5.16 Transportation/Traffic

Transcription

1 5.16 Transportation/Traffic The analysis of traffic and circulation presented in this section is based on the traffic study completed by Transtech, Inc., specifically, the Historic Town Center Master Plan Traffic Impact Study, October 11, The subject study is contained within Appendix J of this DEIR ENVIRONMENTAL SETTING Traffic Performance Criteria The performance levels of a circulation system or facility are generally described in terms of levels of service (LOS). Traffic LOS is designated A through F, with LOS A representing free flow conditions and LOS F representing severe traffic congestion. A complete definition of level of service can be found in the Transportation Research Board s Special Report 209, Highway Capacity Manual. The levels of service criteria for unsignalized and signalized intersections are described in Table , below. Table Intersection Capacity Utilization (ICU) and Highway Capacity Manual (HCM) Level of Service Criteria Level of Service (LOS) Two-Way or All-Way Stop Controlled Intersection Average Delay per Vehicle (sec)* (HCM) ICU Ratio Signalized Intersection Average Delay per Vehicle (sec)* (HCM) ICU Ratio A B >10-15 > >10-20 > C >15-25 > >20-35 > D >25-35 > >35-55 > E >35-50 > >55-80 > F >50 >1.00 >80+ >1.00 * Source: HCM 2000 Traffic Manual Chapter 16 and 17 The City has a minimum acceptable threshold of LOS D or LOS E depending whether the locations are identified as Hot Spots. Hot Spot locations are to maintain an LOS E. While the level of service concept provides an indication of the performance of the entire intersection, the single letter grade A through F cannot describe specific operational deficiencies at intersections. Progression, queue formation, and left-turn storage are examples of the operational issues that affect the performance of an intersection, but do not factor into the strict calculation of level of service. The TRAFFIX software does provide an output that quantifies operational features at intersections, such as vehicle clearance, queue formation, and left-turn storage requirements

2 The following defaults were used in the calculation of ICU Level of Service. Ambient growth rate of 2.0% per year to year ,700 capacity 0.05 yellow clearance To provide a consistent base document, the defaults used for the Distrito La Novia existing analysis is reflected in the analysis for the Master Plan. Defaults for HCM methodology Ambient growth rate of 2.0% per year to the interim study year of ,800 capacity for existing and ,900 capacity for 2035 analysis 0.05 yellow clearance SYNCHRO Methodology A Synchro (operational) analysis was conducted at six intersections along Ortega Highway since these intersections have an increased queuing potential due to their close spacing. Five of these intersections were analyzed on Saturday. Rancho Viejo at Ortega Highway (not included for Saturday analysis) I-5 NB Ramps/Los Cerritos at Ortega Highway I-5 SB Ramps at Ortega Highway Del Obispo Street at Ortega Highway El Camino Real at Ortega Highway Camino Capistrano at Ortega Highway Link Analysis The most current edition of the Orange County Highway Design Manual was the source for determining link capacities. Capacities assumed for each link were also reviewed by the City Traffic Engineer. Table summarizes the roadway capacity and criteria used in as a basis for determining significant impacts to arterial roadways and intersections. Should increased traffic in the future scenarios cause a transportation system facility to operate at unacceptable levels of service (i.e., at a level that fails to meet the applicable performance criterion), the impact is considered to be significant

3 Roadway Class Number of Lanes Major 6 Lanes Divided Primary 4 Lanes Divided Secondary 4 Lanes Divided Limited 2 Lanes Secondary Divided Local 2 Lanes Arterial Divided V/C Ratio Table Roadway Link Capacities Level of Service Criteria and Roadway Capacities Vehicles Per Day (VPD) Level of Service (LOS) A B C D E F 33,900 33,400 45,000 50,600 56,300 > 22,500 26,300 30,000 33,800 37,500 > 15,000 17,500 20,000 22,500 25,000 > 12,000 14,000 16,000 18,000 20,000 > 7,500 8,800 10,000 11,300 12,500 > Roadway Link Capacities, Table 3-4; Guidance for Administration of the Orange County Master Plan of Arterial Highways, Dated November 1995, Amended April Study Area Intersections Existing weekday counts were taken from the Distrito La Novia project s Traffic Impact Analysis (Urban Crossroads, 2009). Counts for three intersections not included in the Distrito La Novia traffic study were counted for three consecutive days (May 18, 19 and 20, 2010) during the peak hours of 7:00 9:00 AM and 4:00-6:00 PM. The average of the three day counts was used in the analysis. New weekend Saturday counts were taken at 8 intersections on Saturday, May 15, These intersections and the date on which the counts were taken were chosen by City staff. A Pedestrian count was also taken Saturday, May 15, 2010 at the Saturday count locations. Raw field measurements, peak hour counts, average peak hour volumes, pedestrian counts are also included in the Traffic Impact Analysis appendix (Appendix J). Seven intersections are designated as Hot Spot intersections with a minimum operating threshold of LOS E. These intersections are considered as Limited Space Hot Spot locations. Intersection 1. Ortega Highway / Rancho Viejo Road 2. Ortega Highway / I-5 Northbound Ramps 3. Ortega Highway / I-5 Southbound Ramps 4. Ortega Highway / Del Obispo Street 5. Ortega Highway / El Camino Real 6. Ortega Highway / Camino Capistrano 7. Ortega Highway /Verdugo Street 8. Del Obispo Street / Plaza Drive 9. Del Obispo Street / Camino Capistrano New Weekday Counts X Saturday Counts X X X X X X X Limited Hot Spots X X X X X

4 10. Del Obispo Street / Paseo Adelanto 11. Del Obispo Street / Alipaz Street 12. Camino Capistrano / Acjachema Street 13. Camino Capistrano / Forster Street 14. Camino Capistrano / Avenida Golondrina 15. El Camino Real / Acjachema Street 16. El Camino Real / Spring Street X X X X X Study Area Street Segments Weekday counts were used from the Urban Crossroads/Distrito Traffic Analysis with the exception of three locations). The counts were conducted on three consecutive weekdays (May 18, 19 and 20, 2010). The average of these three day counts was used in the analysis. Seven locations were counted on a Saturday, May 15, The actual counts along with the average count calculations are included in the appendix. A total of seven roadway segments within the study area are designated as Hot spot locations with thresholds of LOS E. Street Segment 1. Acjachema Street: Camino Capistrano to El Camino Real 2. El Camino Real: Acjachema Street to Spring Street 3. El Camino Real: Spring Street to Ortega Highway 4. Camino Capistrano: Acjachema Street to Ortega Highway 5. Camino Capistrano: Ortega Highway to Forster Lane 6. Camino Capistrano: Forster Lane to Del Obispo Street 7. Camino Capistrano: Del Obispo Street to Avenida Golondrina 8. Ortega Highway: Camino Capistrano to El Camino Real 9. Ortega Highway: El Camino Real to Del Obispo Street 10. Ortega Highway: Del Obispo Street to I-5 SB Ramps 11. Ortega Highway: I-5 SB Ramp to I-5 NB Ramps 12. Ortega Highway: I-5 NB Ramp to Rancho Viejo Rd 13. Del Obispo Street: Alipaz Street to Paseo Adelanto 14. Del Obispo Street: Paseo Adelanto to Camino Capistrano 15. Del Obispo Street: Camino Capistrano to Plaza Drive 16. Del Obispo Street: Forster Lane to Ortega Hwy New Weekday Counts X X X Saturday Counts Limited Hot Spots X X X X X X X Exhibits and show existing AM and PM peak weekday traffic volumes for each intersection. Exhibits provides Saturday peak hour volumes for each intersection, and Exhibits shows existing geometric configurations, lane configurations, and traffic controls at these intersections

