Document Anaheim_doc_db0f61864a

5. Environmental Analysis The Platinum Triangle Subsequent EIR City of Anaheim • Page 5-181 5.10 TRAFFIC AND CIRCULATION The analysis in this section is based in part on the following technical report: • Traffic Study for The Platinum Triangle Master Land Use Plan, Parsons Brinkerhoff Quade & Douglas, Inc., April 5, 2005. A copy of this study is included in the Technical Appendices to this Draft EIR (Volume II, Appendix In this traffic study, four different scenarios were analyzed. They are as follows: 1. Existing Conditions 2. Build-out of the adopted Platinum Triangle Master Land Use Plan (“Adopted MLUP”) with Existing Lane Geometrics 3. Build-out of The Platinum Triangle Master Land Use Plan in accordance with the Proposed Project (“Proposed MLUP”) with Existing Lane Geometrics 4. Build-out of The Platinum Triangle Master Land Use Plan in accordance with the Proposed Project (“Proposed MLUP”) with Planned Circulation Improvements The Adopted MLUP represents build-out of The Platinum Triangle in accordance with the land use intensities indicated in the General Plan. Proposed MLUP represents build-out of The Platinum Triangle in accordance with the Proposed Project. Existing Lane Geometrics represents those street improvements currently in place as of March 2005. Planned Circulation Improvements represents those street improvements as indicated by the General Plan, The Platinum Triangle Master Land Use Plan and associated documents. 5.10.1 Environmental Setting Methodology The methodology adopted for this study involved the application of the Anaheim Traffic Analysis Model (ATAM) to forecast a.m. and p.m. peak hour traffic at the intersections in The Platinum Triangle area with full build-out of the Proposed Project. ATAM is the traffic forecasting modeling tool for the City of Anaheim, and has been found consistent with the Orange County Transportation Analysis Model (OCTAM) developed by the Orange County Transportation Authority. For modeling purposes, the General Plan land use assumptions in The Platinum Triangle area were reviewed and updated to be consistent with site plan proposals currently under review by the City and expectations about the geographic distribution of development within each district. City staff provided direction on the appropriate allocation of future development in each of the model’s traffic analysis zones (TAZ). The Adopted MLUP scenario reflects the existing General Plan land use intensities, including this reallocation of land use among TAZs in each district. City staff also provided land use allocation by TAZ for the additional residential and commercial development being considered in the Proposed Project. For each future land use scenario, mixed-use trip reduction was calculated for each district in The Platinum Triangle area using the Institute of Transportation Engineers methodology. The amount of residential, commercial, and office development in each district determined the percentage reduction of trips. Because the North Net Fire Training Center is spatially separate from the rest of the Gateway District, the mixed-use trip reduction was calculated separately for that site. ---PAGE BREAK--- 5. Environmental Analysis Page 5-182 • The Planning Center May 2005 Table 5.10-1 presents the percent internal capture computed for Adopted MLUP and Proposed MLUP by each district. Table 5.10-1 Mixed-Use Trip Reduction Plan by District Platinum Triangle Area Districts Percent Internal Capture for Adopted MLUP Percent Internal Capture for Proposed MLUP Katella District 15.2% 16.5% Gene Autry District 9.0% 17.9% Gateway District 5.9% 5.5% Stadium District 13.9% 13.9% Arena District 19.9% 19.9% North Net Fire Training Center N/A 4.5% N/A = Not Applicable The future traffic forecasts were used to estimate future levels of service (LOS) during morning and afternoon peak hours at 29 study intersections in the area—24 intersections in Anaheim and 5 in Orange (identified by the City of Orange for inclusion in this traffic analysis). The LOS results were compared with the LOS results from the general plan traffic analysis in EIR No. 330 to identify significant adverse impacts of the Proposed Project and to identify future lane requirements at the study intersections in the City of Anaheim to achieve a peak hour LOS at intersections, in accordance with the City’s adopted LOS standard. The threshold of significance for traffic impacts is a peak hour LOS worse than with an increase in the Intersection Capacity Utilization ratio of greater than 0.01. When the Proposed MLUP condition is compared with the Current MLUP, mitigation will be required for any intersection which increases the peak hour ICU by at least 0.02 and is projected to operate at LOS E or F. Existing Conditions Figure 5.10-1 shows the TAZ numbers and boundaries for The Platinum Triangle. The existing mid-block number of lanes on the streets in The Platinum Triangle is shown in Figure 5.10-2, and the existing intersection lane geometry is summarized in Table 5.10-2. For traffic modeling purposes, development is quantified by land use category in traffic analysis zones (TAZ) throughout the City. Table 5.10-3 quantifies the existing daily trip generation in The Platinum Triangle by TAZ. Currently, development in the study area generates a total of approximately 95,000 daily trips. In addition to Angel Stadium of Anaheim and Arrowhead Pond of Anaheim, existing land use is largely industrial in nature, with no residential develop- ment. Currently, there are zero dwelling units in the area, approximately 3,827 thousand square feet (TSF) of industrial development, 203 TSF of commercial development, and 1,558 TSF of office space. Existing average daily traffic volumes on the streets