Section 3.14 Transportation and Traffic

Transcription

1 Section 3.14 Transportation and Traffic Introduction The analysis contained in this section is based on the results of the TIA prepared by Fehr and Peers, dated March 2017, and included in Appendix N Environmental Setting Regional circulation facilities that connect the City of Laguna Niguel to surrounding areas of Orange County and Southern California include I-5 and SR-73, which are located at the City s eastern boundary. A road network comprising arterial roads and local and collector streets makes up the local circulation in the City of Laguna Niguel. These roadways are classified in the LNGP and are described in detail below. Regional Roads I-5 the I-5 freeway is a north-south facility spanning over 1,300 miles through the states of California, Oregon, and Washington. The freeway begins south of San Diego, California, and ends north of Bellingham, Washington. Near the study area, I-5 has ten lanes with a posted speed limit of 65 miles per hour. SR-73 the SR-73 freeway is a north-south facility, beginning in Laguna Niguel (next to the project site) and terminating in Costa Mesa. The freeway spans the Cities of Laguna Niguel, Aliso Viejo, Irvine, and Costa Mesa. Near the project site, SR-73 has six lanes with a posted speed limit of 65 miles per hour. Local Access Roads Paseo de la Colinas Paseo De La Colinas is classified as a Primary roadway. The roadway is a north-south facility and provides the main access to the project site. Near the study location, Paseo De La Colinas is a four lane divided roadway with a posted speed limit of 45 miles per hour. Camino Capistrano Camino Capistrano is classified as a Secondary roadway and is a north-south facility. The roadway is adjacent to the railroad tracks east of the project site. Near the study location, Camino Capistrano is a two lane undivided roadway with a posted speed limit of 40 miles per hour. Cabot Road Cabot Road is classified as a Primary roadway and is a north-south facility. Near the study location, the roadway is a divided four-lane facility with a posted speed limit of 45 miles per hour. Crown Valley Parkway Crown Valley Parkway is classified as a Major roadway and is an east-west facility. The roadway provides access to I-5. Crown Valley Parkway has six lanes and is a divided facility. Near the study location, the posted speed limit is miles per hour

2 Avery Parkway Avery Parkway is classified as a Primary roadway and is an east-west facility. The roadway provides access to I-5. Near the study area, Avery Parkway is an undivided four lane facility with a posted speed limit of 35 miles per hour. Transit Facilities Public transportation is provided by the Orange County Transportation Authority (OCTA), and several routes pass by the project site including two local fixed routes, one community and shuttle route, two intra-county express routes, and one stationlink Metrolink rail feeder route. There are no planned transit improvements near the study area. The local fixed routes include Route 82 (Mission Viejo to Rancho Santa Margarita) and Route 91 (Laguna Hills to San Clemente). Route 82 travels north/south between the Foothill Ranch Towne Center in Lake Forest and the Shops at Mission Viejo. Near the project site, Route 82 runs along Crown Valley Parkway. The route operates on 60 minute headways during weekdays and about 80 minute headways on Saturdays. Route 91 travels north/south between Los Molinos at Pico in San Clemente and the Laguna Hills Mall. Near the project site, Route 91 runs through Avery Parkway. The route operates with 35 minute headways on weekdays and 40 minute headways on weekends. The community and shuttle route includes Route 191 (Mission Viejo to San Clemente), which travels north/south between Saddleback College in Mission Viejo and the intersection of El Camino Real at Ave Santa Margarita in San Clemente. Near the project site, Route 191 travels through Avery Parkway. The route operates with minute headways on weekdays and 60 minute headways on weekends. The intra-county express routes include Route 212 (Irvine to San Juan Capistrano Express) and Route 216 (Costa Mesa to San Juan Capistrano Express). Route 212 travels in the north/south direction between John Wayne Airport in Irvine and the intersection of Rancho Viejo at Junipero Sierra in San Juan Capistrano. Near the project site, Route 212 travels through Avery Parkway. The route only provides two departure times from each location and only operates on weekdays. Route 216 travels north/south between Hyland & Scenic in Costa Mesa and the intersection of Rancho Viejo at Junipero Sierra in San Juan Capistrano. Near the project site, Route 216 travels through Avery Parkway. The route provides only one departure from each location and only operates on weekdays. The stationlink Metrolink rail feeder route includes Route 490 (Aliso Viejo to Laguna Niguel Train Station). Route 490 travels in the north-south direction, beginning at the intersection of Aliso Creek at Park Plaza in Aliso Viejo and ending at the Laguna Niguel Metrolink Station. Near the project site, Route 490 travels along Crown Valley Parkway. The route operates minute headways on weekdays only. Rail Network Just east of the project site is the Metrolink Laguna Niguel/Mission Viejo station. The Metrolink trains serve the Orange County, Inland Empire, and Los Angeles areas, traveling as far south as Oceanside and as far north as Los Angeles. The Metrolink Inland Empire line operates with 10 minute headways on weekdays and weekends and travels between Oceanside and San Bernardino. The Orange County line operates on 10 minute headways on weekdays and weekends and travels between Oceanside and Los Angeles

