Los Coyotes Country Club Development Plan Traffic Impact Analysis

Transcription

1 Los Coyotes Country Club Development Plan Traffic Impact Analysis Prepared For: Phil Martin Associates

2 Los Coyotes Country Club Development Plan Traffic Impact Analysis June 19, 2014 Prepared by: Cathy Lawrence, PE Transportation Engineer Stantec Consulting Services Inc. Reviewed by: Joe Foust, PE Principal, Transportation Planning and Traffic Engineering Stantec Consulting Services Inc. Prepared for: Phil Martin Associates 3002 Dow Avenue, Suite 122 Tustin, CA Submitted by: Stantec Consulting Services Inc. 38 Technology Drive, Suite 100 Irvine, CA i.1

3 Table of Contents 1.0 INTRODUCTION BACKGROUND AND SCOPE STUDY AREA METHODOLOGY PERFORMANCE MEASUREMENTS AND THRESHOLDS OF SIGNIFICANCE DEFINITIONS REFERENCES EXISTING CONDITIONS EXISTING CIRCULATION SYSTEM EXISTING TRAFFIC CONDITIONS FUTURE TRAFFIC VOLUMES Short-Range Conditions Long-Range Conditions (Year 2035) PROJECT DESCRIPTION TRIP GENERATION PROJECT TRIP DISTRIBUTION PROJECT IMPACT ANALYSIS EXISTING PROJECT IMPACTS Average Daily Traffic Volumes and Levels of Service Intersection Levels of Service SHORT-RANGE PROJECT IMPACTS Average Daily Traffic Volumes and Levels of Service Intersection Levels of Service LONG-RANGE PROJECT IMPACTS Average Daily Traffic Volumes and Levels of Service Intersection Levels of Service CMP INTERSECTION IMPACTS PROJECT ALTERNATIVES LOS COYOTES DRIVE AT COUNTRY CLUB DRIVE 3-WAY STOP SIGN CONCLUSIONS AND RECOMMENDATIONS EXISTING CONDITIONS SHORT-RANGE CONDITIONS LONG-RANGE CONDITIONS CONCLUSIONS CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx i

4 Table of Contents List of Figures Figure 1-1 Project Study Area Figure 1-2 Proposed Development Plan Figure 1-3 Study Intersection Locations Figure 2-1 Existing Circulation System Figure 2-2 Existing ADT Volumes and V/C Ratios Figure 2-3 Short-Range Background ADT Volumes and V/C Ratios Figure No-Project ADT Volumes and V/C Ratios Figure 3-1 General Project Distribution Figure 4-1 Existing + Project ADT Volumes and V/C Ratios Figure 4-2 Short-Range + Project ADT Volumes and V/C Ratios Figure Project ADT Volumes and V/C Ratios List of Tables Table 1-1 Level of Service Descriptions Table 1-2 Intersection Performance Criteria Table 2-1 Existing ADT Volume and V/C Ratio Summary Table 2-2 Existing LOS Summary Table 2-3 Existing LOS Summary Mid-Day and Saturday Table 2-4 Related Project Summary Table 2-5 Short-Range Background ADT Volume and V/C Ratio Summary Table 2-6 Short-Range Background LOS Summary Table 2-7 Short-Range Background LOS Summary Mid-Day and Saturday Table No-Project ADT Volume and V/C Ratio Summary Table 2-9 Year 2035 No-Project LOS Summary Table 2-10 Year 2035 No-Project LOS Summary Mid-Day and Saturday Table 3-1 Trip Generation Summary Table 4-1 Existing + Project ADT Volume and V/C Ratio Summary Table 4-2 Existing-Plus-Project LOS Summary Table 4-3 Existing-Plus-Project LOS Summary Mid-Day and Saturday Table 4-4 Short-Range + Project ADT Volume and V/C Ratio Summary Table 4-5 Short-Range-Plus-Project LOS Summary Table 4-6 Short-Range-Plus-Project LOS Summary Mid-Day and Saturday Table Project ADT Volume and V/C Ratio Summary CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx ii

5 Table of Contents Table 4-8 Year 2035-Plus-Project LOS Summary Table 4-9 Year 2035-Plus-Project LOS Summary Mid-Day and Saturday Table 4-10 Project Alternatives Trip Generation Summary Table 4-11 Country Club Drive at Los Coyotes Drive 3-Way Stop Control LOS Summary Appendices Appendix A: Peak Hour Volumes Appendix B: HCM Delay Worksheets Appendix C: ICU Calculation Worksheets CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx iii

6 1.0 Introduction Stantec Consulting Services Inc. (Stantec) has performed a traffic impact analysis for the proposed Los Coyotes Country Club Development Plan located on Los Coyotes Drive in the City of Buena Park. The purpose of the study is to determine the amount of traffic generated by the proposed project, analyze the impacts of the project on traffic and circulation, and to propose mitigation measures to reduce or eliminate those impacts. This report has been prepared for submittal to the in support of the environmental documents for the project. 1.1 Background and Scope The project is located within the existing Los Coyotes Country Club property in the City of Buena Park in Orange County. The project site is the site of the existing country club management office, former swimming pool, and tennis courts. The proposed project consists of 125 private residences. The project also includes 10,000 square feet of new space atop the existing clubhouse consisting of 5,000 square feet of gathering/event space, 1,000 square feet of private meeting space, and 4,000 square feet of country club management office space, enhanced landscaping, hardscape, and common area elements, and golf practice area enhancements. The project will remove the six existing tennis courts and construct two replacement courts at a different location within the Los Coyotes Country Club. The total development area encompasses approximately 21.8 acres, of which 7.9 acres consist of the proposed residential component. The site is designated for open space in the Buena Park General Plan, and the project site is zoned Recreational Open Space (OR) by the Buena Park Municipal Code. Access to the project site would be provided by Los Coyotes Drive. The Los Coyotes Country Club gate which led into the Fullerton neighborhood east of the project site and had a limited amount of daily traffic was recently closed to vehicles. Access for emergency vehicles and Country Club member pedestrians and golf carts only is provided by this private secured gate. Figure 1-1 shows the project location in relation to the area roadways, and Figure 1-2 shows the proposed development plan. The traffic analysis is presented in several settings as required by the and the Orange County Congestion Management Program (CMP). These include existing conditions, opening year conditions (short-range 2016), and long-range cumulative conditions (2035). This analysis assumes full buildout of the project. The scope of work for this traffic study is intended to satisfy the traffic impact requirements of environmental impact review. The overall approach can be summarized as follows: 1. Existing Analysis: This part of the analysis identifies project impacts under existing conditions as if it were built today. CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 1.1

