow approximately one year after the Orangethorpe Avenue to Lambert Road segment begins construction in late 2010 if project is approved) (Source: OCTA). For improvements to the Caltrans facilities, the City of Anaheim, lead agency for this project, will have to decide whether changes, alterations, or mitigation measures are within the responsibility ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 113 and jurisdiction of another public agency such as Caltrans and not the City of Anaheim. It must determine if such changes have been adopted by such other agency or can and should be adopted by such other agency and/or whether any further mitigation to the impacted State Highway System are feasible, and if not, whether specific overriding economic, legal, social, technological, or other benefits of the project outweigh the unavoidable cumulative traffic impacts caused by the project. The City of Anaheim has already taken steps to alleviate most of the impacts of increased development of the Platinum Triangle. The Gene Autry Extension Project and recent capacity improvements to State College Boulevard and Katella Avenue are just some of the examples of the City of Anaheim’s commitment to an effective circulation system within the Platinum Triangle. The City of Anaheim has an existing CFD program that outlines its strategy toward implementing many of the improvements necessitated by increased development in the Platinum Triangle. With completion of the improvements described in the mitigation, the significant impacts associated with the Proposed Project would be fully mitigated with the exception of the intersections identified above in the Cities of Anaheim and Orange and the improvements to State highway facilities. However, inasmuch as the primary responsibility for approving and/or completing certain improvements located outside of Anaheim lies with agencies other than the City of Anaheim City of Orange and Caltrans); 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. Should that occur, the Project’s traffic impact would remain significant. The City is committed to working with the City of Orange and Caltrans to identify the most appropriate improvement strategies for their facilities and acknowledges the fair-share cost of improvements to those facilities, however, the City of Orange and Caltrans have full jurisdiction toward implementing the identified improvements under their jurisdiction. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 114 8.0 CONCLUSION PROJECT RELATED TRAFFIC IMPACTS AND MITIGATION STRATEGIES Intersection Impacts Based upon the ICU methodology established by the Cities of Anaheim and Orange, the study determined that 30 intersections are impacted by the Proposed Project and require mitigation. Improvements have been proposed for all locations and with the implementation of the mitigation strategies, all intersections within the study area operate at an acceptable level of service (LOS). However, seven of the intersection improvements within the City of Anaheim may not be feasible due to potential constraints and will be included in a Statement of Overriding Considerations for the Proposed Project. The Statement of Overriding Considerations will also apply to the six intersections identified as deficient within the City of Orange under the ICU analysis methodology. Additionally, the City of Anaheim has identified intersections where certain heavy left or right turn movements may impede pedestrian flow and further delay traffic. Six intersections in Anaheim are forecast to have heavy right volumes which justify an additional turn lane. There are two intersections with heavy forecast left-turn volumes for which the City has recommended adding an additional left turn lane. Finally, the City has identified four locations where unbalanced share of turning volumes between the AM and PM 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 times. In place of capacity enhancements these locations would benefit from signage improvements to maximize available capacity. Arterial Segment Impacts Based on the analysis, it is observed that there are four required arterial segment improvements in the City of Anaheim. One additional segment is recommended for improvement to allow for continuity on a key east-west corridor. There are also six arterial segment improvements required to locations in the City of Orange. A Statement of Overriding Considerations for the arterial capacity improvements has been developed for improvements in Orange. Caltrans Intersection Impacts Five Caltrans ramp termini intersection deficiencies identified through peak hour analysis. Of the five locations, three were also identified by the ICU analysis as deficient. Proposed improvements have been compared to those strategies identified through the ICU analysis and improvements applied to both the types of analyses. Additional mitigation strategies have been proposed for the locations identified only through the HCM analysis where a project related impact has been identified. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 115 Caltrans Mainline and Ramp Improvements Since the major freeway facilities within the study area, I-5, SR-22, and SR-57 have reached their design capacity or will have reached it by 2030 and the required physical improvements are largely the result of background regional traffic, consultation between the City of Anaheim and Caltrans will be necessary to reach consensus on any potential operational improvement measures. The improvement measures could consist of ITS improvements, enhanced signage, or other operational improvements. The 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 EIR identifying the potential operational improvements to Caltrans facilities. Mitigation Monitoring Program The Mitigation Monitoring Program identifies mitigation measures that have been identified through the analysis of potential impacts caused by implementation of the Proposed Project. The discussion in Chapter 7, Proposed Mitigation and Improvement Strategy, identifies the mitigation measures and this section combines the various strategies into a proposed monitoring program that will be carried forward into the EIR. 1. Prior to approval of a Development Agreement for any project forecast to generate 100 or more peak hour trips, as determined by the City Traffic and Transportation Manager utilizing Anaheim Traffic Analysis Model Trip Generation Rates, property owner/developers shall prepare traffic improvement phasing analyses to identify when the improvements identified in this traffic analysis shall be designed and constructed. The Development Agreement Conditions of Approval shall require the property owner/developer to implement traffic improvements as identified in the project traffic study to maintain satisfactory levels of service as defined by the City’s General Plan, based on thresholds of significance, performance standards and methodologies utilized in DSEIR No. 339, Orange County Congestion Management Program and established in City of Anaheim Traffic Study Guidelines. The improvement phasing analyses will specify the timing, funding, construction, and fair-share responsibilities for all traffic improvements necessary to maintain satisfactory levels of service within the City of Anaheim and surrounding jurisdictions. The Development Agreement Conditions of Approval shall require the property owner/developer to construct, bond for or enter into a funding agreement for necessary circulation system improvements, as determined by the City Traffic and Transportation Manager, unless alternative funding sources have been identified. 2. In conjunction with the preparation of any traffic improvement phasing analyses as required in Mitigation Measure 1, property owners/developers will analyze to determine when the intersection improvements shall be constructed, subject to the conditions identified in Mitigation Measure 1. 3. In conjunction with the preparation of any traffic improvement phasing analyses as required in Mitigation Measure 1, the following actions shall be taken in cooperation with the City of Orange: ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 116 a) The traffic improvement phasing analysis shall identify any impacts created by the project on facilities within the City of Orange. The fair-share percentage responsibility for mitigating these impacts shall be calculated in this analysis. b) The City of Anaheim shall estimate the cost of the project’s fair-share responsibility in cooperation with the City of Orange. c) The Proposed Project shall pay the City of Anaheim the fair-share cost prior to issuance of a building permit. The City of Anaheim shall hold the amount received in trust, and then, once a mutually agreed upon joint program is executed by both cities, the City of Anaheim shall allocate the fair-share contribution to traffic mitigation programs that result in improved traffic flow at the impacted locations, via an agreement mutually acceptable to both cities. 4. In conjunction with the preparation of any traffic improvement phasing analyses as required in Mitigation Measure 1, and assuming that a regional transportation agency has not already programmed and funded the warranted improvements to the impacted freeway mainline or freeway ramp locations, property owners/developers and the City will take the following actions in cooperation with Caltrans: a) The traffic study will identify the Project’s proportionate impact on the specific freeway mainline and/or freeway ramp locations and its fair-share percentage responsibility for mitigating these impacts based on thresholds of significance, performance standards and methodologies utilized in DSEIR No. 339 and established in the Orange County Congestion Management Program and City of Anaheim Traffic Study Guidelines. b) The City shall estimate the cost of the project’s fair-share responsibility in cooperation with Caltrans. 