5 Source: Transtech, October 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit Existing Weekday Traffic Volumes AM Peak NTS

6 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit Existing Weekday Traffic Volumes PM Peak NTS

7 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit Existing Weekend Traffic Volumes Saturday Peak NTS

8 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit Existing Geometric Lane Configurations NTS

9 Existing Conditions - Intersection Operations For the study area intersections, the TRAFFIX computer software, Version 8.0 has been used to determine levels of service. Following the Administrative Policy for the Preparation and Use of Traffic Studies, Policy 310 a level of service analysis needs to be completed using Intersection Capacity Analysis (ICU) methodology for all signalized intersections in the study area during AM and PM peak periods. The project scope also included an analysis of the Saturday peak period. Policy 130 also requires a second analysis using a method called the Highway Capacity Manual (HCM) method at all intersections within the study area that are currently operating or projected to be operating at or worse than a LOS C. The HCM 2000 methodology was used for unsignalized intersections. Both the ICU and HCM methodologies were used in assessing the operation of signalized intersections per City requirements. Intersection ICU Methodology Table , the Weekday Intersection Level of Service Summary Table (ICU Methodology) for Existing and Future Short Term 2015 Conditions, provides a summary of peak hour LOS at each of the key study intersections. Table provides a summary of peak hour LOS operations at key intersections chosen to be studied on a typical Saturday. As seen in Table , the following studied intersection is considered to be operating at a deficient level of service for existing conditions during weekday peak hours based on the ICU methodology: I-5 NB Ramps at Ortega Highway As seen in Table , the following studied intersection is considered to be operating at a deficient level of service for existing conditions during the Saturdays based on the ICU methodology: Camino Capistrano at Forster Street Intersection HCM Methodology Table , the Weekday Intersection Level of Service Summary Table (HCM Methodology) for Existing and Future Short Term 2015 Conditions, provides a summary of peak hour levels of service at each of the key study intersections. Table provides a summary of peak hour level of service operations at key intersections chosen to be studied on a typical Saturday. As seen in Table , the Weekday Intersection Level of Service Summary Table (HCM Methodology), the following two studied intersections are considered to be operating at deficient levels of service for existing conditions and will experience a significant amount of delay: I-5 NB Ramps at Ortega Highway Camino Capistrano at Forster Street (this intersection is currently unsignalized)

10 Table Weekday Intersection Level of Service (ICU Methodology) Existing Conditions Existing Conditions Min. Intersection LOS Peak Hour LOS ICU 1. Rancho Viejo at Ortega Highway D AM B PM C NB I-Ramps at Ortega Highway E AM E PM D SB I-5 Ramps at Ortega Highway E AM D PM E Del Obispo Street at Ortega Highway E AM B PM C El Camino Real at Ortega Highway D AM A Camino Capistrano at Ortega Highway 7. Camino Capistrano at Verdugo Street 8. Plaza Drive at Del Obispo Street 9. Camino Capistrano at Del Obispo Street 10. Paseo Adelanto at Del Obispo Street 11. Alipaz Street at Del Obispo Street 12. Camino Capistrano at Acjachema Street 13. Camino Capistrano at Avenida Golondrina 14. El Camino Real at Spring Street 15. El Camino Real at Acjachema Street D D E E E E D D D D PM AM PM AM PM AM PM AM PM AM PM AM PM AM PM AM PM AM PM AM PM A A A A A A A B B A A A A A A A A B A A A Two-Way Stop Controlled Intersection Worse Case using HCM 2000 Unsignalized Method LOS Del/ Veh 16. Camino Capistrano at Forster Street D AM D n/a PM D n/a

11 Table Saturday Intersection Level of Service Summary (ICU Methodology) Existing Conditions Existing Conditions Intersection Min. LOS Saturday Peak Hour LOS ICU 2. NB I-5 Ramps at Ortega Highway E PEAK C SB I-5 Ramps at Ortega Highway E PEAK C Del Obispo Street at Ortega Highway E PEAK B El Camino Real at Ortega Highway D PEAK A Camino Capistrano at Ortega D PEAK A Highway 7. Camino Capistrano at Verdugo D PEAK B Street 9. Camino Capistrano at Del Obispo Street E PEAK B Unsignalized Intersection Worse Case LOS Del 16. Camino Capistrano at Forster Street D PEAK D n/a

12 Table Weekday Intersection Level of Service Summary (HCM Methodology) Existing Conditions Existing Conditions Minimum Acceptable LOS Avg. Veh. Delay Peak Intersection Hour LOS Critical V/C 1. Rancho Viejo at Ortega Highway D AM C PM D NB I-5 Ramps at Ortega Highway E AM F PM D SB I-5 Ramps at Ortega Highway E AM E PM E Del Obispo Street at Ortega Highway E AM C PM D El Camino Real at Ortega Highway D AM B PM B Camino Capistrano at Ortega Highway D AM C PM B Camino Capistrano at Verdugo Street D AM B PM B Plaza Drive at Del Obispo Street E AM B PM B Camino Capistrano at Del Obispo Street E AM D PM D Paseo Adelanto at Del Obispo Street E AM B PM B Alipaz Street at Del Obispo Street E AM C PM C Camino Capistrano at Acjachema Street D AM B PM A Camino Capistrano at Avenida AM B D Golondrina PM C El Camino Real at Spring Street* D AM B PM A El Camino Real at Acjachema Street* D AM A PM A Two-Way Stop Controlled Intersection Worse Case Using HCM 2000 Unsignalized Method LOS Avg. Veh. Delay 16. Camino Capistrano at Forster Street D AM D 28.1 PM E 38.9 Notes: * HCM Way Stop Method is used for All-Way Stop Controlled Intersections - HCM method assumes level of service based on the average stopped delay per vehicle for all movements within an intersection. A range of delay values may result for any given V/C ratio because V/C ratio does not consider signal timing factors. Both V/C ratio and vehicle delay are examined for this reason. - Any V/C ratio of 1.0 or greater is an indication of actual or potential breakdown in intersection operations. This represents little available capacity in the critical movement to absorb demand increases, thereby requiring improvements to the intersection s overall geometrics and signal operations. As a result, an intersection must be designated as F when the critical movements V/C ratio is equal to or greater than

