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*NEW FILE*
GP -UPDATE -TRAFFIC -STUDY
BASELINE DATA
CITY OF NEWPORT BEACH GENERAL PLAN TRAFFIC STUDY
BASELINE DATA AND ANALYSIS
NEWPORT BEACH, CALIFORNIA
Prepared For:
Mr. Elwood Tescher
EIP ASSOCIATES
12301 Wilshire Boulevard, Suite 430
Los Angeles, CA 90025
Prepared By:
URBAN CROSSROADS, INC.
41 Corporate Park, Suite 300
Irvine, CA 92606
John Kain, AICP
Carleton Waters, P.E.
Marlie Whiteman, P.E.
March 5, 2003
December 5, 2003 (Revised)
JK:CW:MW:jb
JN:01232-02
TABLE OF CONTENTS
SECTION
`! o
2.0
3.0
1
INTRODUCTION AND METHODOLOGY.......................................................
1.1 Goals and' Objectives
1.2 Methodology Overview
1.2.1
Traffic Analysis Zone (TAZ) Structure
1.2.2
Land Use to Socioeconomic Data Conversion Process
1.2.3
Trip Generation
1.2.4
Trip Distribution
1.2.5
Mode Choice
1.2.6
Time of Day Factoring
1.2.7
Roadway Network Representation
1.2.8
Traffic Assignment
1.3 Data and
Analysis Methodology
EXISTINGCONDITIONS................................................................................
2.1 2001/2002 Land Use Data
2.2 2002 Socioeconomic Data
2.3 Trip Generation
2.4 Home -Work Trip Mode Choice Data
2.4.1 Trip Distribution Survey Data
2.5 General Model Trip Distribution Results
2.6 • Roadway Network
2.7 Shoulder Season Daily Traffic Volume Data
2.8 Peak Season Daily Traffic Volume Data
2.9 Daily Roadway Segment Analysis
2.10 Traffic Source Analysis
2.10.1 Model Traffic Source Analysis
2.11 Peak Hour Intersection Operations
2.12 Truck Facilities
2.13 Parking
2.14 Trail System
2.15 Public Transit
2.16 Air Travel
2.17 Marine Transport
PAGE
1-1
2-1
CURRENTLY ADOPTED GENERAL PLAN BUILDOUT
(POST-2025) SCENARIO............................................................................... 3-1
3.1 Land Use and Socioeconomic Data (SED)
3.1.1 General Plan Buildout Land Use Data
3.1.2 General Plan Buildout Socioeconomic Data (SED)
3.2
Trip Generation
3.3
Traffic Assignment
3.4
Daily Capacity Analysis
3.5
Peak Hour Forecasts
3.6
Truck Facilities -
3.7
Parking
3.8
Trail System
3.9
Public Transit
3.10
Air Travel
3.11
Marine Transport
I
11
II
u
LI
1
APPENDICES
NBTM 3.1 TRAFFIC ANALYSIS ZONE (TAZ) CORRESPONDENCE LISTING ........ A
2002 LAND USE............................................................................................................. B
ADE EMPLOYMENT MEMORANDUM......................................................................... C
2002 SOCIOECONOMIC DATA ........................ ..... ...................................... I...............
2002 DAILY TRIPS........................................................................................................
HOME -WORK TRIP MODE CHOICE DATA FOR THE CITY OF
NEWPORTBEACH.......................................................................................................
ORIGIN -DESTINATION SURVEY DATA FOR TRIPS ORIGINATING IN
THE CITY OF NEWPORT BEACH................................................................................
ORIGIN -DESTINATION SURVEY DATA FOR TRIPS DESTINED FOR
THE CITY OF NEWPORT BEACH................................................................................
SHOULDER SEASON 2001/2002 DAILY TRAFFIC COUNT DATA ............................
2001/2002 DAILY TRAFFIC VOLUME ANALYSIS.......................................................
PEAK SEASON DAILY TRAFFIC VOLUMES..............................................................
DAILY VOLUME COUNT DATA FOR NEWPORT BOULEVARD
OVERTHREE WEEKS...................................................................................................
DAILY TRAFFIC VOLUME VARIATION OVER THREE WEEKS ..............................
TRIP SOURCE ANALYSIS RAW DATA......................................................................
D
E
F
G
H
I
J
K
L
M
N
TRAFFIC SOURCE ANALYSIS COLLECTION TIME DISTRIBUTION ....................... O
2001/2002 INTERSECTION TURNING MOVEMENT COUNTS .................................
2002 COUNTED INTERSECTION CAPACITY UTILIZATION (ICU)
WORKSHEETS..............................................................................................................
GENERAL PLAN BUILDOUT (POST-2025) LAND USE .............................................
GENERAL PLAN BUILDOUT SOCIOECONOMIC DATA (SED)................................
P
Q
R
S
1
GENERAL PLAN BUILDOUT DAILY TRIPS................................................................ T
CITY OF NEWPORT BEACH GENERAL PLAN BUILDOUT ROADWAY
IMPROVEMENTS.......................................................................................................... U
GENERAL PLAN BUILDOUT INTERSECTION CAPACITY UTILIZATION (ICU)
WORKSHEETS............................................................................................................... V
LIST OF EXHIBITS
EXHIBIT PAGE
1-A NBTM OVERALL COVERAGE AREA ................................................... 1-3
1-13 NEWPORT BEACH TRAFFIC MODEL (NBTM) PRIMARY
STUDYAREA......................................................................................... 1-5
1-C NEWPORT BEACH TRAFFIC MODEL (NBTM) OVERALL
MODELING METHODOLOGY............................................................... 1-6
1-D TRAFFIC ANALYSIS ZONE (TAZ) SYSTEM .......................................... 1-9
1-E NBTM PRIMARY AREA TRAFFIC ANALYSIS ZONE
(TAZ) STRUCTURE............................................................................... 1-10
1-F TRAFFIC ANALYSIS DISTRICTS.......................................................... 1-12
1-G NEWPORT BEACH TRAFFIC MODEL (NBTM)
TRIP GENERATION PROCESS............................................................ 1-13
1-H TRIP GENERATION ADJUSTMENT AREA .......................................... 1-22
1-I NEWPORT BEACH TRAFFIC MODEL (NBTM)
TRIP DISTRIBUTION PROCESS.......................................................... 1'-23
1-J NBTM TRAFFIC ASSIGNMENT ALGORITHM VOLUME/
CAPACITY RATIO TO TRAVEL SPEED RELATIONSHIPS ................. 1-34
2-A MODE CHOICE FOR WORK TRIPS OF NEWPORT
BEACHRESIDENTS........................................................................... 2-13
2-13 MODE CHOICE FOR HOME -WORK TRIPS OF NEWPORT
BEACH WORKERS............................................................................. 2-14
2-C PURPOSE FOR TRIPS ORIGINATING IN NEWPORT
BEACH BY DESTINATION.................................................................. 2-17
2-D PURPOSE OF TRIPS ORIGINATING IN NEWPORT BEACH ............ 2-19
2-E DESTINATIONS OF TRIPS ORIGINATING IN NEWPORT BEACH..... 2-20
2-F PURPOSE OF TRIPS DESTINED FOR NEWPORT BEACH
BYORIGIN.....................................................................I....................... 2-22
1
I
I 2-G PURPOSES OF TRIPS DESTINED FOR NEWPORT BEACH ............. 2-23
t
2-H
ORIGINS OF TRIPS DESTINED FOR NEWPORT BEACH ..................
2-24
2-1
NEWPORT BEACH EXISTING THROUGH LANES .............................
2-27
'
2-J
EXISTING COUNT SHOULDER SEASON AVERAGE DAILY
TRAFFIC(ADT)......................................................................................
2-28
'
2-35
2-K
EXISTING VOLUME/CAPACITY (V/C) RATIOS ...................................
2-L
NEWPORT BEACH TRAFFIC SURVEY CORDON LOCATIONS ........
2-38
2-M
TRAFFIC SURVEY RESULTS FOR NB COAST HIGHWAY
SOUTH OF NEWPORT COAST DR ......................................................
2-41
2-N
TRAFFIC SURVEY RESULTS FOR SB COAST HIGHWAY
'
SOUTH OF SANTA ANA RIVER...........................................................
243
2-0
TRAFFIC SURVEY RESULTS FOR SB MACARTHUR BLVD.
'
NORTH OF BONITA CANYON DR ........................................................
246
2-P
GENERAL DISTRIBUTION OF MODEL TRAFFIC FROM
'
COAST HIGHWAY SOUTH OF NEWPORT COAST DRIVE ................
247
2-Q
GENERAL DISTRIBUTION OF MODEL TRAFFIC FROM
'
COAST HIGHWAY AT THE SANTA ANA RIVER .................................
2 49
2-R
GENERAL DISTRIBUTION OF MODEL TRAFFIC FROM
'
MACARTHUR BOULEVARD NORTH OF BONITA CANYON DRIVE..
2-50
'
2-S
INTERSECTION COUNT LOCATIONS .................................................
2-51
2-T
EXISTING INTERSECTION DEFICIENCIES ........................................
2-55
'
2-U
ITIES WHERE COMMERCIAL VEHICLES IN EXCESS OF
CI POUNDS ARE PROHIBITED.......................................................
6
2-57
'
2-V
STANDARD BIKE PATH CROSS -SECTIONS ......................................
2-58
'
2-W
NEWPORT BEACH EXISTING BICYCLE FACILITIES .........................
2-60
2-X
EXISTING PUBLIC TRANSIT ROUTES ................................................
2-62
3-A
NEWPORT BEACH GENERAL PLAN BUILDOUT
THROUGHLANES..................................................................................
3-8
3-B GENERAL PLAN BUILDOUT AVERAGE DAILY
TRAFFIC(ADT)........................................................................................ 3-9
3-C GENERAL PLAN BUILDOUT VOLUME/CAPACITY
(V/C) RATIOS.......................................................................................... 3-15
3-D CURRENTLY ADOPTED GENERAL PLAN DEFICIENCIES ....... :........ 3-22
3-E NEWPORT BEACH PROPOSED BICYCLE FACILITIES ..................... 3-24
LIST OF TABLES
TABLE PAGE
1-1 LAND USE TO SOCIOECONOMIC DATA CONVERSION
FACTORS............................................................................................ 1-16
1-2 NBTM SOCIOECONOMIC DATA (SED) BASED TRIPS RATES..... 1-19
1-3' TYPICAL NBTM 3.1 RESIDENTIAL TRIP GENERATION
EXAMPLES.......................................................................................... 1-21
1-4 NBTM TIME OF DAYS FACTORS ..................................................... 1-25
1-5 NBTM LINK ATTRIBUTES.................................................................. 1-27
1-6 NBTM ROADWAY LINK FACILITY TYPE CODES ............................ 1-28
1-7 NBTM USE CODES............................................................................ 1-29
1-8 NBTM ROADWAY LINK SPEED ASSUMPTIONS ............................ 1-31
1-9 NBTM ROADWAY LINK CAPACITY ASSUMPTIONS ...................... 1-32
1-10 ROADWAY SEGMENT CAPACITIES ................................................ 1-36
2-1 CITY OF NEWPORT BEACH 2O02 LAND USE SUMMARY ............... 2-2
2-2 CITY OF NEWPORT BEACH LAND USE BASED 2002
SOCIOECONOMIC DATA SUMMARY .................................................... 2-3
2-3 COMPARISON OF EXISTING CITY AND EXISTING MODEL
SOCIO-ECONOMIC DATA...................................................................... 2-4
2-4 SOCIO-ECONOMIC DATA COMPARISON OF INITIAL
NEWPORT BEACH (2002) AND OCP-2000 (2000) DATA ..................... 2-5
2-5 CITY OF NEWPORT BEACH'2002 TRIP GENERATION ....................... 2-8
2-6 MODE CHOICE PERCENTS FOR WORK TRIPS OF
NEWPORT BEACH RESIDENTS.......................................................... 2-11
2-7 MODE CHOICE PERCENTS FOR HOME -WORK TRIPS OF
NEWPORT BEACH WORKERS............................................................ 2-12
II
2-8 PURPOSES OF TRIPS ORIGINATING IN NEWPORT BEACH
(REGIONAL SURVEY DATA)................................................................ 2-16
2-9 PURPOSES OF TRIPS DESTINED FOR NEWPORT BEACH
(REGIONAL SURVEY DATA)................................................................ 2-21
2-10 TRIP DISTRIBUTION COMPARISON ................................................... 2-25
2-11 24-HOUR TRAFFIC VOLUME PEAK PERIOD AND HOUR
RELATIONSHIPS................................................................................... 2-30
2-12 SUMMER TIME ADT COMPARISON.................................................... 2-31
2-13 DAILY VOLUME VARIATION OVER THREE WEEKS .......................... 2-33
2-14 TRAFFIC SOURCE ANALYSIS CONFIDENCE INTERVALS ............... 2-36
2-15 TRAFFIC SURVEY RESULTS FOR NORTHBOUND COAST
HIGHWAY SOUTH OF NEWPORT COAST DRIVE......... ...................... 2-39
2-16 TRAFFIC SURVEY RESULTS FOR SOUTHBOUND COAST
HIGHWAY SOUTH OF THE SANTA ANA RIVER ................................. 2-42
2-17 TRAFFIC SURVEY RESULTS FOR SOUTHBOUND MACARTHUR
BOULEVARD NORTH OF BONITA CANYON DRIVE .......................... 2-45
2-18 NBTM EXISTING COUNT INTERSECTION
ANALYSIS SUMMARY.......................................................................... 2-53
3-1 CITY OF NEWPORT BEACH GENERAL PLAN BUILDOUT
LAND USE SUMMARY.......................................................................... 3-2
3-2 CITY, OF NEWPORT BEACH LAND USE BASED
SOCIOECONOMIC DATA SUMMARY1COMPARISON ........................ 3-3
3-3 CITY OF NEWPORT BEACH GENERAL PLAN
BUILDOUT TRIP GENERATION........................................................... 3-5
3-4 CITY OF NEWPORT BEACH TRIP GENERATION
COMPARISON......................................................................................... 3-7
3-5 GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC
COMPARISON...................................................................................... 3-10
3-6 NBTM BUILDOUT INTERSECTION CAPACITY UTILIZATION
(ICU) SUMMARY................................................................................... 3-18
3-7 NBTM BUILDOUT INTERSECTION ANALYSIS SUMMARY .............. 3-20
1
CITY OF NEWPORT BEACH GENERAL PLAN TRAFFIC STUDY
BASELINE DATA AND ANALYSIS
1.0 INTRODUCTION AND METHODOLOGY
This report has been prepared in support of the 2003 update of the City of Newport Beach
General Plan and Circulation Element. This initial product is prepared to document
baseline data and analyses relevant to the General Plan Update Technical Background
Report. The report has been revised to reflect modified (decreased) employment levels
consistent with the best available data and to incorporate additional information (e.g.
summer traffic levels, etc.) requested by the General Plan Advisory Committee (GPAC)
and General Plan Update Committee (GPUC).
This chapter of the report introduces the reader to the Baseline Data and Analysis portion
of the City of Newport Beach General Plan Circulation Element update project and
presents the goals and objectives of the work effort. The General Plan forecasts have
been prepared using the Newport Beach Traffic Model, version 3.1 (NBTM 3.1). This
chapter of the report also provides a summary of the overall NBTM 3.1 modeling
methodology. For a detailed discussion of the model, see Newport Beach Traffic Model
(NBTM) 3.1 Technical Documentation Report (Urban Crossroads, Inc., December, 2003).
The NBTM 3.1 travel demand forecasting tool has been developed for the City of Newport
Beach to address traffic and circulation issues in and around the City. The NBTM 3.1 tool
has been developed in accordance with the requirements and recommendations of the
Orange County Subarea Modeling Guidelines Manual (August, 1998). The NBTM 3.1 is
intended to be used for roadway planning and traffic impact analysis, such as:
• General Plan/Land Use analysis required by the City of Newport Beach.
• Amendments to the Orange County Master Plan of Arterial Highways (MPAH).
• Orange County Congestion Management Program (CMP) analysis.
The NBTM 3.1 is a vehicle trip based modeling tool, and it is intended for evaluating
general roadway system supply and demand problems and issues. The NBTM 3.1 has
1-1
been specifically calibrated to represent "shoulder season" (spring/fall) conditions in the
City of Newport Beach.
Later chapters of this report will present existing and currently adopted General Plan
conditions data and analysis. Specific issues addressed include daily roadway segment
traffic volumes, peak hour intersection volumes and analysis, alternative travel modes, and
special issues such as parking and truck routes.
1.1 Goals and Obiectives
The goals of the General Plan Update Baseline Data and Analyses work effort are
to present the existing traffic network, volumes, and evaluation, develop and
analyze future currently adopted General Plan baseline volume forecasts, compile
data for additional transportation systems, and present special issues.
1.2 Methodology Overview
This section provides a broad
overview of the NBTM 3.1
structure
and the
baseline data and analysis
methodology. Subsequent
sections
provide
additional detail regarding the forecasting methodology. The overall coverage
area of the NBTM 3.1 is depicted on Exhibit 1-A. The NBTM 3.1 coverage area
includes -the five county urbanized area which is included in the parent OCTAM 3.1
tool.
The basic model structure recommended in the subarea modeling guidelines is a
"focused" modeling approach. The concept of a focused model is to provide the
greatest level of detail within the primary analysis or study area, with the least detail
included in those parts of the model which are geographically distant from the
primary study area. This concept is further refined in the guidelines as a three tier
system.
1-2
EXHIBIT 1-A
NBTM OVERALL COVERAGE AREA
URBAN
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY Newport Beach Califomla-01232:016
Tier 1 is the least detailed component of the subarea model. The intent of the Tier '
1 level of definition is to provide the minimum amount of detail necessary to
accommodate regional (OCTAM 3.1) traffic as it enters the Tier 2 coverage area.
The Tier 1 level of detail is not intended to support detailed analysis within the Tier ,
1 area.
�I
The Tier 2 level of detail corresponds directly to the parent (OCTAM 3.1) model,
while Tier 3 (the primary study area) incorporates more detail than the parent
model. Exhibit 1-A also presents the limits of each tier or level of detail. While the
Tier 3 area incorporates additional detail surrounding the City of Newport Beach,
the City will be the primary study area for this work effort
The primary study area of the NBTM is shown on Exhibit 1-B. The primary study
area of the NBTM is generally bounded by the Brookhurst Street/Santa Ana River
on the west, Adams Avenue/Baker Street/Campus Drive/SR-73 on the north,
Crystal Cove State Park on the east, and the Pacific Ocean on the south. As
described previously, Tier 2 area level of detail and vehicle traffic forecasting
capability is equal to that of the parent OCTAM 3.1 travel demand forecasting tool.