in The Platinum Triangle are shown in Figure 5.10-3. Peak traffic conditions are evaluated based on the peak hour levels of service at the study intersections. Existing LOS at the study intersections is summarized in Table 5.10-4, and the ICU calculation worksheets are included in Appendix J. Currently, most of the intersections operate at an acceptable LOS in both the peak hours. The only exception is the intersection of Santiago Boulevard and Meats Avenue located in the ---PAGE BREAK--- ---PAGE BREAK--- 5. Environmental Analysis Page 5-184 • The Planning Center May 2005 This page intentionally left blank. ---PAGE BREAK--- ---PAGE BREAK--- 5. Environmental Analysis Page 5-186 • The Planning Center May 2005 This page intentionally left blank. ---PAGE BREAK--- 5. Environmental Analysis The Platinum Triangle Subsequent EIR City of Anaheim • Page 5-187 Table 5.10-2 Existing Intersection Lane Geometry Northbound Southbound Eastbound Westbound Intersection L T R L T R L T R L T R Anaheim / I-5 NB Ramp 2 3 0 0 3 1 0 0 0 0.5 1 1.5 Anaheim / Disney 1 3 0 2 3 0 2 4 0 0 3 0 Manchester I-5 SB / Katella 2 0 2 2 2 1 0 3 1 2 3 0 Anaheim Way / Katella 2 2 1 0 0 0 2 3 0 0 3 2 Lewis / Katella 1 1 0 1 1 1 1 3 0 1 3 0 Manchester / Orangewood 0 0 0 2 3 0 0 3 1 2 3 0 Anaheim Way / Orangewood 2 0 1 0 0 0 2 3 0 0 3 1 State College / Katella 2 3 0 2 3 0 2 3 1 2 3 1 State College / Sportstown 0 3 0 2 3 0 0 0 0 1 0 1 State College / Gene Autry 2 3 0 1 3 0 2 0 1 0 1 0 State College / Orangewood 2 4 0 2 4 0 2 2 1 2 2 1 Howell / Katella 1 1 1 2 1 0 1 3 0 2 3 0 Sportstown/ Katella 1 1 2 1 1 1 1 2 0 1 2 1 Rampart / Orangewood 2 0 1 0 0 0 0 2 1 1 2 0 SR-57 SB Ramp / Katella 0 0 0 1 0 2 0 3 F 0 3 F SR-57 NB Ramp / Katella 2 0 2 0 0 0 0 3 F 0 3 F SR-57 SB Ramp/Orangewood 0 0 0 2 0 1 0 2 1 1 2 0 SR-57 NB Ramp/ Orangewood 1 0 2 0 0 0 0 2 F 0 2 F Douglass / Katella 0.5 1.5 0 1 0.5 1.5 2 3 1 2 4 0 Market / Katella — — — — — — — 4 — — 4 — Gene Autry / Market — — — — — — — 2 — — 2 — State College / Connector — 3 — — 3 — — — — — — — Orangewood / — — — — — — — 2 — — 2 — State College / — 3 — — 3 — — — — — — — Main / Katella 2 2 1 1 2 1 1 3 1 1 3 0 Eckhoff / Orangewood 1 1 0 1 1 1 1 2 1 1 2 0 The City Drive / Chapman 2 4 1 2 3 1 2 3 1 2 3 1 Santiago / Meats 1 2 0 1 2 0 1 2 0 1 2 0 Chapman / Rampart — — — 1 0 1 1 3 0 0 3 1 ---PAGE BREAK--- 5. Environmental Analysis Page 5-188 • The Planning Center May 2005 Table 5.10-3 Daily Trip Generation for Existing Conditions TAZ Total Trips 256 4,845 257 3,938 258 1,776 262 889 306 2,804 307 5,032 308 6,715 309 6,357 310 2,717 311 2,635 312 6,909 313 481 314 7,276 339 3,842 340 5,441 341 1,144 342 5,563 343 4,646 344 4,937 345 39 346 238 347 1,168 348 3,174 349 2,295 350 0 351 0 352 6,863 353 346 354 1,268 355 1,686 TOTAL 95,025 ---PAGE BREAK--- ---PAGE BREAK--- 5. Environmental Analysis Page 5-190 • The Planning Center May 2005 This page intentionally left blank. ---PAGE BREAK--- 5. Environmental Analysis The Platinum Triangle Subsequent EIR City of Anaheim • Page 5-191 Table 5.10-4 Existing Level of Service at Study Intersections A.M. Peak Hour P.M. Peak Hour Intersection V/C LOS V/C LOS Anaheim / I-5 NB Ramp 0.36 A 0.51 A Anaheim / Disney 0.38 A 0.39 A Manchester I-5 SB / Katella 0.52 A 0.66 B Anaheim Way / Katella 0.48 A 0.60 A Lewis / Katella 0.43 A 0.66 B Manchester / Orangewood 0.49 A 0.33 A Anaheim Way / Orangewood 0.28 A 0.42 A State College / Katella 0.58 A 0.61 B State College / Sportstown 0.30 A 0.30 A State College / Gene Autry Way 0.35 A 0.37 A State College / Orangewood 0.53 A 0.63 A Howell / Katella 0.40 A 0.67 B Sportstown/ Katella 0.32 A 0.50 B Rampart / Orangewood 0.47 A 0.45 A SR-57 SB Ramp / Katella 0.40 A 0.51 A SR-57 NB Ramp / Katella 0.43 A 0.58 A SR-57 SB Ramp/Orangewood 0.69 B 0.82 D SR-57 NB Ramp/ Orangewood 0.50 A 0.48 A Douglass / Katella 0.41 A 0.55 A Market / Katella N/A N/A N/A N/A Gene Autry / Market N/A N/A N/A N/A State College / Market N/A N/A N/A N/A Orangewood / N/A N/A N/A N/A State College / N/A N/A N/A N/A Main / Katella 0.52 A 0.64 B Eckhoff / Orangewood 0.56 A 0.72 C City Drive / Chapman 0.55 A 0.83 D Santiago / Meats 0.93 E 0.75 C Chapman / Rampart 0.38 A 0.58 A Source: Traffic Study for The Platinum Triangle Master Land Use Plan EIR, Parsons Brinckerhoff Quade & Douglas, Inc. April 5, 2005. 5.10.2 Thresholds of Significance According to Appendix G of the CEQA Guidelines, a project would normally have a significant effect on the environment if the project could: T-1 Cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections). T-2 Exceed, either individually or cumulatively, a level of service standard established by the county congestion management agency for designated roads or highways. ---PAGE BREAK--- 5. Environmental Analysis Page 5-192 • The Planning Center May 2005 T-3 Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks. T-5 Result in inadequate emergency access. The Initial Study, included as Appendix A, substantiates that impacts associated with the following thresholds would be less than significant: T-4 Substantially increase hazards due to a design feature sharp curves or dangerous intersections) or incompatible uses farm equipment). T-6 Result in inadequate parking capacity. T-7 Conflict with adopted policies, plans, or programs supporting alternative transportation bus turnouts, bicycle racks). These topics are not addressed in the following analysis. 