13 Table Saturday Intersection Level of Service Summary (HCM Methodology) Existing Conditions Minimum Existing Conditions Intersection Acceptabl e LOS Peak Hour LOS Ave. Veh. Delay Critical V/C 2. NB I-5 Ramps at Ortega Highway E PEAK D SB I-5 Ramps at Ortega Highway E PEAK D Del Obispo Street at Ortega Highway E PEAK C El Camino Real at Ortega Highway D PEAK B Camino Capistrano at Ortega D PEAK B Camino Capistrano at Verdugo Street D PEAK B Camino Capistrano at Del Obispo Street E PEAK D Two-Way Stop Controlled Worse Case Intersection Using HCM 2000 Unsignalized Method LOS Del/ Veh 16. Camino Capistrano at Forster Street D PEAK D 28.5 Notes: - Any V/C ratio of 1.0 or greater is an indication of actual or potential breakdown in intersection operations. This represents little available capacity in the critical movement to absorb demand increases, thereby requiring improvements to the intersection s overall geometrics and signal operations. As a result, an intersection must be designated as F when the critical movements V/C ratio is equal to or greater than 1.0. As seen in Table , the Saturday Intersection Level of Service Summary Table (HCM Methodology), all of the intersections are considered to be operating at acceptable levels of service for existing conditions. Segments Existing roadway segments levels of service are summarized in Tables and for weekday and Saturday conditions, respectively. The Roadway Link Capacity Table 3 as found in the City of San Juan Capistrano and OCTA guidelines was used in determining LOS and Capacity. As seen in Table , all of the segments are operating at acceptable levels of operation (LOS A thru E) as determined by City guidelines. As seen in Table , the Saturday Roadway Segment Level of Service Summary Table, all of the segments are also operating at acceptable levels of operation. (LOS A thru D)

14 Table Weekday Roadway Segment Level of Service Summary Existing Conditions Number of Lanes Min. Accept -able LOS LOS E Capacity Existing Weekday Conditions Daily Vol. V/C LOS Roadway Segment 1. Ortega Highway: Rancho Viejo Rd to NB I-5 Ramps 2. Ortega Highway: NB I-5 Ramps to SB I-5 Ramps 3. Ortega Highway: SB I-5 Ramps to Del Obispo Street 4. Ortega Highway: Del Obispo Street to El Camino Real 5. Ortega Highway: El Camino Real to Camino Capistrano 6. Del Obispo Street: Ortega Highway to Plaza Street 7. Del Obispo Street: Plaza Street to Camino Capistrano 8. Del Obispo Street: Camino Capistrano to Paseo Adelanto 9. Del Obispo Street: Paseo Adelanto to Alipaz Street 10. *Camino Capistrano: Acjachema Street to Ortega Highway 11. Camino Capistrano: Ortega Highway to Del Obispo Street 12. Camino Capistrano: Del Obispo Street to Avenida Golondrina 13. *El Camino Real: Acjachema Street to Spring Street 14. *El Camino Real: Spring Street to Ortega Highway 15. *Acjachema Street: Camino Capistrano to El Camino Real Notes: * Data represents an average of two counts taken over three days (May 18, 19, and 20, 2010) ** LOS C is the City s minimum operating standard for residential streets. Operating Deficiency 6U E 56,300 43, C No 6D E 56,300 41, C No 6U E 56,300 33, B No 4U D 25,000 12, A No 4U D 25,000 8, A No 4D E 37,500 28, C No 4D E 37,500 28, C No 4D E 37,500 34, E No 4D E 37,500 29, C No 2U D 20,000 13, B No 2U D 20,000 14, C No 4D D 37,500 17, A No 2U C** 12,500 7, A No 2U C** 12,500 7, A No 2U C** 12,500 2, A No

15 Table Saturday Roadway Segment Level of Service Summary Existing Conditions Number of Lanes Min. Acceptable LOS LOS E Capacity Existing Weekday Conditions Daily Vol. V/C LOS Operating Deficiency Roadway Segment 1. Ortega Highway: Del Obispo Street to El Camino 4U D 37,500 10, A No Real 2. Ortega Highway: El Camino Real to Camino 4U D 25,000 8, A No Capistrano 3. Del Obispo Street: Ortega Highway to Plaza Street 4D E 37,500 19, A No 4. Del Obispo Street: Plaza Street to Camino 4D E 37,500 19, A No Capistrano 5. Del Obispo Street: Camino Capistrano to Paseo 4D E 37,500 30, D No Adelanto 6. Camino Capistrano: Ortega Highway to Del Obispo 4D D 20,000 15, C No Street 7. El Camino Real: Ortega Highway to Forster Street 2U D 12,500 3, A No Notes: - All counts were taken on Saturday, May 15, 2010 with the exception of #5 which was taken on Saturday, June 5,

16 Pedestrian Conditions Pedestrian counts help determine if the need exists for measures to improve pedestrian safety, design appropriate traffic controls, determine sidewalk widths, and the appropriate traffic signal timing needed for a pedestrian to cross an intersection. Pedestrian counts were taken at three intersections (May 18, 19 and 20, 2010) during the week and eight intersections on a Saturday (May 15, 2010). Heavier pedestrian counts were observed on the Saturday than on the weekdays, primarily due to the higher number of Mission visitors on the Saturday, and the proximity of the Mission to the Capistrano Depot and off-site shared parking facilities. Tables and summarize the pedestrian volumes during the peak one hour and at the two major intersections during the peak 4 hours on a Saturday. Table Saturday Peak Hour Pedestrian Count Summary Counts by Intersection Crosswalk Legs Intersection North South East West Total 1. Camino Capistrano at Verdugo Street Camino Capistrano at Forster Street Camino Capistrano at Del Obispo Street 4. El Camino Real at Ortega Highway Camino Capistrano at Ortega Highway Del Obispo Street at Ortega Highway SB I-5 Ramps at Ortega Highway NB I-5 Ramps at Ortega Highway Notes: - Pedestrian counts taken on Saturday, May 15, 2010 from 12:00 noon to 1:00 PM

17 Table Saturday Peak Period Pedestrian Count Summary Time Intersection Leg - Crosswalk Start End North South East West Total Intersection: El Camino Real at Ortega Highway 10:00 10: :15 10: :30 10: :45 11: :00 11: :15 11: :30 11: :45 12: :00 12: :15 12: :30 12: :45 13: :00 13: :15 13: :30 13: :45 14: Total Intersection: Camino Capistrano at Ortega Highway 10:00 10: :15 10: :30 10: :45 11: :00 11: :15 11: :30 11: :45 12: :00 12: :15 12: :30 12: :45 13: :00 13: :15 13: :30 13: :45 14: Total ,413 NOTE: Full pedestrian counts taken between 10:00 am to 2:00 pm on Saturday, May 15, As expected the volume of pedestrians on a Saturday near the Mission San Juan Capistrano was heavy with a total of 470 pedestrians crossing at Camino Capistrano and Ortega Highway in a one-hour period (noon to 1:00 pm) and 1,413 pedestrians during a four-hour period of 10:00 am to 2:00 pm. The Mission is the Town Center s largest single destination, attracting an estimated 360,000 visitors per year. Since all of the parking used be the Mission s visitors is off-site, all of