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9 Introduction 2. Short-Range Analysis: This part of the analysis identifies project impacts under opening year conditions. 3. Long-Range/Cumulative Impact Analysis: This part of the analysis addresses longrange cumulative impacts of the project using a long-range (year 2035) time frame. Chapter 2.0 of this report provides the transportation setting for the impact analysis, and Chapter 3.0 provides a detailed project description. Chapter 4.0 of this traffic report then focuses on the potential traffic impacts of full implementation of the project under existing, short-range, and longrange (year 2035) time frames. Chapter 5.0 provides a summary discussion and identifies intersection improvements that would be necessary to mitigate project impacts, if any. 1.2 Study Area The study area for the analysis was defined based on the location of major intersections within the and the surrounding cities that potentially have an impact from the project. The study area is based on where project traffic dissipates to less than significant levels (i.e., change in intersection capacity utilization (ICU) or volume/capacity (V/C) of less than.02). Figure 1-3 illustrates the locations of the study intersections. Traffic forecasts were obtained for the study area, and a peak hour intersection analysis carried out for each intersection shown here. The study area encompasses 15 intersections in the cities of Buena Park, La Mirada and Fullerton, and two freeway interchange intersections and three arterial intersections along Beach Boulevard under Caltrans jurisdiction. One intersection in the study area, Beach Boulevard at I-5 southbound, is identified on the Orange County Congestion Management Program (CMP) highway system. Eleven of the study intersections are signalized and two study intersections are stop-controlled (unsignalized). Two study intersections have no traffic control (unsignalized); however, both of these uncontrolled intersections are tee-intersections, which by California Vehicle Code Basic Rules of the Road (Section 21800), traffic on the stem of the tee must yield the right of way to traffic on the through street whether a stop sign is present or not. 1.3 Methodology The traffic forecasts for the study area circulation system were produced using a combination of data produced by the Orange County Traffic Analysis Model (OCTAM) for the long-range analysis, and application of an annual growth factor for the short-range forecasts. The OCTAM model is based on standardized modeling techniques in which future socioeconomic data and/or land uses in an area are quantified and corresponding traffic volumes on the future roadway network are estimated. Traffic forecasts are given for 15 intersections and the adjacent roadway segments in the study area. Standard capacity ranges are used to calculate volume/capacity (V/C) ratios for average daily traffic (ADT) volumes on the study area roadways. The traffic analysis also utilizes peak CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 1.4

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11 Introduction hour intersection volumes, and the corresponding level of service (LOS) at each intersection based on the Highway Capacity Manual (HCM) delay methodology for both signalized and unsignalized study intersections is determined. Caltrans requires analysis of intersections under their jurisdiction using the HCM delay methodology. In addition to the HCM delay methodology, an analysis at the signalized study intersections based on the intersection capacity utilization (ICU) methodology, which is consistent with the CMP guidelines, is presented. The study periods for the proposed project consist of the typical weekday AM (7 AM 9 AM) and PM peak hours (4 PM 6 PM), and also include the weekday Mid-Day (11 AM 1 PM) and Saturday peak hours. 1.4 Performance Measurements and Thresholds of Significance Impact criteria are defined which determine whether a project causes a significant impact. These criteria include performance standards and thresholds of significance, both of which are used for identifying project impacts. The impact criteria used here are based on two primary measures. The first is capacity which establishes the vehicle carrying ability of a roadway and the second is volume. The volume measure is either a traffic count (in the case of existing volumes) or a forecast for a future point in time. The ratio between the volume and the capacity is determined, and based on that V/C ratio, the corresponding LOS is defined. The methodology used in this analysis, including lane capacity and clearance intervals, is consistent with the CMP requirements. The LOS of an intersection is a report card letter grade that ranges from A to F characterizing the operational conditions of the traffic flow. LOS A represents the free-flow conditions where vehicles experience little to no delays. LOS F indicates the worst-case scenario with high congestion, a breakdown of traffic flow and high vehicular delays. Although LOS A through C are desired levels, LOS D is generally considered acceptable in urban conditions such as the project area. The HCM provides for calculation of LOS for a wide variety of facilities, but the results all adhere to the report card grade format, A F. Table 1-1 provides a qualitative description of each LOS as a function of delay or ICU value. The LOS calculation methodologies and performance standards used in this analysis are those adopted by the and the Orange County CMP. The traffic study uses LOS D (ADT V/C or ICU value of.90, or average stopped delay not to exceed 55 seconds for signalized intersections and 35 seconds for unsignalized intersections) as the standard for roadway segments and intersections analyzed within the study area, including CMP intersections even though CMP deems LOS E (ICU of 1.00) as acceptable. There is one intersection defined as a CMP location in the study area. The CMP location in the study area is Beach Boulevard at I-5 southbound ramp. CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 1.6

12 Introduction Table 1-1 Level of Service Descriptions Level of Service Delay Description Delay (seconds) Signalized Unsignalized ICU Signalized A Minimal or no vehicle delay B Slight delay to vehicles C Moderate vehicle delays, traffic flow remains stable D More extensive delays at intersections E Long queues create lengthy delays F Severe delays and congestion > 80 > 50 > 1.00 Source: Transportation Research Board Highway Capacity Manual 2010 Exhibit 15-3 CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 1.7