5.10.3 Environmental Impacts The following impact analysis addresses thresholds of significance for which the Initial Study disclosed potentially significant impacts. The applicable thresholds are identified in parentheses after the impact statement. IMPACT 5.10-1: PROJECT-RELATED TRIP GENERATION WOULD IMPACT LEVELS OF SERVICE FOR THE EXISTING AREA ROADWAY SYSTEM. (THRESHOLDS T-1 AND T-2) Impact Analysis: The Adopted MLUP represents build-out of land use in accordance with the recently adopted General Plan. The Proposed MLUP represents build-out of The Platinum Triangle land use as en- visioned for the Proposed Project. The planned mid-block number of lanes on the streets in the Project Area is shown in Figure 5.10-5, Planned Circulation Future Mid-Block Number of Lanes on Streets in Study Area. The methodology adopted for this DSEIR involved the application of the Anaheim Traffic Analysis Model (ATAM) to forecast a.m. and p.m. peak hour traffic at the intersections in The Platinum Triangle with full build- out of The Platinum Triangle MLUP. ATAM is the traffic forecasting modeling tool for the City of Anaheim, and has been found consistent with the Orange County Transportation Analysis Model (OCTAM) developed by the Orange County Transportation Authority. Adopted Master Land Use Plan This scenario (“Adopted MLUP”) represents build-out of the City’s General Plan, including planned uses within The Platinum Triangle. Planned land uses within each TAZ in the area are summarized in Table 5.10-5. The long-range vision for this area includes a major transition, for the majority of the area, from industrial uses to mixed-use residential, commercial, and office development. The General Plan includes mixed-use development in The Platinum Triangle comprising a total of 9,175 dwelling units, 2,044,000 square feet of commercial development, and 3,265,000 square feet of office development. Industrial development (at a FAR up to 0.50) and institutional development (at a FAR up to 3.0) are also allowed in this area. For this scenario, the existing lane configurations were used to analyze the impact of Adopted MLUP traffic; so the assumed lane configurations at each of the study intersections are the same as summarized in Table 5.10-2. ---PAGE BREAK--- 5. Environmental Analysis The Platinum Triangle Subsequent EIR City of Anaheim • Page 5-193 Table 5.10-5 Adopted Master Land Use Plan in Study Area ATAM TAZs in The Platinum Triangle Resid Mixed-Use 15+ DU/ac Office Mixed-Use Commercial Mixed-Use Regional Commercial Professional Office General Industrial Tourism/entertainment Open Space Arrowhead Pond of Anaheim Angel Stadium of Anaheim General Inst Units DU TSF TSF TSF TSF TSF TSF TSF Acres Acres TSF 256 0 0 0 80 0 140 134 0 0 0 5 257 0 0 0 0 0 145 0 1 0 0 0 258 0 0 0 0 62 24 0 1 0 0 48 262 0 0 0 0 66 0 0 1 0 0 0 306 0 0 0 0 0 265 0 1 0 0 0 307 0 0 0 0 309 0 0 1 0 0 0 308 1,750 40 100 0 124 0 0 0 0 0 0 309 1,800 40 131 0 102 0 0 0 0 0 0 310 0 0 0 0 145 0 0 0 0 0 0 311 500 50 25 0 0 0 0 0 0 0 0 312 500 50 25 0 76 0 0 0 0 0 0 313 0 0 0 0 73 0 0 5 0 0 0 314 400 173 16 0 20 0 0 0 0 0 0 339 0 0 0 0 0 437 0 4 0 0 0 340 0 105 198 0 0 0 0 0 0 0 0 341 0 0 0 0 154 0 0 0 0 0 0 342 0 0 0 0 29 0 0 1 0 0 0 343 0 510 40 0 0 0 0 0 0 0 0 344 400 285 233 0 0 0 0 0 0 0 0 345 550 35 46 0 0 0 0 0 0 0 0 346 1,350 1,475 1,067 0 0 0 0 0 0 72 0 347 850 184 18 0 0 0 0 0 0 0 0 348 500 173 16 0 165 0 0 0 0 0 0 349 0 0 0 0 165 0 0 0 0 0 0 350 0 0 0 0 0 0 0 0 0 0 38 351 70 15 16 0 58 0 0 0 0 0 0 352 0 0 0 0 188 0 1 1 0 0 0 353 355 85 84 0 67 0 0 0 32 0 0 354 150 35 21 0 41 0 0 0 0 0 1 355 0 10 8 0 15 0 0 0 0 0 215 Total Land Use 9,175 3,265 2,044 80 1,859 1,011 135 16 32 72 307 Blue Shaded Cells Represent District TAZs ---PAGE BREAK--- 5. Environmental Analysis Page 5-194 • The Planning Center May 2005 Projected future daily trip generation in the study area for the Adopted MLUP is summarized in Table 5.10-6. Adopted MLUP development intensity in the study area is projected to generate a total of approximately 260,000 daily trips, 173.6 percent more than existing development. Projected daily traffic volumes on the streets in The Platinum Triangle attributable to build-out of the General Plan are shown on Figure 5.10-4. Future LOS at the study intersections with existing lane configurations is summarized on Table 5.10-7, and the ICU calculation worksheets are included in Appendix J. With the Adopted MLUP, 9 of the 29 study intersections are projected to operate at an unacceptable level of service in at least one peak hour. Table 5.10-6 Daily Trip Generation for the Adopted MLUP TAZ Total Trips 256 8,019 257 1,931 258 2,062 262 1,182 306 3,545 307 5,530 308 15,988 309 19,605 310 2,602 311 4,924 312 6,289 313 1,302 314 6,945 339 5,832 340 14,891 341 2,760 342 513 343 8,318 344 13,587 345 8,029 346 82,243 347 7,556 348 10,062 349 2,955 350 491 351 2,379 352 3,377 353 8,911 354 3,943 355 4,175 TOTAL 259,946 ---PAGE BREAK--- ---PAGE BREAK--- 5. Environmental Analysis Page 5-196 • The Planning Center May 2005 This page intentionally left blank. ---PAGE BREAK--- 5. Environmental Analysis The Platinum Triangle Subsequent EIR City of Anaheim • Page 5-197 Table 5.10-7 Level-of-Service for Adopted Master Land Use Plan with Existing Lane Configurations A.M. Peak Hour P.M. Peak Hour Intersection V/C LOS V/C LOS Anaheim / I-5 NB Ramp 0.58 A 0.89 D Anaheim Way / Disney Way 0.36 A 0.48 A Manchester I-5 SB/ Katella 1.06 F 0.92 E Anaheim Way / Katella 0.61 B 0.73 C Lewis / Katella 0.63 B 0.86 D Manchester / Orangewood 0.66 B 0.40 A Anaheim Way/ Orangewood 0.45 A 0.57 A State College / Katella 0.91 E 0.99 E State College / Sportstown 0.66 B 0.66 B State College / Gene Autry Way 0.68 B 0.86 D State College / Orangewood 0.75 C 0.93 E Howell / Katella 0.64 B 1.13 F Sportstown / Katella 0.96 E 1.36 F Rampart / Orangewood 0.79 C 1.05 F SR-57 SB Ramps / Katella 0.69 B 0.70 B SR-57 NB Ramps / Katella 0.52 A 0.62 B SR-57 SB Ramps / Orangewood 0.70 B 0.78 C SR-57 NB Ramps / Orangewood 0.53 A 0.52 A Douglass / Katella 0.84 D 1.33 F Market / Katella 0.62 B 0.71 C Gene Autry / Market 0.25 A 0.42 A State College / Market 0.46 A 0.47 A Orangewood / 0.39 A 0.56 A State College / 0.54 A 0.51 A Main / Katella 0.56 A 0.76 C Eckhoff / Orangewood 0.59 A 0.82 D City Drive / Chapman 0.62 B 0.73 C Santiago / Meats 0.88 D 0.99 E Chapman / Rampart 0.82 D 0.98 E Proposed Master Land Use Plan The Proposed MLUP includes additional residential units and commercial square footage in The Platinum Triangle compared to the Adopted General Plan MLUP. The additional commercial square footage is distributed as shown below: • 20,000 square feet in the Katella District east of State College Boulevard • 22,050 square feet in the Gene Autry District south of Gene Autry Way • 66,000 square feet in the Katella District at Market Street • 80,000 square feet in the Gene Autry District at Market Street • 22,050 square feet in the Gene Autry District north of Gene Autry Way ---PAGE BREAK--- 5. Environmental Analysis Page 5-198 • The Planning Center May 2005 Total planned development under the Proposed MLUP is shown in Table 5.10-8. For this scenario, the traffic impact of proposed land use was analyzed for two conditions: • Existing Lane Configurations; and • Planned Circulation Improvements The existing lane configurations at each of the study intersections are the same as summarized in Table 5.10-2. The planned circulation improvements for future mid-block and intersection lane geometry are shown in Figure 5.10-5 and Table 5.10-9. Projected future daily trip generation in the study area for the Proposed MLUP is summarized in Table 5.10-10. Daily trip generation for the Proposed MLUP is projected to be approximately 270,000 daily trips, an increase of 10,000 trips (3.8 percent) over the Adopted MLUP. Projected future daily traffic volumes with the Proposed MLUP are shown in Figure 5.10-6. The volumes are fairly consistent with the Adopted MLUP daily traffic forecasts; the largest differences are volume increases of 2,000-3,000 vehicles per day on Katella Avenue and State College Boulevard. LOS at the study intersections for the Proposed MLUP under existing lane configurations is summarized in Table 5.10-11, and the ICU calculation worksheets are included in Appendix J. The table also shows the change in v/c compared to the Adopted MLUP land uses. With existing lane geometry, the same nine intersections operate at LOS E or F in at least one peak hour with the Proposed MLUP land uses. Of these, the following four represent significant adverse traffic impacts because the v/c increase is greater than 0.01: • Manchester I-5 SB at Katella • State College at Orangewood • Howell at Katella • Sportstown at Katella LOS at the study intersections for the Proposed MLUP under the adopted General Plan lane configurations is summarized in Table 5.10-12, and the ICU calculation worksheets are included in Appendix J. With the planned circulation improvements shown on Figure 5.10-5, all study intersections are projected to operate at LOS D or better in the a.m. peak hour, and all but one are projected to operate at LOS D or better in the p.m. peak hour. In many cases, the planned lane geometry is more than adequate to accommodate normal peak hour volumes. The additional lane capacity, in combination with the traffic management strategies implemented for events at Angel Stadium of Anaheim and Arrowhead Pond of Anaheim, provide the ability for the street system to carry the additional peak hour traffic associated with an event at either venue. The intersection projected to operate at LOS E in the p.m. peak with planned street improvements is Santiago at Meats. Since the v/c increase at Santiago/Meats is 0.01, the intersection would not experience a significant adverse traffic impact, so mitigation is not required. ---PAGE BREAK--- 5. Environmental Analysis The Platinum Triangle Subsequent EIR City of Anaheim • Page 5-199 Table 5.10-8 Proposed Master Land Use Plan in Study Area ATAM TAZs in The Platinum Triangle Resid Mixed-Use 15+ DU/ac Office Mixed-Use Commercial Mixed-Use Regional Commercial Professional Office General Industrial Tourism/entertainment Open Space Arrowhead Pond of Anaheim Angel Stadium of Anaheim General Inst Units DU TSF TSF TSF TSF TSF TSF TSF Acres Acres TSF 256 0 0 0 80 0 140 134 0 0 0 5 257 0 0 0 0 0 145 0 1 0 0 0 258 0 0 0 0 62 24 0 1 0 0 48 262 0 0 0 0 66 0 0 1 0 0 0 306 0 0 0 0 0 265 0 1 0 0 0 307 0 0 0 0 309 0 0 1 0 0 0 308 1,750 40 100 0 124 0 0 0 0 0 0 309 1,800 40 197 0 102 0 0 0 0 0 0 310 0 0 0 0 145 0 0 0 0 0 0 311 500 50 137 0 0 0 0 0 0 0 0 312 500 50 47 0 76 0 0 0 0 0 0 313 0 0 0 0 73 0 0 5 0 0 0 314 400 165 14 0 20 0 0 0 0 0 0 339 0 0 0 0 0 437 0 4 0 0 0 340 0 105 202 0 0 0 0 0 0 0 0 341 0 0 0 0 154 0 0 0 0 0 0 342 0 0 0 0 29 0 0 1 0 0 0 343 0 510 44 0 0 0 0 0 0 0 0 344 400 285 233 0 0 0 0 0 0 0 0 345 550 35 50 0 0 0 0 0 0 0 0 346 1,350 1,475 1,067 0 0 0 0 0 0 72 0 347 850 175 16 0 0 0 0 0 0 0 0 348 504 165 14 0 165 0 0 0 0 0 0 349 321 25 6 0 165 0 0 0 0 0 0 350 0 0 0 0 0 0 0 0 0 0 38 351 70 15 16 0 58 0 0 0 0 0 0 352 0 0 0 0 188 0 1 1 0 0 0 353 355 85 84 0 67 0 0 0 32 0 0 354 150 35 25 0 41 0 0 0 0 0 1 355 0 10 12 0 15 0 0 0 0 0 215 Total Land Use 9,500 3,265 2,254 80 1,857 1,011 135 14 32 72 307 Blue Shaded Cells Represent District TAZs ---PAGE BREAK--- 5. Environmental Analysis Page 5-200 • The Planning Center May 2005 Table 5.10-9 Planned Circulation Improvements Intersection Lane Geometry Northbound Southbound Eastbound Westbound Intersection L T R L T R L T R L T R Anaheim / I-5 NB Ramp 2 3 0 0 3 1 0 0 0 0.5 1 1.5 Anaheim / Disney 1 3 0 2 3 0 2 4 0 0 3 0 Manchester I-5 SB / Katella 1 0 2 2 2 1 0 3 2 2 3 0 Anaheim Way / Katella 2 2 1 0 0 0 2 3 0 0 3 2 Lewis / Katella 1 2 0 1 2 0 2 4 0 2 4 0 Manchester / Orangewood 0 0 0 2 3 0 0 3 1 2 3 0 Anaheim Way / Orangewood 1 2 0 0 0 0 2 3 0 0 3 1 State College / Katella 2 3 1 2 3 1 2 4 0 2 4 0 