The Tier 2 area is generally bounded by the northwest Orange County line, 1-5
Freeway, Fairhaven Avenue, Santiago Canyon Road, El Toro Road, Santa
Margarita Parkway, Trabuco Creek, and the Pacific Ocean.
The NBTM is highly dependent on the Orange County Transportation Analysis '
Model, Version 3.1 (OCTAM 3.1). Exhibit 1-C provides an overview of the NBTM 0
modeling process. The general modeling steps or processes are:
• Land use to socioeconomic data (SED) conversion
• Trip generation and mode choice
• Trip distribution
11 f
1-4 1
EXHIBIT 1-B
NEWPORT BEACH TRAFFIC MODEL (NBTM) PRIMARY STUDY AREA
I
N
0�
Ba�o4 a4 e<
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport
Beach, Califomia - 01232:D4D
URBAN
Subarea Trip
Generation
Existing Conditions
Model Data
EXHIBIT 1-C
NEWPORT BEACH TRAFFIC MODEL (NBTM)
OVERALL MODELING METHODOLOGY
Regional Trip Generation,
Mode Choice, and Trip
Distribution Models
Regional Vehicle
Trips (Drive alone,
HOVs, TOLLS)
Reevaluate
Regional Travel
Characteristics
Compress to
Tier 1&2 Zones
Are local trips
or network Yes
substantially different
from regional trips or
�— network?
M
P&A Gro
Expansion
Fratar/Matrix Expand
Time of Day/
P-A to O-D
Factoring
Refinements Count Data
Final Refined
Forecasts
Regional Highway
Network
Subarea Network
1-6
I
I
• Time of day factoring
• Traffic assignment
• Post -assignment data refinement processing.
NBTM relies on regional model estimates of trip generation, trip distribution, and
mode choice. The model structure accommodates changes in land
use/socioeconomic and network characteristics in the following manner:
Trip Generation - Trip generation estimates are based on socioeconomic
data driven trip generation rates. The primary study
area socioeconomic data is derived from the City of
Newport Beach land use within the City of Newport
Beach. The calculated trip generation .is then used to
adjust the regional trip generation results to match the
more detailed local NBTM trip generation estimate.
Trip Distribution - Trip distribution estimates are based on trip distribution
patterns estimated by the regional travel demand
model and incorporated into the subarea model. The
number of trips attributed to the primary study area in
the regional model are adjusted to match the project
trip generation using an analytical approach commonly
referred to as the Fratar model. This process
automatically adjusts the trip distribution patterns as
necessary.
Mode Choice - Mode choice is estimated by using regional model
mode share results, which are then incorporated
directly into the subarea model.
1-7
Traffic Assignment - Traffic is assigned' to the roadway system on the basis
of travel time and cost. Tolls are explicitly included in
the traffic assignment process using the procedures
obtained from the regional travel demand model.
Traffic is assigned separately for the AM, mid -day, PM,
and nighttime periods of the day, to allow for more
accurate representation of the effects of congestion on
the choice of travel routes by drivers.
Post Model Refinements -The goal of the 'future traffic volume forecast
refinement or post model refinement processing is to
utilize all available data to prepare the best possible
estimate of future traffic conditions. The NBTM
procedure incorporates 2002 traffic count data, 2002
model validation data (traffic estimates), and future
(raw) model forecasts (estimates) as inputs.
1.2.1 Traffic Analysis Zone (TAZ) Structure
The overall NBTM TAZ Structure is shown on Exhibit 1=D. The primary
study area (City of Newport Beach) TAZ structure is shown on Exhibit 1-E
and incorporates 194 TAZs for purposes of aggregating individual land
uses to a level of detail suitable for local area modeling. By contrast, the
OCTAM 3.1 TAZ system includes 69 TAZs for the same area. The
additional TAZ structure detail is intended to support accurate forecasting
of traffic on all arterial roadways (as well as study area freeways) within
the study area.
The NBTM 3.1 TAZs generally aggregate to the OCTAM 3.1 TAZs within the
primary modeling area. This is a requirement of the consistency guidelines.
The only exception/deviation was the Newport Coast area, where the
OCTAM TAZs do not correspond to approved circulation and development
HE
EXHIBIT 1-E
NBTM PRIMARY AREA TRAFFIC ANALYSIS ZONE (TAZ) STRUCTURE
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1 CITY OF NEWPORT BEACH \`
'�— (DRAFT) TRAFFIC ANALYSIS ZONES
DRAFTTAZAPR
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NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Calffomia-01232:44 u6�N
I m m m m m m m m m m >_ m m m m m m >. m
patterns. OCTA staff indicated that this would be acceptable at a
cooperative meeting held on May 22, 2002 at Urban Crossroads, Inc.
offices. Within the NBTM 3.1 secondary (Tier 2) analysis area, the NBTM
TAZs correspond to the OCTAM 3.1 TAZs on a one-to-one basis. Appendix
"A" contains a complete listing of the relationships between the NBTM TAZs,
the OCTAM 3.1 TAZs, and various other geographic areas such as
counties, Community Analysis Areas (CAAs) and Regional Statistical Areas
(RSAs). A second listing in Appendix "A" shows the relationship between
NBTM TAZs and NBTM Traffic Analysis Districts. Traffic Analysis Districts
group areas with similar characteristics for use in traffic source analysis,
Fratar Modeling (a trip generation/distribution adjustment process), and
occupancy adjustments. Traffic Analysis Districts are shown on Exhibit 1-F.
1.2.2 Land Use to Socioeconomic Data Conversion Process
The conversion of land use to SED is the first step in the NBTM modeling
process. Exhibit 1-G illustrates the overall land use to SED conversion
and trip generation process. The City of Newport Beach maintains land
use data that is used for many purposes, including providing input data to
the NBTM traffic forecasting process.
Recently adopted regional modeling consistency requirements necessitate
use of consistent input data that provides trip generation estimates that are
also consistent with the regional modeling tool. OCTA uses the following
variables as the input data for OCTAM 3.1:
(Total) Population
Household Population
Employed Residents
(Non -Institutionalized) Group Quarters Population
Occupied Single -Family Households
r
r
N
EXHIBIT 1-F
TRAFFIC ANALYSIS DISTRICTS
NEWPORr BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, CaPrfomfa.01232:TEMP2 URBAN
EXHIBIT 1-G
NEWPORT BEACH TRAFFIC MODEL (NBTM)
TRIP GENERATION PROCESS
NEWPORT BEACH
LAND USE DATA
CONVERT LAND USE
TO SOCIOECONOMIC
DATA (SED)
DAILY TRIP RATES
BY PURPOSE AND
PRODUCTIONS/
ATTRACTIONS
LAND USE I I SUPPLEMENTAL
BASED SED SED
ADD SED
GENERATE TRIPS 1�I OVERALL SED
FROM SED [�
DAILY TRIPS BY
PURPOSE FROM SED
ADD DAILY VEHICLEI _ 1 SPECIAL GENERATOR
TRIPS BY PURPOSE 1 ' DAILY VEHICLE TRIPS
PRIMARY STUDY AREA
LOCAL DAILY VEHICLE
TRIPS BY PURPOSE AND
PRODUCTIONS/ATTRACTIONS
LEGEND:
INPUT/OUTPUT DECISION TMODELING
DATA RULE PROCESS
0
IRBAP
1-13
• Occupied Multiple -Family Households (including all households
other than single family households)
• (Total Occupied ) Dwelling Units
• Retail Employment
• Service Employment
• Other Employment (Non -Service and Non -Retail)
Total Employment
• Median Household Income
• Elementary/High School Enrollment
• (Non -Resident or Commuter Student) University Enrollment
Many of these variables are self -descriptive. A brief explanation is provided
for those variables which are not self -descriptive.
Non -Institutionalized Group Quarters 'Population: Non -institutionalized
group quarters population refers to military personnel living in barracks and
students living in dormitories. It also includes similar populations, such as
seminaries, convents, orphan homes, agricultural workers living in
dormitories/barracks, homes for unwed mothers, and institutional staff (at
hospitals, prisons, etc.) who live on the premises where they work.
Retail Employment: The definition is consistent with the definition presented
in the documentation for the OCTAM 3.1 (OCTAM 3.1 Summary
Documentation and Validation Report, June 2001). Per this definition, all
employment falling into Standard Industrial Classification (SIC) codes 52 -
59 is considered retail employment. These codes include retail shops,
eating and drinking establishments (SIC 58), etc.
Service Employment: For the purposes of this modeling effort and
consistent with OCTAM 3.1, all employment failing into Standard Industrial
1-14
Classification (SIC) codes 70-89 is considered service employment.
Examples of service employment include hotels and other lodging, personal
services (dry cleaners, beauty salons, etc.), auto repair shops,
medical/dental offices, educational services (schools, libraries, etc.), and
social services.
Conversion factors for each of the land use codes maintained in the city
land use dataset have been developed by Urban Crossroads, Inc. staff.
Table 1-1 shows the SED conversion factors that were the result of this
calibration process. Initial factors were derived from previous modeling
efforts, then refined to provide socio-economic data that more closely
matches citywide summary data provided by City of Newport Beach staff,
and regionally accepted Orange County Projections (OCP-2000) data.
Occupancy factors and SED conversion factors have been differentiated
for the "Balboa" area, corresponding to District 3, 9, and 10 on Exhibit 1-F.
For instance, lower retail occupancy is experienced during the "shoulder"
seasons represented by the NBTM.
1.2.3 Trip Generation
Subarea models are now required to match (nearly exactly) regional trip
generation estimates derived from socioeconomic data (SED) at the
regional model traffic analysis zone (TAZ) level for base year and future
year consistency scenarios. It has long been recognized that there are
differences between land use and SED based trip generation approaches.
These differences have been addressed and reduced in recent years.
The approach taken for NBTM 3.1 is to convert land use to SED and
generate traffic that is fairly consistent with the regional trip generation
estimates (and controlled to the regional TAZ level totals for the
consistency scenarios). NBTM trip generation data is developed for the
following 7 trip purposes:
1-15
TABLE 1-1
LAND USE TO SOCIOECONOMIC DATA CONVERSION FACTORS
NBTM
LAND
USE
CODE
NBTM LAND USE
DESCRIPTION
UNITS
ACTIVITY
LEVEL
OCCUPANCY
RATE
SINGLE
FAMILY
DWELLING
UNITS
MULTI-
FAMILY
DWELLING
UNITS
GROUP
QUARTERS
POPULATION
POPU-
LATION
RESIDENT
WORKERS
RETAIL
EMPLOY-
MENT
SERVICE
EMPLOY-
MENT
OTHER
EMPLOY.
MENT
TOTAL
EMPLOY-
MENT
ELEMEN-
TARYMIGH
SCHOOL
STUDENTS
UNIVERSITY
STUDENTS
1
Res -Low (SFD}Balboa
DU
0.90
1
0
0
2.20
1:00
0.02
0.15
0.03
0.20
0
0
1
Res -Low (SFD)
DU
0.95
1
0
0
2.50
1.60
0.02
0.15
0.03
0.20
0
0
2
Res -Medium (SFA)-Balboa
DU
0.90
0
1
0
2.10
0.90
0.00
0.02
0.01
0.03
0
0
2
Res -Medium (SFA)
DU
0.95
0
1
0
2AO
1.50
0.00
0.02
0.01
0.03
0
0
3
Apartment -Balboa
DU
0.90
0
1
0
1.70
0.80
0.00
0.02
0.01
0.03
0
0
3
Apartment
DU
0.95
0
1
0
1.70
1.30
0.00
0.02
0.01
0.03
0
0
4
Elderly Residential
DU
1.00
0
1
0
1A0
0.25
0.00
0.00
0.00
0.00
0
0
5
Mobile Home -Balboa
DU
0.90
0
1
0
1.70
0.60
0.00
0.00
0.00
0.00
0
0
5
Mobile Home
DU
0.95
0
1
0
2.20
1.00
0.00
0.00
0.00
0.00
0
0
6
Motel
ROOM
0.90
0
0
0
0.00
0.00
0.10
1.00
0.20
1.3D
0
0
7
Hotel
ROOM
0.90
0
0
0
0.00
0.00
0.10
1.20
0.50
1.80
0
0
9
Regional Commercial
TSF
0.80
0
0
0
0.00
0.00
1.30
0.34
0.44
2.08
0
0
10
General Commercial
TSF
0.90
0
0
0
0.00
0.00
2.00
0.20
0.20
2.40
0
0
11
CommlRecreation
ACRE
1.00
0
0
0
0.00
0.00
1.00
4.00
0.00
5.0D
0
0
13
Restaurant
TSF
0.90
0
0
0
0.00
0.00
2.70
0.00
0.50
320
0
0
15
Fast Food Restaurant
TSF
0.90
0
0
0
0.00
0.00
3.30
0.00
0.70
4.00
0
0
16
Auto Dealer/Sales
TSF
1.00
0
0
0
0.00
0.00
1.50
0.30
1.00
2.80
0
0
17
Yacht Club
TSF
1.00
0
0
0
0.00
0.00
0.60
2.50
0.00
3.10
0
0
18
Health Club
TSF
1.00
0
0
0
0.00
0.00
0.60
2.50
0.00
3.10
0
0
19
Tennis Club
CRT
1.00
0
0
0
0.00
0.00
1.00
0.00
1.70
2.70
0
0
20
Marine
SLIP
1.00
0
0
0
0.00
0.00
0.10
0.00
0.12
0.22
0
0
21
Theater
SEAT
1.00
0
0
0
0.00
0.00
0.01
0.02
0.02
0.05
0
0
22
Newport Dunes
ACRE
1:00
0
0
0
0.00
0.00
0.90
0.26
0.25
1.35
0
0
23
General Office
TSF
0.90
0
0
0
0.00
0.00
0.13
0.50
2.73
3.36
0
0
24
Medical Office
TSF
0.90
0
0
0
0.00
0.00
0.30
2.50
1.00
3.8D
0
0
25
R & D
TSF
0.90
0
0
0
0.00
0.00
0.00
0.90
1.50
1
2.40
0
0
26
lindustrial
_-TSFJ
0.90
0
0
0
0.00
0.00
0.00
0.00
2.20
2.20
0
0
M
M M M
M = M M M
TABLE 1-1 (CONTINUED)
LAND USE TO SOCIOECONOMIC DATA CONVERSION FACTORS
NBTM
LAND
USE
CODE
NBTM LAND USE
DESCRIPTION
UNITS
ACTIVITY
LEVEL/
OCCUPANCY
RATE
SINGLE
FAMILY
DWELLING
UNITS
MULTI-
FAMILY
DWELLING
UNITS
GROUP
QUARTERS
POPULATION
POPU-
LATION
RESIDENT
WORKERS
RETAIL
EMPLOY-
MENT
SERVICE
EMPLOY-
MENT
OTHER
EMPLOY-
MENT
TOTAL
EMPLOY-
MENT
ELEMEN-
TARY/HIGH
SCHOOL
STUDENTS
UNIVERSITY
STUDENTS
27
Mini-Storage/Warehouse
TSF
0.90
0
0
0
0.00
0.00
0.00
0.10
1.70
1.80
0
0
28
Pre-School/DayCare
TSF
1.00
0
0
0
0.00
0.00
0.00
7.00
0.00
7.00
0
0
29
Elementary/Private School
STU
1.00
0
0
0
0.00
0.00
0.00
0.00
0.15
0.15
1
0
30
Junior/High School
STU
1.00
0
0
0
0.00
0.00
0.00
0.00
0.15
0.15
1
0
31
Cultural/Learning Center
TSF
1.00
0
0
0
0.00
0.00
0.00
3.00
1.00
4.00
0
0
32
Library
TSF
1.00
0
0
0
0.00
0.00
0.00
3.00
1.00
4.00
0
0
33
Post Office
TSF
1.00
0
0
0
0.00
0.00
0.10
4.05
1.00
5.15
0
0
34
Hospital
BEDS
1.00
0
0
0
0.00
0.00
0.00
1A0
2.80
4.20
0
0
35
Nursing/Conv. Home
BEDS
1.00
0
0
1
1.00
0.00
0.00
0.30
0.10
OAO
0
0
36
Church
TSF
1.00
0
0
0
0.00
0.00
0.00
0.80
1.00
1.80
0
0
37
Youth Ctr/Service
TSF
1.00
0
0
0
0.00
0.00
0.00
7.00
0.00
7.00
0
0
38
Park
ACRE
1.00
0
0
0
0.00
0.00
0.00
0.60
0.00
0.60
0
0
39
Regional Park
ACRE
1.00
0
0
0
0.00
0.00
0.00
0.60
0.00
0.60
0
0
40
Golf Course
ACRE
1.00
0
0
0
0.00
0.00
0.10
0.60
0.00
0.70
0
0
41
Resort Golf Course
ACRE
1.00
0
0
0
0.00
0.00
0.10
0.60
OAO
0.70
0
0
U:1UcJobs1012321Exceh[01232-02.xls]T 1-1
• Home -Work
• Home -Shop
• Home -Other
• Home-Elementary/High School
• Home -University
• Other -Other
• Other -Work
Examples of types of trips that fall into the "Other" category include social or
entertainment related trips and recreational trips. These purposes are
aggregated to the 5 regional model trip purposes available following mode
choice:
• Home-Work/University
Home-Elementary/High School
Home -Other
• Other -Work
• Other -Other
Trip generation rates by socioeconomic data variable have been
calibrated to provide validated city-wide traffic volumes. Initial rates were
found in previous recent studies. Rates were then adjusted to reflect the
unique characteristics of the City of Newport Beach. Production and
attraction based trip generation rates are shown on Table 1-2. Please
note that multi -family residential units do generate'Home-Work attractions
to account for relatively transient employment related to these uses.
Subsequent steps convert production -attraction based trip ends into linked
trips, then, via the time of day factoring process, into origin -destination trip
tables.
The number of trips generated by a typical dwelling unit (single-family
detached, single-family attached, or apartment) is a function of the
1-18
M M M M M M M M
TABLE 1-2
NBTM SOCIOECONOMIC DATA (SED) BASED TRIP RATES
VARIABLES
Single
Family
Residential
Will Family
Residential
Population
Employed
Residents
Income
Retail
Employment
Service
Employment
Other
Employment
EI./HS
Enrollment
University
Coll.
Enroll.