18 the visitors walk along within the Town Center streets. Similarly, the Town Center s attraction to rail passengers concentrates pedestrian activity between the Depot and the Mission and other nearby destinations. As a result, the pedestrian count data confirms that most of the Town Center s existing pedestrian activity is concentrated along Camino Capistrano, Ortega Highway, and Verdugo Street. The intersections with the highest pedestrian counts are Camino Capistrano/Ortega Highway, Camino Capistrano/Verdugo Street, and Ortega Highway/El Camino Real. Pedestrian activity decreases significantly farther from the Mission. While nearly all of the Town Center is located within a one-quarter mile (five-minute) walk from the Mission, pedestrian activity is not evenly distributed throughout the Town Center. This can be attributed in part to the lack of a second destination along Camino Capistrano that can serve as a southern anchor, the discontinuous development pattern within the Town Center, the irregular street pattern resulting in long blocks, lack of convenient connections between different parts of the Town Center, narrow or missing sidewalks, and high automobile speeds on local streets. All trips to the Town Center involve a pedestrian component regardless of the trip s purpose, or the travel mode used to arrive in the area. The extent to which the people choose to walk within the Town Center will be affected by different factors including the quality of the built environment and public spaces, availability of safe and convenient connections to multiple destinations and parking, and a local roadway system that is designed to accommodate multiple travel modes including walking. Narrow or discontinuous sidewalks, insufficient lighting, or fast-moving traffic increase the perceived risk of walking. Pedestrians are also more likely to walk in areas that are visually attractive, filled with activity, have diverse land uses, and contain appropriately scaled and designed buildings. Many of these conditions currently exist along Camino Capistrano and Ortega Highway within close proximity to the Mission and are reflected in the high Saturday pedestrian counts observed. Caltrans planned improvements to the Ortega Highway/I-5 Freeway interchange will also include a realignment of Ortega Highway and Del Obispo Street resulting in a new intersection configuration. These improvements will redirect most regional automobile trips onto Del Obispo Street thereby reducing the overall number of trips on Ortega Highway west of Del Obispo Street. The Master Plan proposes improvements along this segment of Ortega Highway that will facilitate pedestrian circulation including wider sidewalks, angled parking and landscaping which in turn will further lessen congestion on downtown streets, increase pedestrian safety and provide for a more walkable community. Bicycle Travel While the City has an extensive bicycle and equestrian trail network, these existing facilities do not provide direct access to the Town Center. While the existing trails along Trabuco Creek, San Juan Creek, Camino Capistrano (north of La Zanja Street), and Alipaz Street are well used, they appear to not support travel to the Town Center as indicated in the observed bicycle counts. High

19 automobile traffic volumes and speeds and narrow or substandard roadway widths within the Town Center does not contribute to a bicycle environment. Most of the observed bicycles traveled in vehicle pathways for turns. The amount of bicycles in the traffic stream was insignificant. However, in September of 2008, Willdan Engineering prepared for the City a Street widening plan for Del Obispo Street from Alipaz Street to Paseo Adelanto. 1 The project will serve to widen Del Obispo Street to accommodate 2 eastbound and 2 westbound through lanes, a dedicated eastbound left turn pocket a dual westbound left turn pockets along with a 7 foot wide Class II bike lane for each direction and 5 foot wide sidewalks. The new bike lanes will connect with existing class II bicycle lanes on Del Obispo Street west of Alipaz Street with an opportunity for a connection to the class I bicycle trail along Trabuco Creek. Accident Analysis Accident data for the three year period of 2007 to 2009 was compiled and evaluated as part of this analysis for intersections and roadway segments within the project area. Refer to the TIA Appendix J for a summary of accidents that occurred within 50 feet or less of each intersection. An accident rate was generated based on the number of accidents, approach vehicle volume, and type of intersection. The accident rate is defined as the number of accidents per one million entering vehicles (MEV) at an intersection during the given study period. This accident rate was then compared to a statewide expected accident rate 2 or the rate of accidents expected to occur per one MEV for each type of intersection. It was shown that the following intersections are experiencing a higher than expected accident rate: I-5 Freeway Ramps at Ortega Highway Del Obispo Street at Ortega Highway El Camino Real at Ortega Highway Camino Capistrano at Verdugo Street Camino Capistrano at Avenida Golondrina Camino Capistrano at Acjachema Street Camino Capistrano at Forster Street None of these accidents included fatalities and most involved only property damage. Only nine of the intersection accidents involved pedestrians and one involved a bicycle. The intersection of El Camino Real and Ortega Highway exceeds the statewide average for accidents. This intersection carries a significant amount of pedestrian traffic (1,413 in a four hour peak Saturday period). One accident involved a pedestrian. Caltrans proposed Ortega Highway/I-5 interchange improvements and the related realignment of Ortega Highway and Del Obispo Street should help to reduce the accident potential. 3 The Caltrans project as proposed would realign Del Obispo Street Widening (Alipaz Street to Paseo Adelanto) Traffic Analysis, September 29, 2008, Prepared by Willdan Engineering for the City of San Juan Capistrano Collision Data on California State Highways, Caltrans, Basic Average Accident Rate Table for Intersections page 86. Interstate 5/State Route 74 (Ortega Highway) Interchange Improvement Project. Caltrans District 12 Final Environmental Impact Report, March

20 Del Obispo Street and Ortega Highway to form a new intersection south of the existing intersection. In addition, Ortega Highway would be widened to allow for standard roadway widths east of Del Obispo Street. The preferred Alternative 3 configurations will also provide for a cloverleaf ramp design. These improvements will increase spacing between intersections and will simplify turning movements reducing congestion and the potential for rearend accidents. Accidents at midblock locations (more than 50 feet from an intersection) were recorded. Accidents occurring within 50 feet of an intersection were not included in the midblock accident totals. Two roadway segments within the Project area have a higher than expected accident rate. Both segments are along Camino Capistrano between Acjachema and Del Obispo Street. There were a total of 23 midblock accidents with one involving a pedestrian and three involving injuries. This section of Camino Capistrano has one lane in each direction with a two-way left turn pocket. This roadway carries a significant amount of north-south regional traffic especially when the I-5 Freeway is experiencing heavy congestion. The roadway is presently operating at LOS B and C during peak periods. Transit The Project area is well served by both local and regional transit service consisting of fixed-route bus lines and both commuter and passenger rail service. Bus The Orange County Transportation Authority (OCTA) operates two fixed-route regional bus lines that directly serve the Project area. Both routes 91 and 191 provide weekday and weekend service. Route 91 operates between Laguna Hills and San Clemente along Del Obispo Street (west of Camino Capistrano) and Camino Capistrano (north of Del Obispo Street. Route 191 provides service between Mission Viejo and San Clemente and operates along Camino Capistrano (south of Ortega Highway) and Ortega Highway (east of Camino Capistrano). Metrolink The Southern California Regional Rail Authority (SCRRA), commonly referred to as Metrolink operates commuter rail service to the Capistrano Depot. Service is provided on two lines with a total of 16 weekday trains and five weekend trains. Interviews with SCRRA staff confirmed that no future expansion such as a second platform is proposed for the Capistrano Depot due to site constraints. As a result, this station will not be served by expanded Metrolink service being planned for other stations along the Orange County line. Additionally, SCRRA staff stated that this station functions more as a trip destination than an origin based on field observations. This is in part due to the number of recreational rail trips to downtown San Juan Capistrano, the number of jobs located within walking distance of the train station, and the nearby Laguna Niguel Metrolink station that captures more daily commuters