13 Introduction For impact analysis purposes, the significance criteria are based on the LOS and either the increase in average vehicle delay, ICU value or V/C due to the project. The study periods for the proposed project consist of the typical weekday ADT and AM and PM peak hours, as well as the weekday Mid-Day and Saturday peak hours. The HCM delay and ICU analyses are both based on peak hour volumes and use individual turn movements and the corresponding lane geometry to estimate level of service. The calculation methodology and associated impact criteria used for the study area is summarized in Table 1-2. For the HCM delay analysis, the average stopped delay per vehicle is used to determine LOS. The procedures are those set out in the HCM and utilize peak hour turn movement volumes and intersection lane geometry in the calculation. For the HCM delay analysis, a significant impact occurs if the intersection is deficient without the project (LOS E or F), and the project contribution to the with-project delay is greater than two seconds. A significant impact also occurs if the intersection is not deficient without the project (LOS D or better), and the project contribution to the with-project delay causes it to become deficient (LOS E or F). The ICU methodology sums the V/C ratios for the critical movements of an intersection and is the methodology specified in the Orange County CMP guidelines. The performance criteria utilized in this analysis is consistent with CMP analysis guidelines since the criteria used here is more constrictive than the LOS E (ICU not to exceed 1.00) allowed by the Orange County CMP. For the roadway segment V/C and intersection ICU analyses, a significant impact occurs if the roadway segment or intersection is deficient without the project (LOS E or F), and the project contribution to the with-project V/C ratio or ICU value is.02 or more. A significant impact also occurs if the intersection is not deficient without the project (LOS D or better), and the project contribution to the with-project V/C ratio or ICU value causes it to become deficient (LOS E or F). Mitigation of the project is required if the performance standard is exceeded. Mitigation measures to bring the intersection back to an acceptable level of service where the deficiency is caused by the project or to no-project conditions where the project adds to a deficient condition are identified. 1.5 Definitions Certain terms used throughout this report are defined below to clarify their intended meaning: ADT Average Daily Traffic. Generally used to measure the total two-directional traffic volumes passing a given point on a roadway. CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 1.8

14 Introduction Table 1-2 Intersection Performance Criteria Arterial Roads V/C Calculation Methodology Level of service to be based on average daily traffic (ADT) volume/capacity (V/C) ratios calculated Using the following capacities: Smart Street 8 lanes 80,300 6 lanes 60,200 Principal Arterial 8 lanes 75,000 Major Arterial 6 lanes 56,300 Primary Arterial 4 lanes 37,500 Secondary Arterial 4 lanes 25,000 Local 2 lanes 12,500 The capacity of a Smart Street (i.e., Beach Boulevard) is seven percent higher than the capacity of a major arterial, due to traffic flow operations enhancements that are associated with the Smart Street facility designation. Arterial deficiencies identified based on ADT V/C ratios are further examined using peak hour data. Performance Standard All arterials: Level of Service D (V/C less than or equal to.90) Mitigation Requirement For V/C greater than the acceptable level of service, mitigation of the project contribution is required to bring the link location back to an acceptable level of service where the deficiency is caused by the project, or to no-project conditions where the project adds more than.03 to a deficient condition for CMP roadways (the impact threshold specified in the CMP) or.02 or greater for all other arterials. Intersections HCM Delay Calculation Methodology Level of service to be based on average peak hour intersection delay calculated using the following assumptions: Ideal Flow Rate: 1,900 vehicles/hour/lane Peak Hour Factor:.92 for existing conditions,.95 for future conditions Cycle Length: 70 seconds to 140 seconds Minimum Phase Time: 6 seconds Yellow Time: 3.5 sec All-Red Time: 0.5 sec V/C Calculation Methodology Level of service to be based on peak hour intersection capacity utilization (ICU) values calculated using the following assumptions: Saturation Flow Rate: 1,700 vehicles/hour/lane Clearance Interval:.05 Right-Turn-On-Red Factor:.75 Continued CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 1.9

15 Introduction Table 1-2 Intersection Performance Criteria (Continued) Performance Standard Level of service D in the cities of Buena Park, La Mirada, and Fullerton Level of service C based on HCM Delay Methodology for Caltrans locations Level of service E for CMP locations Threshold of Significance Cities of Buena Park, La Mirada, Fullerton: For an intersection that is forecast to operate worse than the performance standard (LOS D) the impact of the project is considered to be significant if the project increases the HCM average delay by more than 2 seconds. An increase of more than 2 seconds per vehicle does not cause the threshold of significance to be exceeded if the with-project delay does not exceed the performance standard. For an intersection that is forecast to operate worse than the performance standard (LOS D) the impact of the project is considered to be significant if the project increases the ICU by.02 or more. An ICU increase of.02 or more does not cause the threshold of significance to be exceeded if the with-project ICU value does not exceed the performance standard. Caltrans: For an intersection that is forecast to operate worse than the performance standard (LOS C) the impact of the project is considered to be significant if the project increases the HCM average delay by more than 2 seconds. An increase of more than 2 seconds per vehicle does not cause the threshold of significance to be exceeded if the with-project delay does not exceed the performance standard. CMP Locations: For a CMP intersection that is forecast to operate worse than the performance standard (LOS E) the impact of the project is considered to be significant if the project increases the ICU by.03 or more. An ICU increase of.03 or more does not cause the threshold of significance to be exceeded if the with-project ICU value does not exceed the performance standard CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 1.10

16 Introduction ICU LOS Peak Hour TSF V/C Intersection Capacity Utilization. A measure of the volume to capacity ratio for an intersection. Typically used to determine the peak hour level of service for a given set of intersection volumes. Level of Service. A scale used to evaluate circulation system performance based on intersection average delay or ICU values or volume/capacity ratios of arterial segments. This refers to the hour during the AM peak period (typically 7 AM 9 AM), the PM peak period (typically 3 PM 6 PM), or the Mid-Day peak period (11:00 AM 1:00 PM) in which the greatest number of vehicle trips are generated by a given land use or are traveling on a given roadway. Thousand Square Feet. Used in quantifying non-residential land uses, and refers to building floor area. Volume to Capacity Ratio. This is typically used to describe the percentage of capacity utilized by existing or projected traffic on a segment of an arterial or intersection. 1.6 References 1. Highway Capacity Manual 2010, Transportation Research Board, National Research Council. 2. Trip Generation, 9th Edition, Institute of Transportation Engineers (ITE), CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 1.11