UNITS
DU
DU
POP
E-R
$MIL
EMP
EMP
EMP
Stu
Stu
PRODUCTION TRIP RATES
H-W
0
0
0
1.15
0
0
0
0
0
0
O-W
0
0
0
0
0
1.6
0.7
0.54
0
0
H-O
1
0.6
0.2
0
11
0
0
0
0
0
H-Shop0.8
0.4
0.1
0
10
0
0
0
0
0
O-O
0.4
0.4
0
0
2
4.5
0.6
0.24
0
0.2
H-U
0
01
0.04
0
01
0
0
0
0
0
H-Sch
0
01
0.14
0
01
0
0
0
0
0
ATTRACTION TRIP RATES
H-W
0.1
0.1
0
0
0
1.15
1.15
1.15
0
0
O-W
0.2
0.2
0
0
0
1.6
0.6
0.54
0
0.2
H-O
0.4
0.3
0
0
1
2
0.5
0.1
0
0
H-Shop0
0
0
0
0
5.2
01
0
0
0
O-O
0.4
0.4
0
0
2
4.5
0.61
0.2
0
0.2
H-U
0
0
0
0
0
0
01
0
0
0.91
H-Sch
0
0
0
01
0
0
01
0.88
0
DAILY
3.31
2.4
..0.481
1.151
261
20.55
4.151
2.77
0.88
1.51
dwelling unit population, the number of resident employed workers,
employees (e.g. self-employed), income, and employees. Table 1-3
presents example calculations for single-family detached dwelling units,
single-family attached dwelling units, and apartments and illustrate the
similarity to the land use based trip generation rates used in the previous
version of NBTAM. Although the overall number of trips generated by
NBTM 3.1 do not exactly match ITE land use (driveway level) trip
generation, the overall differential is relatively small. The differences are
generally greatest for non-residential land use categories that are often
part of a larger shopping center and/or are frequented by a relatively high
percentage of pass -by trips (e.g., banks, gas %ations, fast food
restaurants, etc.) it may be appropriate to modify the traffic study
guidelines to provide for a separate local access analysis to ensure that
site access driveways are adequate to serve the projected traffic volumes.
The (separate) local access analysis could then be based on ITE trip
rates.
Fratar factors are calculated within the City of Newport Beach to adjust the
regional trip tables to match trip generation. There is a buffer area around
the City in which trip generation is also adjusted in the Fratar process.
This trip generation adjustment area is shown on Exhibit 1-H.
1.2.4 Trip Distribution
Exhibit 1-1 illustrates the NBTM trip distribution process. Separate
procedures are employed for consistent scenarios and for scenarios
where the local model deviates from the subregionai model inputs and
assumptions. Trip distribution is required to match the regional model to
within 10% at the Community Analysis Area (CAA) level for consistent
scenarios. The NBTM structure is based directly on the regional trip
1-20
TABLE 1.3
TYPICAL NBTM 3.1 RESIDENTIAL TRIP GENERATION EXAMPLES
ig Units
Won
yed Residents
Employment
e Employment
Employment
e (Median Annual)
Wing Units
ulation
Toyed Residents
rice Employment
er Employment
ime (Median Annual)
'AL
MFDU (CODE = 220
MFDU (CODE = 230
Units Quantity
DUs
1
POP
2.5
E-R
1.6
RE
0.02
SE
0.15
OE
0.03
$MIL
0.12
Units Quantity
DUs
1
POP
1.7
E-R
1.3
SE
0.02
OE
0.01
$MIL
0.08
U:\UcJobs\01232\Excel�(01232-02.)is)T 1-3
NI I DAILY
Daily Trip
Rate
3.3
0.48
1.15
20.55
4.15
2.77
26
Daily Trip
Rate
2.4
0.48
1.15
4.15
2.77
26
F11j
Daily
Tdps
3.3
1.2
1.84
0.411
3.
Daily
Tdps
r
N
N
LEGEND:
=TRIP GENERATION ADJUSTMENT AREA BOUNDARY
= OCTAM TAZ BOUNDARY
EXHIBIT 1-H
TRIP GENERATION ADJUSTMENT AREA
EXHIBIT 1-1
NEWPORT BEACH TRAFFIC MODEL (NBTM)
TABLES BY PURPOSE
AND VEHICLE OCCUPANCY
IONAL
AGGREGATE PRIMARY
STUDY AREA TRIPS TO
FRATAR DISTRICTS
TRIP DISTRIBUTION PROCESS
DISTANT
PARTS OF,
TRIP TABLES
FRATAR DISTRICT PRIMARY STUDY
INTERMEDIATE AREA LOCAL DAILY
REGIONAL TRIP TABLES VEHICLE TRIP BY
I j PURPOSE AND
FACTORS - LOCAL
TRIPS/ REGIONAL
TRIPS
CALCULATE
AGGREGATI
FACTORS
FRATAR FACTORS
APPLY FRATAR POST-FRATAR
TRIP GENERATION/ INTERMEDIATE
DISTRIBUTION PROCEDURE REGIONAL TRIP TABLES
LEGEND:
INPUT/OUTPUT DECISION MODELING
DATA RULE PROCESS
TIER 1/2
INTERMEDIATE
REGIONAL TRIP TABLES
TRIPS)
OCTAM TAZ OR FRATAR
DISTRICT DISAGGREGATION
FACTORS
DISAGGREGATE
TRIP TABLES
TO NBTM TAZS
BY PURPOSE (IN
PRODUCTION/
ATTRACTION FORMAT)
PLAN UPDATE TRAFFIC STUDY, Newport Be
1-23
distribution. The regional trip tables are disaggregated directly from the
regional tool for those model scenarios required to demonstrate
consistency. Alternative model scenarios are then developed from the
consistent scenarios through a factoring process (the Fratar Model) that
reflects changes in trip generation by TAZ. This approach results in
substantial dependence on the regional model. For large changes in
study ,area land use, it may be necessary to return to the regional model
(OCTAM 3.1) and reevaluate regional changes in trip generation, trip
distribution, and mode choice.
1.2.5 Mode Choice
Most mode choice (e.g., transit, etc.) issues are regional in nature,
superseding cities' boundaries. For this reason, the NBTM approach is to
acknowledge the role of mode choice through data obtained from the
regional mode choice model. This data may be used directly for minor
adjustments to account for future system refinements. It is necessary to
return to the regional model for evaluation of major transit system
changes. Adjustments to the NBTM- are then reflected in terms of zonal
vehicle trip generation adjustments. Regional mode choice survey data
directly relevant to Newport Beach is presented to facilitate such minor
adjustments.
1.2.6 Time of Day Factoring
The NBTM 3.1 time of day factors are summarized on Table 1-4. These
factors have been derived from the regional model time of day factoring
procedures and modified to reflect local knowledge.
1-24
TABLE 1-4
NBTM TIME OF DAY FACTORS
TIME PERIOD
DIRECTION
WORK
OTHER
SCHOOL
OTHER
OTHER
AM PEAK
(7:00 AM -10:00 AM)
P-A
0.5093
0.2848
0.5567
0.0442
0.1046
A-P
0.0301
0.0686
0.0376
0.3245
0.1098
PM' PEAK
(2:45 PM - 6:45 PM)
P-A
0.0792
0.2320
0.1581
0.5290
0.3766
A-P
0.3814
OA146
0.2476
0.1023
OA090
PEAK TOTAL
1.0000
1.0000
1.0000
1.0000
1.0000
MID DAY
(10:00 AM - 2:45 PM)
P-A 1
0.2493
0.3030
0.2651
0.4404
0.3862
A-P
0.2043
0.2376
0.4073
0.4354
0.4231
NIGHT TIME
(6:45 PM - 7:00 AM)
P-A
0.2835
0.1310
0.0235
0.0679
0.0910
A-P
0.2629
0.3284
0.3041
0.0563
0.0997
OFF-PEAK TOTAL
1.0000
1.0000
1.00001
1.0000
1.0000
U:\UcJobs\01232\Ex
�I
1.2.7 Roadway Network Representation
The NBTM 3.1 network processing procedure replicates the OCTAM 3.1
coding conventions within the study area. The highway network is
represented by roadway links. Table 1-5 summarizes the attributes that
must be coded explicitly for each roadway link in the NBTM networks. The
different types of facilities included in NBTM are shown in Table 1-6,
including descriptions of their physical and usage characteristics. The link
classification code Is used to further describe the characteristics of a
roadway. Roadways with the same basic cross-section (number of through
lanes and median treatment) exhibit substantial differences in free flow
speed and capacity. Factors that can influence roadway speeds and
capacities include the number of mid -block access points, signalized
intersections per mile, posted speed limit, mid -block traffic control devices
such as stop signs, etc.
The use code is intended for further use in future versions of the OCTAM
subregional travel demand model. Table 1-7 defines the use codes that are
included in the NBTM network definition. These codes have been included
to facilitate future model updates corresponding to the updated subregionai
model (future OCTAM versions). They are also used in conjunction with the
facility type and area type codes to determine the speeds and capacities for
freeway ramps and freeway to freeway connectors (these two distinct types
of facilities share the same facility type code).
They are also used in conjunction with the facility type and link classification
codes to determine the- speeds and capacities for freeway ramps and
freeway to freeway connectors (these two distincttypes of facilities share the
same facility type code).
1-26
TABLE 1-5
NBTM LINK ATTRIBUTES'
TRANPLAN
FIELD NAME
NBTM USAGE DESCRIPTION
ANODE
Identifies the "from" node of the link
BNODE
Identifies the "to" node of the link
Assignment Group Code
Identifies the facility characteristics (i.e., freeway, ramp,
divided, undivided, etc.)(See Table 2-6).
Link Distance
Defines length of the link in miles
Link Group 1
Two digit number = xy; x = Link classification code and y
= use code (See Table 2-7).
Link Group 2
Two digit number = xy; x = corridor capacity augment
code and y = number of lanes
Link Group 3
Used in conjunction with various post -processing utilities
only
Use of TRANPLAN fields is idential to OCTAM, except the tens column of
Link Group 2 field (corridor capacity augment code).
U:\UcJobs\01232\Excel\[01232-02.xls]T 1-5
1
1-27
TABLE 1-6
NBTM ROADWAY LINK FACILITY TYPE CODES'
CODE
FACILITY CLASS
CHARACTERISTICS
0
IT011
Pay for use facilities
1
I Freeway
Limited Access
2
6 + Lane Divided
6 + Primarily serves, through traffic with
limited local access
3
2-5 Lane Divided
4 lane (or less) divided serves mostly
through traffic with some local access
allowed
4
3 + Lane Undivided
Serves through and local traffic
5
2 Lane Undivided
Serves mostly local traffic
6
Smart Street
6-6 lane divided, with possible signal
coordination, intersection capacity
improvements and/or grade separation
7
High Occupancy Vehicle (HOV)
Limited Access - Use by Carpools Only
8
Fwy-to-Fwy Connector or Fwy
Ramp
Interface between freeways and,other
freeways or roadways
lZonalAccess
9
Centrold Connector
All codes are identical to OCTAM codes.
U:1UcJobs1012321Excell[01232-02.xis]T 1-6
1-28
TABLE 1-7
NBTM USE CODES'
r
USE CODE
DESCRIPTION
2
Mixed Flow Freeway, Toll Road
3
HOV 2+
4
Surface Street/Centroid Connector
5
Ramp Meter
7
HOV 3+
8
Ramps
9
F - Fwy Interchange
All codes are identical to OCTAM codes.
U:\UcJobs\01232\Excel\[01232-02.xis]T 1-7
1-29
7
The corridor capacity augment code is used to provide additional capacity
for the roadways retained within the Tier 1 model coverage area. A code of '
1 results in a 200% capacity increase, while a code of 2 results in a 75% '
capacity increase. The number of lane code describes the number of travel
lanes (one-way) available on each roadway link. The number of lanes '
directly affects roadway capacity in the NBTM tool.
The traffic assignment procedure is dependent upon the characteristics of '
the roadway system that affect travel speeds and roadway capacities. '
The roadway characteristics that are of interest include the facility type,
the number of lanes, and the link classification variable. Table 1-8 and '
Table 1-9 summarizes the roadway link speed and capacity
characteristics, respectively. '
1.2.8 Traffic Assignment ,
The OCTAM 3.1 subregional model incorporates four time periods. The ,
NBTM traffic assignment procedure therefore also utilizes four time
periods per regional model procedure, with conversion to AM and PM
peak hour volumes directly from the AM and PM peak periods,
respectively. Conversion factors using local traffic count data have'been
evaluated in the course of this work effort. The conversion factors specific '
to Newport Beach have been calculated in the model process and are
presented with the count data. 1
The assignment procedure uses the estimated traffic volumes, along with
the free flow speeds and roadway capacities, to determine operating
speeds during each time period. An iterative process is employed that '
seeks to balance the traffic among all available travel paths between any
1-30 1
w
i
mm mm
m m m
m
I'
w
TABLE 1-8
NBTM ROADWAY LINK SPEED ASSUMPTIONS
FACILITY CLASS
FACILITY
CODE
USE
CODE
LINK CLASSIFICATION CODE
1
2
3
4
5
6
7
8
9
Toll
0
2
65
70
_ 75
N/A
NIA
NIA
N/A
N/A
N/
Freeway
1
2
65
70
75
N/A
N/A
N/A
N/A
N/A
N/
6 + Lane Divided
2
4
20
25
30
35
40
45
50
55
60
Prima 2-5 Lane Divided
3
4
20
25
30
35
40
45
50
55
60
Seconds 3 + Lane Undivided
4
4
20
25
30
35
40
45
50
55
60
2 Lane Undivided
5
4
20
25
30
35
40
45
50
55
60
Smart Street
6
4
20
25
30
35
40
45
_ 50
55
60
High Occupancy Vehicle HOV
71
3
65
70
75
N/A
N/A
NIA
N/A
N/Al
NIA
F Ram
8
8
30
_ N/A
N/A
N/A
N/A
N/A
N/A
N/A
N!A
F -to-F Connector
8
9
45
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/
Centroid Connector
91
4
30
N/A
N/A
N/A
N/A
NIA
N/A
N/A
NIA
U:\UcJobs\01232\Excel\[01232-02.xis]T 1-8
TABLE 1-9
NBTM ROADWAY LINK CAPACITY ASSUMPTIONS
FACILITY CLASS
FACILITY
CODE
USE
CODE "
LINK CLASSIFICATION CODE
1 2 3 4
5 6
7 8 9
CAPACITY
PER"LANE PER -HOUR
Toll
0
2
_ 1,950
1,950
1,950
hiag
NIA
N/A
N/A
WA
N/A
Freeway
1
2
1,950
1,950
1,950
NIA
N/A
N/A
_ N/A
NIA
NIA
6+Lane Divided
2
4
1,000
1,000
1,000
1,000
1,000
1,000
1,000
1,000
1,000
Prima 2-5-Lane Divided
3
4
850
850
_ 850
850
850
850
850
850
850
Seconds 3 + Lane Undivided
4
4
750
750
750
750
750
750
750
750
750
2 Lane Undivided
5
4
650
650
650
650
650
650
650
650
650
Smart Street
6
4
1,200
1,200
1,200
1,200
-1,200
1,200
1,200
1,200
1,200
High Occupancy Vehicle HOV
7
3
1,950
1,950
1,950
NIA
N/A
N/Al
N/A
N/Al
NI
Fwy Ramp
9
8
600
NIA
N/A
N/A
N/A
N/A
I NIA
N/A
N/
F -to-F Connector
8
1,600
N/A
N/A
WA
NIA
N/A
N/A
N/Al
NIA
Centroid Connector
91
4r
ol
N/A
N/A
N/A
N/A
N/A
WA
N/Al
NIA
U:\UcJobs1012321Excell[01232-02.xis]T 1-9
m r
u
m m � m
m
m� m m m m m
two origin -destination points. Exhibit W summarizes the NBTM roadway
link volume/capacity ratio to travel speed relationships that are used
during the assignment process to determine the shortest path between
each origin -destination pair. The NBTM assignment procedure also
incorporates static turn movement impedances, particularly for left turn
movements, which are generally calibrated during the model development
process (impedances may vary by future horizon year/AM or PM peak
period). Turn prohibitors are also utilized to ensure the appropriate use of
freeway ramps and enforcement of other turn prohibitions (e.g., right turn
only intersections where left turns are prohibited/impossible due to center
median, etc.).
The general model parameters (e.g. coding procedures, time of day
origin/destination factors, and traffic assignment procedures) were initially
derived directly from the OCTAM model. Most of these parameters remain
unchanged. Time of day factors have been modified to produce better traffic
volume forecasts.
1.3 Data and Analysis Methodology
The City of Newport Beach has a circulation system consisting of arterial roadways
and local streets. State Route (SR-) 55, SR-73 and Highway 1 (Coast Highway)
provide regional access to the City. Established transit service also connects the
City to nearby communities. A trail system is also in place.
For vehicular transportation, a hierarchal roadway network is established with
designated roadway types and design standards. The roadway type is linked to
anticipated traffic levels. As growth within the City occurs, capacity analysis should
be performed and improvements made to the roadway system. Because local
circulation is linked with the regional system, the Circulation Element also focuses
1-33
100%
90%
80%
70%
0 60%
w
W
IL 50%
0 40%
LL
W 30%
cc
LL
LL 20%
O
10%
EXHIBIT 1-J
NBTM TRAFFIC ASSIGNMENT ALGORITHM VOLUME/
CAPACITY RATIO TO TRAVEL SPEED RELATIONSHIPS
1■11
1■11�1�
1
HIII
I�I101gl
1
0 0.5 1.0 1.5 2.0 2.b y 8.0
VOLUME/CAPACITY RATIO
LEGEND:
........ EXPANDABLE ARTERIAL
BUILT -OUT ARTERIAL
�••�•+� FREEWAY
1-34
' on participation in regional programs to alleviate traffic congestion and construct
' capacity improvements.
Plans prepared by Caltrans, the County and other regional agencies guide
developmentlimprovement of the regional transportation system. Strategies to
' handle anticipated traffic levels from future regional development are currently
being developed as discussed hereafter.
Existing conditions data has been collected by field verification. Analysts have
identified existing roadway network characteristics, and vehicles have been
counted at locations throughout the study area. Existing conditions land use data
has been provided by City of Newport Beach staff. The existing land use data is
combined with the existing roadway system in the Newport Beach Traffic Model
(NBTM) development validation scenario.
' Future land use and roadway data has been provided by City of Newport Beach
' staff. Raw forecasts from the General Plan Buildout scenario of the NBTM have
been refined using existing count data and validation model results.