3 Bicycle and Pedestrian Network Class II bikeways are located along Crown Valley Parkway, Camino Capistrano, Cabot Road, and Paseo de la Colinas. A Class I bikeway is adjacent to Camino Capistrano and the railroad tracks, along with a Class II bikeway on Camino Capistrano that connects to the existing bikeway at the intersection of Camino Capistrano and Paseo de la Colinas. The pedestrian network in the project area consists of sidewalks, pedestrian crosswalks, and pedestrian crossing controls. The Colinas Bluff Trail begins immediately north of the project site and runs adjacent to the site before going south along Street of the Golden Lantern. Existing Intersection Operations The traffic analysis information presented herein is based on the December 2016 project-specific TIA prepared by Fehr & Peers (Appendix N). In consultation with City Public Works staff, seven intersections within the jurisdictions of the City of Laguna Niguel and Caltrans were selected for inclusion in the study 1. Cabot Road & Crown Valley Parkway (City of Laguna Niguel) Camino Capistrano & Paseo de la Colinas (City of Laguna Niguel) Cabot Road & Paseo de la Colinas (City of Laguna Niguel) Star Drive & Paseo de la Colinas (City of Laguna Niguel) Camino Capistrano & Avery Parkway (City of Laguna Niguel) I-5 Southbound Ramps & Avery Parkway (Caltrans) I-5 Northbound Ramps & Avery Parkway (Caltrans) The environmental setting as it relates to traffic includes existing operating traffic conditions in September 2016 (baseline conditions). Existing intersection operations were determined by using the Intersection Capacity Utilization (ICU) methodology for signalized intersections. The study area intersections analyzed in the TIA are shown on Figure As shown in Table , no intersections are currently operating at a deficient LOS during the AM or PM peak period according to the City's significant criteria discussed in the Methodology section below. 1 The intersections of Paseo De La Colinas at Charreadas and Star Drive at Avenida del Caballo were not included as study intersections as neither intersection is signalized. However, the TIA does analyze local neighborhood roadway conditions, including the roadway segments of Charreadas and Avenida del Caballo

4 Table Existing (2016) Peak Hour Intersection Capacity Analysis Intersection V/C 1 (Delay 2 ) AM Peak LOS V/C 1 (Delay 2 ) PM Peak Cabot Road/Crown Valley Parkway B C Camino Capistrano/Paseo de la Colinas A A Cabot Road/Paseo de la Colinas A A Star Drive/Paseo de la Colinas A A Camino Capistrano/Avery Parkway A A I-5 Southbound Ramps/Avery Parkway (20.7) I-5 Northbound Ramps/Avery Parkway (38.8) Source: Appendix N. B (C) (68.4) B (D) (21.4) 1 - V/C (volume to capacity ratio) for signalized intersections is based on application of the Intersection Capacity Utilization methodology using Traffix 7.9 software. 2 - Delay is average intersection delay (seconds) based on application of the Highway Capacity Manual 2010 methodology using Synchro 8 Build 806 software. Delay is reported for intersections under the jurisdiction of Caltrans for informational purposes only Regulatory Setting State Local The California Department of Transportation (Caltrans) administers transportation programming for the state. Transportation programming is the public decision-making process that sets priorities and funds projects envisioned in long-range transportation plans. It commits expected revenues over a multi-year period to transportation projects. The Statewide Transportation Improvement Program (STIP) is a multi-year capital improvement program of transportation projects on and off the State Highway System, funded with revenues from the State Highway Account and other funding sources. Orange County Congestion Management Plan State Proposition 111, passed by voters in 1990, established a requirement that urbanized areas prepare and regularly update a Congestion Management Plan (CMP). OCTA is the designated Congestion Management Agency for the County and is responsible for developing, monitoring, and biennial updating of Orange County's CMP. Orange County adopted its most recent CMP in The CMP addresses the impact of local growth on the regional transportation system. The goals of Orange County's CMP are to support regional mobility and air quality objectives by reducing traffic congestion, provide a mechanism for coordinating land use and development decisions that support the regional economy, and determine gas tax fund eligibility. To meet these goals, the CMP contains a number of policies designed to monitor and address system performance issues. OCTA developed the policies that makeup Orange County s CMP with local agencies, the California Department of Transportation, and the South Coast Air Quality Management District. LOS C (E) B (C)

5 Figure TIA Study Area Intersections

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7 The CMP requires that a traffic impact analysis be conducted for any project generating 2,400 or more daily trips, or 1,600 or more daily trips for projects that directly access the CMP Highway System (CMPHS). Per the CMP guidelines, this number is based on the desire to analyze any impacts that would be 3 percent or more of the existing CMP highway system facilities capacity. The CMPHS includes specific roadways, which include State Highways and Super Streets, which are now known as Smart Streets, and CMP arterial monitoring locations/intersections. The nearest OCTA CMP intersection and facility is at Street of the Golden Lantern and Crown Valley Parkway. As detailed in the 2015 CMP, there are no roadway segments in the study area identified as operating at LOS F. Laguna Niguel General Plan Circulation Element The Circulation Element of the LNGP is intended to guide the development of the City s circulation system in a manner that is compatible with the Land Use Element. The Circulation Element is based on a set of circulation-related goals which reflect and are designed to support the citywide objectives of the General Plan. The goals acknowledge the changing economic, social, and environmental conditions in the City and surrounding regions, and the anticipated needs of the community. Goal 1: An adequate transportation/circulation system that supports regional and local land uses at adopted level of service (WS) standards and complies with requirements of the Countywide Traffic Improvement and Growth Management Program (Measure M). Policy 1.8: All new development shall be required to participate in the City's transportation fee program(s). These fee programs shall be designed to ensure that all development projects fund their prorata share of the necessary long-term transportation improvements identified in this Element or its Technical Appendix. As part of the City's transportation fee program(s), criteria will be developed to establish funding priorities. This program will also establish phasing guidelines to be consistent with the Comprehensive Phasing Plan. Goal 5: An efficient bicycle, equestrian and pedestrian circulation system that encourages these alternative forms of transportation. Goal 7: Well-designed and convenient parking facilities. Policy 7.1: Provide sufficient on- and off-street parking Impact Analysis Methodology Once the baseline condition is established, traffic generated from the proposed project is estimated and added to the roadway system. Estimated traffic generated from the proposed project is based on the Institute of Traffic Engineers Trip Generation, 9 th Edition, dated Each house is assumed to generate 9.52 average daily trips over a 24-hour period. Therefore, the 71 lots would generate 676 average daily trips. Because these trips are spread out over a 24-hour period, of more concern is the number of vehicle trips that would occur during the AM and PM peak hours. During the AM peak

