TABLE TRAFFIC ANALYSIS SCENARIOS

Transcription

1 4.11 TRANSPORTATION The potential traffic impacts of the proposed project are evaluated in the Buena Park Beach/Orangethorpe Mixed Use Project Traffic Analysis (Traffic Analysis) by Austin-Foust Associates (July 2008). The traffic study is summarized below and is included in its entirety in Appendix J of this EIR METHODOLOGY The Traffic Analysis for the proposed Beach and Orangethorpe Mixed-Use Specific Plan (BOMUSP) is presented for several different scenarios as required by the City of Buena Park and the Orange County Congestion Management Program (CMP) guidelines. These include existing conditions (2007); short-range conditions (year 2013), as required by the County of Orange Growth Management Plan (GMP) and CMP guidelines; and long-range cumulative conditions (year 2030). The list of cumulative projects considered in the Traffic Analysis is discussed in the impact analysis. In addition, because Stanton Avenue over Interstate 5 (I-5) was being reconstructed at the time the Traffic Analysis was being initiated, an additional existing conditions scenario was developed to reflect the eventual opening of the Stanton Avenue overcrossing. The Traffic Analysis scenarios analyzed are summarized in Table TABLE TRAFFIC ANALYSIS SCENARIOS Scenario Roadway Network Existing Conditions 1. Existing Conditions (2007) Existing Roadway Network without Stanton Ave. 2. Existing Conditions (2007) with Stanton Ave. Existing Roadway Network with Stanton Ave. 3. Existing Conditions (2007) with Stanton Ave. Plus Project Short-Range Analysis Existing Roadway Network with Stanton Ave. 4. Year 2013 No Project Existing Roadway Network with Stanton Ave. 5. Year 2013 with Project Buildout (Phases 1 and 2) Existing Roadway Network with Stanton Ave. Long-Range Analysis 6. Year 2030 No Project (General Plan) Buildout of County MPAH 7. Year 2030 with Project Buildout (Phases 1 and 2) Buildout of County MPAH MPAH: Master Plan of Arterial Highways Source: Austin-Foust Associates (Appendix J). The traffic forecasts for the study area circulation system were produced using a combination of data produced by the Orange County Transportation Analysis Model (OCTAM) (for the long-range analyses) and interpolation (for deriving short-range year forecasts). The OCTAM model is based on standardized modeling techniques in which future socioeconomic data and/or land uses in an area are quantified and corresponding traffic volumes on the future roadway network are estimated. Traffic forecasts are given for 25 intersections and the adjacent roadway segments in the traffic study area defined for the proposed BOMUSP. All locations are within the Buena Park city limits; however, intersections and freeway facilities along Beach Boulevard (State Route [SR] 39) are under the jurisdiction of the California Department of Transportation (Caltrans). Standard capacity ranges are used to calculate volume/capacity (V/C) ratios for average daily traffic (ADT) volumes on the study area roadways. The Traffic Analysis also uses peak hour intersection volumes; the corresponding levels of service (LOS) at each intersection are based R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

2 on the 2000 Highway Capacity Manual (HCM) delay methodology. In addition to the HCM delay methodology, an analysis based on the intersection capacity utilization (ICU) methodology, which is consistent with the CMP guidelines, is presented for comparison purposes. Analysis of freeway mainline and ramps (including queue analyses) are also presented for peak hour conditions. The Traffic Analysis did not assume trip generation credit for existing land uses on the site; therefore, the With Project scenarios are slightly overestimated, resulting in a conservative analysis of impacts resulting from project implementation. In addition, for all the scenarios, the Traffic Analysis notes that the capacity of Beach Boulevard, designated as a Smart Street 1 by the Orange County Transportation Authority (OCTA), is assumed to have seven percent more capacity than a major arterial due to traffic flow operational enhancements that are associated with the Smart Street designation. Traffic Performance Criteria The Traffic Analysis uses a set of performance criteria to identify future LOS deficiencies on the study area circulation system. LOS is designated A through F with LOS A representing free flow conditions and LOS F representing severe traffic congestion. Table provides a qualitative description of each LOS as a function of delay or V/C (for roadways and intersections based on ICUs). The V/C ranges listed for arterial roads and intersections are designated in the Orange County CMP as well as the City of Buena Park General Plan within the traffic study area. The LOS calculation methodologies and performance standards used in this analysis are those adopted by the City of Buena Park and the Orange County CMP. Level of service is defined in terms of either control delay (HCM methodology) or volume/capacity ratios (for roadway segments and ICU methodology for signalized intersections). Table summarizes the V/C ranges that correspond to LOS A through F for freeway segments and are based on the V/C and LOS relationships specified in the 2000 HCM for basic freeway sections. 1 The Smart Street concept seeks to improve roadway traffic capacity and smooth traffic flow through measures such as traffic signal synchronization, bus turnouts, intersection improvements, and addition of travel lanes by removing on-street parking and consolidating driveways. The network is comprised of the 21 streets covering approximately 22 miles of arterial roadway. Beach Boulevard was the first Smart Street project to be implemented. OCTA took the lead on this project which opened to public acclaim in R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