5. Prior to the approval of the final subdivision map or issuance of a Building Permit, whichever occurs first, the property owner/developer shall pay the identified fair-share responsibility as determined by the City as set forth in Mitigation Measure 4. The City shall allocate the property owners/developers fair-share contribution to traffic mitigation programs that result in improved traffic flow on the impacted mainline and ramp locations, via an agreement mutually acceptable to Caltrans and the City. 6. Prior to approval of the first final subdivision map or issuance of the first building permit, whichever occurs first, the property owner/developer shall irrevocably offer for dedication (with subordination of easements), including necessary construction easements, the ultimate arterial highway right(s)-of-way adjacent to their property as shown in the Circulation Element of the Anaheim General Plan and consistent with the adopted Platinum Triangle Master Plan. 7. Prior to issuance of the first building permit for each building, the property owner/developer shall pay the appropriate Traffic Signal Assessment Fees, Traffic Impact and Improvement Fees, and Platinum Triangle Impact Fees to the City of Anaheim in amounts determined by the City Council Resolution in effect at the time of issuance of the building permit with credit ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 117 given for City-authorized improvements provided by the property owner/developer; and participate in all applicable reimbursement or benefit districts which have been established. 8. Subsequent to the certification of the FEIR, and prior to the approval of the first Development Agreement, if the costs of the identified improvements in this traffic study cannot be covered by the total funding allocation under the existing Community Facilities District (CFD), 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 improvements. 9. Prior to the first final building and zoning inspection for each building with commercial, office, and/or institutional uses, the property owners/developer shall record a covenant on the property requiring that ongoing during project implementation, the property owner/developer shall implement and administer a comprehensive Transportation Demand Management (TDM) program for all employees. The form of the covenant shall be approved by the City Attorney’s Office. Objectives of the TDM program shall be: · Increase ridesharing and use of alternative transportation modes by guests. · Provide a menu of commute alternatives for employees to reduce project-generated trips. · Conduct an annual commuter survey to ascertain trip generation, trip origin, and Average Vehicle Ridership. 10. Prior to the first Final Building and Zoning inspection for each building with commercial, office, or institutional uses, the property owner/developer shall provide to the City of Anaheim Public Works Department for review and approval a menu of TDM program strategies and elements for both existing and future employees’ commute options, to include, but not be limited to, the list below. The property owner/developer shall also record a covenant on the property requiring that the approved TDM strategies and elements be implemented ongoing during project operation. The form of the covenant shall be approved by the City Attorney’s Office prior to recordation. Every property owner and/or lessee shall designate an on-site contact who will be responsible for coordinating with the ATN and implementing all trip mitigation measures. The on-site coordinator shall be the one point of contact representing the project with the ATN. The TDM requirements shall be included in the lease or other agreement with all of the project participants. · On-site services. On-site services such as the food, retail, and other services. · Ridesharing. Develop 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 rideshare. · Vanpooling. Develop 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 programs. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 118 · Transit Pass. Promote Orange County Transportation Authority (including commuter rail) passes through financial assistance and on-site sales to encourage employees to use the various transit and bus services from throughout the region. · Shuttle Service. Generate a commuter listing of all employees living in proximity to the project, and a local shuttle program offered to encourage employees to travel to work by means other than the automobile. · Bicycling. Develop a Bicycling Program to offer a bicycling alternative to employees. Secure bicycle racks, lockers, and showers should be provided as part of this program. Maps of bicycle routes throughout the area should be provided to inform potential bicyclists of these options. · Guaranteed Ride Home Program. Develop a program to provide employees who rideshare, or use transit or other means of commuting to work, with a prearranged ride home in a taxi, rental car, shuttle, or other vehicle, in the event of emergencies during the work shift. · Target Reduction of Longest Commute Trip. Promote an incentive program for ridesharing and other alternative transportation modes to put highest priority on reduction of longest employee commute trips. · Work Shifts. Stagger work shifts. · Compressed Work Week. Develop a “compressed work week” program, which provides for fewer work days but longer daily shifts as an option for employees. · Telecommuting. Explore the possibility of a “telecommuting” program that would link some employees via electronic means computer with modem). · Parking Management. Develop a parking management program that provides incentives to those who rideshare or use transit means other than single-occupant auto to travel to work. · Access. Provide preferential access to high occupancy vehicles and shuttles. · Financial Incentive for Ridesharing and/or Public Transit. Offer employees financial incentives for ridesharing or using public transportation. Currently, federal law provides tax-free status for up to $65 per month per employee contributions to employees who vanpool or use public transit including commuter rail and/or express bus pools. · Financial Incentive for Bicycling. Offer employees financial incentives for bicycling to work. · Special “Premium” for the Participation and Promotion of Trip Reduction. Offer ticket/passes to special events, vacation, etc. be offered to employees who recruit other employees for vanpool, carpool, or other trip reduction programs. · Incentive Programs. Design incentive programs for carpooling and other alternative transportation modes so as to put highest priority on reduction of longest commute trips. 