8 hour the project would generate 53 trips, and during the PM peak hour the project would generate 71 trips. In consultation with City staff and based on actual traffic counts, the TIA assigned those trips to the roadway system, which is referred to as trip generation. In general, approximately 65% of trips would come from/go to the north (50% accessing I-5 and 15% accessing SR-73), 15% of trips would come from/go to the south using I-5, 5% of trips would come from/go to the east using Avery Parkway, and 15% of trips would come from/go to the west using Paseo De La Colinas. The following analysis scenarios were evaluated consistent with the CMP guidelines: Existing (2016) Conditions consists of existing (September 2016) counts collected at the study intersections. Existing (2016) Plus Project Conditions Project trips were assigned to the study intersections in addition to the existing counts. Opening Year (2018) No Project Conditions A two percent year growth rate was applied to the Existing (2016) Conditions counts along with expected traffic generated form local pending and approved development projects. Opening Year (2018) Plus Project Conditions Project trips were assigned to the study intersections in addition to the Opening Year No Project Conditions forecasts. General Plan Buildout (2035) Conditions The Orange County Transportation Model was used to develop a future growth rate of 0.5% per year. This growth rate was applied to Existing (2016) Conditions counts along with any local pending and approved projects. Caltrans funded roadway improvements are expected to be in operation by 2019 and are assumed in this scenario 2. General Plan Buildout Plus Project (2035) Conditions Project trips were assigned to study intersections on top of the General Plan Buildout Conditions forecasts. Acceptable performance criteria for local transportation facilities are established in the City s Circulation Element s LOS policy and the Orange County CMP guidelines. A significant impact would occur at a study intersection when project-related traffic causes: A signalized intersection to degrade from an acceptable LOS D or better to LOS E or LOS F; or The volume to capacity (V/C) ratio to increase by more than 0.01 at a signalized intersection operating at LOS E or LOS F. If an intersection is operating at LOS E or worse and a significant impact is anticipated, mitigation is needed to improve the plus project delay to the existing no project delay. If an impact drops an acceptable LOS to a below-acceptable LOS, mitigation is required to bring the LOS back to the acceptable threshold level. No mitigation is required for intersections operating at or above the acceptable threshold (LOS D). 2 Caltrans has plans to improve the I-5/Avery Parkway interchange. The improvements would reconstruct the entire interchange. It is expected that this project would begin construction in January The improvement project has been through environmental review and is funded. The project is completing final design before construction begins

9 Thresholds of Significance Criteria for determining the significance of impacts related to transportation/traffic are based on criteria contained in Appendix G of the State CEQA Guidelines. The proposed project could have a significant impact on the environment if it would result in any of the following. TRA-1 TRA-2 TRA-3 TRA-4 TRA-5 TRA-6 Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit. Conflict with an applicable congestion management program, including, but not limited to, level of service standards and travel demand measures, or other standards established by the county congestion management agency for designated roads or highways. 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. Substantially increase hazards because of a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment). Result in inadequate emergency access. Conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian facilities, or otherwise decrease the performance or safety of such facilities. Impacts and Mitigation Impact TRA-1. The Project Would Not Conflict with an Applicable Plan, Ordinance or Policy Establishing Measures of Effectiveness for the Performance of the Circulation System, Taking into Account All Modes of Transportation Including Mass Transit and Non-Motorized Travel and Relevant Components of the Circulation System, Including but Not Limited to Intersections, Streets, Highways and Freeways, Pedestrian and Bicycle Paths, and Mass Transit Construction Impacts Construction activities are expected to generate a short-term, temporary increase in construction-related traffic. Construction traffic would be generated from several sources. Initial site preparation would require the mobilization of several pieces of equipment and the removal of primarily vegetation and other material from the site. Because existing improvements (concrete and asphalt) would be crushed on site, the amount of export of materials from the site would be greatly reduced. Once the site is prepared, mobilization of additional grading equipment would occur. Because the proposed project is generally balanced, no major import or export of soil is anticipated. However, equipment, material, and personnel would access the site during construction. Once vertical construction begins, material delivery and construction workers would dominate site traffic. In total, construction traffic would be short term and less than long-term operational traffic. Therefore, any potential impacts on the operation of surrounding intersections are analyzed as part of the long-term operational traffic. Construction traffic could have the potential to cause short-term morning and afternoon traffic delays on roadways adjacent to the project site (e.g., Paseo de la