State College / Sportstown 3 0 2 3 0 1 1 0 1 1 0 State College / Gene Autry 2 3 1 2 2 0 2 3 0 2 1 0 State College / Orangewood 2 4 0 2 4 0 2 3 0 2 3 1 Howell / Katella 1 1 1 2 0.5 1.5 2 3 0 2 3 0 Sportstown/ Katella 2 0.5 1.5 1 1 1 2 3 1 2 3 1 Rampart / Orangewood 1 1 1 1 1 1 1 3 1 1 3 1 SR-57 SB Ramp / Katella 0 0 0 1 0 2 0 3 F 0 3 F SR-57 NB Ramp / Katella 1.5 0 1.5 0 0 0 0 3 F 0 3 F SR-57 SB Ramp/ Orangewood 0 0 0 1 0 2 0 2 1 1 2 0 SR-57 NB Ramp/ Orangewood 1 0 2 0 0 0 0 2 2 0 2 F Douglass / Katella 2 0.5 1.5 2 0.5 1.5 2 3 1 2 4 0 Market / Katella 1 1 0 1 1 0 1 4 0 1 4 0 Gene Autry / Market 1 1 0 1 1 0 1 3 0 1 3 0 State College / Connector 1 4 0 1 4 0 1 1 0 1 1 0 Orangewood / 1 1 0 1 1 0 1 3 0 1 3 0 State College / 2 4 0 2 4 0 2 1 1 1 1 1 Main / Katella 2 2 1 2 2 1 2 3 1 2 3 1 Eckhoff / Orangewood 1 2 1 1 2 1 1 2 1 1 2 1 The City Drive / Chapman 2 4 1 2 4 1 2 3 1 2 3 1 Santiago / Meats 1 2 0 1 2 0 1 2 0 1 2 0 Chapman / Rampart 1 2 1 1 2 1 2 3 1 2 3 1 ---PAGE BREAK--- ---PAGE BREAK--- 5. Environmental Analysis Page 5-202 • The Planning Center May 2005 This page intentionally left blank. ---PAGE BREAK--- ---PAGE BREAK--- 5. Environmental Analysis Page 5-204 • The Planning Center May 2005 This page intentionally left blank. ---PAGE BREAK--- 5. Environmental Analysis The Platinum Triangle Subsequent EIR City of Anaheim • Page 5-205 Table 5.10-10 Daily Trip Generation for Proposed Master Land Use Plan TAZ Total Trips 256 8,019 257 1,931 258 2,062 262 1,182 306 3,545 307 5,530 308 15,988 309 22,588 310 2,602 311 9,455 312 7,266 313 1,302 314 6,707 339 5,832 340 10,702 341 2,760 342 513 343 9,638 344 17,285 345 5,503 346 82,207 347 8,539 348 9,605 349 5,712 350 491 351 2,348 352 3,375 353 10,149 354 3,297 355 3,745 TOTAL 269,878 ---PAGE BREAK--- 5. Environmental Analysis Page 5-206 • The Planning Center May 2005 Table 5.10-11 Level-of-Service for Proposed Master Land Use Plan with Existing Lane Configurations A.M. Peak Hour P.M. Peak Hour Intersection V/C LOS V/C Diff* V/C LOS V/C Diff* Anaheim / I-5 NB Ramp 0.59 A 0.01 0.90 D 0.01 Anaheim / Disney 0.36 A 0.00 0.48 A 0.00 Manchester I-5 SB/ Katella 1.06 F 0.00 0.96 E 0.04 Anaheim Way / Katella 0.61 B 0.00 0.74 C 0.01 Lewis / Katella 0.66 B 0.03 0.88 D 0.02 Manchester / Orangewood 0.66 B 0.00 0.40 A 0.00 Anaheim Way/ Orangewood 0,45 A 0.00 0.58 A 0.01 State College / Katella 0.92 E 0.01 0.99 E 0.00 State College / Sportstown 0.69 B 0.03 0.72 C 0.06 State College / Gene Autry 0.68 B 0.00 0.85 D –0.01 State College / Orangewood 0.75 C 0.00 0.96 E 0.03 Howell / Katella 0.67 B 0.03 1.19 F 0.06 Sportstown / Katella 0.97 E 0.01 1.38 F 0.02 Rampart / Orangewood 0.77 C –0.02 0.98 E –0.07 SR-57 SB Ramps / Katella 0.69 B 0.00 0.59 A –0.11 SR-57 NB Ramps / Katella 0.52 A 0.00 0.62 B 0.00 SR-57 SB Ramps / Orangewood 0.68 B –0.02 0.78 C 0.00 SR-57 NB Ramps / Orangewood 0.53 A 0.00 0.51 A –0.01 Douglass / Katella 0.85 D 0.01 1.33 F 0.00 Market / Katella 0.65 B 0.03 0.73 C 0.02 Gene Autry / Market 0.27 A 0.02 0.49 A 0.07 State College / Market 0.47 A 0.01 0.47 A 0.00 Orangewood / 0.39 A 0.00 0.56 A 0.00 State College / 0.54 A 0.00 0.52 A 0.01 Main / Katella 0.56 A 0.00 0.76 C 0.00 Eckhoff / Orangewood 0.58 A –0.01 0.82 D 0.00 City Drive / Chapman 0.64 B 0.02 0.74 C 0.01 Santiago / Meats 0.89 D 0.01 1.00 E 0.01 Chapman / Rampart 0.84 D 0.02 0.99 E 0.01 *Difference between Current MLUP and Proposed MLUP ---PAGE BREAK--- 5. Environmental Analysis The Platinum Triangle Subsequent EIR City of Anaheim • Page 5-207 Table 5.10-12 Level-of-Service for Proposed Master Land Use Plan with Future Planned Circulation Improvements Lane Configurations A.M. Peak Hour P.M. Peak Hour Intersection V/C LOS V/C LOS Anaheim / I-5 NB Ramp 0.59 A 0.90 D Anaheim / Disney 0.36 A 0.48 A Manchester I-5 SB/ Katella 0.74 C 0.80 C Anaheim Way / Katella 0.61 B 0.74 C Lewis / Katella 0.49 A 0.68 B Manchester / Orangewood 0.66 B 0.40 A Anaheim Way/ Orangewood 0.45 A 0.58 A State College / Katella 0.78 C 0.88 D State College / Sportstown 0.69 B 0.72 C State College / Gene Autry 0.88 D 0.70 B State College / Orangewood 0.75 C 0.86 D Howell / Katella 0.53 A 0.81 D Sportstown / Katella 0.68 B 0.88 D Rampart / Orangewood 0.64 B 0.87 D SR-57 SB Ramps / Katella 0.69 B 0.59 A SR-57 NB Ramps / Katella 0.52 A 0.62 B SR-57 SB Ramps / Orangewood 0.68 B 0.78 C SR-57 NB Ramps / Orangewood 0.53 A 0.51 A Douglass / Katella 0.59 A 0.68 B Market / Katella 0.65 B 0.73 C Gene Autry / Market 0.27 A 0.49 A State College / Market 0.47 A 0.47 A Orangewood / 0.39 A 0.56 A State College / 0.54 A 0.52 A Main / Katella 0.49 A 0.63 B Eckhoff / Orangewood 0.54 A 0.79 C City Drive / Chapman 0.64 B 0.70 B Santiago / Meats 0.89 D 1.00 E Chapman / Rampart 0.52 A 0.79 C Proposed Amendments to the Circulation Element As part of the proposed project, the City is proposing to amend the City of Anaheim General Plan Circulation Element to redesignate a portion of Cerritos Avenue between State College Boulevard and Douglass Road from a Primary Arterial Highway (six lanes divided with no parking or four lanes divided with left-turn pockets and two parking lanes with a typical right-of-way width of 106 feet) to a Secondary Arterial Highway (four undivided lanes with parking on either side with a typical right-of-way width of 90 feet) to be consistent with the Orange County Master Plan of Arterial Highways and respective lane configurations. In addition, the City is amending the Circulation Element to provide for Gene Autry Way between Betmor Lane and State College Boulevard to be up to 170 feet in width to provide for the construction of the “Grand Parkway” (this segment of Gene Autry Way is designated as a Stadium with a current typical right-of-way width of up to 144 feet). Since the proposed Circulation Element amendments do not reduce