21 Amtrak Amtrak operates a total of 23 trains on both weekdays and weekends between Los Angeles and San Diego. It also operates one daily bus. Some of these trains provide continued service north of Los Angeles, and all provide connections to other Amtrak national lines at either Los Angeles Union Station or Fullerton. Ridership on Amtrak s Pacific Surfliner line has steadily increased in recent years in part due to an overall increase in rail travel for both recreational and commuting purposes. This increase is also due to the initiation of shared ticketing between Metrolink and Amtrak that allows for the same fare media to be used on both systems. The San Juan Capistrano station experiences a high number of overall rail boardings and alightings, and is the fourth most heavily used rail station within Orange County according to Caltrans data. This fact, along with the relatively low commuter rail ridership implies that downtown San Juan Capistrano is more of a trip destination than an origin for rail travel. The Capistrano Depot operates as South Orange County s most heavily used multimodal transit hub because of the concentration of existing bus and rail transit services. The effectiveness of this facility to accommodate a higher percentage of local and regional trips for both commuters and recreational visitors can be strengthened through the planning and implementation of a more localized transit service such as a fixed route circulator, or demand-response system will improve access to local destinations and the overall effectiveness of the existing transit services. Existing Parking Conditions Parking within the Town Center is provided through a combination of public and private lots distributed throughout the Master Plan Project area. Data on the supply and use of the existing parking stock was gathered from the Downtown San Juan Capistrano Parking Study (Fehr & Peers, 2008) and from field observations. The Master Plan assumes a total of 3,241 off-street parking spaces and 179 on-street spaces for a total parking supply of 3,419. Figure G in Appendix J of this DEIR shows the distribution of the Town Center s existing parking supply based on the 2008 Downtown Parking Study and supplemented with field observations of areas not included in the parking study (Zone G). Existing Parking Supply The Downtown Parking Study was produced in order to identify the existing parking supply within the downtown area as defined by the parking study, the level of use of the existing parking supply, future levels of demand, and strategies on how to meet these increased parking demand through the provision of additional parking supply, or improved management of both parking supply and demand. The main areas of difference between the Parking Study and the proposed Master Plan is that the retail properties to the east and south of Del Obispo Street were not included in the Parking Study (Blocks 15 to 19; see Exhibit ). The Parking study did include parking lots located as far north as Zanja Street. These lots are not included in the Master Plan as they are located north of the Project area boundary

22 Parking Demand The Parking Study identified that several lots (Depot, Parking Structure, Mission Promenade, Texaco, Esslinger, and Love lots) are operating at or near capacity during specific weekday and Saturday peak demand periods whereas nearby lots have less demand during the same periods. No use studies were conducted for the lots located on the east side of Del Obispo Street, but informal field observations show that they are more heavily used during weekdays than on weekends and during daytime hours than evening hours, which indicates that they are primarily used to support the adjacent community-serving retail and commercial uses than by visitors to the Town Center. Parking demand is further heightened within the Town Center during weekends or times of the year when special events are scheduled including local festivals, concerts, public markets, weddings, and receptions. Existing Parking Policies Parking within the Town Center Master Plan area is regulated by the City of San Juan Capistrano s Code of Ordinances Section Parking. This code establishes the requirements for the provision of off-street parking for motor vehicles that are attracted by the uses on the premises. The intent of this code is to produce parking areas that will: Provide adequate capacity which will reduce traffic congestion, promote increased business, and enhance public safety Insulate surrounding uses from the adverse impacts of parking facilities Prescribe minimum parking requirements for the various structures and uses regardless of the districts in which they occur The Code does allow for shared parking among multiple buildings or uses who have complimentary demand periods, but it requires that the parking facilities designated for joint use shall be contiguous to all the structures and uses served. The existing parking code has also proven to be overly restrictive to the point where it discourages new economic activity to take place within the Town Center. To this end, the City has recently enacted an Urgency Ordinance that will allow existing parking lots to be jointly used by different Town Center businesses and uses though the establishment of a shared-use parking district. Most of the Town Center s existing parking supply has been developed under the existing code. While this code applies to the entire city, it is not entirely effective in supporting the Town Center s unique urban form and function. For example, the Parking Study concluded that the Town Center does not currently provide sufficient parking to meet the code-required standards even though the existing supply is not fully occupied during peak demand periods. The code requirements have also produced an oversupply of parking within the Town Center that is not consistent with a traditional urban setting. For example, the ratio of total non-residential parking spaces within the Town Center to the amount of existing non-residential development is The Parking Study data indicates that the existing parking supply has an average occupancy of

23 60 percent resulting in an occupied parking ratio of 2.23 parking spaces per 1,000 SF of nonresidential development. This ratio is higher than the ratios observed in other cities studied as part of this analysis including: Chico, CA 1.7 Palo Alto, CA 1.9 Santa Monica, CA 1.8 Long Beach, CA (2nd Street) 2.08 These cities show that a well managed and operated parking district can more efficiently serve the needs of local businesses and visitors. These cities experience an average parking occupancy rate of 85 percent compared to the Town Center s existing 60 percent THRESHOLDS OF SIGNIFICANCE According to Appendix G of the California Environmental Quality Act (CEQA) Guidelines, a project will normally have a significant adverse environmental impact on traffic if it would: Threshold TR-1 Threshold TR-2 Threshold TR-3 Threshold TR-4 Threshold TR-5 Threshold TR-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 level or a change in location that results in substantial safety risks. Substantially increase hazards due to 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. Administrative Policy 310 has determined that a significant project impact occurs if ICU analysis results in an increase in V/C ratio is.01 or greater over base conditions and those locations are considered to be operating at deficient levels of service for cumulative conditions. For HCM analysis a significant project impact occurs if the amount of delay is increased by one second or more per vehicle (1.0 sec/veh) of average delay and the location is operating at a deficient level