3 TABLE LEVEL OF SERVICE (LOS) DESCRIPTIONS Beach and Orangethorpe Mixed-Use Specific Plan LOS A B C D E F Description LOS A describes operations with low control delay, up to 10 seconds per vehicle. This LOS occurs when progression is extremely favorable and most vehicles arrive during the green phase. Many vehicles do not stop at all. Short cycle lengths may tend to contribute to low delay values. LOS B describes operations with control delay greater than 10 and up to 20 seconds per vehicle. This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than the LOS A, causing higher levels of delay. LOS C describes operations with control delay greater than 20 and up to 35 seconds per vehicle. These higher delays may result from only fair progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at this level. Cycle failure occurs when a given green phase does not serve queued vehicles, and overflows occur. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping. LOS D describes operations with control delay greater than 35 and up to 55 seconds per vehicle. At LOS D, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, and high V/C ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. LOS E describes operations with control delay greater than 55 and up to 80 seconds per vehicle. These high delay values generally indicate poor progression, long cycle lengths, and high V/C ratios. Individual cycle failures are frequent. LOS F describes operations with control delay in excess of 80 seconds per vehicle. This level, considered unacceptable to most drivers, often occurs with oversaturation (that is, when arrival flow rates exceed the capacity of lane groups). It may also occur at high V/C ratios with many individual cycle failures. Poor progression and long cycle lengths may also contribute significantly to high delay levels. Source: Austin-Foust Associates (Appendix J) HCM Delay Per Vehicle (sec.) Signalized Unsignalized ICU or V/C < 10.0 < 10.0 < > 80.1 > 50.1 > 1.00 TABLE VOLUME/CAPACITY RATIO LEVEL OF SERVICE RANGES: FREEWAY SEGMENTS Level of Service (LOS) Volume/Capacity (V/C) Ratio Range A B C D E F Above 1.00 Source: Austin-Foust Associates 2008 (Appendix J). R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

4 The overall performance criteria applied in the Traffic Analysis are summarized in Table The criteria address arterial roadways, intersections, freeway mainline segments and freeway ramps, and are based on LOS calculation methodologies and performance standards that have been adopted by the City of Buena Park and by the OCTA as part of the CMP. TABLE CITY OF BUENA PARK PERFORMANCE CRITERIA I. Arterial Roads V/C Calculation Methodology LOS to be based on ADT V/C ratios calculated using the following capacities: Smart Street 8 lanes 80,300 6 lanes 60,200 Major Arterial 8 lanes 75,000 6 lanes 56,300 Primary Arterial 4 lanes 37,500 Secondary Arterial 4 lanes 25,000 Local 2 lanes 12,500 A capacity of a Smart Street (i.e., Beach Boulevard in the study area) 7% higher than the capacity of a major arterial due to traffic flow operational enhancements that would be implemented. Arterial deficiencies identified based on ADT V/C ratios are further examined using peak hour data. Performance Standard All arterials: LOS D (V/C less than or equal to 0.90) Mitigation Requirement For V/C greater than the acceptable LOS, mitigation of the project contribution is required to bring link location back to an acceptable LOS where the deficiency is caused by the project or to no project conditions where the project adds to a deficient condition of more than 0.03 for CMP roadways (the impact threshold specified in the CMP) or 0.02 or greater for all other arterials. II. Intersections HCM Delay Methodology LOS to be based on peak hour intersection delay using the 2000 HCM methodology and calculated using the following assumptions: Ideal Flow Rate: 1,900 vehicles per hour of green per lane Peak Factor: 0.95 Minimum Phase Time: 8 seconds each movement Cycle Length: 50 seconds to 140 seconds Lost Time: 4 seconds per phase V/C Calculation Methodology LOS to be based on peak hour ICU values calculated using the following assumptions: Saturation Flow Rate: 1,700 vphpl Clearance Interval: 0.05 Right-Turn-On-Red Utilization Factor*: 0.75 R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

5 TABLE CITY OF BUENA PARK PERFORMANCE CRITERIA (Continued) Beach and Orangethorpe Mixed-Use Specific Plan * De-facto right-turn lane is assumed in the ICU calculation if 19 feet from edge to outside of through-lane exists and parking is prohibited during peak periods. Performance Standard All intersections: LOS D (peak hour HCM delay of 55.0 seconds or less for signalized intersections; 35.0 seconds or less for unsignalized intersections; or an ICU that is less than or equal to 0.90). Mitigation Requirement For an LOS greater than acceptable, mitigation of the project contribution is required to bring the intersection back to an acceptable LOS where the deficiency is caused by the project or to no project conditions where the project adds to a deficient condition of more than a 2.0 second delay at all intersections; (when using the ICU methodology) when there is an ICU of greater than 0.03 for CMP intersections (the impact threshold specified in the CMP); or when there is an ICU of 0.02 or greater for all other intersections. III. Freeway Mainline Segments V/C Calculation Methodology LOS to be based on peak hour V/C ratios calculated using the following capacities: 2,000 vphpl for mixed-flow (general purpose) lanes 1,600 vphpl for a 1-lane buffer-separated HOV facility 1,750 vphpl for a 2-lane buffer-separated HOV facility Performance Standard LOS E (peak hour V/C less than or equal to 1.00) Mitigation Requirement For V/C greater than the acceptable LOS, mitigation of the project contribution is required to bring the freeway mainline back to an acceptable LOS or to no project conditions if the project contribution is greater than 0.03 in the V/C (the impact threshold specified in the CMP). IV. Freeway Ramps V/C Calculation Methodology LOS to be based on peak hour V/C ratios for freeway to arterial road interchanges calculated using the following capacities: Metered On-Ramps A maximum capacity of 900 vph for a 1-lane metered on-ramp with only 1 mixedflow lane at the meter. A maximum capacity of 1,080 (20% greater than 900) vph for a 1-lane metered on-ramp with 1 mixed-flow lane at the meter plus 1 HOV preferential lane at the meter. A maximum capacity of 1,500 vph for a 1-lane metered on-ramp with 2 mixed-flow lanes at the meter. A maximum capacity of 1,800 vph for a 2-lane metered on-ramp with 2 mixed-flow lanes at the meter. R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