17 2.0 Existing Conditions This chapter describes the project site in relation to the transportation setting. The existing roadway system and present day traffic volumes and levels of service are summarized first, followed by a discussion of future traffic volumes against which the impacts of the project will be evaluated. 2.1 Existing Circulation System The project is located on Los Coyotes Drive within the existing Los Coyotes Country Club. Access to the project site will be provided by Los Coyotes Drive which terminates within the Los Coyotes Country Club east of Country Club Drive. Figure 2-1 illustrates the existing circulation system. Shown here are the existing intersection controls at the study intersections and along the study roadways within the residential area. Los Coyotes Drive is a two-lane local street with residences fronting on it. A landscaped median is provided on Los Coyotes Drive. The street currently carries approximately 2,100 ADT west of Country Club Drive and 1,100 ADT east of Country Club Drive. The speed limit is 30 mph. Onstreet parking is allowed. Los Coyotes Drive provides access to Beach Boulevard west of the project site. Country Club Drive is a two-lane local street which provides a connection between Los Coyotes Drive and Malvern Avenue to the southwest of the project site. Country Club Drive passes by two elementary schools in the neighborhood. Country Club Drive has a 25-mph speed limit, and on-street parking is allowed. Beach Boulevard is classified as a Major Arterial north of SR-91 Freeway on the Buena Park Circulation Plan and is designated as an Orange County Transportation Authority (OCTA) Smart Street. Beach Boulevard has six lanes and a raised median in the project vicinity, and the speed limit is 35 mph south of La Mirada Boulevard and 45 mph north of La Mirada Boulevard. Onstreet parking is prohibited on Beach Boulevard in the project vicinity. La Mirada Boulevard/Malvern Avenue is a Primary Arterial on the City s Circulation Plan. La Mirada Boulevard west of Beach Boulevard is six lanes with a landscaped median. On-street parking is prohibited on La Mirada Boulevard in the project vicinity. Malvern Avenue east of Beach Boulevard is six lanes with a painted median to Country Club Drive, and four lanes with a painted median east of Country Club Drive. On-street parking is allowed along segments of Malvern Avenue. La Mirada Boulevard/Malvern Avenue has a 45-mph speed limit in the project vicinity. CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.1

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19 Existing Conditions The I-5 Freeway travels from northwest to southeast through the study area approximately two miles south of the project site. The I-5 Freeway is a ten-lane freeway (eight general purpose lanes plus auxiliary lanes and two high-occupancy vehicle lanes) through Buena Park. I-5 currently carries approximately 170,000 ADT in the project vicinity. 2.2 Existing Traffic Conditions Existing AM, PM, Mid-Day, and Saturday peak hour volumes at the study intersections, as well as mid-block ADT volumes, were collected in June 2012 and provided by City staff, with the exception of peak hour traffic counts at Beach Boulevard and La Mirada Boulevard/Malvern Avenue, I-5 northbound and Auto Center Drive, and Beach Boulevard and I-5 southbound which were collected in May 2013 by Traffic Data Services, Inc. All of the counts were collected while the area schools were in session. These volumes were factored to 2014 levels by applying a one percent per year growth rate. The one percent per year growth factor is consistent with the annual growth experienced in the City s traffic model. Traffic in the City s traffic model increases approximately 13 percent over a 20-year span in the study area, which has been rounded to one percent per year growth for this analysis. Table 2-1 summarizes the existing ADT volumes in the study area along with the corresponding ADT V/C ratios. These ADT volumes and V/C ratios are illustrated in Figure 2-2. Existing peak hour intersection turning movement volumes are illustrated in Appendix A. Two roadway segments currently operate at LOS E or F. Beach Boulevard south of La Mirada Boulevard/Malvern Avenue currently operates at LOS F, and La Mirada Boulevard west of Beach Boulevard operates at LOS E. The remaining roadway segments in the study area currently operate at acceptable LOS D or better. As discussed in the impact criteria section in Chapter 1.0, operating conditions for both the signalized and unsignalized study area intersections are evaluated using the HCM delay method of analysis. In addition, the ICU method of analysis estimates the peak hour V/C relationship for signalized intersections and translates the V/C ratio into a level of service measure of the intersection performance. The calculation methodologies used in the HCM delay and ICU analyses were noted in the impact criteria discussion. Table 2-2 summarizes the existing AM and PM peak hour HCM delay and ICU values and the corresponding LOS for the study area intersections based on existing traffic volumes and street geometry (actual HCM delay worksheets are included in Appendix B and ICU calculation worksheets are included in Appendix C). Table 2-3 summarizes the existing Mid-Day and Saturday peak hour HCM delay and ICU values. As mentioned in Chapter 1.0, the intersection performance standard is LOS D. As the LOS tables indicate, the intersection of Beach Boulevard at Rosecrans Avenue currently operates at LOS E during the PM peak hour and the Saturday peak hour based on the HCM delay methodology. CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.3

20 Existing Conditions Table 2-1 Existing ADT Volume and V/C Ratio Summary Roadway Capacity ADT V/C Beach s/o Rosecrans 60,200 45, Beach s/o Los Coyotes 60,200 43, Beach s/o La Mirada/Malvern 60,200 62, Rosecrans e/o Beach 37,500 20, Rosecrans w/o Sunny Ridge 37,500 19, La Mirada w/o Beach 37,500 35, Malvern e/o Beach 37,500 27, Malvern e/o Country Club 37,500 25, Malvern e/o Burlingame 37,500 25, Malvern e/o Burning Tree 37,500 26, St Andrews w/o Los Coyotes 4, Los Coyotes n/o St Andrews 4,000 2, Los Coyotes e/o Country Club 4,000 1, Country Club s/o Los Coyotes 4,000 1, Country Club e/o Burlingame 4,000 1, Country Club e/o Malvern 4,000 2, Burlingame s/o Country Club 4,000 1, Burning Tree e/o Clear Creek 4,000 1, Bold = Exceeds target LOS CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.4