the number of travel lanes, ---PAGE BREAK--- 5. Environmental Analysis Page 5-208 • The Planning Center May 2005 and the same number of travel lanes were assumed in the preceding analysis consistent with the proposed circulation amendments, no impacts to traffic circulation as a result of the proposed amendments to the Circulation Element are anticipated. IMPACT 5.10-2: THE PROPOSED PROJECT MAY RESULT IN A CHANGE IN AIR TRAFFIC PATTERNS, INCLUDING EITHER AN INCREASE IN TRAFFIC LEVELS OR A CHANGE IN LOCATION THAT RESULTS IN SUBSTANTIAL SAFETY RISKS. (THRESHOLD T-3) Impact Analysis: There is no airport in the vicinity of the Project Area. However, three heliports exist in the vicinity of The Platinum Triangle: the Orange County Fire Training Center, the UCI Medical Center and the parking lot at Angel Stadium of Anaheim, which is used by the Anaheim Police Department (APD). Two of the three heliports are located within The Platinum Triangle the Orange County Fire Training Center and Angel Stadium of Anaheim, while the UCI Medical Center is located southwest of the project site (See Figure 5.4-2, Heliports in The Platinum Triangle Area). The Platinum Triangle is located adjacent to the intersection of three major freeways, all of which serve as official FAA VFR (Visual Flight Rules) helicopter routes owing to their usefulness as easily recognizable surface features. The south side of the Angel Stadium of Anaheim parking lot, which is a part of the Stadium Mixed-Use District, is used by the Anaheim Police Department (APD) for helicopter training exercises two to three times daily for 10 to 15 minutes. In the event of new pilot training, exercises may last as long as four to five hours. If the south side of the parking lot is busy then operations may shift to the west side. Take-offs are generally westbound (weather permitting), and landing patterns typically follow the Santa Ana River channel to approach the stadium parking lot. Typically, the APD helicopters do not fly in close proximity to populated areas for their exercises; however, The Platinum Triangle Land Use Master Plan provided for in the develop- ment of 1,750 housing units, 1,760,000 square feet of office space and 1,300,000 square feet of commercial space in the Stadium District with unlimited height restriction. Therefore, it may be necessary to modify it current air traffic pattern to accommodate the proposed land uses. The North Net Fire Training Center averages two helicopter flights per day and also follows a flight path along the Santa Ana River channel, similar to the police helicopter operations. Pilots flying to and from the facility rarely deviate from the riverbed course. The Proposed Project redesignates the North Net Fire Train- ing Center to mixed-use and allows up to 321 dwelling units for that site. Since the property cannot be used for mixed-use unless the North Net Fire Training Center is relocated, the Proposed Project will not conflict with the existing heliport. The UCI Medical Center heliport located at the southeast corner of the intersection of City Drive and Chapman Avenue is approximately one-half mile south of The Platinum Triangle. The typical flight path to the UCI Medical Center is from the northeast which also follows the Santa Ana River channel. The UCI Medical Center averages four to six flights per month. Due to the relatively few flights and distance to the Project Area, implementation of the Proposed Project would have less than significant impacts on its air traffic patterns. Heliport safety hazards include hazards posed to aircraft from structures located within navigable airspace and crash hazards posed by aircraft to people and property on the ground. The primary risks associated with heliports are take-offs and landings. The City typically seeks to minimize public exposure to heliport-related risks primarily through minimizing the siting of incompatible land uses surrounding the City’s existing heliports. The Airport Land Use Commission (ALUC) of Orange County assists local agencies to ensure that there are no direct conflicts with land uses, noise, or other issues that would impact the functionality and safety of heliport operations. The ALUC requires that local jurisdictions’ general plans and zoning ordinances are consistent with Airport Environs Land Use Plans (AELUPs), which contain noise contours, restrictions for ---PAGE BREAK--- 5. Environmental Analysis The Platinum Triangle Subsequent EIR City of Anaheim • Page 5-209 types of construction and building heights in navigable air space, as well as requirements impacting the establishment or construction of sensitive uses within close proximity to airports and heliports. Therefore, although implementation of The Platinum Triangle will allow development of various land uses, including high rise residential uses in proximity to the existing heliports, such development would initiate a review by the ALUC for compatibility. It is anticipated that following AELUP guidelines will help reduce hazards related to heliports within the Project Area and the impacts would be less than significant. No mitigation measures are necessary. IMPACT 5.10-3: THE PROPOSED PROJECT MAY RESULT IN INADEQUATE EMERGENCY ACCESS. (THRESHOLD T-5) Impact Analysis: Development of the Proposed Project would intensify the land uses and alter the existing circulation patterns. However, the Circulation Element of the General Plan has been designed to provide and maintain a comprehensive circulation system within the City at build-out, which includes the build-out of The Platinum Triangle. Furthermore, as indicated previously, adequate levels of service (LOS D or better) will be maintained in all intersections during peak hours. All vehicle access will be designed and