6 TABLE CITY OF BUENA PARK PERFORMANCE CRITERIA (Continued) Beach and Orangethorpe Mixed-Use Specific Plan Non- Metered On-Ramps and Off-Ramps A maximum capacity of 1,500 vph for a 1-lane ramp. A maximum capacity of 2,250 (50% greater than 1,500) vph for a 2-lane on-ramp that tapers to 1 merge lane at or beyond the freeway mainline gore point and for a 2-lane off-ramp with only 1 auxiliary lane. A maximum capacity of 3,000 vph for a 2-lane on-ramp that does not taper to 1 merge lane and for a 2-lane off-ramp with 2 auxiliary lanes. Mitigation Requirement For V/C greater than the acceptable LOS, mitigation of the project contribution is required to bring the ramp back to an acceptable LOS or to no-project conditions if project contribution is greater than 0.03 for ramps at CMP intersections (the impact threshold specified in the CMP) or 0.02 or greater for all other ramps in the study area. LOS ADT V/C CMP HCM ICU vphpl HOV vph level of service average daily traffic volume/capacity ratio Congestion Management Plan 2000 Highway Capacity Manual intersection capacity utilization vehicles per hour per lane high-occupancy vehicle vehicles per hour Source: Austin-Foust Associates (Appendix J). Arterial Roadways and Intersections The arterial roadway criteria involve the use of ADT V/C ratios and evaluation of future intersection LOS based on the 2000 HCM delay methodology, which defines the LOS criteria and provides computational methods for estimating the level of service. In compliance with the Orange County CMP guidelines, LOS results for analysis intersections using the ICU methodology are presented in this Traffic Analysis. The HCM delay and ICU analyses are both based on peak hour volumes and use individual turn movements and the corresponding intersection lane geometry to estimate LOS. For the HCM delay analyses, different procedures are used depending on the type of intersection control (signalized or unsignalized). The traffic study uses LOS D (ADT V/C or ICU of 0.90, or average stopped delay not to exceed 55.0 seconds for signalized intersections and 35.0 seconds for unsignalized intersections) as the standard for roadway segments and intersections analyzed within the study area including CMP intersections even though CMP deems LOS E (ICU of 1.00) as acceptable. For impact analysis purposes, the criteria are based on the LOS and either the increase in average vehicle delay, ICU, or V/C due to the project. Freeway Ramps and Mainline Segments The freeway mainline and freeway ramp criteria are based on peak hour V/C ratios. The freeway mainline and ramp capacities are based on information contained in the Caltrans Highway Design Manual and the Caltrans Ramp Meter Design Manual. The standard is consistent with the LOS E standard specified in the Orange County CMP for CMP facilities (the freeway system in the study area is included in the CMP roadway network). For impact analysis purposes, the criteria are based on the LOS and either the increase in average vehicle delay, ICU, or V/C due to the project. To address Caltrans concerns regarding potential project R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

7 impacts to the I-5 and SR-91, a queuing analysis of the freeway ramps at Beach Boulevard and Auto Center Drive is a part of the study for year 2013 With Project and year 2030 With Project conditions EXISTING CONDITIONS Traffic Study Area The traffic study area was determined by an analysis of the distribution of project trips on the adjacent circulation system and by using impact criteria guidelines from the City of Buena Park; these are shown on Figure 101 in the Traffic Analysis provided in Appendix J. Potential trafficrelated impacts associated with the implementation of the proposed project were evaluated at 25 intersections in the vicinity of the project site. Exhibit depicts the locations of these intersections. Existing Traffic Conditions Existing Circulation System The existing circulation system in the Traffic Analysis is illustrated in Exhibit Following is a brief description of the roadways surrounding the project site. Beach Boulevard is a north-south, six- to eight-lane, divided roadway within the project study area and is classified as a Smart Street on the Orange County s Master Plan of Arterial Highways (MPAH). On-street parking is not permitted on either side of the roadway in the project vicinity. Beach Boulevard is divided by a raised median with dedicated left-turn lanes at Orangethorpe Avenue. The posted speed limit in the project vicinity is 40 miles per hour (mph). Orangethorpe Avenue is a six-lane, east-west-oriented roadway and is classified as a major arterial on the County s MPAH. Orangethorpe Avenue is divided by a painted median with dedicated left-turn lanes at Beach Boulevard. On-street parking is not permitted on either side of the roadway in the vicinity of the proposed project. The posted speed limit in the project vicinity is 40 mph. Melrose Street is an east-west, two-lane, undivided residential roadway. On-street parking is permitted on both sides of Melrose Street in the project vicinity. The speed limit for this residential roadway is 25 mph. Brenner Avenue is a north-south, two-lane, undivided residential roadway. On-street parking is permitted on both sides of Brenner Avenue within the project vicinity. The speed limit for this residential roadway is 25 mph. Existing traffic conditions in the study area were identified based on traffic count data. ADT counts for midblock arterial roadway segments and AM and PM peak hour turn movement counts at intersection locations in the study area were collected in March 2007, and September through November Caltrans provided current traffic count data for the freeway system in the study area. R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