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22 Existing Conditions Table 2-2 Existing LOS Summary Control Existing Intersection Type AM PM HCM Delay 1. Beach & Rosecrans * Signal 51 sec/d 58 sec/e 2. Beach & Los Coyotes * Signal 5 sec/a 8 sec/a 3. Ralph B. Clark & Rosecrans Signal 22 sec/c 23 sec/c 4. Sunny Ridge & Rosecrans Signal 18 sec/b 18 sec/b 5. Gilbert & Rosecrans Signal 29 sec/c 27 sec/c 6. Beach & La Mirada/Malvern * Signal 53 sec/d 54 sec/d 7. Malvern & Country Club Signal 16 sec/b 12 sec/b 8. Dale/Burlingame & Malvern Signal 41 sec/d 31 sec/c 9. Burning Tree & Malvern Signal 17 sec/b 18 sec/b 10. I-5 NB & Auto Center * Signal 24 sec/c 22 sec/c 11. Beach & I-5 SB * Signal 20 sec/b 37 sec/d 12. Burlingame & Country Club Unsignalized 10 sec/a 9 sec/a 13. Los Coyotes & St Andrews Unsignalized 9 sec/a 9 sec/a 14. Country Club & Los Coyotes Unsignalized 10 sec/a 9 sec/a 15. Clear Creek & Los Coyotes Unsignalized 8 sec/a 9 sec/a ICU 1. Beach & Rosecrans Signal.79/C.86/D 2. Beach & Los Coyotes Signal.45/A.52/A 3. Ralph B. Clark & Rosecrans Signal.32/A.33/A 4. Sunny Ridge & Rosecrans Signal.35/A.35/A 5. Gilbert & Rosecrans Signal.54/A.55/A 6. Beach & La Mirada/Malvern Signal.83/D.78/C 7. Malvern & Country Club Signal.46/A.41/A 8. Dale/Burlingame & Malvern Signal.55/A.55/A 9. Burning Tree & Malvern Signal.40/A.45/A 10. I-5 NB & Auto Center Signal.22/A.24/A 11. Beach & I-5 SB Signal.67/B.84/D * Caltrans intersection Bold = Exceeds target LOS Level of service ranges: LOS A B C D E F Delay - Unsignalized 0 10 sec sec sec sec sec Above 50 sec Delay - Signalized 0 10 sec sec sec sec sec Above 80 sec ICU Above 1.00 CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.6

23 Existing Conditions Table 2-3 Existing LOS Summary Mid-Day and Saturday Control Existing Intersection Type Mid-Day Saturday HCM Delay 1. Beach & Rosecrans * Signal 39 sec/d 60 sec/e 2. Beach & Los Coyotes * Signal 8 sec/a 8 sec/a 3. Ralph B. Clark & Rosecrans Signal 21 sec/c 20 sec/c 4. Sunny Ridge & Rosecrans Signal 16 sec/b 16 sec/b 5. Gilbert & Rosecrans Signal 22 sec/c 24 sec/c 7. Malvern & Country Club Signal 9 sec/a 10 sec/b 8. Dale/Burlingame & Malvern Signal 24 sec/c 26 sec/c 9. Burning Tree & Malvern Signal 16 sec/b 17 sec/b 12. Burlingame & Country Club Unsignalized 9 sec/a 9 sec/a 13. Los Coyotes & St Andrews Unsignalized 9 sec/a 9 sec/a 14. Country Club & Los Coyotes Unsignalized 10 sec/a 10 sec/a 15. Clear Creek & Los Coyotes Unsignalized 8 sec/a 9 sec/a ICU 1. Beach & Rosecrans Signal.54/A.68/B 2. Beach & Los Coyotes Signal.33/A.40/A 3. Ralph B. Clark & Rosecrans Signal.19/A.27/A 4. Sunny Ridge & Rosecrans Signal.22/A.30/A 5. Gilbert & Rosecrans Signal.35/A.45/A 7. Malvern & Country Club Signal.25/A.29/A 8. Dale/Burlingame & Malvern Signal.33/A.38/A 9. Burning Tree & Malvern Signal.30/A.39/A * Caltrans intersection Bold = Exceeds target LOS Level of service ranges: LOS A B C D E F Delay - Unsignalized 0 10 sec sec sec sec sec Above 50 sec Delay - Signalized 0 10 sec sec sec sec sec Above 80 sec ICU Above 1.00 CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.7

24 Existing Conditions All other study intersections currently operate at LOS D or better during the AM and PM peak hours based on HCM delay. Based on the ICU values, all of the study intersections currently operate at LOS D or better. The Caltrans intersection performance standard is LOS C based on the HCM delay methodology. The Caltrans intersection of Beach Boulevard at Rosecrans Avenue currently operates at LOS D during the AM peak hour and LOS E during the PM peak hour, Beach Boulevard at La Mirada Boulevard/Malvern Avenue operates at LOS D during the AM and PM peak hours, and Beach Boulevard at I-5 southbound ramp operates at LOS D during the PM peak hour. The Caltrans intersections of Beach Boulevard at Los Coyotes Drive and Auto Center Drive at I-5 northbound ramp currently operate at acceptable LOS C or better during the AM and PM peak hours. 2.3 Future Traffic Volumes Future traffic forecasts were prepared for the short-range and long-range (year 2035) time frames Short-Range Conditions Short-range background volumes were based on one percent per year ambient growth rate applied to the existing traffic counts plus traffic generated by approved and pending projects in the project vicinity provided by City staff. The short-range time frame is approximately two years, and no changes to the existing circulation system are assumed in the short-range time-frame. One approved retail project was identified as a related project at the northwest corner of Beach Boulevard and La Mirada Boulevard. A summary of the approved project is presented in Table 2-4. Table 2-4 Related Project Summary Project Location Description ADT Village Circle N/W corner Beach Blvd/La Mirada Blvd 74.0 TSF Retail 5,584 ADT Table 2-5 summarizes the short-range background ADT volumes and corresponding V/C ratios, and Figure 2-3 illustrates these ADT volumes. Two roadway segments, Beach Boulevard south of La Mirada Boulevard/Malvern Avenue and La Mirada Boulevard west of Beach Boulevard, operate at LOS F under short-range background conditions. Peak hour short-range background intersection turning movement volumes are illustrated in Appendix A. The AM and PM peak hour HCM delay and ICU values based on these short-range background intersection volumes and existing lane configurations are summarized in Table 2-6 (actual HCM delay calculation worksheets are included in Appendix B and ICU calculation worksheets are included in Appendix C). CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.8