11. Prior to the first final building and zoning inspection, for each building with office and/or commercial uses, the property owner/developer shall join and financially participate in a clean fuel shuttle program, if established and, shall participate in the Anaheim Transportation ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 119 Network/Transportation Management Association in conjunction with the on-going operation of the project. The property owner/developer shall also record a covenant on the property that requires participation in the program ongoing during project operation. The form of the covenant shall be approved by the City Attorney’s Office prior to recordation. 12. Prior to the first final building and zoning inspection, for each building with office and/or commercial uses, the property owner/developer shall submit proof to the Public Works, Transit Planning Division that the property owner/developer has entered into an agreement with the Anaheim Transportation Network (ATN) for the provision of a transit shuttle service between the project, the existing Metrolink Station and future Anaheim Regional Transportation Intermodal Center (ARTIC) as well as major activity centers in between. The agreement shall be recorded in the Official Records of the Office of the County Recorder, Orange County, California. The form of the agreement shall be approved by the City Attorney’s Office prior to recordation. The agreement shall provide for the following: a. A shuttle route plan, approved by the Public Works Department, Transit Planning Division and ATN, shall be attached and incorporated into the agreement. The plan shall include co-location of stops with Orange County Transportation Authority bus stop locations and other properties in The Platinum Triangle where feasible and determined appropriate by the Public Works Transit Planning Division and ATN. The property owner/developer shall pay all costs associated with the preparation of the shuttle route plan. b. The property owner/developer shall provide the full cost associated with providing the shuttle, including, but not limited to, purchasing the shuttle vehicle and all costs associated with operating and marketing the shuttle route. c. The agreement shall provide a mechanism for the property owner/developer to request fair-share participation from other major activity centers to be served by this shuttle route. The mechanism shall be subject to the approval of the ATN. d. The agreement shall set forth a schedule for commencement of operation of the shuttle service. e. The agreement shall provide that the property owner/developer's obligations to fund the shuttle service may be cancelled only upon prior written approval from the Public Works Department, Transit Planning Division's once a new transit service has taken its place. f. That to the extent permitted by law the terms of this agreement shall constitute covenants which shall run with the property for the benefit thereof, and the benefits of this agreement shall bind and inure to the benefit of the parties and all successors in interest to the parties hereto. 13. Prior to the approval of a Final Site Plan, the property owner/developer shall meet with the Traffic and Transportation Manager to determine whether a bus stop is required to be placed adjacent to the property. If a bus stop(s) is required, 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 Revised Platinum Triangle Expansion Project Draft Traffic Study Report 120 required by the Traffic and Transportation Manager and per the approval of the Orange County Transportation Authority (OCTA). ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 121 9.0 REFERENCES City of Anaheim Criteria for Preparation of Traffic Impact Studies. (City of Anaheim, 1996) City of Anaheim General Plan. (City of Anaheim, 2004, and as amended thereafter) City of Anaheim Updated and Modified Mitigation Monitoring Program No. 106A For The Platinum Triangle, City Council Adopted 10/25/05 City of Bakersfield Panama Lane Shopping Center, Draft EIR. (Michael Brandman Associates, 2003) City of Orange General Plan Update Traffic Analysis (June 2009) City of Orange Traffic Impact Analysis Guidelines (City of Orange, August 15, 2007) Colton California-West Valley Specific Plan- Traffic Impact Analysis Guidelines Glossary. (Kunzman and Associates, 2008) Highway Capacity Manual (HCM). Transportation Research Board, (TRB, 2000) Route Concept Report (RCR), Interstate Route 5 San Diego/Santa Ana Freeway. (Caltrans, 2000) Route