8 The existing conditions assessed by these traffic counts are not representative of the normal circulation patterns in the area because Stanton Avenue over I-5 was closed at the time the Traffic Analysis was initiated. Because the traffic forecasts are based on full circulation in the study area (i.e., Stanton Avenue being open), an alternate set of existing conditions data was also developed as part of the Traffic Analysis to reflect circulation patterns with Stanton Avenue open over I-5 based on historical counts (i.e., before and after closure) and using the existing version of the OCTAM with and without Stanton Avenue. Weekend traffic counts were taken at selected locations on Beach Boulevard. This roadway experiences high weekend volumes due to the Knott s Berry Farm Theme Park and other entertainment-related activities in the vicinity. Counts were taken on a Saturday and Sunday to determine if the peak is different than the average weekday peak. Between Saturday and Sunday, the highest peak occurs on Saturday. The Traffic Analysis determined that on the weekdays there are two peak periods (7 AM 9 AM and 4 PM 7 PM) and on Saturday there is one peak period in the afternoon that is the same as the weekday s PM peak (i.e., 4 PM 7 PM. The two weekday peak periods present the worst case over the one peak period in the weekend. In addition, the combination of the weekday background traffic with project traffic results in higher traffic volumes than the combination of weekend (i.e., Saturday) background traffic with project traffic. Therefore, the forecasts presented in the Traffic Analysis are based on the worst case (weekday AM and PM peak hours). Arterial Levels of Service Beach Boulevard and Orangethorpe Avenue are the primary north-south and east-west arterials, respectively, in the traffic study area. With Stanton Avenue closed, based on the ADT V/C LOS performance criteria, all arterials in the study area currently operate at an acceptable LOS with the exception of the following locations: Beach Boulevard just north of Commonwealth Avenue Beach Boulevard (Auto Center Drive to Commonwealth Avenue) Beach Boulevard (I-5 Southbound Ramps to Auto Center Drive) Beach Boulevard (Orangethorpe Avenue to SR-91 Westbound Ramps) As previously noted, the capacity of Beach Boulevard (designated as a Smart Street by the OCTA), is assumed to have seven percent more capacity than a major arterial due to traffic flow operational enhancements that are associated with the Smart Street facility designation. Peak Intersection Levels of Service All intersections in the traffic study area were analyzed based on the HCM delay and ICU methodologies. The HCM intersection analysis results are presented in Table , which summarizes the peak hour delay and LOS values for the 25 intersections in the study area with and without Stanton Avenue. Table summarizes the existing AM and PM peak hour ICU and LOS values with and without Stanton Avenue. R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

9 PAS D:/Projects/BuenaPa/J002/Graphics/Ex_trffc_intrsct_exist_ ai Existing (2007) Intersection Location Map Exhibit Beach and Orangethorpe Mixed-Use Specific Plan Source: Austin-Foust Associates, Inc R:\PAS\Projects\BuenaPa\J002\Graphics\EIR\Ex_trffc_intrsct_exist_ pdf

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11 PAS D:/Projects/BuenaPa/J002/Graphics/Ex_trffc_circ_exist_ ai Existing (2007) Circulation System Exhibit Beach and Orangethorpe Mixed-Use Specific Plan Source: Austin-Foust Associates, Inc R:\PAS\Projects\BuenaPa\J002\Graphics\EIR\Ex_trffc_circ_exist_ pdf

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13 TABLE EXISTING (2007) HCM INTERSECTION LEVELS OF SERVICE WITH AND WITHOUT STANTON AVENUE Existing without Stanton Ave. AM Peak PM Peak Existing with Stanton Ave. AM Peak PM Peak Delay Difference Control Intersection a Delay LOS b Delay LOS b Delay LOS b Delay LOS b AM PM Type c 1. Beach Blvd & Artesia Blvd D 41.4 D 43.7 D 39.2 D Signal 2. Beach Blvd & Commonwealth Ave 15.8 B 17.2 B 11.4 B 17.9 B Signal 3. Beach Blvd & Auto Center Dr 12.7 B 19.5 B 15.1 B 22.3 C Signal 4. Beach Blvd & I-5 SB Ramps 16.6 B 16.1 B 12.2 B 9.0 A Signal 5. Beach Blvd & 9 th St 9.8 A 9.6 A 7.2 A 7.8 A Signal 6. Beach Blvd. & 10 th St 6.7 A 6.0 A 4.4 A 4.9 A Signal 7. Beach Blvd. & Melrose St 8. Beach Blvd & Orangethorpe Ave 9. Beach Blvd & SR-91 WB Ramps 10. Beach Blvd & SR-91 EB Ramps 11. Beach Blvd & La Palma Ave 12. Western Ave & Auto Center Dr 13. Commonwealth Ave & Auto Center Dr 14. I-5 NB Ramps & Auto Center Dr 15. Stanton Ave & 9 th St & Auto Center Dr 16. I-5 NB Off-Ramp & Auto Center Dr 17. Stanton Ave & Commonwealth Ave 18. Stanton Ave & Whitaker St 19. Stanton Ave & Orangethorpe Ave 11.5 B 11.6 B 11.2 B 11.1 B Two-Way Stop 28.4 C 30.6 C 27.8 C 29.1 C Signal 13.2 B 21.3 C 12.6 B 21.9 C Signal 15.4 B 26.9 C 15.0 B 23.5 C Signal 29.2 C 44.1 D 29.5 C 44.0 D Signal 33.9 C 32.5 C 32.6 C 32.9 C Signal 17.0 B 17.3 B 18.6 B 18.6 B Signal 29.7 C 28.6 C 28.7 C 30.4 C Signal 23.8 C 25.5 C 30.8 C 49.9 D Signal 23.3 C 21.6 C 25.1 C 21.4 C Signal 28.7 C 30.3 C 28.1 C 30.8 C Signal 15.7 B 11.7 B 21.2 C 17.2 B Signal 24.9 C 25.1 C 25.8 C 25.2 C Signal 20. Western Ave & 9 th St 20.8 C 21.1 C 20.8 C 21.1 C Signal 21. Knott Ave & Orangethorpe Ave 41.3 D 43.7 D 40.7 D 39.9 D Signal 22. Western Ave & Orangethorpe Ave 30.1 C 32.5 C 29.5 C 30.6 C Signal 23. Target Dwy & Orangethorpe Ave 21.1 C 21.3 C 22.0 C 21.7 C Signal R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