24 of service for cumulative conditions. The specific criteria for evaluation of project impacts to traffic circulation are discussed under Traffic Performance Criteria discussion above ENVIRONMENTAL IMPACTS Existing Plans, Programs, and Policies There are no plans, programs, and polices that relate to potential impacts on transportation and traffic. Project Design Features Certain aspects of the proposed Project are specifically intended and designed to improve the circulations system s overall operating efficiency, by reducing impacts related to traffic and improving pedestrian access. Such aspects of the plan, which serve as Project Design Features (PDF), include the following: PDF-TR-1 Roadway Ortega Highway Del Obispo Street Camino Capistrano El Camino Real, Yorba Street, and Forster Street Project Related Roadway Improvements: New on-site roadways and roadway improvements adjacent to the Project site are proposed to facilitate access to and from the development uses proposed in the HTC Master Plan. Table , Project-Related Roadway Improvements, provides a brief description of each improvement. Table Project-Related Roadway Improvements Improvement The Caltrans freeway interchange reconstruction project and related reconstruction of the Ortega Highway/Del Obispo Street intersection will allow for the portion of Ortega Highway west of El Camino Real to be redesigned to include widened sidewalks, on-street parking, new landscaping, enhanced paving, and related improvements that will heighten the street s role as the primary entrance into the historic Town Center for all travel modes. It is proposed that this portion of Ortega Highway be narrowed to one lane in each direction with parking on both sides of the street. Elimination of several existing curb cuts, consolidation of turning movements at intersections, and additional street connections to Camino Capistrano. Improvements to Del Obispo Street include removing the two-way left turn lane and constructing a raised landscaped median island from Ortega Highway to Camino Capistrano. No on-street parking will be allowed. Construction of traffic calming measures that would slow traffic while maintaining the roadway s carrying capacity. These improvements may include widened sidewalks, roadway narrowing, sidewalk bulb-outs, high-visibility crosswalks, landscaping, lighting and diagonal parking. Camino Capistrano is also contained in the Orange County Master Plan of Arterial Highways (MPAH). Extensions of local roadways including El Camino Real, Yorba Street, and Forster Street each between Camino Capistrano and Del Obispo Street. Interior roadways would consist of one travel lane in each direction with parallel parking on both sides of the street where applicable

25 Intersections along Camino Capistrano and El Camino Real PDF-TR-2 Impacts Analysis Threshold TR-1 Threshold TR-2 Threshold TR-6 Safety improvements at Intersections along Camino Capistrano and El Camino Real should include pedestrian bulb outs or refuge islands, roadway narrowing at intersections and high visibility crosswalk paint. These measures will improve the safety at intersections carrying a large amount of pedestrians. The traffic signal recommended at Forster Street would also provide for protected pedestrian travel crossing Camino Capistrano. These measures would improve the safety at intersections along Camino Capistrano as well as help decrease the rate of accidents occurring at midblock locations. Master Plan Parking Program: The Project includes a Master Plan Parking Program which allows the supply of parking within the Town Center to be based on the overall ratio of the number of parking spaced per 1,000 square feet of commercial development and that project-specific parking demands be met though the use of shared facilities rather than individual lots. 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. Conflict with adopted policies, plans or programs regarding public transit, bicycle, or pedestrian facilities, or otherwise decrease the performance or safety of such facilities Short-Term Conditions The Year 2015 was chosen as an interim study year. A 2.0 percent annual growth rate was applied to existing traffic volumes to create a 2015 base traffic condition (1.14 was added to counts obtained from the Distrito La Novia report and 1.10 added to counts completed in the year 2010.). The annual rate is intended to account for the typical growth in ambient traffic volumes within the study area and any new projects that may be developed by the future study year that are not accounted for in the related projects list. Exhibits , and illustrate 2015 base conditions for weekday AM, PM and Saturday, respectively

26 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit Base Weekday Traffic Volumes AM Peak NTS

27 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit Base Weekday Traffic Volumes PM Peak NTS

28 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit Base Weekend Traffic Volumes Saturday Peak NTS

29 2015 Base Conditions Intersections (ICU Methodology) Based on the peak hour levels of service at each of the study area intersections, the following three studied intersections will continue to operate at deficient levels of service for 2015 base weekday conditions: I-5 NB Ramps at Ortega Highway I-5 SB Ramps at Ortega Highway Camino Capistrano at Forster Street ( this intersection is currently unsignalized) For the weekend peak hour LOS operations, all of the studied intersections are operating at acceptable levels of operation for 2015 Base Conditions on a Saturday as determined by City guidelines. Intersections (HCM Methodology) Based on the peak hour intersection performance criteria and impact thresholds discussed in Section , the following three studied intersections are considered to be operating at deficient levels of service for 2015 base weekday conditions and will continue to experience a significant amount of delay: I-5 NB Ramps at Ortega Highway I-5 SB Ramps at Ortega Highway Camino Capistrano at Forster Street ( this intersection is currently unsignalized) In addition, the following intersection is considered to be operating at deficient levels of service for 2015 base conditions on a Saturday and will experience a significant amount of delay: Camino Capistrano at Forster Street Segments Based on the ADT V/C performance criteria and impact thresholds discussed in Section 5.161, the following segment is projected to operate at an unacceptable level of service (LOS F) under the 2015 Base LOS as determined by City guidelines: Del Obispo Street: Camino Capistrano to Paseo Adelanto However, all of the segments under Saturday base conditions are projected to operate at acceptable levels of operation. (LOS A thru D)

30 Trip Distribution and Traffic Assignment Arrival and departure distribution patterns for related project-generated traffic were estimated based upon submitted and approved traffic impact studies completed for each related project as well as site access, physical characteristics of the circulation system, existing traffic patterns and volume. The distribution and generation of traffic from the Plaza Banderas (Stroscher) Hotel Project is based upon ITE rates and estimated trip patterns and development. No direct information was available at the start of the Master Plan. Weekday traffic at each intersection for related projects was approved by City Staff. For Saturday conditions each related project was assigned a zone number in a local model and distributed through the studied area. Distribution patterns for each project (by zone) were applied to the Saturday trip generation estimates in order to develop peak hour assignments of related project-generated traffic through the circulation network Cumulative Conditions In addition to the ambient growth factor, all of the traffic generated by the 18 related projects was added to the existing circulation system which would be reflected at each of the studied intersections and roadway segments. A level of service analysis was conducted for a cumulative condition which includes the ambient growth rate and traffic from related projects. Exhibits , and presents 2015 Cumulative peak hour volumes at each of the studied intersections for AM, PM and Saturday peak hours, respectively. Intersections (ICU Methodology) Based on the peak hour intersection performance criteria and impact thresholds discussed in Section , the following four studied intersections are considered to be operating at deficient levels of service for the 2015 Cumulative Condition: Rancho Viejo Road at Ortega Highway I-5 NB Ramps at Ortega Highway I-5 SB Ramps at Ortega Highway Camino Capistrano at Forster Street (this intersection is currently unsignalized) Based on the Saturday intersection condition performance criteria and impact thresholds discussed in Section , the following two studied intersections are operating at deficient levels of operation for the 2015 Cumulative Condition as determined by City guidelines: I-5 SB Ramps at Ortega Highway Camino Capistrano at Forster Street (this intersection is currently unsignalized)

31 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit Cumulative Weekday Traffic Volumes AM Peak NTS

32 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit Cumulative Weekday Traffic Volumes PM Peak NTS

33 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit Cumulative Weekend Traffic Volumes Saturday Peak NTS