10 Colinas). As such, implementation of a construction traffic management plan as required through standard conditions of approval would minimize construction traffic impacts, and impacts would be less than significant. As part of the proposed project and as a Standard Condition of Approval COA TRA-1, the Applicant would prepare a construction traffic management plan to be approved by the City Engineer, which would minimize temporary construction impacts. Operational Impacts The TIA includes an evaluation of operational impacts that compares the project-related traffic to existing baseline conditions in September Proposed project trip generation was estimated using the Institute of Transportation Engineers Land Use 210: Single-Family Detached Residential trip rates, which provide a generation factor of 9.52 daily vehicle trips per residential unit. Estimated daily trips generated as a result of proposed project implementation were then added to the roadway network during the AM and PM peak hours, which are between 7:00 a.m. and 9:00 a.m. and 4:00 p.m. and 6:00 p.m., respectively. As shown in Table , operation of the proposed project would generate approximately 124 net daily peak hour trips, with 53 trips occurring during AM peak hour and 71 during the PM peak hour. Table Project Traffic Generation Forecast AM Peak PM Peak Land Use ADT In Out Total In Out Total SunPointe Residential Development Source: Appendix N ADT = average daily trips The traffic distribution patterns for the proposed project related trips traveling to and from the project site have been identified based on existing traffic flow patterns and the site s proximity to the existing roadways. The analysis below provides projected operating conditions for site access, roadways, and intersections within the vicinity of the proposed project. Vehicle Access Vehicle access to the project site is provided by Avenida del Caballo, a residential street that deadends at the project site under existing conditions. Access to the nearest major roadway is provided by Star Drive and Paseo de la Colinas. The only entrance to the community would be gated, which would serve as the only traffic control on site. Given the direct access to the project site, vehicle access is deemed adequate. While these streets have sufficient capacity to provide access to the proposed project, the addition of project trips to these streets may affect the adjacent neighborhood. Few agencies have defined local residential roadway capacities because the capacity varies based on a variety of factors related to roadway design, as well as community expectations. HCM 2010 Roadway Analysis methodologies do not have specific Average Daily Traffic (ADT) thresholds for local residential streets. The City of Laguna Niguel has conservatively determined that a reasonable upper limit for local residential roadways is 2,500 vehicles per day (vpd). The key factor that typically dictates the capacity of a local residential street is pavement width, where it is generally considered acceptable to have higher traffic volumes on wider streets. The curb-to-curb widths in

11 the adjacent neighborhood along Charreadas and Avenida Del Caballo range from 36 to 40 feet, which is wide enough to accommodate eight foot parking lanes and 10- to 12-foot travel lanes. These roadway widths are on the wider spectrum of typical residential streets in California, and would be expected to accommodate between 1,500 and 2,500 vpd before the volume is considered less comfortable for residents. As shown in Table , the City of Laguna Niguel provided two comparable neighborhoods to the SunPointe development. Each of these neighborhoods contain more houses than the combination of the existing Charreadas/Avenida Del Caballo neighborhood houses and the proposed project. Daily trip generation estimates were developed for these neighborhoods based on the number of housing units each neighborhood contains based on ITE trip generation rates. For a neighborhood with multiple access points, a conservative 80%/20% split to the major access point (La Hermosa) was assumed to analyze the effects of the daily traffic volumes on the local roadways using the above-referenced neighborhood capacity of 2,500 vpd. The results show these larger neighborhoods in Laguna Niguel are still below the established threshold of residential comfort. Additionally, the same capacity methodology was used to analyze the existing neighborhood surrounding the SunPointe development before and after the addition of project traffic. New 24-hour roadway segment counts were collected on November 2, 2016, along Avenida Del Caballo and Charreadas to assist with estimating ADT in the neighborhood. The counts show near 50/50 split between the two neighborhood roadways so new project traffic was assumed to use the two evenly. As shown in Table , after the addition of project traffic, Avenida Del Caballo and Charreadas are both forecast to operate below the upper limit of desirable volume, indicating that the addition of project traffic to the neighborhood would be less-than- significant from a capacity perspective. The addition of project traffic is also below the lower limit of 1,500 vpd, indicating that the traffic volumes along these streets are not high enough to warrant traffic management strategies

12 Table Proposed Project Neighborhood Capacity Summary Existing (2016) Conditions Existing (2016) Plus Project Conditions # of Above or Above or Existing ADT Below # of ADT Below Neighborhood Roadway Roadway Type Housing Units Upper Limit ADT Upper Limit Housing Units Upper Limit ADT Upper Limit Ivy Glen Drive 2-lane Residential 201 2,500 1,920 Below La Hermosa 2-lane 2,500 2,340 Below Los Arboles Drive Residential 2, Below Ave del Caballo 2, Below 166 (95 2, Below Charreadas 2-lane existing + 95 Residential 2, Below 71 2, Below proposed) Source: Appendix N Notes: 1. For neighborhoods with two access points, a conservative 80/20% split was estimated, with 20% using the lower volume connection. 2. Numbers are based on the Institute of Transportation Engineers Trip Generation Manual (9 th Edition). 3. Upper limit of residential traffic volume comfortably was determined by the City of Laguna Niguel Public Works % of the project traffic was assumed to use Avenida del Caballo to provide a conservative assessment. ADT = average daily trips