14 TABLE EXISTING (2007) HCM INTERSECTION LEVELS OF SERVICE WITH AND WITHOUT STANTON AVENUE (Continued) Intersection a Existing without Stanton Ave. AM Peak PM Peak Existing with Stanton Ave. AM Peak PM Peak Delay Difference Delay LOS b Delay LOS b Delay LOS b Delay LOS b AM PM Control Type c 24. Brenner Ave & Orangethorpe Ave d 22.7 C 34.6 D 28.9 D 47.2 E Two-Way Stop 25. Western Ave & 43.7 D 37.7 D 43.9 D 37.9 D Signal Artesia Blvd Note: Based on Highway Capacity Manual (HCM) methodology. a See intersection numbers on Exhibit b See LOS descriptions in Section c For two-way stop-controlled intersections, LOS is based on the worst stop-controlled approach d Exceeds LOS D LOS Level of Service Dwy driveway NB northbound; EB eastbound; SB southbound; WB westbound Source: Austin-Foust Associates 2008 (Appendix J) TABLE EXISTING (2007) ICU INTERSECTION LEVELS OF SERVICE WITH AND WITHOUT STANTON AVENUE Intersection a Existing without Stanton Ave AM Peak PM Peak Existing with Stanton Ave AM Peak PM Peak Difference ICU LOS b ICU LOS b ICU LOS b ICU LOS b AM PM 1. Beach Blvd & Artesia Blvd 0.77 C 0.78 C 0.76 C 0.78 C Beach Blvd & Commonwealth Ave 0.63 B 0.65 B 0.59 A 0.60 A Beach Blvd & Auto Center Dr 0.56 A 0.65 B 0.52 A 0.62 B Beach Blvd & I-5 SB Ramps 0.66 B 0.63 B 0.56 A 0.51 A Beach Blvd & 9 th St 0.53 A 0.50 A 0.49 A 0.45 A Beach Blvd & 10 th St 0.47 A 0.46 A 0.44 A 0.46 A Beach Blvd & Melrose St 0.44 A 0.42 A 0.39 A 0.37 A Beach Blvd & Orangethorpe Ave 9. Beach Blvd & SR-91 WB Ramps 10. Beach Blvd & SR-91 EB Ramps 0.64 B 0.63 B 0.65 B 0.66 B B 0.82 D 0.62 B 0.82 D A 0.77 C 0.59 A 0.77 C Beach Blvd & La Palma Ave 0.59 A 0.75 C 0.59 A 0.75 C Western Ave & Auto Center Dr 0.41 A 0.49 A 0.41 A 0.49 A Auto Center Dr & 0.27 A 0.34 A 0.27 A 0.34 A R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

15 Screencheck TABLE EXISTING (2007) ICU INTERSECTION LEVELS OF SERVICE WITH AND WITHOUT STANTON AVENUE (Continued) Intersection a Commonwealth Ave 14. I-5 NB Ramps & Auto Center Dr 15. Stanton & 9 th & Auto Center Dr 16. I-5 NB Off-Ramp & Auto Center Dr 17. Stanton Ave & Commonwealth Ave Existing without Stanton Ave AM Peak PM Peak Existing with Stanton Ave AM Peak PM Peak Difference ICU LOS b ICU LOS b ICU LOS b ICU LOS b AM PM 0.34 A 0.41 A 0.34 A 0.41 A A 0.39 A 0.51 A 0.66 B A 0.53 A 0.28 A 0.54 A A 0.42 A 0.31 A 0.43 A Stanton Ave & Whitaker St 0.28 A 0.35 A 0.49 A 0.59 A Stanton Ave & Orangethorpe Ave 0.49 A 0.52 A 0.52 A 0.55 A Western Ave & 9 th St 0.47 A 0.49 A 0.47 A 0.49 A Knott Ave & Orangethorpe Ave 22. Western Ave & Orangethorpe Ave 23. Target Dwy & Orangethorpe Ave 24. Brenner Ave & Orangethorpe Ave 0.57 A 0.54 A 0.57 A 0.54 A A 0.57 A 0.51 A 0.57 A A 0.41 A 0.41 A 0.43 A A 0.29 A 0.28 A 0.31 A Western Ave & Artesia Blvd 0.56 A 0.57 A 0.56 A 0.57 A Note: Based on Intersection Capacity Utilization (ICU) methodology. a See intersection numbers on Exhibit b See LOS descriptions in Section ICU intersection capacity utilization LOS level of service Dwy driveway NB northbound; EB eastbound; SB southbound; WB westbound Source: Austin-Foust Associates 2008 (Appendix J). The intersections most affected by the closing of Stanton Avenue are primarily along Beach Boulevard. With Stanton Avenue open, all intersection locations operate at an acceptable LOS (i.e., LOS D or better) with the exception of Brenner Avenue at Orangethorpe Avenue, which operates at LOS E according to the HCM delay methodology in the PM peak hour. As shown in Table , this intersection operates at an acceptable level (LOS A) with Stanton Avenue opened or closed. The HCM delay and ICU calculation worksheets are provided in Appendices B and C, respectively, of the Traffic Analysis (Appendix J). R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