improved in accordance with the requirements of the City Engineer. Therefore, less than significant impacts to emergency access are associated with the Proposed Project. Temporary construction related access impacts may result from the Proposed Project. However, the property owner/developer is required to submit customary emergency access plans for review and approval of the Anaheim Fire Department prior to the issuance of building permits. This plan would ensure that sufficient accessibility for emergency vehicles is provided during all phases of construction. It should be noted that during construction, if any project work street widening, emergency access improvements, sewer connections, sound walls, storm drain construction, street connections, etc.) occurs in the vicinity of the Caltrans Right-of-Way, an encroachment permit would be required. However, it should also be noted that in accordance with the Updated and Modified Mitigation Monitoring Program No. 106 for The Platinum Triangle, the property owner/developer will dedicate, including necessary construction easements, the ultimate arterial highway right(s)-of-way as shown in the Circulation Element of the Anaheim General Plan adjacent to their property to maintain adequate levels of service and access within the Project Area. Therefore, less than significant impact would result from project implementation. No mitigation measures are necessary. 5.10.4 Cumulative Impacts The traffic generated from the build-out of The Platinum Triangle Master Land Use Plan and associated actions does not vary significantly from the General Plan Update build-out traffic conditions of the area. The Updated General Plan has been designed to provide and maintain a comprehensive circulation system within the City, which includes the build-out of The Platinum Triangle. As described above, all roadways within the Study Area will operate at acceptable levels of service at build-out of the General Plan. In addition, The Platinum Triangle Master Land Use Plan and PTMU Overlay Zone provide opportunities for Transit Oriented Development in close proximity to existing and future rail and bus transportation facilities, reducing vehicle traffic impacts in the area. Therefore, The Platinum Triangle would result in less than significant cumulative impact. 5.10.5 Existing Regulations and Standard Conditions • Congestion Management Plan. The Orange County Transportation Authority (OCTA) is responsible for adopting the Congestion Management Program (CMP) for Orange County. The CMP is designed to reduce traffic congestion and to provide a mechanism for coordinating land use and trans- portation decisions. Proposition 111, passed by California voters in June 1990, provides funds to those urbanized areas that adopt a CMP. In Anaheim, the CMP roadway system includes seven ---PAGE BREAK--- 5. Environmental Analysis Page 5-210 • The Planning Center May 2005 streets (Harbor Boulevard, State College Boulevard, Katella Avenue, Tustin Avenue, Orangethorpe Avenue, Beach Boulevard, and Imperial Highway) and 15 intersections. The intersections located within The Platinum Triangle are: SR-57 Freeway Southbound Ramps at Katella Avenue, and SR-57 Freeway Northbound Ramps at Katella Avenue. Level of Service (LOS) standard of LOS E must be met at these locations. If they are not met, the City is responsible for developing a deficiency plan for these intersections. • The Airport Land Use Commission (ALUC) of Orange County assists local agencies to ensure that there are no direct conflicts with land uses, noise, or other issues that would impact the functionality and safety of heliport operations. The ALUC requires that local jurisdictions’ general plans and zoning ordinances are consistent with Airport Environs Land Use Plans (AELUPs), which contain noise contours, restrictions for types of construction and building heights in navigable air space, as well as requirements impacting the establishment or construction of sensitive uses within close proximity to airports and heliports. Therefore, although implementation of The Platinum Triangle will allow development of various land uses, including high rise residential uses in proximity to the existing heliports, such development would initiate a review by the ALUC for compatibility. 5.10.6 Level of Significance Before Mitigation Upon implementation of regulatory requirements, and standard conditions of approval, Impacts 5.10-2, and 5.10-3 would be less than significant. Impact 5.10-1 is considered potentially significant and requires mitigation. 5.10.7 Mitigation Measures Applicable Measures from MMP No. 106 The following mitigation measures were included in Mitigation Monitoring Program No. 106 for The Platinum Triangle, and were previously adopted as part of the Stadium Area Master Land Use Plan EIR and the General Plan and Zoning Code Update EIR No. 330. Additions are shown in bold and deletions are indicated in strikeout format. 5.10-1 Prior to the issuance of grading or building permit, whichever occurs first, for new development forecast to generate 100 or more peak hour trips, as determined by the City Traffic and Trans- portation Manager utilizing Anaheim Traffic Analysis Model Trip Generation Rates, the property owner/developer shall be required to pay the City of Anaheim for all costs associated with updating the applicable Transportation Model to include the trips associated with their proposed development. This model update will be used to determine and program the extent and phasing of improvements necessary to accommodate the proposed development. If the model demonstrates that the proposed development will cause an intersection to operate at an unacceptable level of service (LOS or depending on the location), the property owner/ developer shall be responsible for constructing its fair share of necessary improvements to maintain acceptable levels of service at intersections within Anaheim and surrounding municipalities for the anticipated theoretical build-out of the General Plan as identified in the City’s Circulation Element and Mitigation Measure 5.15-2. The Public Works Department, Traffic and Transportation Division, and Planning Department, Building Division, shall monitor these measures. 