34 Intersections (HCM Methodology) Based on the peak hour intersection performance criteria and impact thresholds discussed in Section , the following four studied intersections are considered to be operating at deficient levels of service for 2015 Cumulative Conditions: Rancho Viejo Road at Ortega Highway I-5 NB Ramps at Ortega Highway I-5 SB Ramps at Ortega Highway Camino Capistrano at Forster Street (this intersection is currently unsignalized) Based on the Saturday intersection condition performance criteria and impact thresholds discussed in Section , the following two intersections are considered to be operating at deficient levels of service for 2015 Cumulative Condition and will experience a significant amount of delay: I-5 SB Ramps at Ortega Highway Camino Capistrano and Forster Street Segments Based on the ADT V/C performance criteria and impact thresholds discussed in Section , under Weekday conditions, the following two segments are considered to be operating above capacity with an unacceptable level of service for 2015 Cumulative Condition as determined by City guidelines: Del Obispo: Camino Capistrano to Paseo Adelanto Camino Capistrano: Ortega Highway to Del Obispo Based on the ADT V/C performance criteria and impact thresholds discussed in Section , under 2015 Saturday Cumulative Conditions, all of the segments are operating at acceptable levels of operation. (LOS A thru E) as determine by City guidelines Long-Term Conditions The I-5 Freeway Interchange project (preferred alternative 3 with the loop ramp at the NB ramps and the redesign and reconfiguration of the intersection of Del Obispo at Ortega Highway) is assumed to be fully functional by the horizon year analysis of This project s effect is reflected in some changes in average daily traffic and some intersection turning movements at adjacent segments and intersections. Figures A, B, and C show the AM, PM and Saturday adjusted base 2035 volume at intersections for peak hours. These figures along with the base calculations are included in the Appendix J of this DEIR. The proposed Ortega Highway/I-5 Freeway Interchange project and the related reconfiguration of the Del Obispo Street/Ortega Highway intersection will result in a considerable shift in the distribution of regional through traffic. The improvements will direct more through traffic to travel south onto Del Obispo that is currently traveling north and south along Camino Capistrano from Ortega Highway. These

35 improvements are aimed at making Del Obispo as the major thoroughfare with a majority of through movements and deemphasizing the use of Ortega Highway west of Del Obispo Street. The impact of these improvements is reflected in the calculation and estimation of traffic related impacts. The Year 2035 has been chosen for future build-out scenario analysis since this year is at the far end of a typical 25-year planning horizon (from existing Year 2010) for regional traffic modeling and area-wide traffic impact analysis Traffic Volume Numbers Year 2035 traffic projections for the study intersections and roadway segments were obtained by extrapolation from Year 2030 traffic model runs as found in the Distrito La Novia Project s Traffic Impact Analysis Report prepared in the The traffic projection model for this analysis was also updated by using existing 2010 counted traffic volumes obtained as part of the traffic study. Note that traffic studies prepared as of 2009 for all other recent related projects within the City used 2030 as the future build-out traffic scenario year for analysis purposes, since 2030 has been within the 25-year horizon for regional traffic modeling prior to Per Distrito La Novia Project s Traffic Impact Analysis Report the current version of the South County Sub-Area Traffic Model (SCSAM) was used to obtain these future 2030 traffic volumes. The model volumes were than further processed and compared to existing traffic counts as well as factored with the direct traffic resulting from the related projects assumed for cumulative conditions. For each of the study intersections, the 2030 volumes (obtained from Distrito-La Novia Traffic Study) were multiplied with a growth factor of 1.05 to account for ambient traffic growth of 1% per year for the 5-year period between 2030 and Estimated traffic volumes from any additional related projects, not known as of 2009 or considered for 2030 model volumes were then added to projected 2035 volumes to obtain 2035 Base or No-Build traffic volumes for this study. For intersections, not included in Distrito La Novia Project s Traffic Impact Analysis Report, traffic volumes from adjacent intersections (for which data was available from Distrito- La Novia study) was taken into consideration along with existing counted traffic volumes at those intersections, traffic growth percentages between 2010 and 2030 at the adjacent intersections and other typical urban traffic modeling assumptions, such as concentration and vicinity of urban activity centers, population and employment concentration, traffic control devices at intersections and urban corridors as well as adjacent roadway classification and connectivity with regional traffic thoroughfares. This process yielded projected traffic volumes for Year 2035 No-Build and Master Plan Build-Out traffic analyses incorporated in this traffic study No-Build Condition This scenario assumed that no geometric or land use changes other than the currently planned Ortega Highway/I-5 Freeway Interchange project would be in place for the No-Build scenario. However, with the new I-5 Freeway Interchange project and the reconfiguration of the

36 intersection of Del Obispo and Ortega Highway it was reasonable to assume that a slight shift in regional traffic would occur along Ortega Highway and Del Obispo. This shift is reflected in the traffic analysis. Some locations and segments would experience a decrease in volume and others a slight increase. Exhibit illustrates future lane configurations at the studied intersections with the proposed I-5 Freeway Interchange project. Exhibits , and depict 2035 conditions without the Master Plan project for AM, PM and Saturday peak hours, respectively. Intersections ICU Methodology Based on the peak hour intersection performance criteria and impact thresholds discussed in Section , three intersections are projected to operate at deficient levels of service for the 2035 No-Build Condition. All three of these intersections will operate unacceptably during the PM Peak period. As seen in the analysis both of the freeway ramps as well as Del Obispo at Ortega Highway will operate at acceptable LOS with the program improvements. These intersections include: Rancho Viejo Road at Ortega Highway Camino Capistrano at Del Obispo Camino Capistrano at Forster Street (this intersection is currently unsignalized) Based on the peak hour intersection performance criteria and impact thresholds for Saturday conditions discussed in Section , the following intersection is projected to operate at deficient levels of operation for 2035 No Build Conditions as determined by City guidelines: Camino Capistrano at Forster Street (this intersection is currently unsignalized) Intersections HCM Methodology Based on the peak hour intersection performance criteria and impact thresholds discussed in Section , the following two intersections are projected to operate at deficient levels of service for a 2035 No-Build Condition. Both intersections will operate unacceptably during the PM Peak period. These intersections include: Rancho Viejo Road at Ortega Highway Camino Capistrano at Forster Street (this intersection is currently unsignalized) Based on the peak hour intersection performance criteria and impact thresholds for Satuday conditions discussed in Section , the following intersection is projected to operate at deficient levels of operation for 2035 No Build Conditions as determined by City guidelines: Camino Capistrano at Forster Street (this intersection is currently unsignalized)

37 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit Future Lane Configuration at each Intersection NTS

38 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit No Build Weekday Traffic Volumes AM Peak NTS

39 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit No Build Weekday Traffic Volumes PM Peak NTS

40 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit No Build Weekend Traffic Volumes Saturday Peak NTS