Concept Report (RCR), State Route 57 Orange Freeway. (Caltrans, 1999) Route Concept Report (RCR), State Route 22 Garden Grove Freeway. (Caltrans, 1996) Trip Generation Handbook, Second Edition. Institute of Transportation Engineers (ITE) Multi-Use Development Trip Generation and Internal Capture Summary Methodology—Chapter 7 (ITE, 2004) Trip Generation Handbook, Second Edition. Institute of Transportation Engineers (ITE) Effects of Transportation Demand Management (TDM) and Transit on Trip Generation—Appendix B (ITE, 2004) ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 122 10.0 GLOSSARY OF TRANSPORTATION TERMS COMMON ABBREVIATIONS ADT Average Daily Traffic ATAM Anaheim Traffic Analysis Model Caltrans The California Department of Transportation DU Dwelling Unit HCM Highway Capacity Manual HCS Highway Capacity Software (Software package utilizing the formulae in the Highway Capacity Manual) HOV High Occupancy Vehicle lane ICU Intersection Capacity Utilization LOS Level of Service OCTA Orange County Transportation Authority OCTAM Orange County Transportation Analysis Model TSF Thousands of Square Feet V/C Volume/Capacity VMT Vehicle Miles Traveled TERMS ANAHEIM TRAFFIC ANALYSIS MODEL (ATAM): The subarea modeling tool developed for the City of Anaheim that has been determined to be consistent with the Orange County Transportation Analysis Model (OCTAM) for the purposes of forecasting future traffic activity throughout the City for land use and circulation system scenarios. AUXILIARY LANE: A non-capacity enhancing lane that provides operational benefits to the freeway mainline. Typically an auxiliary lane extends between an on-ramp and off-ramp to facilitate the weave movement between the interchange without detrimental effects to the mainline through lanes. AVERAGE DAILY TRAFFIC: The total volume during a year divided by the number of days in a year. Usually only weekdays are included. BANDWIDTH: The number of seconds of green time available for through traffic in a signal progression. BOTTLENECK: A constriction along a travelway that limits the amount of traffic that can proceed from its location. CAPACITY: The 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 period. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 123 CHANNELIZATION: The separation or regulation of conflicting traffic movements into definite paths of travel by the use of pavement markings, raised islands, or other suitable means to facilitate the safe and orderly movements of both vehicles and pedestrians. CLEARANCE INTERVAL: Nearly same as yellow time. lf there is an all red interval after the end of a yellow, then that is also added into the clearance interval. COMMUNITY FACILITIES DISTRICT (CFD): For Platinum Triangle the District 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 Platinum Triangle. The District is expected to contribute funds towards many of the intersection improvements identified in this study. CRITICAL MOVEMENT: Conflicting intersection turning movements that are found to have the highest ICU for opposing movements; i.e. each of the approaches at a four-legged intersection will contain a critical movement that conflicts with an opposing movement. DAILY CAPACITY: The daily volume of traffic that will result in a volume during the peak hour equal to the capacity of the roadway. DELAY: The time consumed while traffic is impeded in its movement by some element over which it has no control, usually expressed in seconds per vehicle. DEMAND RESPONSIVE SIGNAL: Same as traffic-actuated signal. DENSITY: The number of vehicles occupying in a unit length of the through traffic lanes of a roadway at any given instant. Usually expressed in vehicles per mile. DIRECTIONAL SPLIT: The percent of traffic in the peak direction at any point in time. DIVERGE AREA (HCM): the two right shoulder lanes plus the auxiliary lane for 1500 feet from the ramp gore point (location where the ramp intersects with the freeway mainline. DIVERSION: The rerouting of peak hour traffic to avoid congestion. FORCED FLOW: Opposite of free flow. FREE FLOW: Volumes are well below capacity. Vehicles can maneuver freely and travel is unimpeded by other traffic. GAP: Time or distance between successive vehicles in a traffic stream, rear bumper to front bumper. HEADWAY: Time or distance spacing between successive vehicles in a traffic stream, front bumper to front bumper. HIGH OCCUPANCY VEHICLE (HOV) LANE: A lane restricted for use by vehicles with 2 or more persons. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 124 INTERCONNECTED SIGNAL SYSTEM: A number of intersections that are connected to achieve signal progression. LEVEL OF SERVICE: A qualitative measure of a number of factors, which include speed and travel time, traffic interruptions, freedom to maneuver, safety, driving comfort and convenience, and operating costs. LOOP DETECTOR: A vehicle detector consisting of a loop of wire embedded in the roadway, energized by alternating current and producing an output circuit closure when passed over by a vehicle. MERGE AREA (HCM): the two right shoulder lanes plus the auxiliary lane for 1500 feet from the ramp gore point (location where the ramp intersects with the freeway mainline. MINIMUM ACCEPTABLE GAP: Smallest time headway between successive vehicles in a