Dail roadway segment analysis (including freeways) requires calculating the daily
Y Y 9 Y (� 9 Y) q 9 Y
traffic volume divided by the roadway segment capacity. The City of Newport
Beach daily roadway capacities used in this analysis are presented in Table 1-10.
' For analysis purposes, the upper end of the approximate daily capacity range has
' been used.
The daily capacity of a roadway correlates to a number of widely varying factors,
including traffic peaking characteristics, traffic turning volumes, and the volume of
traffic on crossing streets. The daily capacities are therefore most appropriately
' used for long range General Plan analysis, or as a screening tool to determine the
' need for more detailed peak hour analysis.
1-35
TABLE 1-10
ROADWAY SEGMENT CAPACITIES
CLASSIFICATION
RIGHT-OF-WAY
CURB TO CURB
WIDTH
# OF LANES
MEDIAN WIDTH
APPROXIMATE
DAILY CAPACITY
6 Lane Divided
158
Variable
8
14-18
60.6B4O00
MaorAu mented
Variable
Variable
6-8
Variable
52-58,000
Major
128-134
106.114
6
14-18
45-51,000
Prima Au mented
Variable
Variable
4-6
Variable
35-40,000
Prima
'104-108
84
4
16-20
30-34,000
Seconda
84
64
4
0
20 23 000
Commuter
60-70
40-50
2
0
7-10,000
Couplets:
Secondary couplet - 2 lanes for each leg
Primary couplet - 3 lanes for each leg
Major couplet- 4 lanes for each leg
U9UeJobs%01232TXce*1232-02YISITI.10
1-36
I
'
has been
Intersection Capacity Utilization (ICU) analysis performed at sixty-three
(63) study area intersections. ICU values are used to determine levels of service at
study area intersection analysis locations.
'
Public transportation and alternative modes of travel, such as bicycling, walking, air,
'
and marine are an important component of a comprehensive circulation system.
Public and alternative modes of transportation offer an alternative to the use of
'
automobiles and help reduce air pollution and road congestion. To promote the
increased usage of these modes of transportation, adequate facilities must be
provided.
1
1
1
1-37
THIS PAGE INTENTIONALLY LEFT BLANK
1-38
2 0 EXISTING CONDITIONS
Existing conditions data and analysis is important to provide a benchmark for
comparison of future conditions forecasts. Existing data has been provided by City of
Newport Beach staff and collected by Urban Crossroads, Inc..
2.1 2001/2002 Land Use Data
Land use data within the primary study area is a key input to the modeling process.
The initial land use data was provided to Urban Crossroads, Inc. staff by the City of
Newport Beach. Table 2-1 summarizes the overall 2002 land uses for the City of
Newport Beach. Appendix "B" of this report includes a series of reports
documenting the explicit land use data included in NBTM 3.1 for 2002 conditions.
The first set of reports in Appendix "B" summarizes the City of Newport Beach
land use (provided by City of Newport Beach staff) by NBTM traffic analysis zone
(TAZ). The same data are presented again at increasing levels of aggregation,
including aggregation to OCTAM TAZs and for the overall City.
2.2 2002 Socioeconomic Data
SED that has been converted from land use is summarized in Table 2-2. A
comparison of SED for the City (as provided by the model) to data received from
City staff is shown in Table 2-3. The difference in dwelling unit totals (-6.5%) is
attributable directly to a basic difference in the definition of dwelling units. The
data provided by the City of Newport Beach includes all dwelling units, while the
NBTM (and regional socioeconomic projections) only utilize occupied dwelling
units. The population variable matches very closely, as there is no difference in
the variable definition. The NBTM employment total closely matches the value
provided by Applied Development Economics (ADE). Appendix "C" contains a
discussion of employment in Newport Beach prepared by ADE.
Table 2-4 compares the NBTM SED to OCP-2000 existing data by Traffic
Analysis District. Table 2-4 includes all of Newport'Beach (including recently
annexed areas), as well as small parts of adjacent cities (particularly the City of
2-1
TABLE 2-1
1
CITY OF NEWPORT BEACH 2O02 LAND USE SUMMARY'
NBTMCODEZ
DESCRIPTION,
QUANTITY
UNITS3
1
Low Density Residential
14,841
DU
2
Medium Density Residential
12,939
DU
3
Apartmerit
7,622
DU
4
ElderlyResidential
348
DU
5
Mobile Home
894
DU
TOTAL DWELLING
UNITS
36,644
DU
6
Motel
- 210
ROOM
7
Hotel
2,745
ROOM
9
Regional Commercial
1,259,000
TSF
10
General Commercial
2,926.160
TSF
11
Commercial(Recreation
5.100
ACRE
13
Restaurant
640.520
TSF
15
Fast Food Restaurant
78.031
TSF
16
Auto Dealer/Sales
288.320
TSF
17
Yacht Club
64.580
TSF
18
Health Club
63,500
TSF
19
Tennis Club
60
CRT
20
Marina
1,055
SLIP
21
Theater
5,489
SEAT
22
Newport Dunes
64.00
ACRE
23
General Office
10,900.190
TSF
24
AledicalOffice
761.459
1 TSF
25
lResearch & DeVelo m t
327.409
TSF
26
Industrial
1,042.070
TSF
27
Mini-Storage/Warehouse
199.750
TSF
28
Pre-schqpl/Day Care
55.820
TSF
29
Elementary/Private School
4.399
STU
30
Junior/High School
4,765
STU
31
Cultural/Leamin Center
0 35.000
TSF
32
Libra
78.840
TSF
33
Pnst Office
53.700
TSF
34
Hospital
351
BED
35
Nursing/Cony. Home
661
BEDS
36
Church
377.760
TSF
37
Y uth Ctr./Service
149.560
TSF
38
Park
113.970
ACRE
40
Golf Course
305.330
1 ACRE
1 Excludes Newport Cosst and other recently annexed areas.
2 Uses 8,12,.and 14 are part of the old NBTAM model structure and are
not currently utilized in the City land use datasets.
3 Units Abbreviations:
DU = Dwelling Units
TSF = Thousand Square Feet
CRT = Court
STU = Students
U:1UcJobs1012321EXcel1[01232-02.xis]T 2-1
2-2
1
11
I
TABLE 2-2
CITY OF NEWPORT BEACH' LAND USE BASED 2002
SOCIOECONOMIC DATA SUMMARY
VARIABLE
QUANTITY
Occupied Single Family Dwelling Units
13,842
Occupied Multi -Family Dwelling Units
20,409
TOTAL OCCUPIED DWELLING UNITS
34,251
Group Quarters Population
661
Po ulation
75,817
Em to ed Residents
44,379
Retail Employee
11,211
Service Employees
17,150
Other Employees
37,077
TOTAL EMPLOYMENT
65,438
Elem/Hi h School Students
9,164
' Includes data converted from land use only. Excludes Newport Coast and
recent annexation areas.
U:\UoJobs\01232\Excel\[01232-02.xls]T 2-2
2-3
TABLE 2-3
COMPARISON OF EXISTING CITY AND EXISTING MODEL SOCIO-ECONOMIC DATA
PKuvluhu by
CITY OF
NEWPORT
DERIVED IN
PERCENT
CATEGORY
BEACH/AED
MODEL
DIFFERENCE
DIFFERENCE
TOTAL DWELLING UNITS
36,644
34,251
-2;393
6.5
TOTAL POPULATION
75,662
75.817
155
1
0.2
TOTAL EMPLOYMENT
65.337
65,438
101
0.2
1 Assumes Occupancy Factors described in Table 2-2
U:1UcJobs1012321Excell[01232-02.xIs)T 2-3
2-4
m m m m m m
m m
i0:1.*Lv1
SOCIO-ECONOMIC DATA COMPARISON OF INITIAL NEWPORT BEACH (2002) AND
OCP-2000 (2000) DATA
TRAFFIC ANALYSIS -DISTRICT
TYPE
OCCUPIED
SINGLE
FAMILY
DWELLING
UNITS
OCCUPIED
MULTI-
FAMILY
DWELLING
UNITS
TOTAL
OCCUPIED
DWELLING
UNITS
GROUP
QUARTERS
POP.
POP.
EMPLOYED
RESIDENTS
RETAIL
EMP.
SERVICE
EMP.
OTHER
EMP.
TOTAL
EMP.
ELEWHIGH
SCHOOL
STUDENTS
1-Banning Ranch/W.Newport
OCP
1946
_ 4493
6439
232
16121
10004
798
1992
6784
9574
1278
1-Banning Ranch/W.Newport
NB
1871
4757
6628
339
16468
9990
715
1408
5775
7898
1540
1-Banning Ranch[W. Newport
Diff
-75
264
189
107
347
-14
-83
-584
-1009
4676
262
2-Mariner's Mile/Newport Heights
OCP
2075
2041
4116
108
10122
5691
2818
7117
3196
13131
2914
2-Mariner's Mile/Newport Heights
NB
2016
2120
4136
465
10237
6119
2422
2787
3754
8963
3228
2-Mariner's Mile/Newport Heights
Diff
-59
79
20
357
115
428
-396
-4330
558
-4168
314
3-Newport Say
OCP
1092
1258
2350
51
5521
3291
1789
849
1687
4325
0
3-Newport Bay _
NB
1119
1317
2436
0
5124
2233
1414
573
1227
3214
0
3-Newport Bay
Diff
27
59
86
_-51
-397
-1058
-375
-276
-460
-1111
0
4-A:irport Area
OCP
1
0
1
0
1
1
1789
10546
7149
19484
0
4-Airport Area
NB
0
0
0
0
0
0
2052
4137
15025
21214
0
4-Airport Area
Diff
-1
0
-1
0
-1
-1
263
-6409
7876
1730
0
5-Bayview
OCP
546
127
673
15
1647
989
131
942
1263
2336
20
5-Bayview
NB
516
172
688
10
1690
1080
313
893
2466
3672
20
5•Bayview
Diff
-30
45
1s
-5
431
91
182
-49
1203
1336
0
6-Dover/Westcliff
OCP
2358
2010
4368
89
9654
5253
533
1075
1357
2965
_ 1901
6-Dover/Westcliff
NB
2409
2027
4436
14
9795
6509
354
941
1362
2657
1504
6-Dover/Westciiff
Diff
51
17
68
-75
141
1256
-179
-134
5
-308
-397
7-Eastbluff
OCP
962
2615
3577
67
7389
4179
150
422
499
1071
2231
7-Eastbluff
NB
437
2230
2667
0
5506
3776
159
448
501
1108
2415
7-Eastbluff
Diff
-525
-385
-910
-67
-1883
-403
9
26
2
37
184
B-Newport Center
OCP
350
1428
1778
133
3269
1835
3647
6322
5591
_ 15560
0
B-Newport Center
NB
251
1543
1794
0
4173
2548
2637
4764
9694
17095
0
8-Newport Center
Diff
-99
115
i6
-133
904
713
1010
-1558
4103
1535
0
TABLE 2-4 (CONTINUED)
SOCIO-ECONOMIC DATA COMPARISON OF INITIAL NEWPORT BEACH (2002) AND
OCP-2000 (2000) DATA
TRAFFIC ANALYSIS DISTRICT
TYPE
OCCUPIED
SINGLE
FAMILY
DWELLING
UNITS
OCCUPIED
MULTI-
FAMILY
DWELLING
UNITS
TOTAL
OCCUPIED
DWELLING
UNITS
GROUP
QUARTERS
POP.
POP.
EMPLOYED
RESIDENTS
"RETAIL
EMP.
SERVICE
EMP.
OTHER
EMP.
TOTAL
EMP.
ELEWHIGH
SCHOOL
STUDENTS
9-Ba side/Balboa Island
OCP
2752
2742
5494
102
11140
6660
1049
927
2436
4412
0
9-Bayside/Balboa Island
NB
2185
3083
5268
0
11028
4896
1142
767
991
2900
_ 12
9-Bayside/Balboa Island
Diff
-567
341
-226
-102
-112
4764
93
460
4445
4512
12'
10-Balboa Peninsula
OCP
1199
1677
2876
51
5525
3417
481
477
503
1461
_ _ 476
10-Balboa Peninsula
NB
1322
1384
2706
0
5669
2521
492
626
288
1406
389
10-Balboa Peninsula
Diff
123
-293
470
-51
144
-896
11
149
-215
-55
-87
11-Bonita Canyon
OCP
469
1532
2001
34
3719
1980
156
541
1316
2013
43
11-Bonita Canyon
NB
1 753
19531
2706
0
55551
3845
330
564
744
1638
34
11-Bonita Canyon
Diff
284
421
705
-34
1836
1865
174
23
-572
-375
4
12-Harbor View Hills/Newport Ride
OCP
1866
1608
3472
92
10037
5033
373
248
897
1518
1720
12-Harbor View Hills/Newport Ridge
NB
1929
1374
3303
16
7740
4738
296
593
636
1525
2424
12-Harbor View Hills/Newport Ridge
Diff
63
-232
-169
76
-2297
-295
-77
345
-261
7
704
13-Newport Coast WJCorona Del Mar
OCP
2376
1322
3698
85
9076
4564
504
425
1205
2134
878
13-Newport Coast WJCorona Del Mar
NB
2140
1858
3998
22
9576
5692
651
716
859
2226
762
13-Newport Coast WJCorona Del Mar
Diff
-236
536
111
-63
500
1128
747
291
-346
92
416
14-Newport ort Coast E.
OCP
100
344
" _ _ 444
9
1067
481
0
122
109
231
0
14-Newport Coast E.
NB
100
344
444
9
1067
481
0
122
109
231
0
14-New ort Coast E.
Diff
0
0
0
0
0
0
0
0
0
0
0
OCP TOTAL
1842
231
4
9
8297
218
2033095
2
80215
121461
TOTAL
I
1 178
462
41210
87594
3628
MR
17
19
417
5747
12NBTM 8
DIFFERENCE NBTM-OCP
40441
967
77
-193
-6601
1050
.12411
426661
94391
4468
867
%DIFFERENCE
F -6%
4°!e
0%
-18%
-1%
2Y�
-9%
-40%
28%
-6%
8%
' Contains supplemental SED from outside the City of Newport Beach (e.g. OCTAM zone overlaps City boundary)
U:IUcJobs1012321Exceh[01232-02xAs)T 2-4
M
u
2.3
Costa Mesa) that are part of the same OCTAM TAZ as a portion of the City of
Newport Beach. The totals on Table 2-4 do not match the totals on Table 2-3 for
this reason. As shown on Table 2-4, the overall difference in total dwelling units
and population is 1% or less. The total employment data closely matches data
provided by AIDE resulting in a 6% total employment difference from the
regionally adopted socioeconomic data for existing conditions. There are
somewhat larger discrepancies when the various categories are further
disaggregated, either spatially (e.g., for the 14 individual districts) or by type of
housing or employment. Appendix "D" presents the SED resulting from the
conversion of land use to SED using the factors previously presented on Table 1-
1. The SED from land use is again presented by NBTM TAZ, OCTAM TAZ, and
overall City of Newport Beach. The same set of reports is included for
supplemental SED (not derived from land use), and for the overall SED (the sum
of the SED from land use and the supplemental SED).
Socioeconomic data for the remainder of the Tier 3 area (and for Newport Coast,
where land use data was unavailable) has been disaggregated from OCP-2000
data for year 2000. No growth was assumed from Year 2000 to 2002 because of
the recession in California. The data itself is contained in Appendix "D" of this
report. The City should coordinate with regional demographers to minimize
these differences in future data sets.
Trip Generation
Table 2-5 summarizes the overall trip generation for 2002 conditions for the City
of Newport Beach. Appendix "E" contains a report of trip generation by NBTM
TAZ for the City of Newport Beach, broken down by NBTM TAZ and OCTAM
TAZ. Most of these trips have been calculated from the final 2002 SED
presented previously. Thplfdur land use codes listed below had been special
generators in the previous NBTAM model:
2-7
TABLE 2-5
CITY OF NEWPORT BEACH 2O02 TRIP GENERATION
TRIP PURPOSE
PRODUCTIONS
I ATTRACTIONS
PRODUCTIONS -
ATTRACTIONS
PRODUCTIONS
/ATTRACTION
Home Based Work
57,568
82,177
-24,609
0.70
Home Based School
11,424
8,730
2,694
1.31
Home Based Other2
125,826
111.273
14,553
1.13
Work Based Other
52,483
57,381
-4,898
0.91
Other -Other
92,237
90,749
1,488
1.02
TOTAL
339,5381
350,310
-10,772
0.97
OVERALL TOTAL 689,850
Home -Work includes Home -Work and Home -University trips, consistent with OCTAM mode choice output.
2 Home -Other includes Home -Shop and Home -Other trips, consistent with OCTAM mode choice output.
U:\UcJobs\01232\Excel\[01232-02.xls]T 2-5
RE
• Tennis Club
• Marina
• Newport Dunes
• Hospital.
For each of these land use categories, supplemental trips have been added to
increase the daily trip generation to match the previous rate (see Appendix "E").
The overall trip generation for the City of Newport Beach is an estimated 689,850
daily vehicle trips.
2.4 Home -Work Trip Mode Choice Data
The home -work trip mode choice data provided by SCAG to Urban Crossroads,
Inc. initially included mode choice data (travel method used) for home -work
(either end in Newport Beach) trips. This mode choice data has been
summarized in the form of a spreadsheet listing the names of cities/geographic
areas, along with quantities of trips in the following categories:
• Drive Alone
• 2 Person Carpool
• 3 Person Carpool
• 4 Person Carpool
• 5 Person Carpool
• 6 Person Carpool
• 7-9 Person Carpool
• 10 or more Person Carpool
Bus
• Streetcar
Subway
• Railroad
• Ferry
2-9
• Taxi
• Motorcycle
• Bike
• Walk
• Other Means
Appendix "F" includes the initial data summaries in the form of two separate
tables. The first table in Appendix "F" lists the mode choice data for survey
respondents living in Newport Beach, while the second table includes the home-
work mode choice data for survey respondents whose workplace is in Newport
Beach. The initial mode choice categories have been compressed into:
• Drive Alone
• 2 Person Carpool
• 3 or more Person Carpool
• Public Transportation
• Motorcycle
•' Non -Motorized
• Other Means
The data has been further grouped into logical geographic areas.
Cities/geographic areas have been grouped by overall County outside Orange
County. Within Orange County, cities have been identified as adjacent to
Newport Beach, or generally located north of (North County) or south of (South
County) the City of Newport Beach. Adjacent cities include Costa Mesa,
Huntington Beach, Irvine, and Laguna Beach. The division between North
County and South County cities used for this analysis is the SR-55 Freeway.