13 The neighborhood roadways were also reviewed based on slope and sight distance. Though these streets are at a grade and contain curvature, they are within the requirements of City of Niguel Standard Plans and Caltrans Highway Design Manual. The stopping sight distance requirements are met for both vertical and horizontal curves. These streets do not have as sharp of curves or steepness of hills as compared to other streets within Laguna Niguel. The addition of project traffic would not change these conditions, and there are no project design features that would create new safety concerns. A safety assessment for the study area was also conducted based on traffic accident data within the last five years. A study area consisting of Paseo De Colinas from Street of the Golden Lantern to Camino Capistrano and Cabot Road from Crown Valley Parkway to Paseo De Colinas was included in the assessment. Data from the California Statewide Integrated Traffic Records System (SWITRS) showed that 11 reported collisions occurred from January 2011 to December 2015, which was the most recent data available. A summary of these collisions are presented in Appendix N. The data do not present any discernable patterns in the locations or primary collision factor that would indicate specific safety deficiencies within the study area. The frequency of collisions is also considered low, given that a total of five accidents within one year is generally considered the minimum threshold for satisfying the safety traffic signal warrant according to the California Manual of Uniform Traffic Control Devices. The nominal amount of traffic added by the project to each intersection is not expected to exacerbate the frequency of collisions at those locations. Onsite Circulation Onsite circulation is provided by a private drive connecting the residential units to Avenida Del Caballo. The site plan identifies a stop sign at the entry of the development and the driveway design was reviewed and cleared of sight obstructions. The 10-foot wide lanes provide access to the individual properties where primary residential access would occur. Use of 10-foot wide lanes should minimize speeding adjacent to the residential driveways and activity areas. The residential nature and low traffic volumes deem the use of internal stop signs as unnecessary. Many of the drive alleys dead end at residential units/garages but provide a minimum width of 24 feet to turn around. Given that the provided lanes are wide enough to accommodate resident vehicular needs, onsite circulation is deemed adequate. Parking To address the adequacy of parking, the City of Laguna Niguel Municipal Code Sec residential parking requirements was reviewed. For single-family dwellings, the following should be provided: 2.00 enclosed residential spaces per unit 1.00 additional off-street parking space either on site or within 100 feet of the dwelling 0.50 shared spaces per unit (or one space per two units) either on site or within 100 feet of the dwelling As such, the project must supply 3.50 spaces per unit. Multiplying the parking requirement by the 71 proposed residential units yields a requirement of 249 onsite parking spaces with 107 of those being shared spaces. The project site plan shows a total of 261 parking spaces with 119 shared spaces, which equates to a 3.7 parking ratio of parking spaces per unit. As such, the proposed project provides more than enough onsite parking for the project based on the City s parking requirements

14 However, while two-car garages are proposed for each unit, approximately half of the required additional dedicated parking would be provided on private drives. Each planning area, referred to as Pods, on site provides sufficient parking to satisfy the 1.0 additional space requirement proximate to the dwelling units. The 0.5 additional shared space would be provided both within each planning area and along the center private drive, farther from the dwelling units. Therefore, approval of an alternative parking plan is requested as part of the proposed project. While the proposed parking configuration deviates from baseline standards, the overall number of spaces provided is anticipated to adequately meet the needs of the community, and the deviation in parking standards would only occur if all parking spaces are completely occupied. By placing the additional 1.0 space per unit in a shared configuration, as opposed to in a private driveway that would be assigned to a particular unit, this creates more opportunity for shared parking close to the desired dwelling, which complies with the intent of the parking ordinance. Though the shared spaces are farther than the City typically requires, they would be closer and more convenient than the on-street spaces in the adjacent neighborhood. Additionally, City staff anticipates working with the applicant to develop appropriate operational conditions, including a parking management plan, to further safeguard against potential spill over into the adjoining neighborhood. Intersections The TIA analyzes seven study area intersections within the jurisdiction of the City of Laguna Niguel and Caltrans. The traffic impacts of the proposed project during the peak hour were evaluated in the TIA based on the existing plus project traffic conditions at the seven study area intersections for the proposed project. Table shows the changes in the performance of the intersections from the addition of project-related traffic generated compared to existing conditions. As shown below, none of the study intersections are forecast to operate deficiently in the Existing (2016) Plus Project scenario and impacts are considered to be less-than-significant. Table Existing (2016) Plus Project Peak Hour Intersection Level of Service AM Peak PM Peak Intersection V/C 1 (Delay 2 ) LOS V/C 1 (Delay 2 ) LOS Cabot Road/Crown Valley Parkway B C Camino Capistrano/Paseo de la Colinas A A Cabot Road/Paseo de la Colinas A A Star Drive/Paseo de la Colinas A A Camino Capistrano/Avery Parkway A A I-5 Southbound Ramps/Avery Parkway (71.8) B (E) (71.6) C (E) I-5 Northbound Ramps/Avery Parkway (35.6) B (D) (22.8) B (C) Source: Appendix N. 1 V/C (volume to capacity ratio) for signalized intersections is based on application of the Intersection Capacity Utilization methodology using Traffix 7.9 software. 2 Delay is average intersection delay (seconds) based on application of the Highway Capacity Manual 2010 methodology using Synchro 8 Build 806 software. Delay is reported for intersections under the jurisdiction of Caltrans for informational purposes only. LOS = level of service