41 Segments Based on the ADT V/C performance criteria and impact thresholds discussed in Section , under Weekday conditions, all of the segments are considered to be operating at acceptable levels of service as determined by City guidelines. Based on the ADT V/C performance criteria and impact thresholds discussed in Section , under Saturday conditions, all of the segments are projected to operate at acceptable levels of operation. (LOS A thru C) HTC Master Plan Project The provision of a network of regional and local roadway that will meet the community s future travel needs through a multimodal, context-sensitive approach is the Historic Town Center Master Plan s primary mobility goal. The development of related roadway and transportation improvements will strive to balance the roadway system s operation to accommodate multiple travel modes, reduce automobile dependence and travel within the Town Center, and accommodate parking needs through a shared use approach. These improvements will be supported by related projects that will facilitate pedestrian, bicycle, and transit connections within the Town Center and between the Town Center and neighboring communities. However, regionally significant traffic issues need to be addressed in order for the Master Plan project to achieve its intended transportation goals. Ortega Highway, Del Obispo Street and Camino Capistrano carry significant amounts of both local and regional traffic. Many existing streets contain non-standard lane widths or are affected by other physical constraints resulting from local topography, adjacent land uses, and/or adjacent culturally significant sites. Major north-south traffic relies on Camino Capistrano, a two-lane arterial, to carry traffic from neighboring cities to the north including Mission Viejo and Laguna Niguel to cities to the south including Dana Point and San Clemente. Camino Capistrano is heavily traveled during both peak commute hours and on weekends especially when the I-5 Freeway is congested. The Town Center s discontinuous street layout, closely spaced intersections along Ortega Highway and limited connectivity to other parts of the city resulting from natural or manmade barriers contribute to long queues and stacking at intersections. Camino Capistrano also experiences a higher than average accident rate at several intersections and street segments. The Mission San Juan Capistrano is the City s major destination and attracts an estimated 360,000 annual visitors. This number includes a high percentage of school children who arrive at the Mission on school busses that are staged along Camino Capistrano directly north of Ortega Highway. Even though all Mission visitors park off-site, the high levels of traffic along Camino Capistrano and Ortega Highway resulting from physical constraints and regional travel often creates a barrier to increased pedestrian or bicycle travel within the balance of the Town Center. The Master Plan proposes to encourage pedestrian, bicycle use, transit ridership and an overall reduction of vehicle trips by proposing sidewalk improvements along Ortega Highway and Camino Capistrano to improve pedestrian access to and between local destinations and shared use parking facilities, replacement of existing land uses with high traffic generation rates (such

42 as drive-through restaurants), extending local streets (Yorba Street, El Camino Real, and Forster Street) (refer to PDF-TR-1) and proposing a mix of land uses and intensities that produce an environment that supports multimodal travel as viable alternatives to the automobile including walking, bicycling, and transit use. The Master Plan seeks to provide a balanced transportation network that will service regional traffic as well as provide for an environment where multiple destinations can be accessed by a single automobile trip, and where visitors and residents alike will choose to walk to and from local destinations to explore the Town Center s traditional and culturally significant setting. HTC Master Plan Proposed Improvements As summarized in PDF-TR-1 and Section 3 of this DEIR, the HTC Master Plan Project proposes roadway improvements within the site to improve level of service, create a complete multimodal facility and encourage walkability. These improvements are analyzed below. Ortega Highway The I-5 Freeway Interchange project and related reconstruction of the Ortega Highway/Del Obispo Street intersection will allow for the portion of Ortega Highway west of El Camino Real to be redesigned to include widened sidewalks, on-street parking, new landscaping, enhanced paving, and related improvements that will heighten the street s role as the primary entrance into the historic Town Center for all travel modes. It is proposed that this portion of Ortega Highway be narrowed to one lane in each direction with parking on both sides of the street. The shift in through traffic to Del Obispo Street resulting from the freeway interchange project will allow this roadway section to become more supportive of a traditional town center environment. Ortega Highway is contained in the Orange County Master Plan of Arterial Highways (MPAH). The I-5 Freeway Interchange Improvement project will decrease the amount of through traffic west of Del Obispo Street and will allow for this section of Ortega Highway to be eliminated from the MPAH in order to accommodate the proposed roadway narrowing and pedestrian improvements. The City will need to coordinate these efforts with OCTA staff in order to obtain the necessary approval for the elimination of this roadway segment form the MPAH network. OCTA staff have indicated during preliminary discussions, that this modification to the MPAH network may be approved administratively since it will not result in a regional impact to the MPAH network s operation. Del Obispo Street The I-5 Freeway Interchange project will funnel more thru traffic south onto Del Obispo Street. The replacement of the existing auto-oriented land uses with a land use pattern more consistent with a traditional town center environment, elimination of several existing curb cuts, consolidation of turning movements at intersections, and additional street connections to Camino Capistrano will improve the street s overall operations. These improvements need to be balanced with appropriate pedestrian access improvements (widened sidewalks lighting, crosswalks, landscaping, etc) in order for the street s overall operating efficiency to be improved. Improvements to Del Obispo Street include removing the two-way left turn lane and constructing

43 a raised landscaped median island from Ortega Highway to Camino Capistrano. No on-street parking will be allowed. Camino Capistrano Future improvements along this street will enhance its function as a traditional main street within the Town Center in addition to supporting its role as a major regional arterial. Physical constraints due to the location of historically-significant structures result in narrowing of the public right-of-way within the Town Center and make future roadway widening infeasible. As a result, consideration was given to a context-sensitive redesign focusing on rebalancing the roadway s operation as a complete multimodal facility in order to continue to accommodate regional vehicular demands, and improve pedestrian travel and transit use. These improvements may include widened sidewalks, sidewalk bulb-outs, high-visibility crosswalks, and diagonal parking. Camino Capistrano is also contained in the Orange County Master Plan of Arterial Highways (MPAH). While these proposed improvements will not decrease the roadway s existing capacity or the MPAH network s performance, the City should coordinate their implementation with OCTA staff in order to assure that local consistency with the MPAH network is preserved. Local Street Extensions Connectivity within the Town Center will be further enhanced through extensions of local roadways including El Camino Real, Yorba Street, and Forster Street. These appropriately designed and scaled streets will provide additional vehicular connectivity between Camino Capistrano and Del Obispo Street and help improve the overall operation of the Town Center s street network by providing multiple travel routes where only two currently exist. Interior roadways would consist of one travel lane in each direction with parallel parking on both sides of the street where applicable. HTC Master Plan Trip Generation A trip generation forecast of the completed Master Plan was prepared by using land use designations and related trip generation rates contained in the Institute of Traffic Engineers (ITE) Trip Generation Manual, 8th Edition. This forecast identified the gross number of weekday and Saturday trips that the completed Master Plan would generate based on the assumed land uses and intensities as well as the number of weekday and weekend trips generated by the existing land uses that the Master Plan proposes to remove. The net number of trips was derived by deducting the number of trips generated by the existing land uses proposed for removal from the number of trips generated by the new land uses. The Master Plan area was divided into 19 individual blocks and a trip generation forecast was developed for each block based on its existing and assumed future land uses (and intensity of each land use). Exhibit provides a layout of master plan by block. Additional factors were applied to each block s trip generation forecast to account for specific conditions resulting from its location within the Town Center, proximity to transit, and mix of land uses. The trip generation estimates were further refined based on these conditions (i.e. internal capture, pass-by trips, and transit use). For the purposes of this analysis, transit use was assumed to include walking, bicycling, buses, and rail. Each

44 Source: Transtech, Oct 2010 Historic Town Center Master Plan San Juan Capistrano, CA TEMPLETON PLANNING GROUP Studio One Eleven Sargent Town Planning Raimi + Associates Transtech Rabben/Herman Design Office Keyser Marston Associates TND Engineering Exhibit Layout of Master Plan by Block NTS