Tables 2-6 and 2-7 show the results of this analysis for Newport Beach origin
trips (residents) and Newport Beach destination trips (persons that work in
Newport Beach), respectively. Exhibits 2-A and 2-B depict these results
2-10
II
II
TABLE 2-6
MODE CHOICE PERCENTS FOR WORK TRIPS OF NEWPORT BEACH RESIDENTS
WORKPLACE
TRIPS
DRIVE
ALONE
2 PERSON
CARPOOL
PERSON
CARPOOL
PUBLIC
TRANSPORTATION
MOTOR-
CYCLE
NON -
MOTORIZED
OTHER
Newport Beach
11,6861.
84%
5%
1%
1%
0%
9%
1%
Adjacent Cities'
11,420
90%
6%
0%
1%
0%
2%
0%
North Orange County
7,522
92%
6%
0%
1%
0%
0%
0%
South Orange County
2,103
93%
6%
0%
1%
0%
0%
0%
Los Angeles County
3,460
92%
6%
1%
1%
0%
0%
0%
Riverside County
282
92%
8%
0%
0%
0%
0%
0%
San Bemardino County
229
97%
3%
0%
0%
0%
0%
0%
10
0%
100%
O.R.
0%
0%
0%
0%
NCoun
Outside SCAG Region
245
70%
14%
0%
2%
0%
0%1
13%
TOTAL
136,9571
88%
6%
1%
1%
0%
3%
00/0
1 Adjacent Cities = Huntington Beach, Costa Mesa, Irvine, and Laguna Beach.
U:1UcJobs1012321Excell[01232-02.xis]T 2-6
2-11
TABLE 2.7
MODE CHOICE PERCENTS FOR HOMEWORK TRIPS OF NEWPORT BEACH WORKERS
RESIDENCE
TRIPS
DRIVE
ALONE
2 PERSON
CARPOOL
3+
PERSON
CARPOOL
PUBLIC
TRANSPORTATION
MOTOR-
CYCLE
NOW
MOTORIZED
OTHER
Newport Beach
11,686
84%
5%
1%
1%
0%
9%
1%
Adjacent Cities'
19,923
86%
8%
1%
3%
0%
1%
00/0
North Orange County
13,729
77%
12%
4%
5%
0%
0%
1 %
South Orange County
9,835
88%
8%
2%
1%
0%
0%
0%
Los Angeles County
3,667
86%
7%
5%
0%
0%
0%
0%
Riverside County
1,277
69%
20%
10%
0%
1%
0%
0%
San Bernardino County
620
72%
22%
4%
10/'
1%
0%
0%
entura Coun
40
100%
0%
0%
0%
0%
0%
0%
OUtSIdsSCAGRe ion
1,426
89%
7%
1%
2%
0%
0%
1%
TOTAL
62,203
82%
8%
2%
2%
0%
2%
0%
' Adjacent Cities = Huntington Beach, Costa Mesa, Irvine, and Laguna Beach.
U:\UcJobs1012321Excell[01232-02.xis]T 2-7
2-12
12000
10000
8000
b
N ° 6000
W f.
W
4000
2000
0
EXHIBIT 2-A
MODE CHOICE FOR WORK TRIPS OF NEWPORT BEACH RESIDENTS
■ DRIVE ALONE
1112 PERSON CARPOOL
1113+PERSON CARPOOL
❑PUBLIC TRANSPORTATION
M MOTOR -CYCLE
®NON -MOTORIZED
■ OTHER
Newport Adjacent North Orange South Orange Los Angeles Riverside San Ventura Outside
Beach CiUes County County County' County Bernardino County SCAG
County Region
Workplace
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Cal'rfomia - 01232:04 URBAN
EXHIBIT 2- B
MODE CHOICE FOR HOME -WORK TRIPS OF NEWPORT BEACH WORKERS
R3000
1
1
4
1
N M
■ DRIVE ALONE
3000
1112 PERSON CARPOOL
03+PERSON CARPOOL
3000
OPUBLIC TRANSPORTATION
EIMOTOR-CYCLE
4000
■ NON -MOTORIZED
MOTHER
2000
— --
0000
B000
--
6000
1
4000
2000
:,
n -L.
.1
. 1, . K— - U
Newport Adjacent North Orange South Orange Los Angeles Riverside San Ventura Outside
Beach Cities County County County County Bernardino County SCAG Region
County
Residence
NEWPORT BEACH GENERAL PLAN UPDATETRAFFIC STUDY, Newport Beach, Califomia-01232-10A iuRIWI
graphically. The majority of trips are drive alone. The second -most used mode
for trips with only one end in Newport Beach is 2-person carpool, while the
second -most popular mode for Home -Work trips with both ends in the City is
non -motorized. Generally, it appears that the accessibility of the City of Newport
Beach via transit is most utilized by North Orange County residents who work in
the City of Newport Beach. The second highest percentage of workers that
utilize transit to travel to the City of Newport Beach is associated with the
adjacent cities. Public transportation accounts for less than 2% of all home -work
travel to and from the City of Newport Beach for all other geographic areas within
the SCAG region. The percentage is actually higher for locations outside the
SCAG region, most likely associated with the use of John Wayne airport to travel
to and from the City of Newport Beach for more distant destinations.
2.4.1 Trip Distribution Survey Data
Data provided by SCAG related to the origins and destinations of trips
made to and from the City of Newport Beach. The trip distribution data
was collected in the form of trip diaries in 1991. The trip distribution data
was organized into six (6) trip purposes for trips ending or beginning in
Newport Beach and summarized by geographic area at the other end of
the trip.
Table 2-8 summarizes the geographic data by adjacent cities, north
Orange County, south Orange County, and each other county in Southern
California represented in the dataset for trips originating in Newport
Beach. Exhibit 2-C shows the same data graphically. Appendix "G"
contains the background data supporting Table 2-8 and Exhibit 2-C. As
might be expected, the highest totals are for trips with both ends within the
City of Newport Beach, followed by trips with one end in an adjacent city.
As shown in Table 2-8, 52% of the trips surveyed are contained within
Newport Beach and 80% of the trips originating in Newport Beach are
2-15
TABLE 2.8
PURPOSES OF TRIPS ORIGINATINGIN NEWPORT BEACH
(REGIONAL SURVEY DATA)
DESTINATION
HOME-
OTHER
HOME-
SHOP
HOME-
WORK
OTHER-
OTHER
OTHER-
WORK
WORK
AT
HOME
TOTAL
% OF
TRIPS
Newport Beach
56,407
10.7991
11,5291
19,328
15;6771
1,034
114,774
52.17%
Adjacent Cities
18,380
5.903
13.6291
10,788
12,799
223
61,722
28.05%
North Orange County
4,663
900
10,938
3,529
3,795
163
23,988
10.90%
South Orange County
2,350
0
4.690
737
1,165
0
8,942
4.06%
Los Angeles County
1,337
0
1,773
159
303
0
6,862
3.12%
San Bernardino County
847
0
1,233
416
0
0
2,496
1.13%
Riverside County
705
0
208
0
104
0
1,017
0,46%
Ventura County
208
0
0
0
0
0
208
0.09%
TOTAL
1 84,8971
17,6021
44,0001
34,9571
37,133
1,420
220,009
100%
PERCENTAGE
1 38%
8%1
20%
16%
17%
1%
'Adjacent Cities = Huntington Beach, Costa Mesa, Irvine, and Laguna Beach. ,
U.\UcJobs1012321Excel\[01232-02.xis]T 2-8 '
2-16
PURPOSE
FOR
TRIPS
ORIGINATING
IN
NEWPORT
BEACH
BY
DESTINATION
N
i w
a
t—
Newport Adjacent Noith South Los Angeles. San Riverside Ventura
Beach Cities Orange Orange County Bernardino County County
County County County
Destination
NHOME-OTHER
]HOME -SHOP
RHOME-WORK
■ OTHER -OTHER
AT HOME
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY Newport Beach Califomia-01232:06
2.5
contained entirely in Newport Beach and the adjacent cities. Exhibit 2-D
depicts the overall trip purposes summary for trips beginning in Newport
Beach. Most trips are Home -Other (38%), with a high number of Home -
Work (20%). The categories with fewest trips are Work at Home and
Home -Shop. Exhibit 2-E shows the City or County at the other end of the
trip for trips originating in Newport Beach. Areas closest to Newport
Beach have the most interactions with the City.
Table 2-9 summarizes the geographic data by County (outside Orange
County) or portion of Orange County for trips destined for Newport Beach.
Exhibit 2-F shows the same data graphically. Appendix "H" contains the
supporting background data for Table 2-9 and Exhibit 2-F. The highest
totals are for trips with both ends in the City of Newport Beach (52%),
followed by trips from an adjacent city (28%). Exhibit 2-G depicts the
overall purposes for trips ending in Newport Beach. Most trips are Home -
Other (38%), followed by Home -Work (22%). The fewest trips are Work at
Home and Home -Shop. Exhibit 2-H shows the origin City or County for
trips destined for Newport Beach. Areas closest to Newport Beach have
the most interactions with the City.
General Model Trip Distribution Results
Model trips with at least one end in the City of Newport Beach have been further
analyzed and compared to the regional origin -destination survey data related to
the City of Newport Beach. Table 2-10 summarizes this analysis. Model trips
which both start and end in the City comprise approximately forty-two (42)
percent of the total City of Newport Beach trips (about 290,000 trip ends). The
regional survey data indicated 52% capture of trips within the City of Newport
Beach. All trips which are contained in the City of Newport Beach and the
adjacent four cities (Huntington Beach, Costa Mesa, Irvine, and Laguna Beach)
make up approximately sixty-six (66) percent of the total trips with at least one
2-18
EXHIBIT 2-D
PURPOSE OF TRIPS
ORIGINATING IN NEWPORT BEACH
WORK AT HOME
1%
SOUTH ORANGE
4'%
L
EXHIBIT 2-E
DESTINATIONS OF TRIPS
ORIGINATING IN NEWPORT BEACH
OTHER
2%
0
NEWPORT BEACH GENERAL PLAN UPDATETRAFFIC STUDY, Newport Beach, California - 01232:16 URpAt1
2-20
TABLE 2-9
PURPOSES OF TRIPS DESTINED FOR NEWPORT BEACH
(REGIONAL SURVEY DATA)
ORIGIN
HOME-
OTHER
HOME-
I SHOP
HOME-
I WORK
OTHER-
I OTHER
OTHER-
WORK
WORK
AT
I HOME
TOTAL
% OF
TRIPS
Newport Beach
56,4071
10,799
11,529
19,328
15,6771
1,034
114,774
52.09%
Adjacent Cities
20,2691
6,129
15,080
7,569
13,4551
0
62,501
28.37%
North Orange County
3,0381
610
10,168
2,612
5,5151
163
22,106
10.03%
South Orange County
2,0351
0
6,050
126
1,206
0
9,417
4.27%
Los Angeles County
9341
513
4,733
285
908
0
7.373
3.35%
San Bernardino County
847
0
1,010
0
992
0
2,849
1.29%
Riverside County
542
0
208
163
0
0
913
0.41 %
Ventura Coun
407
0
0
01
0
0
407
0.18%
TOTAL
84,479
18,051
48,778
30,082
37,T53
1,1971220,3411
100.00%
PERCENTAGE
38%
8%1
22%
14%
17%
1%
'Adjacent Cities = Huntington Beach, Costa Mesa, Irvine, and Laguna Beach.
IU:\UcJobs\01232\Excel\[01232-02.xIsjT 2-9
1 2-21
EXHIBIT 2-F
PURPOSE OF TRIPS DESTINED FOR NEWPORT BEACH BY ORIGIN
60,00o
50,000
a0,000
N M
N a' 30,000
N I'-
20,000
10,000
0
Newport Adjacent North South Los Angeles San Riverside Ventura
Beach Cities Orange Orange County Bernardino County County
County County County
Origin
■ HOME=OTHER
AT HOME
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY,Newport Beach California - 01232,09 Vie
'
EXHIBIT 2-G
PURPOSES OF
TRIPS
i
DESTINED FOR NEWPORT
BEACH
' HOME
WORK AT
1 °%
OTHER -WORK
17%
HOME -OTHER
38%
OTHER -OTHER
14%
HOME -WORK
22% HOME -SHOP
8%
1
1
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY Newport Beach California - 01232:18
URBAN
'
2-23
SOUTH ORANGE
4%
LOS P
Dw OTHER
2%
EXHIBIT 2-11
ORIGINS OF TRIPS
DESTINED FOR NEWPORT BEACH
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 01232:17 '"Matt
2-24
II
II
TABLE 2-10
TRIP DISTRIBUTION COMPARISON
SURVEY DATA
NBTM PERCENTAGE
PERCENTAGE
WITHIN
NEWPORT
BEACH
41.65%
52.17%
WITHIN
ADJACENT
CITIES'
24.82%
28.05%
SUBTOTAL
NEWPORT
BEACH AND
ADJACENT
CITIES
1 66.47%
1 80.22
REMAINDER
OF REGION
33.53%
19.78%
Adjacent cities are Huntington Beach, Costa Mesa, Irvine,
and Laguna Beach.
U:1UcJobs\01232\Excell[01232-02.xis]T 2-10
1
2-25
2.6
2.7
end in Newport Beach. The regional survey data again indicates a higher
percentage (80%) within this local area. These lower values suggest that the
regional socio-economic data (SED) based models generate fewer trips, then
distribute the trips over longer distances.
Roadway Network
Field review of existing roadways was performed. Exhibit 2-1 shows existing
through lanes on Newport Beach roadways. The existing model network
matches these configurations.
Shoulder Season Daily Traffic Volume Data
Daily traffic volume data for locations counted as part of this study effort were
collected in Spring/Fall of 2001/2002, and are included as Appendix "I" of this
report. Freeway data comes from the Caltrans Publication, Traffic Volumes on
State Highways.
Exhibit 2-J presents the daily traffic volumes, which have been used to validate
the NBTM. Daily traffic count data has been collected and/or compiled for 64
locations in the City of Newport Beach. Additional daily volume data reported by
the California Department of Transportation has been incorporated into the
NBTM update work effort. The SR-55 Freeway north of the SR-73 Freeway
carries the highest daily traffic volume (approximately 155,000 vehicles per day)
in the NBTM primary modeling area. The arterial roadways carrying the highest
traffic volume in the NBTM primary modeling area are Coast Highway and
MacArthur Boulevard. A daily traffic count of approximately 63,000 vehicles per
day was estimated on Coast Highway between Dover Drive and Bayside Drive
and on MacArthur Boulevard between Bison Avenue and Ford Road. Other
roadways carrying traffic volumes in excess of 50,000 vehicles per day (VPD)
include:
2-26
EXHIBIT 2-1
NEWPORT
BEACH
EXISTING
THROUGH
LANES
N
N
J
UPDATE TRAFFIC STUDY. Newoort Beach. California - 0123227
6D
LEGEND:
4 = NUMBER OF THROUGH LANES
D - DIVIDED
PACIFIC
U =UNDIVIDED
OCEAN
0
EXHIBIT 2-J
EXISTING COUNT SHOULDER SEASON AVERAGE DAILY TRAFFIC,(ADT)
N
1
N Q€�
co / \ t�� 4
54
PKPo OGFN1
%N UPDATE TRAFFIC STUDY
LEGEND:
10 = VEHICLES PER DAY (1000'S)
� no M M� M M
I
• Newport Boulevard (maximum volume of 53,000 VPD south of Coast
Highway).
Coast Highway (53,000 VPD east of Newport Boulevard).
All of the counted daily traffic volume data was input into a roadway segment traffic
volume analysis database in 15 minute intervals. A sample size of 55 24-hour
traffic counts was evaluated in this study effort. The study areawide volumes were
analyzed to determine the peak characteristics for the study area (see Appendix
"J"). The results of this analysis .are summarized on Table 2-11. The peak hour
was determined within typical peak periods (6-9AM and 3-7 PM). For the entire
primary study area, the AM peak hour begins at 7:30 AM, and the PM peak hour
begins at 4:45 PM.
Individual locations have various peak hour start times, as seen in Appendix "J".
Within Newport Beach, the total volume percent in the peak hours of traffic is
approximately 19%. This is higher than the typical value of 16 percent that Urban
Crossroads, Inc. staff has observed in various other studies in Orange County and
is probably related to the relatively high proportion of employment oriented land
uses in the City of Newport Beach.
2.8 Peak Season Daily Traffic Volume Data
Peak season daily traffic volumes have been collected for select locations (primarily
in coastal areas) of the City of Newport Beach. Daily traffic volume counts were
collected over a one week period in August of 2003 for each selected roadway
segment, and are included in Appendix ' K". For each roadway segment selected
for summertime counts, the highest typical weekday (Tuesday through Thursday)
volume has been compared to the shoulder season count volume at the same
location. Table 2-12 contains the results of this analysis. The only decrease in
peak season volume from shoulder season conditions occurs on MacArthur
Boulevard north of San Joaquin Hills Road. Shoulder season data for this location
was collected in early November of 2001. All other segments increase for summer
2-29
TABLE 2-11
24-HOUR TRAFFIC VOLUME PEAK PERIOD AND HOUR RELATIONSHIPS
HOUR PERCENT OF PERIOD
PERIOD PERCENT
OF DAY
I HOUR PERCENT
OF DAY
AM PM
AM
I PM
I AM I
PM
44.73 29.14
19.43
1 35.54
1 8.67 1
10.36
AM PEAK HOUR =
PM PEAK HOUR =
7:30 - 8:30 AM
4.45 - 5:45 PM
U:1UcJobs1012321Excell[01232-02.x1s]T 2-11
2-30
II
TABLE 2.12
SUMMER TIME ADT COMPARISON
COUNTS
ID
ROAD NAME
ROAD SEGMENT
DELTA (A)
DIFFERENCE
SHOULDER SEASON
SUMMERTIME
3
Su erlor Av.
Into Coast Hw.
1 23.535
30.533
6.998
29.73%
5
Newport BI.
s/o Coast Hw.
31,820
55,582
23,762
74.68%
39
Jamboree Rd.
n/o Coast Hw.
31,264
33,028
1,764
5.64%
50
MacArthur BI.
n/o San Joaquin Hills Rd.
54,320
41.820
-12.500
-23.01 %
52
MacArthur BI.
n/o Coast Hw.
30,904
34,266
3.362
10.88%
65
New ort Coast Dr.
n/o Coast Hw.
12,223
15,638
3,415
27.94%
68
Balboa Bl.
s/o Coast Hw.