25 Existing Conditions Table 2-5 Short-Range Background ADT Volume and V/C Ratio Summary Roadway Capacity ADT V/C Beach s/o Rosecrans 60,200 47, Beach s/o Los Coyotes 60,200 45, Beach s/o La Mirada/Malvern 60,200 66, Rosecrans e/o Beach 37,500 21, Rosecrans w/o Sunny Ridge 37,500 19, La Mirada w/o Beach 37,500 38, Malvern e/o Beach 37,500 29, Malvern e/o Country Club 37,500 26, Malvern e/o Burlingame 37,500 27, Malvern e/o Burning Tree 37,500 27, St Andrews w/o Los Coyotes 4, Los Coyotes n/o St Andrews 4,000 2, Los Coyotes e/o Country Club 4,000 1, Country Club s/o Los Coyotes 4,000 1, Country Club e/o Burlingame 4,000 1, Country Club e/o Malvern 4,000 2, Burlingame s/o Country Club 4,000 1, Burning Tree e/o Clear Creek 4,000 1, Bold = Exceeds target LOS CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.9

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27 Existing Conditions Table 2-6 Short-Range Background LOS Summary Control Short-Range Background Intersection Type AM PM HCM Delay 1. Beach & Rosecrans * Signal 53 sec/d 65 sec/e 2. Beach & Los Coyotes * Signal 7 sec/a 8 sec/a 3. Ralph B. Clark & Rosecrans Signal 22 sec/c 23 sec/c 4. Sunny Ridge & Rosecrans Signal 18 sec/b 18 sec/b 5. Gilbert & Rosecrans Signal 29 sec/c 28 sec/c 6. Beach & La Mirada/Malvern * Signal 59 sec/e 66 sec/e 7. Malvern & Country Club Signal 16 sec/b 12 sec/b 8. Dale/Burlingame & Malvern Signal 42 sec/d 31 sec/c 9. Burning Tree & Malvern Signal 17 sec/b 18 sec/b 10. I-5 NB & Auto Center * Signal 24 sec/c 23 sec/c 11. Beach & I-5 SB * Signal 21 sec/c 48 sec/d 12. Burlingame & Country Club Unsignalized 10 sec/a 9 sec/a 13. Los Coyotes & St Andrews Unsignalized 9 sec/a 9 sec/a 14. Country Club & Los Coyotes Unsignalized 10 sec/a 9 sec/a 15. Clear Creek & Los Coyotes Unsignalized 8 sec/a 9 sec/a ICU 1. Beach & Rosecrans Signal.82/D.89/D 2. Beach & Los Coyotes Signal.46/A.54/A 3. Ralph B. Clark & Rosecrans Signal.32/A.33/A 4. Sunny Ridge & Rosecrans Signal.35/A.35/A 5. Gilbert & Rosecrans Signal.57/A.55/A 6. Beach & La Mirada/Malvern Signal.85/D.86/D 7. Malvern & Country Club Signal.47/A.43/A 8. Dale/Burlingame & Malvern Signal.55/A.58/A 9. Burning Tree & Malvern Signal.42/A.47/A 10. I-5 NB & Auto Center Signal.23/A.26/A 11. Beach & I-5 SB Signal.70/B.90/D * Caltrans intersection Bold = Exceeds target LOS Level of service ranges: LOS A B C D E F Delay - Unsignalized 0 10 sec sec sec sec sec Above 50 sec Delay - Signalized 0 10 sec sec sec sec sec Above 80 sec ICU Above 1.00 CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.11

28 Existing Conditions As Table 2-6 shows, the intersection of Beach Boulevard and Rosecrans Avenue operates at LOS E during the PM peak hour under short-range background conditions, and the intersection of Beach Boulevard at La Mirada Boulevard/Malvern Avenue operates at LOS E during the AM and PM peak hours based on the HCM delay. Based on the ICU values, all of the study intersections operate at LOS D or better during the AM and PM peak hours under short-range background conditions. Under short-range background conditions, the Caltrans intersection of Beach Boulevard at Rosecrans Avenue operates at LOS D during the AM peak hour and LOS E during the PM peak hour, Beach Boulevard at La Mirada Boulevard/Malvern Avenue operates at LOS E during the AM and PM peak hours, and Beach Boulevard at I-5 southbound ramp operates at LOS D during the PM peak hour. The Caltrans intersections of Beach Boulevard at Los Coyotes Drive and Auto Center Drive at I-5 northbound ramp operate at LOS C or better during the AM and PM peak hours under short-range background conditions. The Mid-Day and Saturday peak hour HCM delay and ICU values for short-range background conditions are summarized in Table 2-7 (actual HCM delay calculation worksheets are included in Appendix B and ICU calculation worksheets are included in Appendix C). All of the study intersections operate at LOS D or better during the Mid-Day and Saturday peak hours based on the HCM delay and ICU methodologies under short-range background conditions, with the exception of Beach Boulevard at Rosecrans Avenue during the Saturday peak hour. The intersection of Beach Boulevard at Rosecrans Avenue would operate at LOS E during the Saturday peak hour under short-range background conditions based on the HCM delay methodology Long-Range Conditions (Year 2035) The long-range setting for this analysis assumes the year 2035 OCTAM demographic projections for the (i.e., General Plan) and surrounding region. Buildout (year 2035) no-project traffic forecasts were derived from a 2035 OCTAM model run by applying post-processing procedures in which existing ground counts, existing modeled volumes and future modeled volumes are used in deriving the forecast. The 2035 forecasts assume buildout of the Orange County Master Plan of Arterial Highways (MPAH) and the Circulation Element of the City s General Plan, although the existing circulation system in the study area is mostly built-out. No circulation improvements are assumed in the study area, and existing lane configurations are assumed at the intersections. Year 2035 no-project ADT volumes and V/C ratios within the study area are summarized in Table 2-8 and illustrated in Figure 2-4. Year 2035 no-project peak hour volumes are illustrated in Appendix A. Four roadway segments in the study area operate at LOS E or F under 2035 noproject conditions. CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.12