5.10-2 The property owner/developer shall implement and administer a comprehensive Transportation Demand Management (TDM) program for all employees. Objectives of the TDM program shall be to increase ridesharing and use of alternative transportation modes by guests and provide a ---PAGE BREAK--- 5. Environmental Analysis The Platinum Triangle Subsequent EIR City of Anaheim • Page 5-211 menu of commute alternative for employees to reduce project-generated trips. 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. Prior to final Building and Zoning inspection and on-going during project operation, the property owner/developer shall provide a menu of TDM program strategies and elements for both existing and future employees’ commute options, to include, but not be limited to, the following: • On-site Service such as the food, retail, and other services be provided. • Ridesharing. A commuter listing of all employee members be developed for the pur- pose of providing a “matching” of employees with other employees who live in the same geographic areas and who could rideshare. • Vanpooling. 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. Southern California Rapid Transit District and Orange County Trans- portation Authority (including commute rail) passes be promoted through financial assistance and on-site sales to encourage employees to use the various transit and bus services from throughout the region. • Shuttle Service. A computer listing of all employees living in proximity to the project be generated, and a local shuttle program offered to encourage employees to travel to work by means other than the automobile. Event shuttle service will be available for the guests. • Bicycling. A Bicycling Program be developed to offer a bicycling alternative to employees. Secure bicycle racks, lockers, and showers be provided as part of this program. Maps of bicycle routes throughout the area be provided to inform potential bicyclists of these options. • Guaranteed Ride Home Program. 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. An incentive program for ridesharing and other alternative transportation modes to put highest priority on reduction of longest employee commute trips. • Stagger work shifts. ---PAGE BREAK--- 5. Environmental Analysis Page 5-212 • The Planning Center May 2005 • Develop a “compressed work week” program, which provides for fewer work days but longer daily shifts as an option for employees. • Explore the possibility of a “telecommuting” program that would link some employees via electronic means computer with modem). • 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. Preferential access to high occupancy vehicles and shuttles may be provided. • Financial Incentive for Ridesharing and/or Public Transit. (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. Employees offered financial incentives for bicycling to work. • Special “Premium” for the Participation and Promotion of Trip Reduction. Ticket/passes to special events, vacations, etc., be offered to employees who recruit other employees for vanpool, carpool, or other trip reduction programs. • Design incentive programs for carpooling and other alternative transportation modes so as to put highest priority on reduction of longest commute trips. 5.10-3 The property owner/developer of office/commercial uses 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. 5.10.4 The General Plan Circulation Element and associated Planned Roadway Network Map (Figure C-1 of the General Plan), identifies those roadways that are planned to accommodate current development and future growth established by the Land Use Element. As determined by the Public Works Department, Traffic and Transportation Division, roadways will be constructed as development occurs and as funding becomes available. In addition to the roadways identified on the Planned Roadway Network Map, improvements will be necessary to maintain acceptable levels of service within the anticipated theoretical build-out identified in the General Plan. The north bound lane configuration for the intersectin of Sportstown Way/Katella Avenue shall be changed from 1/1/2 to 1.5/.5/2. 5.10-5 Appropriate Traffic Signal Assessment Fees, and Traffic Impact and Improvement Fees, and Platinum Triangle Impact Fees shall be paid by the property owner/developer 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. 5.10-6 The property owner/developer shall irrevocably offer for dedication (with subordination of ease- ments), including necessary construction easements, the ultimate arterial highway right(s)-of- way as shown in the Circulation Element of the Anaheim General Plan adjacent to their property. ---PAGE BREAK--- 5. Environmental Analysis The Platinum Triangle Subsequent EIR City of Anaheim • Page 5-213 Additional Mitigation No additional mitigation measures are required. 5.10.8 Level of Significance After Mitigation The mitigation measures identified above would reduce potential impacts associated with transportation/ traffic to a level that is less than significant. Therefore, no significant unavoidable adverse impacts relating to traffic and circulation have been identified. ---PAGE BREAK--- 5. Environmental Analysis Page 5-214 • The Planning Center May 2005 This page intentionally left blank.