19,227
21,906
2,679
13.93%
157
Coast Hw.
c/o Dover Dr.
62,526
70.303
7,777
12.44%
195
Coast Hw.
e/o Newport Coast Dr
35,375
41.9171
6,5421
18.49%
223
Coast Hw.
IWO Santa Ana River
46,000
48,513
2,513
5.46%
261
Balboa Bt.
e/o 20th St.
17,451
30,427
12,9761
74.36%
OTAL
364,645
423 933
59,288
16.269/4
U,.\UoJobs\01232\Excel\[01232-02.xis]T 2-12
conditions by at least 5% and as much as 75%. The locations with volume
increase of more than thirty (30) percent are on Newport Boulevard south of Coast
,Highway and Balboa Boulevard east of 20th Street on the Peninsula.
Review of the data clearly indicates that Newport Boulevard is the most popular
and heavily impacted access route to the beach for summertime traffic.
Jamboree Road and MacArthur Boulevard appear to be the least affected routes,
with increases in traffic of between 5 and 10 percent. Newport Coast Drive
experiences a higher percentage increase in summertime traffic, but the
magnitude of the increase (approximately 3,400 vehicles per day) is very similar
to the increase on MacArthur Boulevard north of Coast Highway. The traffic
increases along Coast Highway itself are also less than the increases on routes
leading to the beach, suggesting that people are oriented towards traveling to the
beach/coast, rather than along it.
For one special case (Newport Boulevard in front of City Hall), daily traffic volume
data was collected every day for three weeks. Appendix "L" contains the count
data for Newport Boulevard between 32nd Street and Finley Avenue. Although the
count collection instrument was on the street for three weeks, a few days had to be
removed from the sample for various reasons (e.g. count tube was displaced). A
graphic depiction of the variation in daily volume is included in Appendix "M". As
seen in Appendix "M", daily volumes range from approximately 35,000 to 50,000
with definite peaking trends on weekend days.
Table 2-13 provides analysis of daily traffic volume patterns over the three weeks
collected on Newport Boulevard in front of City Hall. The average typical weekday
volume is approximately 40,500 vehicles per day (vpd). The Monday volume is
very near this same volume, but traffic is more evenly spread throughout the day.
Saturday has the highest average volume with 48,144 vpd. The average Friday
volume is approximately 2,500 vpd greater than the average Sunday volume.
2-32
11
TABLE 2-13
DAILY VOLUME VARIATION OVER THREE WEEKS
DAY
WEEK1
I WEEK2
WEEK3
I WEEK4
AVERAGE
Sunday
45,099
42,982
41,796
43,292
Monday
40,779
40,779
Tuesday
43,708
39,542
36,999
40,083
Wednesday
42,412
40,487
36,994
39,964
Thursday
43,248
40,301
41,775
Friday
47,683
45,437
44,077
45,732
Saturday
1 49,6111
47,7681
47,0521
48,144
Average of Monday and Friday
1 44,494
Average Typical Weekday (Tu-Th)
1 40,461
Average Weekend Day 1
45,718
U:\UcJobs101232\Excel\[01232-02.xls]T 2-13
2-33
2.9 Daily Roadway Segment Analysis
The ratio of daily roadway segment volumes to daily planning level capacities
(presented in Table 1-10) provides a measure of the roadway segment service.
Volume/Capacity (v/c) Ratios for existing conditions are shown on Exhibit 2-K.
Roadway segments with v/c ratios greater than 0.90 are:
• Newport Boulevard north of Via Lido
• Irvine Avenue north of University Drive
• Jamboree Road north of Bayview Way
• Jamboree Road north of University Drive
• MacArthur Boulevard north of Ford Road
• MacArthur Boulevard north of Coast Highway
• Irvine Avenue south of University Drive
• Bristol Street South east of Birch Street
• Coast Highway east of Dover Drive
• Coast Highway east of MacArthur Boulevard
• Coast Highway east of Goldenrod Avenue
• • Coast Highway east of Marguerite Avenue
• Coast Highway west of Riverside Drive
• Bristol Street North west of Campus Drive
• Bristol Street South west of Campus Drive
• Bristol Street South west of Jamboree Road
2.10 Traffic Source Analysis
Traffic source evaluation was performed in the City of Newport Beach using car
following techniques to determine their destinations in late spring of 2002. Three
locations were evaluated in this process:
• Northbound Coast Highway, south of Newport Coast Drive
• Southbound Coast Highway, south of the Santa Ana River
• Southbound MacArthur Boulevard, north of Bonita Canyon Drive
2-34
EXHIBIT 2-K
ul /\ /,A 0
EXISTING YOLUMEICAPACITY (V
w
.35
1�
v
71.so PACIFIC
'90 e'c°O^& •S/ OCEAN
LEGEND:
.82= VOWME/CAPACITY RATIO
TABLE 2-14
TRAFFIC SOURCE ANALYSIS CONFIDENCE.INTERVALS
EXISTING
ONE WAY
I
SAMPLE
'SAMPLE
I
LOCATION
ADT
ADT
SIZE
PERCENTAGE
NB Coast Hw. south of Newport Coast Dr.
35,000
17,500
100
0.57%
SB Coast Hw. south of the Santa Ana River
46,000
23,000
100
0.43%
SB MacArthur BI. North of Bonita Canyon Dr.
39,000
19,500
1001 1
0.51%
U.\UcJobs\01232\Excel\[01232-02.xis]T 2-14
2-36
' At each of the three locations, 100 cars were followed until they left the arterial
system or the City of Newport Beach. The predictive value or accuracy of a
sampling process is best evaluated in terms of the sample's confidence interval.
' The confidence interval for a sample size of 100 is 10%. Table 2-14 shows the
sample percentage of daily (one-way) volume for each source analysis location.
' For each vehicle followed, the data includes start time (when the vehicle was on
the analysis location), end time (when the vehicle left the City or the arterial
' system), destination (interim traffic analysis zone or cordon location), vehicle
type(brief description of the vehicle), initials, and date. Analysts were directed to
' select vehicles from each lane, and a variety of vehicle types. The resulting data
from this exercise appears in Appendix "N".
As requested by City of Newport Beach staff, data was primarily collected during
' the peak periods (from 7:00 to 9:00 AM and from 4:30 to 6:30 PM). Appendix
"O" contains graphs showing time distribution of sample data. This does not
' correspond to traffic flow patterns in Newport Beach, only to the time of
' collection. The graphs are provided to demonstrate that the data does reflect at
least 30% of samples taken within each of the AM and PM peak periods for each
' of the three (3) starting point locations.
The City of Newport Beach has been divided into fourteen (14) traffic analysis
districts, as shown previously on Exhibit 1-F. For the purpose of this analysis,
districts 3 and 10 have been combined. Exhibit 2-L shows through trip
destinations (cordon locations). Each cordon location is a roadway segment
where vehicles can exit the City. Once a vehicle has left the City of Newport
' Beach, it is considered an external trip and is not further studied.
' Table 2-15 contains a summary of the results for the northbound Coast Highway
south of Newport Coast Drive: Internal traffic (with destinations in the City of
' Newport Beach) accounts for 64% of the vehicles studied. This percentage is
slightly lower in the AM peak (60%) and higher in both the PM peak and off peak
time frames. The top three traffic districts attracting vehicles from this location
2-37
EXHIBIT 2-L
NEWPORT BEACH TRAFFIC SURVEY CORDON LOCATIONS
NEWPORTBEACH GENERAL PLAN UPDATE TRAFFIC STUDY Newport Beach Califomia - 01232,24 - ..
I
TABLE 2-15
I' TRAFFIC SURVEY RESULTS FOR NORTHBOUND COAST HIGHWAY
SOUTH OF NEWPORT COAST DRIVE
DESTINATION
AM PEAK
PM PEAK
OFF-PEAK
TOTAL
1
1
2
0
3
2
3
1
1
5
3
0
0
1
1
4
0
0
0
0
5
0
0
0
0
6
2
2
0
4
7
0
2
0
2
8
4
5
2
11
9
1
7
1
9
10
0
0
0
0
11
0
2
0
2
12
3
0
0
3
13
6
11
5
22
14
1
1
0
2
INTERNAL SUBTOTAL
21
33
10
64
A
1
4
2
7
B
0
0
0
0
C
0
1
0
1
D
0
1
0
1
E
0
0
0
0
F
0
0
0
0
G
0
0
0
0
H
0
0
0
0
I
0
0
0
0
1
0
0
0
0
K
0
0
0
0
L
0
0
0
0
M
0
0
0
0
N
0
0
0
0
0
1
3
1
5
p
0
0
0
0
Q
0
0
0
0
R
0
0
0
0
S
0
2
0
2
T
3
1
1
5
U
3
2
1
6
V
0
0
0
0
W
4
3
0
7
X
1
0
0
1
Y
0
0
0
0
Z
1
0
0
1
EXTERNAL SUBTOTAL
14
17
5
36
TOTAL
35
50
15
100
INTERNAL PERCENT
60%
66%
67%
640yo
EXTERNAL PERCENT
40%
34%
33%
360yn
U:\UcJobs\01232\Excel\[01232-02.xls]T 2-15
2-39
are 13, 8, and 9. District 13 roughly corresponds to Newport Coast West /
Corona Del Mar. District 8 is approximately Newport Center. District 9 is
Bayside/Balboa Island.
Through traffic from northbound Coast Highway south of Newport Coast Drive
travels primarily to cordons A, W, and U. Each of these cordons was the
destination of more than 5 of the 100 vehicles followed. Cordon A is Coast
Highway at the Santa Ana River and received seven percent (7%) of the vehicles
studied. Cordon W is Newport Coast Drive northeast of the SR-73 freeway and
was the destination of seven percent (7%) of vehicles involved. Cordon U (the
destination of six percent (6%) of the vehicles followed) is Bison Avenue
northeast of the SR-73 freeway (towards University of California, Irvine). Exhibit
2-M graphically depicts generalized trip distribution patterns for vehicles traveling
northbound on Coast Highway south of Newport Coast Drive.
Survey results for southbound Coast Highway south of the Santa Ana River are
summarized in Table 2-16. Internal (City of Newport Beach) traffic comprises
66% of the 100 trips analyzed. In the off-peak time frame, this percentage is
much lower, but the off-peak sample size is small (8 vehicles). Primary
destinations include traffic analysis districts 2, 8, 3/10, and 9. District 2 is
Mariner's Mile/Newport Heights. Newport Center is district 8. District 3/10 is
Newport Bay and the Balboa Peninsula, and district 9 is Bayside/Balboa Island.
Through traffic from the starting point on Coast Highway south of the Santa Ana
River primarily exits the City of Newport Beach either at cordon C (Superior
Boulevard north of 15th Street), or at cordon Y (Coast Highway south of Newport
Coast Drive). Cordon C captured eleven percent (11%) of traffic studied, while
Cordon Y was the destination of seven percent (7%) of vehicles followed. All
other cordons had fewer than 5 of the 100 vehicles studied leaving. A graphic
depiction of travel patterns for vehicles traveling into the city on Coast Highway
south of the Santa Ana River is shown on Exhibit 2-N.
2-40
m m m
EXHIBIT 2-M
TRAFFIC SURVEY RESULTS FOR NB COAST HIGHWAY
SOUTH OF NEWPORT COAST DR.
h =UI5IKILI IVUMIStK
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 0123220 URBAN
TABLE 2-16
TRAFFIC SURVEY RESULTS FOR SOUTHBOUND COAST HIGHWAY
SOUTH OF THE SANTA ANA RIVER
DESTINATION
AM PEAK
PM PEAK
OFF-PEAK
TOTAL
1
3
5
8
2
13
1
1
15
3
6
3
9
4
1
1
5
0
6
1
1
7
1
1
8
9
2
11
9
3
4
2
9
10
0
11
2
2
12
2
2
18
3
4
7
14
0
INTERNAL SUBTOTAL
421
211
31
66
A
1
1
B
1
1
2
C
6
5
11
D
0
E
0
F
0
G
1
1
H
1
1
1
0
J
0
K
0
L
0
M
0
N
0
O
1
1
2
P
0
Q
0
R
0
S
2
2
T
1
1
2
U
0
V
0
W
0
X
1
1
Y
4
3
7
Z
3
1
4
EXTERNAL SUBTOTAL
17
12
5
34.
TOTAL
59
331
8
1001
INTERNALPERCENT
71%
64%
38%
66%
EXTERNAL PERCENT
29%
36%
63%
34%'I
U:1UcJobs1012321Exceh[01232-02.xls]T 2-16
2-42
EXHIBIT 2-N
TRAFFIC SURVEY RESULTS FOR SB COAST HIGHWAY
SOUTH OF SANTA ANA RIVER
n=UIDIKMI MUMbM
Table 2-17 contains survey results for southbound MacArthur Boulevard north of
Bonita Canyon Drive. Almost 90% of traffic on this segment remains in the City
of Newport Beach. Major destinations include districts 8, 13, 9, and 12. District 8
(Newport Center) was the destination of 37 vehicles. 32 total vehicles ended
their trips In districts 13 and 9 (Newport Coast West/Corona Del Mar and
Bayside/Balboa Island, respectively). District 12 is Harbor View Hills/Newport
Ridge (the destination of 11 vehicles).
During the peak hours, 11 of the 100 vehicles did travel through the City. Their
primary cordon destination was Y (Coast Highway south of Newport Coast Drive)
to which seven percent (7%) of vehicles traveled. Exhibit 2-0 shows generalized
trip distribution patterns for vehicles studied on MacArthur Boulevard north of
Bonita Canyon Drive.
2.10.1 Model Traffic Source Analysis
Each facility of interest in the traffic source analysis has been evaluated to
determine corresponding model trip distribution representation. Travel
patterns in the existing validation model generally reflect the results of the
traffic survey. The model does reflect more through traffic. This is
probably related to the longer trip lengths in socio-economic data based
models.
Exhibit 2-P shows the percent of traffic on each roadway segment from
Coast Highway (northbound) south of Newport Coast Drive. Much of the
model traffic exits the City of Newport Beach on SR-73 northbound (near
John Wayne Airport). Coast Highway at the Santa Ana River into
Huntington Beach (6%) and Bonita Canyon Drive north of Newport Coast
Drive into Irvine (9%) were the destinations of most of the rest of the
through traffic, well correlated to observed actual traffic. The larger
proportion of through traffic is most likely related to the longer trip lengths
In socio-economic data based models. Much of the traffic that remained in
I
TABLE 2-17
I' TRAFFIC SURVEY RESULTS FOR SOUTHBOUND MACARTHUR BOULEVARD
NORTH OF BONITA CANYON DRIVE
DESTINATION
AM PEAK
PM PEAK
I OFF-PEAK
I TOTAL
1
0
2
1
2
1
4
3
0
4
0
5
0
6
0
7
0
8
17
12
8
37
9
8
5
2
15
10
0
11
0
12
1
7
3
11
13
8
6
3
17
14
4
1
5
INTERNAL SUBTOTAL
39
321
18
89
A
1
1
B
0
C
1
1
D
0
E
0
F
0
G
0
H
0
0
0
K
0
L
0
M
0
N.
0
O
0
P
0
Q
0
R
0
S
0
T
0
U
1
1
V
0
w
0
X
1
1
Y
2
5
7
Z
0
EXTERNAL SUBTOTAL
4
7
0
11
TOTAL
43
39
181
100
INTERNAL PERCENT
91%
82%
100%
89%
EXTERNAL PERCENT
9%
18%
0%1
11%
U.\UcJobs\01232\Excel\[01232-02.xis]T 2-17
2-45
EXHIBIT 2-0
TRAFFIC SURVEY RESULTS FOR SB MACARTHUR BLVD.
NORTH OF BONITA CANYON DR.
^ �UIiIRKI I'�UM6CM1
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY. GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Cafifomia-01232:21 V�:6Beach, Cafifomia-01232:21 V�:B
EXHIBIT 2-P
GENERAL DISTRIBUTION OF MODEL TRAFFIC FROM COAST HIGHWAY
.. 1 15 F :I r SOUTH OF NEWPORT COAST DRIVE
Ism
NEWPORT
5
8
rev.
37
37
PACFG OCEW
1
LEGEND:
10 = VEHICLES PER DAY (1000'S)
V
the City of Newport Beach was destined for Newport Center, Newport
Coast West/Corona Del Mar, and Newport Bay/Balboa Peninsula.
Exhibit 2-Q shows the trip distribution percents of traffic from Coast
Highway southbound at the Santa Ana River. Much of the traffic was
headed for Newport Bay/Balboa Peninsula. Other primary destinations
included West Newport, Mariner's Mile/Newport Heights, and, to a lesser
extent, Newport Center. Through traffic exits the City of Newport Beach
via Superior Boulevard into Costa Mesa (18%), and Placentia Avenue into
Costa Mesa (7%), and on Coast Highway south of Newport Coast Drive
towards Laguna Beach (4%).
Traffic percents from MacArthur Boulevard southbound north of Bonita
Canyon Drive are shown on Exhibit 2-R. The only significant through
traffic leaves the City of Newport Beach traveling southbound on Coast
Highway south of Newport Coast Drive (19%). Primary destinations within
the City of Newport Beach include Harbor View Hills/Newport Ridge,
'Newport Center, and Newport Coast West/Corona Del Mar.
2.11 Peak Hour Intersection Operations
Peak period and hour traffic count data has been obtained from a variety of sources
as well. Obtaining 2001/2002 data has been an emphasis of the validation effort.
Peak period and hour turning movement traffic volume data have been compiled or
counted at a total of 62 intersections throughout the City of Newport Beach, as
shown on Exhibit 2-S. These locations were selected for analysis by City staff
because of their locations along key travel corridors within the community.
Appendix "P" contains the AM and PM 2 hour peak period traffic count data and the
calculated one hour peak volumes. The data collected/compiled was input into a
turning movement analysis database. For each location, leg inbound and outbound
volumes were calculated. These were compared to those for surrounding
intersections for conservation of flow. Some adjustments were necessary to
RMU
M M M M M M M M= M = = = M= NNU T 2-T
GENERAL DISTRIBUTION OF MODEL TRAFFIC FROM COAST HIGHWAY
.. i \ 11 a i AT THE SANTA ANA RIVER
Im
PXM OCHN
GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 01232:48
1
LEGEND:
10 = VEHICLES PER DAY (1000'S)
EXHIBIT 2-R
GENERAL DISTRIBUTION OF MODEL TRAFFIC FROM MACARTHUR BOULEVARD
.. 1 \ 11 a i NORTH OF BONITA CANYON DRIVE
�Y
78
t
renaun 5 e
4 °fl 49
d
2<
nx neswr
r
gl• �F
7v
ism m.
s
\ t
v�csc ocvwv
iR� �sasR
6
i
LEGEND:
10= VEHICLES PER DAY (1000'S)
m m
m m = = m m
m
EXHIBIT 2-S
INTERSECTION COUNT LOCATIONS
CGS`
pP Y
DR P POGO
/ LEGEND:
• s INTERSECTION COUNT LOCATION
PACIFIC 65 . INTERSECTION ID
OCEAN
provide reasonable flow conservation at adjacent intersections without significant
intervening access such as driveways or local residential streets. An example of
this type of situation is a freeway interchange. All necessary flow conservation
adjustments are shown explicitly in Appendix "P".