traffic stream into which another vehicle is willing and able to cross or merge. MIXED USE DEVELOPMENT: The practice of allowing more than one type of lane use in a building or set of buildings. In planning terms, this can mean some combination of residential, commercial, industrial, office, institutional, or other land uses. MULTI-MODAL: More than one mode; such as automobile, bus transit, rail rapid transit, and bicycle transportation modes. OFFSET: the time interval in seconds between the beginning of green at one intersection and the beginning of green at an adjacent intersection. PLATOON; A closely grouped component of traffic that is composed of several vehicles moving, or standing ready to move, with clear spaces ahead and behind. ORANGE COUNTY TRANSPORTATION ANALYSIS MODEL (OCTAM): The regional model developed and maintained by OCTA that is the parent model to the City of Anaheim subarea model, ATAM. ORIGIN-DESTINATION SURVEY: A survey to determine the point of origin and the point of destination for a given vehicle trip. PASSENGER CAR EQUIVALENTS (PGE): One car is one Passenger car Equivalent. A truck is equal to two or three Passenger car Equivalents in that a truck requires longer to start, goes slower, and accelerates slower. Loaded trucks have a higher Passenger Car Equivalent than empty trucks. PEAK HOUR: The 60 consecutive minutes with the highest number of vehicles. PEAK HOUR FACTOR: the period during which peak hour traffic volume is at its highest. Peak Hour factor is determined by calculating the hourly volume divided by the peak rate of flow within the hour, which is the highest 15 minute interval multiplied by four. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 125 PRETIMED SIGNAL: A type of traffic signal that directs traffic to stop and go on a predetermined time schedule without regard to traffic conditions. Also, fixed time signal. PROGRESSION: A term used to describe the progressive movement of traffic through several signalized intersections. SCREEN-LINE: An imaginary line or physical feature across which all trips are counted, normally to verify the validity of mathematical traffic models. SIGNAL CYCLE: The time in seconds required for one complete sequence of signal indications. SIGNAL PHASE: The part of the signal cycle allocated to one or more traffic movements. SIGNIFICANT IMPACT (CEQA): Projects can cause significant impacts by direct physical changes to the environment or by triggering reasonably foreseeable indirect physical changes. Physical changes caused by a project can contribute incrementally to cumulative effects that are significant, even if individual changes resulting from a project are limited. You must determine whether the cumulative impact is significant, as well as whether an individual effect is “cumulatively considerable.” This means “the incremental effects of an individual project are significant when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects” (CEQA Guidelines Section 15064(h)(1)). STARTING DELAY: The delay experienced in initiating the movement of queued traffic from a stop to an average running speed through a signalized intersection. A complete software package for modeling, optimizing, managing and simulating traffic systems. implements the HCM methodologies for intersection analysis and is applied for State Highway System ramp termini intersections. TRANSIT ORIENTED DEVELOPMENT: A mixed-use residential or commercial area designed to maximize access to public transport, and often incorporates features to encourage transit ridership. TRIP: The movement of a person or vehicle from one location (origin) to another (destination). For example, from home to store to home are two trips, not one. TRIP-END: one end of a trip at either the origin or destination; i.e. each trip has two trip-ends. A trip- end occurs when a person, object, or message is transferred to or from a vehicle. TRIP GENERATION RATE: The quality of trips produced and/or attracted by a specific land use stated in terms of units such as per dwelling, per acre, and per 1,000 square feet of floor space. TRUCK: A vehicle having dual tires on one or more axles, or having more than two axles. UNBALANCED Flow: Heavier traffic flow in one direction than the other. On a daily basis, most facilities have balanced flow. During the peak hours, flow is seldom balanced in an urban area. VEHICLE MILES OF TRAVEL: A measure of the amount of usage of a section of highway, obtained by multiplying the average daily traffic by length of facility in miles. ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 126 WEAVING AREA: The area of a freeway where there is cross traffic from either a on or off-ramp or transition to another freeway. Typically weaving segments are formed when merge areas are followed closely by diverge areas (within 2,500 feet) 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 devices. ---PAGE BREAK--- ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 127 11.0 APPENDICES 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 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 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) ---PAGE BREAK--- The Revised Platinum Triangle Expansion Project Draft Traffic Study Report 128 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