16 Peak Freeway Mainline Levels of Service To determine existing peak hour operating conditions for mainline freeway segments, peak hour traffic count data was compiled for the freeway system in the traffic analysis study area. Traffic count data was obtained from Caltrans, and that data was supplemented using AM and PM peak hour ramp volumes taken from intersection count data at locations where freeway ramps intersect the arterial system (the freeway ramp data was used to determine mainline peak hour volumes on freeway segment approaches to the site where Caltrans data was available). Detailed information regarding calculation of peak hour freeway mainline LOS is provided in Appendix J. Table summarizes existing AM and PM peak hour V/C ratios for freeway mainline segments in the study area. Table shows the LOS derived from the V/C ratios together with operating LOS determined from Caltrans field measurements as summarized in the 2007 Orange County CMP. The results indicate that there are mainline segments in the traffic study area that are deficient (i.e., these segments currently operate at LOS F). The freeway mainline segments are not affected by the closure of Stanton Avenue. TABLE EXISTING (2007) FREEWAY MAINLINE PEAK HOUR LEVELS OF SERVICE Location I-5 n/o Stanton Ave I-5 n/o Beach Blvd SR-91 e/o Beach Blvd SR-91 e/o Knott Ave Peak AM Peak PM Peak Direction Lanes Capacity Volume V/C V/C LOS Caltrans LOS a Volume V/C V/C LOS Caltrans LOS a NB 4 8,000 4, C B 5, C C SB 4 8,000 6, D D 5, C C NB 3 6,000 4, D B 5, D C SB 3 6,000 5, D C 4, D C EB 4+1H 9,600 9, E F 8, E F WB 4+1H 9,600 8, E F 9, E F EB 4+1H 9,600 9, E E 9, E F WB 4+1H 9,600 8, E F 8, E E H high-occupancy vehicle lane LOS level of service V/C volume/capacity ratio n/o north of; e/o east of NB northbound; SB southbound; EB eastbound; WB westbound a Caltrans LOS values are from speed and travel time surveys carried out by Caltrans as summarized in the 2007 Orange County Congestion Management Program. The measured speeds in each segment reflect queue build-up from freeway segment approaches/departments from the site and/or other prevailing conditions at the time the surveys were conducted. Source: Austin-Foust Associates 2008 (Appendix J) Freeway Ramp Levels of Service Table summarizes the freeway mainline existing peak hour V/C ratios for freeway ramps in the study area with and without Stanton Avenue open. Exhibit illustrates the interchange locations where freeway ramps were analyzed. Existing operations are unaffected by the opening of Stanton Avenue. All freeway ramps in the study area operate at an acceptable LOS E (the impact threshold specified in the CMP) or better with Stanton Avenue open. Because the freeway mainline segments and ramps are part of the CMP highway network, LOS E (which CMP deems as acceptable) is used here as the impact threshold. R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

17 PAS D:/Projects/BuenaPa/J002/Graphics/Ex_trffc_ramp_exist_ ai Existing (2007) Ramp Analysis Locations Exhibit Beach and Orangethorpe Mixed-Use Specific Plan Source: Austin-Foust Associates, Inc R:\PAS\Projects\BuenaPa\J002\Graphics\EIR\Ex_trffc_ramp_exist_ pdf

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19 TABLE EXISTING (2007) FREEWAY RAMP HOUR LOS SUMMARY WITH AND WITHOUT STANTON AVENUE Interchange Ramp Lanes I-5 at Auto Center Dr I-5 at Beach Blvd SR-91 at Beach Blvd NB Off SB On NB On SB Off NB Off WB Direct On WB Loop On EB Direct On EB Loop On WB Off EB Off Peak Capacity Existing without Stanton Existing with Stanton AM Peak PM Peak AM Peak PM Peak Volume V/C LOS Volume V/C LOS Volume V/C LOS Volume V/C LOS 1 1, A 1, E A 1, E 1 1,500 1, C A 1, C A 1 1, A A A A 1 1, A A A A 1 1, A A A A 1 1, A A A A 1 1, A A A A C B C B 1 1, A A A A 1 1, B 1, E B 1, E 2 2,250 1, A 1, A 1, A 1, A NB = northbound; EB = eastbound; SB = southbound; WB = westbound V/C = volume/capacity ratio LOS = level of service Source: Austin-Foust Associates 2008 (Appendix J) THRESHOLDS OF SIGNIFICANCE The following significance criteria are derived from Appendix G of the State CEQA Guidelines. The project would result in a significant impact related to transportation and traffic if it would: Threshold 11.1: Cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume-to-capacity ratio on roads, or congestion at intersections). Threshold 11.2: Exceed, either individually or cumulatively, a level of service standard established by the county congestion management agency for designated roads or highways. Threshold 11.3: Result in inadequate emergency access. R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