15 The proposed project is anticipated to open in The TIA increased the amount of traffic on the roadway network by including other foreseeable projects and background growth. The model was re-run with project-generated traffic and the results are presented in the following tables. As shown in Tables and , there are no intersections forecast to operate deficiently during the peak hours for Opening Year (2018) No Project Conditions or Opening Year (2018) Plus Project Conditions according to the City s significance criteria. Table Intersection Level of Service Opening Year (2018) No Project Conditions AM Peak PM Peak Intersection V/C 1 (Delay 2 ) LOS V/C 1 (Delay 2 ) LOS Cabot Road/Crown Valley Parkway C D Camino Capistrano/Paseo de la Colinas A B Cabot Road/Paseo de la Colinas A A Star Drive/Paseo de la Colinas A A Camino Capistrano/Avery Parkway A A I-5 Southbound Ramps/Avery Parkway (>80.0) B (F) (>80.0) C (F) I-5 Northbound Ramps/Avery Parkway (39.7) B (D) (27.3) C (C) Source: Appendix N. 1 V/C (volume to capacity ratio) for signalized intersections is based on application of the Intersection Capacity Utilization methodology using Traffix 7.9 software. 2 Delay is average intersection delay (seconds) based on application of the Highway Capacity Manual 2010 methodology using Synchro 8 Build 806 software. Delay is reported for intersections under the jurisdiction of Caltrans for informational purposes only. Table Intersection Level of Service Opening Year (2018) Plus Project Conditions AM Peak PM Peak Intersection V/C 1 (Delay 2 ) LOS V/C 1 (Delay 2 ) LOS Cabot Road/Crown Valley Parkway C D Camino Capistrano/Paseo de la Colinas B B Cabot Road/Paseo de la Colinas A A Star Drive/Paseo de la Colinas A A Camino Capistrano/Avery Parkway A A I-5 Southbound Ramps/Avery Parkway (>80.0) B (F) (>80.0) C (F) I-5 Northbound Ramps/Avery Parkway (40.8) B (D) (29.2) C (C) Source: Appendix N. 1 V/C (volume to capacity ratio) for signalized intersections is based on application of the Intersection Capacity Utilization methodology using Traffix 7.9 software. 2 Delay is average intersection delay (seconds) based on application of the Highway Capacity Manual 2010 methodology using Synchro 8 Build 806 software. Delay is reported for intersections under the jurisdiction of Caltrans for informational purposes only. In 2035, the General Plan Buildout Year, the TIA assumes the following roadways improvements would be completed by 2019, according to Caltrans I-5 Widening Project preliminary construction plans provided by the City of Laguna Niguel: Camino Capistrano at Avery Parkway

16 Southbound through lane converted to a shared through-left turn lane Addition of a northbound right turn lane I-5 southbound ramps at Avery Parkway Southbound approach improved from one shared left-through-right lane and one left turn lane to two left turn lanes and two right turn lanes Eastbound approach improved from three through lanes and one right turn lane to four through lanes and a shared through-right turn lane Addition of one westbound left turn lane and two eastbound through lanes I-5 northbound ramps at Avery Parkway Northbound approach improved from one shared left-through lane and one right turn lane to two left turn lanes and two right turn lanes Addition of one eastbound left turn lane and one eastbound through lane Addition of two westbound through lanes Intersection level of service analysis results for the General Plan Buildout Year (2035) No Project Conditions are summarized in Table As shown below, the intersection of Cabot Road at Crown Valley Parkway is forecast to operate deficiently during the PM peak hour for General Plan Buildout Year (2035) No Project Conditions according to the City s significance criteria. Table Intersection Level of Service General Plan Buildout (2035) No Project Conditions AM Peak PM Peak Intersection V/C 1 (Delay 2 ) LOS V/C 1 (Delay 2 ) LOS Cabot Road/Crown Valley Parkway D E Camino Capistrano/Paseo de la Colinas B B Cabot Road/Paseo de la Colinas A B Star Drive/Paseo de la Colinas A A Camino Capistrano/Avery Parkway A A I-5 Southbound Ramps/Avery Parkway (37.0) A (D) (34.4) A (C) I-5 Northbound Ramps/Avery Parkway (23.3) A (C) (21.0) A (C) Source: Appendix N. 1 V/C (volume to capacity ratio) for signalized intersections is based on application of the Intersection Capacity Utilization methodology using Traffix 7.9 software. 2 Delay is average intersection delay (seconds) based on application of the Highway Capacity Manual 2010 methodology using Synchro 8 Build 806 software. Delay is reported for intersections under the jurisdiction of Caltrans for informational purposes only. Intersection level of service analysis results for the General Plan Buildout Year (2035) Plus Project Conditions are summarized in Table As shown below, the same intersection of Cabot Road at Crown Valley Parkway is forecast to operate deficiently during the PM peak hour for General Plan Buildout Year (2035) Plus Project Conditions according to the City s significance criteria