29 Existing Conditions Table 2-7 Short-Range Background LOS Summary Mid-Day and Saturday Control Short-Range Background Intersection Type Mid-Day Saturday HCM Delay 1. Beach & Rosecrans * Signal 39 sec/d 60 sec/e 2. Beach & Los Coyotes * Signal 7 sec/a 7 sec/a 3. Ralph B. Clark & Rosecrans Signal 21 sec/c 20 sec/c 4. Sunny Ridge & Rosecrans Signal 16 sec/b 16 sec/b 5. Gilbert & Rosecrans Signal 23 sec/c 24 sec/c 7. Malvern & Country Club Signal 11 sec/b 12 sec/b 8. Dale/Burlingame & Malvern Signal 26 sec/c 27 sec/c 9. Burning Tree & Malvern Signal 16 sec/b 17 sec/b 12. Burlingame & Country Club Unsignalized 9 sec/a 9 sec/a 13. Los Coyotes & St Andrews Unsignalized 9 sec/a 9 sec/a 14. Country Club & Los Coyotes Unsignalized 10 sec/a 10 sec/a 15. Clear Creek & Los Coyotes Unsignalized 8 sec/a 9 sec/a ICU 1. Beach & Rosecrans Signal.56/A.71/C 2. Beach & Los Coyotes Signal.36/A.42/A 3. Ralph B. Clark & Rosecrans Signal.19/A.27/A 4. Sunny Ridge & Rosecrans Signal.22/A.30/A 5. Gilbert & Rosecrans Signal.38/A.47/A 7. Malvern & Country Club Signal.30/A.34/A 8. Dale/Burlingame & Malvern Signal.36/A.41/A 9. Burning Tree & Malvern Signal.33/A.43/A * Caltrans intersection Bold = Exceeds target LOS Level of service ranges: LOS A B C D E F Delay - Unsignalized 0 10 sec sec sec sec sec Above 50 sec Delay - Signalized 0 10 sec sec sec sec sec Above 80 sec ICU Above 1.00 CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.13

30 Existing Conditions Table No-Project ADT Volume and V/C Ratio Summary Roadway Capacity ADT V/C Beach s/o Rosecrans 60,200 54, Beach s/o Los Coyotes 60,200 54, Beach s/o La Mirada/Malvern 60,200 62, Rosecrans e/o Beach 37,500 21, Rosecrans w/o Sunny Ridge 37,500 21, La Mirada w/o Beach 37,500 36, Malvern e/o Beach 37,500 38, Malvern e/o Country Club 37,500 39, Malvern e/o Burlingame 37,500 24, Malvern e/o Burning Tree 37,500 25, St Andrews w/o Los Coyotes 4, Los Coyotes n/o St Andrews 4,000 2, Los Coyotes e/o Country Club 4,000 1, Country Club s/o Los Coyotes 4,000 1, Country Club e/o Burlingame 4,000 1, Country Club e/o Malvern 4,000 2, Burlingame s/o Country Club 4,000 1, Burning Tree e/o Clear Creek 4,000 1, Bold = Exceeds target LOS CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.14

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32 Existing Conditions Table 2-9 summarizes the AM and PM peak hour HCM delay and ICU values based on the 2035 no-project volumes and existing lane configurations (actual HCM delay calculation worksheets are included in Appendix B, and ICU calculation worksheets are included in Appendix C). As this table shows, two intersections operate at LOS E or F under 2035 no-project conditions based on the HCM delay methodology. The intersection of Beach Boulevard at Rosecrans Avenue operates at LOS E during the AM peak hour. The intersection of Beach Boulevard at La Mirada Boulevard/Malvern Avenue operates at LOS F during the AM and PM peak hours. Based on the ICU methodology, the intersection of Beach Boulevard at La Mirada Boulevard/Malvern Avenue operates at LOS E during the AM peak hour and LOS F during the PM peak hour. The intersection of Beach Boulevard at I-5 southbound operates at LOS E during the PM peak hour. Under 2035 no-project conditions, the Caltrans intersection of Beach Boulevard at Rosecrans Avenue operates at LOS E during the AM peak hour and LOS D during the PM peak hour, Beach Boulevard at La Mirada Boulevard/Malvern Avenue operates at LOS F during the AM and PM peak hours, and Beach Boulevard at I-5 southbound ramp operates at LOS D during the PM peak hour. The Caltrans intersections of Beach Boulevard at Los Coyotes Drive and Auto Center Drive at I-5 northbound ramp operate at acceptable LOS C or better during the AM and PM peak hours under 2035 no-project conditions. The 2035 no-project Mid-Day and Saturday HCM delay and ICU values are summarized in Table As this table shows, the study intersections operate at LOS D or better under 2035 conditions during the Mid-Day and Saturday peak hours based on the HCM delay and ICU methodologies. CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.16