20 Threshold 11.4: Result in inadequate parking capacity. Beach and Orangethorpe Mixed-Use Specific Plan As previously discussed in Section 2.2.2, Effects Found Not to be Significant, during preparation of the Initial Study, the City of Buena Park determined that the proposed project would not have a significant impact for the following thresholds and no further analysis of these issues is presented in this section. Would the project: Result in a change in air traffic patterns, including either an increase in traffic levels or change in location that results in substantial safety risks? Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? Conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks)? Additionally it was determined that the increase in project-related vehicular traffic at the at-grade railroad crossing at Beach Boulevard is not an issue. Based on the Notice of Preparation (NOP) comment letter (Appendix B) provided by the Public Utilities Commission (PUC), the PUC notes that Beach Boulevard is a heavily travelled roadway and safety measures are already in place at the rail crossing. The determination of the proposed project s consistency with traffic and circulation related local and regional plans and policies is discussed in Section 4.7, Land Use and Planning ENVIRONMENTAL IMPACTS Project Design Features Signals PDF 11-1 The Beach and Orangethorpe Mixed-Use Specific Plan (BOMUSP) includes installation of traffic signals at the intersections of Brenner Avenue and Orangethorpe Avenue and Beach Boulevard and Melrose Street. The tentative tract maps for development that require these signals based on the results of a site-specific traffic study shall be conditioned to provide the signal. Caltrans, as the responsible agency, would be the party responsible for the approval of the signal at Beach Boulevard and Melrose Street and issuance of an encroachment permit. Parking The following PDF is Standard 46 (ST-46) from the BOMUSP and, pursuant to the provisions of the BOMSUP, is required to be implemented. PDF 11-2 Prior to the approval of each tract map or precise plan, whichever occurs first, the Property Owner/Developer shall prepare a comprehensive Parking Study to analyze and meet parking needs of the mixed-use development. The parking study shall identify the methodology used to derive the parking demand and shall quantitatively identify the amount and location of parking. Shared parking opportunities shall be maximized. The Parking Study shall be approved by the City of Buena Park Community Development Director. R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

21 Standard Conditions SC 11-1 The Property Owner/Developer shall include in the contractor specifications the requirement for a Traffic Control Plan (plan) to be prepared and implemented in compliance with the California Manual for Uniform Traffic Control Devices (MUTCD) for all construction activities within the right-of-way (ROW) of Beach Boulevard (State Route 91), which is under the jurisdiction of Caltrans. If the project construction requires special measures outside the California MUTCD standards, then the Traffic Control Plan shall be prepared by, stamped, and signed by a registered Traffic Engineer. The Property Owner/Developer shall provide a copy of the Traffic Control Plan to Caltrans for review and approval. Caltrans, as the responsible agency, would be the party responsible for issuance of an encroachment permit. Traffic Analysis Scenarios As required by the City of Buena Park and the Orange County (CMP) guidelines, there are three traffic analysis scenarios analyzed in the Traffic Analysis: existing conditions, short-range (2013), and long-range (2030). Existing Conditions Plus Project with Stanton Avenue Open. This scenario analyzes potential impacts to the existing circulation system based on buildout of the proposed BOMUSP, with Stanton Avenue open over I-5. The information presented in this analysis shows the traffic volumes obtained by adding traffic from the proposed BOMUSP to existing traffic, regardless of the proposed project s actual buildout timeframe. The assumed buildout timeframe of the proposed BOMUSP is four to six years and hence, the information provided here is hypothetical and is intended to satisfy the CEQA requirements for the analysis of a project based on the conditions present at the time of NOP distribution. In addition, this scenario assumes the presence of traffic signals at the intersections of Brenner Avenue and Orangethorpe Avenue and Beach Boulevard and Melrose Street (PDF 11-1). Short-Range (2013) Analysis. This scenario analyzes impacts of the proposed BOMUSP on the surrounding off-site circulation system for the short-range (2013) timeframe with and without the BOMUSP. The short-range analysis uses a 2013 setting to analyze buildout of the project to comply with County of Orange CMP and GMP guidelines, which require an analysis of the project in a five- to seven-year timeframe. Analysis of this timeframe also satisfies both CEQA and City of Buena Park traffic impact analysis requirements. The entire project (Phase 1 to be completed by year 2010 and Phase 2 by 2012) is analyzed in 2013 just one year after the assumed project buildout. Since the completion date between Phase 1 and 2 is only two years, and Phase 1 generates approximately 94 percent of project buildout trips, the focus of the traffic analysis is project buildout. The traffic forecasts for the 2013 analysis were derived based on an interpolation of existing and year 2030 volumes and the amount of growth anticipated to occur by year 2013 according to the Orange County Projections 2004 (OCP-2004) demographic data. 2 The identified related (cumulative) projects presented are also reflected in the background conditions for year A detailed description of the derivation of the traffic forecasts for year 2013 is presented in the Traffic Analysis (Appendix J). 2 Although OCP-2006 data is available it is not available for traffic model purposes (i.e., OCTAM is currently OCP-2004 based) R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

22 Improvements according to the Artesia Boulevard Traffic Flow Improvement Study and Nabisco Reuse Study (Buena Park Gateway Project) are assumed for year 2013 and include adding a third eastbound through lane along Artesia Boulevard east of Beach Boulevard to I-5. Intersection improvements assumed for year 2013 in the study area include a third eastbound through lane on Western Avenue at Artesia Boulevard and an eastbound right-turn lane on Artesia Boulevard at Beach Boulevard. Signals are assumed with the proposed BOMUSP at the intersections of Brenner Avenue and Orangethorpe Avenue and Beach Boulevard and Melrose Street as project features (PDF 11-1). Long-term (2030) Analysis. This scenario analyzes impacts of the proposed project on the surrounding off-site circulation system for a long-range (2030) timeframe with and without the proposed BOMUSP. The long-range setting assumes the 2030 OCTAM demographic projections for the City of Buena Park (i.e., General Plan) and surrounding region. In addition to the implementation of improvements according to the Artesia Boulevard Traffic Flow Improvement Study and Nabisco Reuse Study (Buena Park Gateway Project) discussed above, the long-term analysis assumes MPAH buildout in the adjacent areas (refer to Figure 3-16 provided in Appendix J). The current circulation system in the traffic study area is mostly built out; however, there is one major improvement planned within the study area: the I-5 widening to 10 lanes. Signals are assumed with the proposed BOMUSP at the intersections of Brenner Avenue and Orangethorpe Avenue and Beach Boulevard and Melrose Street (PDF 11-1). Traffic Analysis Assumptions BOMUSP Trip Generation The Traffic Analysis assumed full buildout of the site under the proposed BOMUSP with the most traffic-intensive of the possible uses and with no trip generation credit taken for existing land uses in order to provide a conservative analysis. Because development of office uses generates more trips than residential uses, this Traffic Analysis address the option identified in the BOMSUP for 195,000 square feet (sf) of office use in place of one of the residential structures (177 units). Land use and trip generation for the proposed BOMUSP are summarized by phase in Table As shown in Table , the proposed BOMUSP would generate approximately 23,500 ADT at project buildout, of which 5 percent (about 1,150 trips) would be generated during the AM peak hour and 9 percent (about 2,100 trips) during the PM peak hour. Most of the land uses would be built in Phase 1, which generates 16,460 trips (around 94 percent of project buildout). Also presented in Table are reductions of around 24 percent of the PM peak hour and 25 percent of the ADT trip generation due to retail pass-by and internal capture of the mixed-use development of retail, hotel, office, and residential (see Appendix A of the Traffic Analysis for detailed calculations of the reductions due to pass-by and internal capture). R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