17 Table Intersection Level of Service General Plan Buildout (2035) Plus Project Conditions Intersection AM Peak PM Peak V/C 1 (Delay 2 ) LOS V/C 1 (Delay 2 ) LOS Cabot Road/Crown Valley Parkway D E Camino Capistrano/Paseo de la Colinas B B Cabot Road/Paseo de la Colinas B B Star Drive/Paseo de la Colinas A A Camino Capistrano/Avery Parkway A B I-5 Southbound Ramps/Avery Parkway (37.0) A (D) (37.4) A (D) I-5 Northbound Ramps/Avery Parkway (23.3) A (C) (23.5) A (C) Source: Appendix N. 1 V/C (volume to capacity ratio) for signalized intersections is based on application of the Intersection Capacity Utilization methodology using Traffix 7.9 software. 2 Delay is average intersection delay (seconds) based on application of the Highway Capacity Manual 2010 methodology using Synchro 8 Build 806 software. Delay is reported for intersections under the jurisdiction of Caltrans for informational purposes only. According to the City s significance criteria, a significant impact would occur at a study intersection when the project-related traffic causes the V/C ratio to increase by more than 0.01 at a signalized intersection operating at LOS E or LOS F. As shown in Table below, because the addition of the proposed project traffic does not cause the intersection of Cabot Road at Crown Valley Parkway to increase the V/C ratio by more than 0.01 in the General Plan Buildout Year (2035) Plus Project scenario, the project-level impact would be less than significant. Table General Plan Buildout Year (2035) Plus Project Conditions Impact Summary Intersection Cabot Road/ Crown Valley Parkway Traffic Control Signal Buildout Year (2035) No Project Conditions Source: Appendix N. Note: Intersections operating below acceptable LOS are noted in bold. Buildout Year (2035) Plus Project Conditions Peak Hour V/C LOS V/C LOS Δ in V/C Significant Impact? AM D D No PM E E No Standard Conditions of Approval COA TRA-1: Prior to obtaining a grading plan, the Applicant would prepare a construction traffic management plan to be approved by the City Engineer. The traffic management plan would include, but not be limited to, the following: A street and site layout showing the location of construction activity and surrounding streets to be used as detour routes, including special signage. A tentative start date and construction duration period for each phase of construction

18 The names, addresses, and emergency contact numbers for those responsible for maintaining the traffic control devices during the course of construction. Provisions for maintaining access for emergency vehicles at all times. Provision of traffic controls within the site that may include flag persons wearing Cal OSHAapproved vests and using a Stop/Slow paddle to warn motorists of construction activity. Standard construction warning signs in advance of the construction area and at any intersection that provides access to the construction area. Mitigation Measures Mitigation measures are not required. Residual Impacts Implementation of Standard Condition of Approval COA TRA-1 would ensure impacts remain less than significant. Impact TRA-2. The Project Would Not Conflict with an Applicable Congestion Management Program, Including, but Not Limited to, Level of Service Standards and Travel Demand Measures, or Other Standards Established by the County Congestion Management Agency for Designated Roads or Highways OCTA is the Congestion Management Agency responsible for the creation and implementation of the Orange County CMP, which was last updated in The CMP establishes a Highway System, which includes a series of intersections and highways throughout Orange County, also known as OCTA s Smart Street network, and establishes minimum performance thresholds for these CMP facilities. The nearest OCTA CMP intersection and facility is at Street of the Golden Lantern and Crown Valley Parkway, about 0.7 mile west of the project site. Projects must demonstrate consistency with OCTA s performance thresholds on the Highway System if the proposed project is estimated to either generate 2,400 or more average daily trips or contribute 1,600 or more average daily trips directly onto the Highway System. As discussed above, a total of 676 average daily trips are estimated to occur during project operations, which is lower than the minimum CMP threshold of 2,400 average daily trips. Additionally, traffic dispersion onto the surrounding roadway network is estimated to contribute the following. 65% of trips coming from/going to the north 50% accessing I-5 15% accessing SR-73 15% of trips coming from/going to the south using I-5 5% of trips coming from/going to the east using Avery Parkway 15% of trips coming from/going to the west using Paseo de la Colinas As such, the proposed project would not trigger a CMP analysis, and no impact would occur

19 Mitigation Measures Mitigation measures are not required. Residual Impacts No residual impacts would occur. Impact TRA-3. The Project Would Not 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 John Wayne Airport is about 14 miles to the northwest of the project site, Camp Pendleton Airport is more than 25 miles to the southeast, and Fullerton Municipal Airport is approximately 28 miles to the north. The proposed project is not within an Airport Impact Zone or Airport Environs Land Use Plan for an airport. Furthermore, the proposed project involves the development of single-family residences, which would not extend into airspace or be tall enough to result in a change in air traffic patterns or a change in location. Therefore, the proposed project would not result in a change in air traffic patterns or otherwise result in a safety risk, and impacts would not occur. Mitigation Measures Mitigation measures are not required. Residual Impacts No residual impacts would occur. Impact TRA-4. The Project Would Not Substantially Increase Hazards Because of a Design Feature (e.g., Sharp Curves or Dangerous Intersections) or Incompatible Uses (e.g., Farm Equipment) This evaluation involves determining if any project-related features would change the circulation system, resulting in physical impacts on automobile traffic or pedestrians. The proposed project includes an entry gate on Avenida del Caballo at the project entry. The gate is designed with a turn-around that meets minimum turning radius standards for trucks that are not granted access to the community or are in the wrong location. Because the entry to the property on Avenida del Caballo would be hundreds of feet from an intersection or adjoining street, there is no risk of queuing behind the gate interrupting circulation patterns. Furthermore, the width of the gates would meet Fire Department standards, and the gates would be equipped with approved override mechanisms for both OCSD and OCFA. Additionally, as discussed under Impact TRA-1, neighborhood roadways were reviewed based on slope and sight distance. Though these streets are at a grade and contain curvature, they are within the requirements of City of Laguna Niguel Standard Plans and Caltrans Highway Design Manual. The stopping sight distance requirements are met for both vertical and horizontal curves. These streets do not have as sharp of curves or steepness of hills as compared to other streets within Laguna Niguel. The addition of project traffic would not change these conditions, and there are no project design features were identified that would create new safety concerns. A safety assessment for the study area was also conducted based on traffic accident data within the last 5 years. A study area consisting of Paseo De Colinas from Street of the Golden Lantern to Camino