An additional adjustment was to include a minimum of 1 vehicle for every allowed
turning movement to ensure proper operation of the intersection capacity utilization
(ICU) calculator and the future turn forecast algorithm. Geometric data has been
collected for the 62 existing intersections selected for analysis. The geometric data
was used to calculate existing (2002) intersection capacity utilization values (ICUs)
at all 62 existing analysis intersections. Appendix "Q" contains the detailed ICU
calculation worksheets for existing count conditions. The worksheets in Appendix
"Q" summarize the intersection geometric data and the AM and PM peak
intersection turning movement volumes.
Table 2-18 summarizes the ICU and Level of Service (LOS) for existing counted
conditions. Exhibit 2-T shows intersections with deficient operations. The following
7 intersections currently experience deficient (LOS "E" or worse) peak hour
operating conditions based on 2002 traffic counts:
• Riverside Drive (NS)/Coast Highway (EW) - PM
• Campus Drive (NS)/Bristol Street (N) (EW) - PM
• Irvine Avenue (NS)/Mesa Drive (EW) - PM
• MacArthur Boulevard (NS)/Jamboree Road (EW) - PM
• MacArthur Boulevard (NS)/San Joaquin Hills Road (EW) - PM
• Goldenrod Avenue (NS)/Coast Highway (EW) —AM
2.12 Truck Facilities
Where commercial vehicles weighing in excess of 3 tons are permitted on City of
Newport Beach roads, truck routes are designated. Commercial Vehicles
2-52
�I
11
TABLE 2-18
NBTM EXISTING COUNT INTERSECTION ANALYSIS SUMMARY
INTERSECTION NS & EW
AM PEAK HOUR
PM PEAK HOUR
ICU
LOS
ICU
LOS
2. Superior Av. & Placentia Av.
0.66
B
0.67
B
3. Superior Av. & Coast Hw.
0.84
D
0.90
D
4. Newport Bl. & Hospital Rd.
0.54
A
0.70
B
5. Newport BI. & Via Lido
0.41
A
0.37
A
6. Newport BI. & 32nd St.
0.73
C
0.78
C
7. Riverside Av. & Coast Hw.
0.841
D
0.93
E
8. Tustin Av. & Coast Hw.
0.80
C
0.671
B
9. MacArthur BI. & Campus Dr.
0.61
B
0.85
D
10. MacArthur BI. & Birch St.
0.49
A
0.66
B
11. Von Karman Av. & Campus Dr.
0.55
A
0.79
C
12. MacArthur BI. & Von Karman Av.
0.46
A
0.53
A
13. Jamboree Rd. & Campus Dr.
0.74
Cl0.85
D
14. Jamboree Rd. & Birch St.
0.55
A
0.60
15. Campus Dr. & Bristol St. N
0.77
C
0.94
E
16. Birch St. & Bristol St. N
0.66
B
0.61
B
17. Campus Dr./Irvine Av. & Bristol St. S
0.72
C
0.58
A
18. Birch St. & Bristol St. S
OA61
A
0.44
19. Irvine Av. & Mesa Dr.
0.701
B
0194
E
20. Irvine Av. & University Dr.
0.82
D
0.891
D
21. Irvine Av. & Santiago Dr.
0.66
B
0.72
C
22. Irvine Av. & Highland Dr.
0.57
A
0.60
A
23. Irvine Av. & Dover Dr.
0.72
C
0:64
B
24. Irvine Av. & Westcliff Dr.
0.57
A
0.77
C
25. Dover Dr. & Westcliff Dr.
0.381
A
0.48
A
26. Dover Dr. & 16th St.
0.55
A
0.57
A
27. Dover Dr. & Coast Hw.
0.70
B
0.74
C
28. Ba side Dr. & Coast Hw.
0.69
B
0.70
B
29. MacArthur BI. & Jamboree Rd.
0.88
D
0.91
E
30. Jamboree Rd. & Bristol St. N
0.55
A
0.59
A
31. Bayview PI. & Bristol St. S
0.48
A
0.56
A
32. Jamboree Rd. & Bristol St. S
0.75
C
0.72
C
33. Jamboree Rd. & Bayview W .
0.41
A
0.57
A
34. Jamboree Rd. & Eastbluff Dr. /University Dr.
0.60
A
0.64
B
35. Jamboree Rd. & Bison Av.
0.45
A
0.51
A
36. Jamboree Rd. & Eastbluff Dr./Ford Rd.
0.69
BI
0.65
B
37. Jamboree Rd. & San Joaquin Hills Rd. 1
0.56
Al0.57
A
2-53
TABLE 2-18 (CONTINUED)
NBTM EXISTING COUNT INTERSECTION ANALYSIS SUMMARY
INTERSECTION NS & EW
AM PEAK HOUR
PM
PEAK
HOUR
ICU
LOS I
ICU
LOS
38, Jamboree Rd. & Santa Barbara Dr.
0.47
Al0.63
B
39. Jamboree Rd. & Coast Hw.
0.68
B
0.74
C
40. Santa Cruz Dr. & San Joaquin Hills Rd.
0.36
A
0.36
A
41, Santa Rosa Dr. & San Joaquin Hills Rd.
0.32
A
0.52
2. Newport Center Dr. & Coast Hw.
0.40
A
0.52
44. Avocado Av. & San Miguel Dr.
0.331
A
0.72
C
45. Avocado Av. & Coast Hw.
0.581
A
0.66
B
46. SR-73 NB Ramps & Bison Av.
0.31
A
0.37
A
47. SR-73 SB Ramps & Bison Av.
0.26
A
0.17
A
48. MacArthur BI. & Bison Av.
0.63
B
0.60
A
49. MacArthur BI. & Ford Rd./Bonita Canyon Dr.
0,71
C
0190
D
50. MacArthur Bi. & San Joa uin Hills Rd.
0,64
B
0.93
E
51. MacArthur BI. & San Miguel Dr.
0.56
A
0.65
B
52. MacArthur BI. & Coast Hw.
0.60
A
0.71
C
53. SR-73 NB Ramps & Bonita Canyon Dr.
0.55
A
0.43
A
54. SR-73 SB Ramps & Bonita Canyon Dr.
0.30
A
0.41
A
55. Spyglass Hill Rd. & San Miguel Dr.
0.28
A
0.31
A
56. San Miguel Dr. & San Joaquin Hills Rd.
0.44
A
0.64
A
57, Goldenrod Av. & Coast Hw.
0.991
E
0.69
B
58. Marguerite Av. & San Joaquin Hills Rd.
0.31
A
0.35
A
59. Mar uerite,Av. & Coast Hw.
0.83
D
0.82
D
60. Spyglass Hill Rd. & San Joaquin Hills Rd.
0.44
A
0.30
61. Poppy Av. & Coast Hw.
0.61
B
0.65
B
62. Newport Coast Dr. & SR-73 NB Rams
0.45
A
0.31
A
64. Newport Coast -Dr. & San Joaquin Hills Rd.
1 0.371
A
0.29
A
65. Newport Coast Dr. & Coast Hw.
0.471
A
0.50
A
vera a Ali Locations
0.581
Al0.631
B
U:\UcJobs\01232\Excel\[01232-02.xis]T 2-18
2-54
EXHIBIT 2 T
EXISTING INTERSECTION DEFICIENCIES
LEGEND:
O = AM DEFICIENCY
0 = DEFICIENCY
'�"" °C�" A • � AM/PM DEFICIENCY
v. 12/05/03 - (ALL LOS "E-) URBAN
weighing in excess of 6,000 pounds are prohibited from certain study area
roadways, as signed. Exhibit 2-U identifies the roadways where commercial
vehicles are prohibited.
2.13 Parking
Parking availability is limited in certain portions of Newport Beach, especially
during the peak months (summer). Mariner's Mile is of particular concern, as is
the Balboa area. A Balboa Peninsula parking management plan wa& produced
for the City of Newport Beach, including parking surveys/studies and
recommendations. It was found that over 10,000 parking spaces are currently
available (excluding residential driveways and garages). Recommendations for
short-term, mid -range, and long-term activities to optimize parking conditions are
Included in this study.
2.14 Trail System
Trail systems, while providing alternates to automobile travel, also provide
recreational opportunities for the community. The existing trail system in
Newport Beach has been developed to provide access for commuter and
recreational bicyclists, along with pedestrians.
The Newport Beach bikeways system contains off-street bike paths, sidewalk
bikeways, and on -street bike trails.
Exhibit 2-V shows design cross -sections for bikeways, per the Caltrans Highway
Design Manual, 5th Edition. According to the Manual on Uniform Traffic Control
Devices Millennium Edition (US Department of Transportation, 2001), bicycle
signs shall be standard in shape, legend, and color. All signs shall be
retroreflectorized for use on bikeways, including shared -use paths and bicycle
lane facilities. On shared -use paths, lateral sign clearance shall be a minimum of
2-56
m m m = m
m m m
m m
1
EXHIBIT 2-U
FACILITIES WHERE COMMERCIAL VEHICLES IN EXCESS OF 6,000 POUNDS
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach,Califomia - 01232:53 rev 12/02/03 URBAN
EXHIBIT 2 V
STANDARD BIKE PATH CROSS -SECTIONS
CLASS I
TWO-WAY BIKE PATH
ON SEPARATE RIGHT-OF-WAY
(Min.)
0.6m (Min.)
-0- GRADED
2Am (Min.) WIDTH PAVED
I ,
0(Min.)
GRADED
CLASS 11
TYPICAL CROSS-SECTION
OF BIKE WAY ALONG HIGHWAY
HIGHWAY
CURB
ONEW
1.SM (MIN.)
SOURCE: CALTRANS HIGHWAY DESIGN MANUAL 5 TMEDITION
0
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California • 01232:54
2-58
0.9 m (3 ft) and a maximum of 1.8 m (6 ft) from the near edge of the sign to the
near edge of the path. Mounting height for ground -mounted signs on shared -use
paths shall be a minimum of 1.2 m (4 ft) and a maximum of 1.5 m (5 ft),
measured from the bottom edge of the sign to the near edge of the path surface.
When overhead signs are used on shared -use paths, the clearance from the
bottom edge of the sign to the path surface directly under the sign shall be a
minimum of 2.4 m (8 ft).
The existing bikeway facilities in the study area are shown on Exhibit 2-W.
Newport Beach has off-street bike paths primarily along parts of Coast Highway,
Irvine Avenue, University Drive, Jamboree Road, Spyglass Hill Road and San
Joaquin Hills Road. Additional off -road facilities are located in the San Diego
Creek Channel along Newport Bay and through Buffalo Hills Park.
Sidewalk bikeways include the access roads to Fashion Island and :
• Coast Highway west of Riverside Drive, from Irvine Avenue to
Jamboree Road
• Balboa Boulevard
• Campus Drive/Irvine Avenue
• Dover Drive
• MacArthur Boulevard
• Von Karman Avenue
• Jamboree Road
• Bristol Street
• Eastbluff Drive
• Bayside Drive
• Bison Avenue
• Ford Road
• Spyglass Hill Road
1
2-59
EXHIBIT 2 W
NEWPORT BEACH EXISTING BICYCLE FACILITIES
to
O
SOURCE: BIKEWAYS: A MI
TRAILS IN NEWPi
AND VICINITY (1
NEWPORT BEACH GENERAL
• Marguerite Avenue
San Joaquin Hills Road
On -street bike trails occur on San Miguel Drive, Newport Coast Drive, Irvine
Avenue, Coast Highway and other minor streets throughout the City.
Recreational use of alternative travel modes (especially bicycle and pedestrian)
is prevalent in the City of Newport Beach. The Back Bay trail is particularly
popular among recreational travelers.
2.15 Public Transit
Public bus service is provided by OCTA. An established network of bus routes
provides access to employment centers, shopping and recreational areas within
the City. OCTA periodically updates a county -wide Bus Service Implementation
Program (BSIP) which includes changes to service levels and route
configurations.
Exhibit 2-X shows existing public -transit service in Newport Beach. Local bus
routes in the City of Newport Beach include:
• Route 1 (along Coast Highway)
• Route 47 (provides access from Balboa Boulevard north of Fairview
Street)
Route 55 (from 17th Street in Costa Mesa providing access to Newport
Center/Fashion Island)
• Route 57 (along Bristol Street and Jamboree Road to Newport Center)
• Route 71 (from the Balboa Fun Zone north along the SR-55 freeway)
2-61
EXHIBIT 2-X
EXISTING PUBLIC TRANSIT ROUTES
N
1
41•
N
NEWPORT BEACH TRAFFIC MODEL UPDATE BASELINE DATA AND ANALYSIS, Newport Beach. CaPdomia-01732txawltmad O�BAM
cn uno...os
mm m m� m m m m m m m m m
• Route 75 (from Newport Center up Jamboree Road)
Route 76 (along San Miguel Drive and MacArthur Boulevard)
• Route 79 (from Newport Center along Eastbluff Drive to University
Drive)
The Newport Transportation Center and Park -and -Ride facility is located at
MacArthur Boulevard and San Joaquin Hills Road in Newport Center.
Community bus route 178 passes through the Airport Area of Newport Beach
before entering Santa Ana Heights. Additional bus service passes very near to
Newport Beach, particularly in the vicinity of John Wayne Airport and the
University of California at Irvine.
2.16 Air Travel
Air Travel for residents, workers, and visitors in Newport Beach is served by John
Wayne Airport (located just northwest of Campus Drive along the City boundary).
SNA is a local airport, acting as a secondary facility to Los Angeles International
Airport (LAX).
2.17 Marine Transport
The proximity of the City of Newport Beach to the Pacific Ocean creates a unique
opportunity for transportation solutions. Transportation related to maritime uses
increases the potential for traffic problems around Newport Bay. Specific
examples of alternative travel modes in Coastal Newport Beach include the
Santa Catalina Ferry (providing access from the Balboa Pavilion to Santa
2-63
Catalina Island), and the Balboa Ferry (connecting Balboa Island to the Balboa
Peninsula).
MI
11
3 0 CURRENTLY ADOPTED GENERAL PLAN BUILDOUT (POST-2025) SCENARIO
This chapter presents currently adopted General Plan Buildout (Post-2025) conditions.
General Plan Buildout model inputs are discussed and refined forecast volumes are
presented. Data are compared to existing conditions to show reasonable growth.
Alternative travel modes plans are discussed, and special issues are identified.
3.1 Land Use and Socioeconomic Data (SED)
This section discusses the land use and socioeconomic data inputs.
3.1.1 General Plan Buildout Land Use Data
The General Plan Buildout land use data was provided to Urban
Crossroads, Inc. staff by the City of Newport Beach. Table 3-1 summarizes
the overall General Plan Buildout land uses for the City of Newport Beach.
An overall comparison to existing (2002) land use is also shown in Table
3-1. Land uses generally increase for the City General Plan Buildout
scenario. Reductions in specific uses (e.g., mobile homes, movie
theaters) are caused by redevelopment in the City. Appendix "R" of this
report includes a series of reports documenting the explicit land use data
included in NBTM 3.1 for General Plan Buildout conditions. The first set of
reports summarizes the City of Newport Beach land use (provided by City
of Newport Beach staff) by NBTM traffic analysis zone (TAZ). The same
data are presented again at increasing levels of aggregation, including
aggregation to OCTAM TAZs and for the overall City.
3.1.2 General Plan Buildout Socioeconomic Data (SED)
General Plan buildout SED that has been converted from 'land use is
summarized in Table 3-2. Table 3-2 also contains a comparison of
General Plan Buildout SED to existing (2002) SED for the City of Newport
Beach. Appendix "S" presents the SED resulting from the conversion of
3-1
TABLE 3.1
CITY OF NEWPORT BEACH GENERAL PLAN BUILDOUT
LAND USE SUMMARY
NBTM
CODE'
DESCRIPTION
UNITS2
2002
QUANTITY
BUILDOUT
QUANTITY
GROWTH
%GROWTH
1
I Low Density Residential
DU
1 14,841
1 15,213
372
2,51%
2
1 Medium Density Residential
DU
12,939
1 17,723
4.784
36.97%
3
1 Apartment
DU
7,822
8,488
846
11.10%
4
ElderlyResidential
DU
348
348
0.00%
5
Mobile Home
DU
894
749
A45
-16.22%
TOTAL DWELLING UNITS
DU
36,6441
42,501
5.8571
15.98%
6
Motel
ROOM
210
258
46
21.90%
7
Hotel
ROOM
2,745
3,270
525
19.13%
9
Regional Commercial
TSF
1,259.000
1,633.850
374.850
29.77%
10
General Commercial
TSF
2,926.160
3,692.980
766.820
26.21%
11
Commercial/Recreation
ACRE
5.100
5.100
0.00%
13
Restaurant
TSF
640.520
859.800
219.280
34.23%
15
Fast Food Restaurant
TSF
78.031
94.540
16.509
21.16%
16
Auto Dealer/Sales
TSF
288.320
323.290
34.970
12.13%
Yacht Club
TSF
54.580
73.060
1BA80
33.86%
Health Club
TSF
63.500
108.070
44.570
70.19%
Tennis Club
CRT
60
60
0.00%
Marina
SLIP
1,055
1,055
0.00%
Theater
SEAT
5,489
5.475
-14
-0.26%
Newport Dunes
ACRE
64.00
64.00
0.00%
General Office
TSF
10,900.190
12,153.473
1,253.283
11.50%
Medical Office
TSF
761.459
895.420
133,961
17.59%
Research & Development
TSF
327.409
809.330
481,921
147.19%
Industrial
TSF
1,042.070
1,060.762
18.692
1.79%
123
Mlnl-Story e/Warehouse
TSF
199.750
199.750
-
0.00%
Pre-schooi/Da 'Care
TSF
55.820
56.770
0.950
1,70%
Elements lPdvate School
STU
4,399
4,455
56
1.27%
Junior/HI h School
STU
4,765
4,765
0.00%
Cultural/LearninCenter
TSF
35.000
40.000
5.000
14,29%
Libra
TSF
78.840
78,840
0.00%Post
Office
TSF
53.700
73.700
20.000
37:24%Hos
ital
BED
351
1,265
914
260.40%Nursin
/Conv. Home
BEDS
661
661
0.00%Church
TSF
377.760
467.210
89A50
23.68%Youth
Ctr./Service
TSF
149.560
166.310
16.750
11.20%
38
Park
ACRE
113.970
94.910
-19.060
-16.72%
39
Regional Park
ACRE
45.910
45.910
N/A
40
Goif,Course
ACRE
305.330
298.330
-7.000
-2.29%
1 Uses 8,12,'and 14 are part of the old NBTAM model stricture and are not currently utilized in
the City land use datasets.