23 TABLE PROPOSED BOMUSP LAND USES AND TRIP GENERATION ITE Code Land Use Description Amount Unit TRIP RATES AM Peak PM Peak In Out Total In Out Total ADT 232 Condominium du Hotel Room Office TSF Retail TSF TRIP GENERATION PHASE Condominium 504 du , Hotel 300 Room , Office 195 TSF , Retail 355 TSF ,331 15,244 Total Phase , ,113 2,024 22,174 Pass-By Trips ,880 Internal Trips ,834 Percentage Reduction* 0% 0% 0% 25.9% 22.4% 24% 25.8% TOTAL PHASE 1 WITH REDUCTION , ,539 16,460 TRIP GENERATION PHASE Condominium 319 du ,333 TRIP GENERATION PROJECT BUILDOUT (PHASES 1 AND 2) 232 Condominium 823 du , Hotel 300 Room , Office 195 TSF , Retail 355 TSF ,331 15,244 Total Phases 1 and , ,157 2,145 23,507 Pass-By Trips ,843 Internal Trips ,102 Percentage Reduction* 0% 0% 0% 25.3% 22.6% 23.9% 25.3% TOTAL WITH REDUCTION* , ,633 17,562 ITE Code comes from ITE Note: Any mathematical differences are associated with rounding. * Internal capture and pass-by reductions are applicable to the PM peak hour and ADT only based on ITE See detailed calculations in Appendix A of Traffic Analysis (Appendix J). ADT Average Daily Traffic du Dwelling Units Room hotel rooms TSF Thousand Square Feet Source: Austin-Foust Associates 2008 (Appendix J). R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

24 BOMUSP Trip Distribution Trip distribution in the traffic study area to and from the proposed BOMUSP is illustrated in Exhibit and was estimated using regional distribution patterns derived from the OCTAM using a method referred to as a select zone assignment. Minor modifications were made based on such factors as surrounding employment (i.e., in the northwest employment corridor) and availability of retail related activities, among other factors. Generally, the changes were minor in order to preserve regional consistency with respect to project trips on the State Highway system. The ADT distribution from the proposed BOMUSP at buildout is illustrated on Figure 2-2 of the Traffic Analysis (Appendix J). Growth and Cumulative Project Assumptions The traffic study area is projected to have a relatively small level of growth over the next 25 years as reflected in the OCP Table 3-8 of the Traffic Analysis (Appendix J) presents a comparison of the OCP-2004 data and OCP-2006 data for Buena Park which shows that the OCP-2006 demographic data is slightly less and that the growth is slightly lower than OCP Since the traffic forecasts are derived from OCTAM, which is based on the higher OCP-2004 data, the background conditions assumed in the Traffic Analysis for year 2030 may slightly overestimate the traffic growth. The derivation of the short-range (year 2013) and long-range (year 2030) forecasts is explained in Appendix E of the Traffic Analysis (Appendix J), which includes summaries of demographic projections that influence future traffic volumes in the study area. As required by CEQA, cumulative projects are included as part of the Traffic Analysis. The anticipated traffic from cumulative development projects within the City of Buena Park identified in Section 3.7 are included in the traffic forecasts for years 2013 and 2030 (refer to the Traffic Analysis included in Appendix J for traffic forecast derivation). Project and Cumulative Impact Analysis Threshold 11.1: Would the project cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections)? Existing Condition Plus Project with Stanton Avenue As previously noted, the information presented for this scenario shows the traffic volumes obtained by adding traffic from the proposed BOMUSP to existing traffic, regardless of the project s actual buildout timeframe. The information provided here is hypothetical and is intended to satisfy the CEQA requirements for an existing plus project analysis. The traffic volumes for this analysis scenario are the present-day traffic conditions with Stanton Avenue open. Average Daily Traffic Volumes and Levels of Service Existing Plus Project ADT volumes and corresponding V/C ratios on the study area circulation system with the proposed BOMUSP at buildout are shown in the Traffic Analysis in Appendix J (Figures 4-1 and 4-2). R:\PAS\Projects\BuenaPa\J002\Draft EIR_Aug08\4.11_Traffic doc Transportation

25 PAS D:/Projects/BuenaPa/J002/Graphics/Ex_trffc_trip_dist_ ai Project Trip Distribution - ADT Exhibit Beach and Orangethorpe Mixed-Use Specific Plan Source: Austin-Foust Associates, Inc R:\PAS\Projects\BuenaPa\J002\Graphics\EIR\Ex_trffc_trip_dist_ pdf