20 Capistrano and Cabot Road from Crown Valley Parkway to Paseo De Colinas was included in the assessment. Data from the SWITRS showed that 11 reported collisions occurred from January 2011 to December 2015, which was the most recent data available. A summary of these collisions are presented in Appendix N. The data do not present any discernable patterns in the locations or primary collision factor that would indicate specific safety deficiencies within the study area. The frequency of collisions is also considered low, given that a total of five accidents within one year is generally considered the minimum threshold for satisfying the safety traffic signal warrant according to the California Manual of Uniform Traffic Control Devices. The nominal amount of traffic added by the project to each intersection is not expected to exacerbate the frequency of collisions at those locations. No other hazardous conditions have been identified, and impacts would be less than significant. Mitigation Measures Mitigation measures are not required. Residual Impacts Impacts would be less than significant. Impact TRA-5. The Project Would Not Result in Inadequate Emergency Access Emergency access to the site would be from the gated entry at Avenida del Caballo, which off the project site measures 36 feet curb-to-curb within 46 feet of right-of-way. Once on site, Avenida del Caballo retains its 36-foot width. In-tract streets vary between 28 feet for parking on one side to 36 feet for parking on both sides. Internal motor courts measure 24 feet wide. The proposed project is consistent with Section of the LNZC, which requires private streets serving five parcels or more to provide a minimum pavement width of 28 feet. The motor courts are not considered streets and not subject to this code provision. Furthermore, each structure would meet the requirement that fire hoses of 150 feet long can reach all parts of the structure. Because emergency vehicles can easily access and travel within the site, impacts related to emergency access on the project site would be less than significant. Mitigation Measures Mitigation measures are not required. Residual Impacts Impacts would be less than significant. Impact TRA-6. The Project Would Not Conflict with Adopted Policies, Plans, or Programs Regarding Public Transit, Bicycle, or Pedestrian Facilities, or Otherwise Decrease the Performance or Safety of Such Facilities The LNGP Circulation Element includes goals and policies for transit, bicycle, and pedestrian facilities and includes adopted policies to increase the use of public transportation and to improve access between residential, employment, and commercial areas. The policies are primarily focused on City efforts to provide public transit within areas of major development and to generally encourage an increase in public transportation ridership. OCTA provides transit services and bus stops within the immediate vicinity of the project site. The proximity of the project site to four bus

21 routes within 0.5 mile would allow residents convenient access to alternative transportation. OCTA also offers the OCTA ACCESS program and other training programs to assist eligible transit users in learning how to navigate the standard transit system. The proposed project would not alter or conflict with existing bus stops and schedules, and impacts related to OCTA transit services would not occur. Additionally, the Laguna Niguel Metrolink Station is located approximately 0.7 mile east of the project site. Furthermore, none of the proposed project actions would conflict with any of the goals or policies of the City s Circulation Element, and impacts would not occur. The nearest bicycle facilities are located along Crown Valley Parkway, Camino Capistrano, Cabot Road, and Paseo de la Colinas and are Class II designated bike lanes. The proposed project would not include any bicycle improvements within the study area, involve any offsite improvements, or result in any identified offsite impacts on bicycle or pedestrian routes. Therefore, no conflicts would occur with any bicycle facilities. Lastly, the existing pedestrian network would be maintained upon implementation of the proposed project. As a result, the proposed project would not conflict with any adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian facilities and would not decrease the performance or safety of any facilities. No impact would occur. Mitigation Measures Mitigation measures are not required. Residual Impacts No residual impacts would occur Cumulative Impacts The proposed project s transportation/traffic impacts would be limited primarily to the construction phase of the project. With implementation of a construction traffic management plan, there would be no impacts that would exceed a level of significance for traffic. The construction traffic management plan is required to ensure that construction traffic is coordinated with a traffic plan. Operational traffic would not exceed a City threshold and would continue to operate at acceptable levels with the project. A cumulative traffic analysis was prepared as part of the TIA (Appendix N), and includes the seven intersections analyzed for the proposed project. The traffic implications of past, present, and reasonably foreseeable future projects include a future-term scenario for the year 2035 and thresholds for impacts are determined through the same method as the project-level analysis (maintaining LOS D or better for the City of Laguna Niguel and LOS C or better for Caltrans). Baseline traffic conditions in the year 2035 are composed of General Plan Buildout Year (2035) No Project Conditions and are shown in Table above. As shown above, the intersection of Cabot Road at Crown Valley Parkway is forecast to operate deficiently during the PM peak hour for General Plan Buildout Year (2035) No Project Conditions according to the City s significance criteria. In addition, the intersection level of service analysis results for the General Plan Buildout Year (2035) Plus Project Conditions are summarized in Table above. In the General Plan Buildout Year (2035) Plus Project Conditions, the same intersection of Cabot Road at Crown Valley Parkway is forecast to operate deficiently during the PM peak hour. However, according to the City s significance criteria, a significant impact would occur at a study intersection when the project-related traffic causes the V/C ratio to increase by more than 0.01 at a signalized intersection