33 Existing Conditions Table 2-9 Year 2035 No-Project LOS Summary Control 2035 No-Project Intersection Type AM PM HCM Delay 1. Beach & Rosecrans * Signal 68 sec/e 49 sec/d 2. Beach & Los Coyotes * Signal 8 sec/a 9 sec/a 3. Ralph B. Clark & Rosecrans Signal 22 sec/c 23 sec/c 4. Sunny Ridge & Rosecrans Signal 18 sec/b 19 sec/b 5. Gilbert & Rosecrans Signal 30 sec/c 28 sec/c 6. Beach & La Mirada/Malvern * Signal 86 sec/f 98 sec/f 7. Malvern & Country Club Signal 19 sec/b 15 sec/b 8. Dale/Burlingame & Malvern Signal 36 sec/d 30 sec/c 9. Burning Tree & Malvern Signal 17 sec/b 17 sec/b 10. I-5 NB & Auto Center * Signal 28 sec/c 26 sec/c 11. Beach & I-5 SB * Signal 23 sec/c 49 sec/d 12. Burlingame & Country Club Unsignalized 10 sec/a 9 sec/a 13. Los Coyotes & St Andrews Unsignalized 9 sec/a 9 sec/a 14. Country Club & Los Coyotes Unsignalized 10 sec/a 9 sec/a 15. Clear Creek & Los Coyotes Unsignalized 8 sec/a 9 sec/a ICU 1. Beach & Rosecrans Signal.83/D.80/C 2. Beach & Los Coyotes Signal.53/A.63/B 3. Ralph B. Clark & Rosecrans Signal.35/A.34/A 4. Sunny Ridge & Rosecrans Signal.37/A.37/A 5. Gilbert & Rosecrans Signal.59/A.59/A 6. Beach & La Mirada/Malvern Signal.95/E 1.01/F 7. Malvern & Country Club Signal.57/A.56/A 8. Dale/Burlingame & Malvern Signal.63/B.65/B 9. Burning Tree & Malvern Signal.39/A.42/A 10. I-5 NB & Auto Center Signal.26/A.28/A 11. Beach & I-5 SB Signal.75/C.94/E * Caltrans intersection Bold = Exceeds target LOS Level of service ranges: LOS A B C D E F Delay - Unsignalized 0 10 sec sec sec sec sec Above 50 sec Delay - Signalized 0 10 sec sec sec sec sec Above 80 sec ICU Above 1.00 CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.17

34 Existing Conditions Table 2-10 Year 2035 No-Project LOS Summary Mid-Day and Saturday Control 2035 No-Project Intersection Type Mid-Day Saturday HCM Delay 1. Beach & Rosecrans * Signal 33 sec/c 46 sec/d 2. Beach & Los Coyotes * Signal 7 sec/a 6 sec/a 3. Ralph B. Clark & Rosecrans Signal 21 sec/c 21 sec/c 4. Sunny Ridge & Rosecrans Signal 17 sec/b 17 sec/b 5. Gilbert & Rosecrans Signal 25 sec/c 25 sec/c 7. Malvern & Country Club Signal 9 sec/a 11 sec/b 8. Dale/Burlingame & Malvern Signal 25 sec/c 26 sec/c 9. Burning Tree & Malvern Signal 15 sec/b 16 sec/b 12. Burlingame & Country Club Unsignalized 9 sec/a 9 sec/a 13. Los Coyotes & St Andrews Unsignalized 9 sec/a 9 sec/a 14. Country Club & Los Coyotes Unsignalized 10 sec/a 10 sec/a 15. Clear Creek & Los Coyotes Unsignalized 8 sec/a 9 sec/a ICU 1. Beach & Rosecrans Signal.51/A.69/B 2. Beach & Los Coyotes Signal.39/A.47/A 3. Ralph B. Clark & Rosecrans Signal.21/A.28/A 4. Sunny Ridge & Rosecrans Signal.23/A.31/A 5. Gilbert & Rosecrans Signal.39/A.49/A 7. Malvern & Country Club Signal.35/A.42/A 8. Dale/Burlingame & Malvern Signal.37/A.45/A 9. Burning Tree & Malvern Signal.29/A.39/A * Caltrans intersection Bold = Exceeds target LOS Level of service ranges: LOS A B C D E F Delay - Unsignalized 0 10 sec sec sec sec sec Above 50 sec Delay - Signalized 0 10 sec sec sec sec sec Above 80 sec ICU Above 1.00 CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 2.18

35 3.0 Project Description This chapter describes the traffic characteristics of the proposed project. Trip generation is summarized, and the distribution of project trips on the study area roadway network is presented. 3.1 Trip Generation The proposed project consists of 125 private residential units and expansion of the existing country club clubhouse consisting of 5,000 square feet of gathering/event space, 1,000 square feet of private meeting space, and 4,000 square feet of country club management office space. The proposed management office space is replacing 1,500 square feet of existing office space; therefore, trips generated by the additional 2,500 square feet of office space are included in the trip generation estimate. The proposed development also consists of landscaping, common area, and golf practice area enhancements which would not generate any additional traffic. The meeting/event space in the proposed community building would be used for special events. Peak hour and daily trip generation rates for the proposed project were obtained from Institute of Transportation Engineers (ITE) Trip Generation, 9th Edition. The ITE rates for Low-Rise Condominium/Townhouse (Category 231) were used for the residential portion of the proposed project. This category does not include an ADT trip rate or Mid-Day or Saturday peak hour rates; therefore, these trip rates were estimated based on the ITE Single Family Detached and Apartment ADT rates. The ADT, Mid-Day, and Saturday trip rates used in this analysis were interpolated between the Single Family rates and the Apartment rates based on the PM peak hour trip rates. Trip rates for the management office were determined from ITE General Office Building rates and applied to the increase in office square footage (i.e., 2,500 square feet). ITE provides weekday ADT and peak hour and Saturday peak hour trip rates for General Office uses. The proposed meeting/event space would be used for special events such as weddings or corporate events. Neither ITE nor San Diego Association of Governments (SANDAG), the second most common source of trip generation rates used in Southern California, has a trip rate for meeting/special event facilities. Therefore, to provide a conservatively high estimate of the amount of traffic which could be generated by the meeting/special event space, the ITE trip rates for High-Turnover Restaurant were utilized. Table 3-1 summarizes the trip rates and the resulting trip generation for the proposed project. As this table shows, the project would generate 1,774 weekday daily trips, of which 152 are generated during the AM peak hour, 160 are generated during the PM peak hour, and 143 are generated during the Mid-Day peak hour. On Saturday, the project would generate 172 peak hour and 1,944 daily trips. CAL v:\2073\active\ \report\rpt_los_coyotes_cc_dev_plan_tia.docx 3.1