2 Units Abbreviations:
DU = Dwelling Units
TSF = Thousand Square Feet
CRT = Court
STU = Students
U:\UcJobslo123Z1Exceb(01232-02.xls)T 3.1
3-2
TABLE 3.2
CITY OF NEWPORT BEACH' LAND USE BASED
SOCIOECONOMIC DATA SUMMARY/COMPARISON
VARIABLE
2002
QUANTITY
BUILDOUT
I QUANTITY
GROWTH
% GROWTH
Occupied Single F mily Dwelling Units
13,8421
14,250
408
3%
Occupied Multi -Family Dwelling Units
20,4091
25,453
5,044
25%
TOTAL OCCUPIED DWELLING UNITS
34,2511
39,7031
5,452
16%
Group Quarters Po ulation
6611
6611
01
0%
Population
75,8171
87,8861
12,069
16%
Employed Residents
44,3791
51,2681
6,889
16%
Retail Employees
1 11,2111
13,5521
2,341
210/,
Service Employees
17,150
21,1371
31987
230/c
Other Employees
37,0771
44,327
7,250
20o/n
TOTAL EMPLOYEES 1
65,4381
79,0161
13,578'
21%
Elem/Hi h School Students
91164
9,2201
561
1%
1 Includes data converted fri
UAUcJobs\012321Exce1\[01232-02
3.2
land use to SED using the factors previously presented on Table 1-1. The
SED from land use is again presented by NBTM TAZ, OCTAM TAZ, and
overall City of Newport Beach. The same set of reports is included for
supplemental SED (not derived from land use), and for the overall SED
(the sum of the SED from land use and the supplemental SED).
The total.number of dwelling units are projected to increase by 5,857 units
(16%) per the currently adopted General Plan. For total employment, an
increase of 13,578 employees (21%) is included in the currently adopted
General Plan.
Socioeconomic data for the remainder of the Tier 3 area (and for Newport
Coast, where land use data was unavailable) has been disaggregated
from OCP-2000 data for year 2025. No further growth beyond 2025 is
assumed since the parent (OCTAM 3.1) model does not include a horizon
year beyond 2025 and no such comprehensive database is currently
available.
Trip Generation
Table 3-3 summarizes the overall trip generation for General Plan Buildout
conditions for the City of Newport Beach. Appendix "T" contains a report of trip
generation by NBTM TAZ for the City of Newport Beach, broken down by NBTM
TAZ and OCTAM TAZ. Most of these trips have been calculated from the final
General Plan Buildout SED presented previously. The four land use codes listed
below had been special generators in the previous NBTAM model:
• Tennis Club
• Marina
• Newport Dunes
• Hospital
For each of these land use categories, supplemental trips ,have been added to
increase the daily trip generation to match the previous rate (see Appendix "T').
3-4
TABLE 3.3
CITY OF NEWPORT BEACH'GENERAL PLAN BUILDOUT TRIP GENERATION
TRIP PURPOSE
PRODUCTIONS
ATTRACTIONS
PRODUCTIONS-
ATTRACTIONS
PRODUCTIONS /
ATTRACTIONS
Home Based Work
70,469
100,684
-30,215
0.70
Home Based School
14,125
8,845
5,280
1.60
Home Based Other'
167,202
136,553
30,649
1.22
Work Based Other
64,755
70,186
-5,431
0.92
Other - Other
114.557
21
1,675
1.01
TOTAL
1 431,1081
429,1601
1,9581
1.00
OVERALL TOTAL 860,258
1 Home -Work includes Home -Work and Home -University trips, consistent with OCTAM mode choice output.
2 Home -Other includes Home -Shop and Home -Other trips, consistent with OCTAM mode choice output.
U:\UcJobs\01232IExcePI01232-02.adsf r 3-3
3-5
3.3
The overall trip generation for the City of Newport Beach is an estimated 860,258
daily vehicle trips. Table 3-4 compares General Plan Buildout trip generation to
existing. Total trip generation increases by approximately 170,000 daily trips
over existing (or 25%). Fratar factors are calculated within the City of Newport
Beach and the trip generation adjustment area to adjust the 2025 regional trip
tables to match Buildout trip generation. Regionally, total trip generation is
projected to increase by approximately one-third.
Traffic Assignment
Exhibit 3-A shows General Plan Buildout through lanes on Newport Beach
roadways. Appendix "Ll" shows roadway segment and intersection lane
improvements from existing through General Plan buildout conditions. The
General Plan Buildout model network matches these configurations. The
network contains OCTAM roadway characteristics outside the Tier 3 area.
Within the Tier 3 area, the existing network has been modified to reflect the
currently adopted Orange County Master Plan of Arterial Highways (MPAH).
Tolls have been retained on toll roads to provide a conservative worst case
scenario. Regionally, the total vehicle -miles of travel are projected to increase by
45%, reflecting the tendency for growth to occur in the outlying, less urbanized
areas of the region.
Exhibit 3-B summarizes the NBTM 3.1 refined General Plan Buildout daily traffic
volumes throughout the City of Newport Beach. Table 3-5 compares these refined
forecasts to existing counted volumes (presented previously). Decreases are
generally due to newly constructed parallel facilities.
The highest daily traffic volume increase occurs on Coast Highway. Between
Dover Drive and Newport Boulevard, traffic increases by 15,000 or more vehicles
per day (VPD). This increase is caused partly by land .use increases in the Balboa
area. The capacity increase of 50% (4 lanes to 6 lanes) on Coast Highway west of
3-6
I
TABLE 3-4
' CITY OF NEWPORT BEACH TRIP GENERATION COMPARISON
G
TRIP PURPOSE
DAILY TRIP ENDS
GROWTH
PERCENT
GROWTH
EXISTING
GENERALPLAN
BUILDOUT
Home Based Work Productions
57,568
70,469
12,901
22.41%
Home Based Work Attractions
82,177
100,684
18,507
22.52%
Home Based School Productions
11,424
14,125
2,701
23.64%
Home Based School Attractions
8,730
8,845
115
1.32%
Home Based Other Productions
125,826
167,202
41,376
32.88%
Home Based Other Attractions
111,273
136,553
25,280
22.72%
Work Based Other Productions
52,4831
64,7551
12,272
23.38%
Work Based Other Attractions
57,3811
70,186
12,805
22.32%
Other - Other Productions
92,237
114,557
22,320
24.200/6
Other - Other Attractions
90,7491
112,8821
22,133
24.39%
TOTAL PRODUCTIONS 1
339,5381
431,1081
91,5701
26.97%
TOTAL ATTRACTIONS 1
350,3101
429,1501
78,8401
22.51 %
OVERALL TOTAL 1
689,8481
860,2581
170,4101
24.70%.
1 Home -Work includes Home -Work and Home -University trips, consistent with OCTAM mode choice output.
' 2 Home -Other includes Home -Shop and Home -Other trips, consistent with OCTAM mode choice output.
U:\UcJobs1012321Excell[01232-02.x1s]T 3.4
n
3-7
I
NEWPORT
4D
EXHIBIT 3-A
GENERAL PLAN BUILDOUT THROUGH LANES
PACIFIC
OCEAN
LEGEND:
4 -NUMBER OF THROUGH LANES
D - DIVIDED
U = UNDIVIDED
m m m, r
W 4�Poa
EXHIBIT 3-B
GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC (ADT)
24
10
72
W
„9
2 61
LEGEND:
✓ �� ��� � -
1 0 20 = VEHICLES PER DAY (1000-S)
43
-\ 9` `` 8
1% s as 21 2 PACIFIC
�----� OCEAN
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 01232:50 rev.12/05/03 URBAN
TABLE 3.5
GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC COMPARISON
LOCATION
EXISTING
(200112002)
COUNT
BUILDOUT
FORECAST
GROWTH
%
GROWTH
15th St. (Coast Hwy, to Bluff Rd.)
0
9,000
9,000
15th St. (Bluff Rd, to Monrovia Ave.)
0
8,000
8,000
16th St. (Irvine Ave. to Dover Dr.)
5,000
6,000
1,000
20.0%
17th St, (Bluff Rd. to east city limit)
0
10,000
10,000
-
32nd St. (west of Newport Blvd.)
8,000
8,000
0
0.0%
32nd St. (east of Newport Blvd.)
3,000
5,000
2,000
66.7%
vocado Ave. (north of San Miguel Dr.)
5,000
5,000
0
0.0%
Avocado Ave. (south of San Miguel Dr.)
12,000
11,000
-1,000
-8.3%
Avocado Ave. (north of Coast,Hwy.)
11,000
10,000
-1,000
-9.1%
Balboa Blvd. (south of Coast Hwy.)
18,000
21,000
3,000
163%
Bayside Dr. (south of Coast Hwy.)
10,000
13,000
3,000
30.0%
Birch St. (Jamboree Rd. to Von Karmen Ave.)
12,000
18,000
6,000
50.0%
Birch St. (Von Karmen Ave. to MacArthur Blvd.)
15,000
20,000
5,000
33.3%
Birch St. (west of MacArthur Blvd.)
16,000
20,000
4,000
25.0%
Birch St. (north of Bristol St. North)
23,000
27,000
4,000
17.4%
Birch,St. (Bristol St. North to Bristol St. South)
19,000
20,000
1,000
5.3%
Birch St. (south of Bristol St. South)
15,000
16,000
1,000
6.7%
Bison Ave. (Jamboree Rd. to MacArthur Blvd.)
13,000
17,000
4,000
30.8%
Bison Ave. (MacArthur Blvd. to SR-73 Fwy.)
7,000
11,000
4,000
57.1%
Bluff Rd. (Coast Hwy. to 15th St.)
0
7,000
7,000
-
Bluff Rd. (15th St, to 17th St.)
0
7,000
7,000
Bluff Rd. (17th St, to 19th St.)
0
13,000
13,000
.
Bonita Canyon Dr. (east of MacArthur Blvd.)
26,000
33,000
7,000
26.9 %
Bonita Canyon Dr. (west of SR-73 Fwy.)
17,000
25,000
8,000
47.1 %
Bristol St. North (west of Campus Dr.)
28,000
32,000
4,000
14.3%
Bristol St. North (Campus Dr. to Birch St.)
23,000
28,000
5,000
21.7%
Bristol St. North (east of Birch St.)
22,000
27,000
5,000
22.7%
Bristol St. North (west of Jamboree Rd.)
16,000
18,000
2,000
12.5%
Bristol St. South (west of Campus DrArvine Ave,)
28,000
32,000
4,000
14.3%
Bristol St. South (Campus Dr. to Birch St.)
17,000
22,000
5,000
29.4%
Bristol St. South (east of Birch St.)
16,000
21,000
5,000
31.3%
Bristol St. South (west of Jamboree Rd.)
31,000
37,000
6,000
19.4%
Campus Dr. (Jamboree Rd. to Von Karmen Ave.)
16,000
21,000
5,000
31.3%
Campus Dr. (Von Kerman Ave. to MacArthur Blvd.)
20,000
31,000
11,000
55.0%
Campus Dr. (west of -MacArthur Blvd.)
26,000
38,000
12,000
46.20/a
Campus Dr. (north of Bristol St. North)
28,000
38,000
10,000
35.7%
Campus Dr. (Bristol St, North to Bristol St. South)
30,000
39,000
9,000
30.0%
Coast Hwy. (west of 15th St.)
46,000
43,000
-3,000
-6.5%
Coast -Hwy. (15th St. to Bluff Rd.)
46,000
51',000
5,000
10.9%
Coast Hwy. (Bluff Rd. to -Superior AveJBalboaBlvd,.)
46,000
49,000
3,000
6.5%
Coast Hwy. (Superior Ave. to Newport Blvd.)
28,000
38,000
10,000
35.70
Coast Hwy. (Newport Blvd. to Riverside Ave.)
53,000
72,000
19,000
35.8%
Coast Hwy. (Riverside Ave. to Tustin Ave.)
45,000
63,000
18,000
40.0%
Coast IhM. gustin Ave. to Dover Dr.
42,000
59,000
17,000
40.5%
3-10
TABLE 3-5 (CONTINUED)
GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC COMPARISON
LOCATION
EXISTING
(2001/2002)
COUNT
BUILDOUT
FORECAST
I GROWTH
I GROWTH
Coast Hwy. (Dover Dr. to Bayside Dr.)
63,000
77,000
14,000
22.2%
Coast Hwy. (Bayside Dr. to Jamboree Rd.)
51,000
62,000
11,000
21.6%
Coast Hwy. (Jamboree Rd. to Newport Center Dr.)
42,000
51,000
9,000
21 A%
Coast Hwy. (Newport Center Dr. to Avocado Ave.)
35,000
42,000
7,000
20.0%
Coast Hwy. (Avocado Ave. to MacArthur Blvd.)
36,000
45,000
9,000
25.0%
Coast Hwy. (MacArthur Blvd. to Goldenrod Ave.)
40,000
47,000
7,000
17.5%
Coast Hwy. (Goldenrod Ave. to Marguerite Ave.)
39,000
46,000
7,000
17.9%
oast Hwy. (Marguerite Ave. to Poppy Ave.)
35,000
42,000
7,000
20.0%
Coast Hwy. (Poppy Ave. to Newport Coast Dr.)
28,000
35,000
7,000
25.0%
Coast Hwy (east of Newport Coast Dr.)
35,000
45,000
10,000
28.6%
Dover Dr. (Irvine Ave. to Westcliff Dr.)
9,000
11,000
2,000
22.2%
Dover Dr. (Westcliff Dr. to 16th St.)
22,000
24,000
2,000
9.1%
Dover Dr. (16th St. to Cliff Dr.)
25,000
28,000
3,000
12.0%
Dover Dr. (Cliff Dr, to Coast Hwy.)
29,000
31,000
2,000
6.9%
Eastbluff Dr. (west of Jamboree Rd. at University Dr.)
10,000
10,000
0
0.0%
Eastbluff Dr. (west of Jamboree Rd. at Ford Rd.)
15,000
15,000
0
0.0%
Ford Rd. (Jamboree Rd. to MacArthur Blvd.)
9,000
12,000
3,000
33.3%
Goldenrod Ave. (north of Coast Hwy.)
2,000
2,000
0
0.0%
Highland Dr. (east of Irvine Ave.)
2,000
2,000'
0
0.0%
Hospital Rd. (Placentia Ave. to Newport Blvd.)
13,000
23,000
10,000
76.9%
Hospital Rd. (east of Newport Blvd.)
7,000
9,000
2,000
28.6%
Irvine Ave. (Bristol St. South to Mesa Dr.)
27,000
36,000
9,000
33.3%
Irvine Ave. (Mesa Dr. to University Dr.)
31,000
38,000
7,000
22.6%
Irvine Ave. (University Dr, to Santa Isabel Ave.)
33,000
34,000
1,000
3.0%
Irvine Ave. (Santa Isabel Ave. to Santiago Dr.)
29,000
27,000
-2,000
-6.9%
Irvine Ave. (Santiago Dr. to Highland Dr.)
27,000
25,000
-2,000
-7.4%
Irvine Ave. (Highland Dr, to Dover Dr.)
27,000
25,000
-2,000
-7.4%
Irvine Ave. (Dover Dr. to Westcliff Dr.)
22,000
19,000
-3,000
-13.6%
Irvine Ave. (Westcliff Dr. to 16th St.)
12,000
10,000
-2,000
-16.7%
Jamboree Rd. (Campus Dr, to Birch St.)
36,000
47,000
11,000
30.6%
Jamboree Rd. (Birch St. to MacArthur Blvd.)
42,000
54,000
12,000
28.6%
Jamboree Rd. (MacArthur Blvd. to Bristol St. North)
36,000
44,000
8,000
22.2%
Jamboree Rd. (Bristol St. North to Bristol St. South)
47,000
52,000
5,000
10.60/C
Jamboree Rd. (Bristol St. South to Bayview Wy.)
47,000
58,000
11,000
23.4%
Jamboree Rd. (Bayview Wy. to University Dr.)
47,000
58,000
11,000
23.4%
Jamboree Rd. (University Dr. to Bison Ave.)
37,000
42,000
5,000
13.5%
Jamboree Rd. (Bison Ave, to Ford Rd.)
39,000
45,000
6,000
15.4%
Jamboree Rd. (Ford Rd. to San Joaquin Hills Rd.)
46,000
53,000
7,000
15.2%
Jamboree Rd. (San Joaquin Hills Rd. to Santa Barbara Dr.)
34,000
40,000
6,000
17.6%
Jamboree Rd. (Santa Barbara Dr. to Coast Hwy.)
32,000
39,000
7,000
21.9%
Jamboree Rd. ( Coast Hwy. to Bayside Dr.)
12,000
14,000
2,000
16.7%
MacArthur Blvd. (Campus Dr. to Birch St.)
27,000
33,000
6,000
22.2%
MacArthur Blvd. (Birch St. to Von Kerman Ave.)
22,000
26,000
4,000
] 8.2%
MacArthur Blvd. Von Kerman Ave. to Jamboree Rd.
26,000
32,000
6,000
23.1%
3-11
TABLE 3.5 (CONTINUED)
GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC COMPARISON
LOCATION
EXISTING
(200112002)
I COUNT
BUILDOUT
FORECAST
GROWTH
%
I GROWTH
MacArthur Blvd. (south of Jamboree Rd)
27,000
35,000
8,000
29.6%
MacArthur Blvd. (north of Bison Ave)
61,000
71,000
10,000
16.4%
MacArthur Blvd. (Bison Ave. to Ford Rd.)
63,000
72,000
9,000
14.3a/a
MacArthur Blvd. (Ford Rd. to San Joaquin Hills Rd.)
54,000
58,000
4,000
?A%
MacArthur Blvd. (San Joaquin Hills Rd. to San.Miguel Rd.)
35,000
37,000
2,000
5.7%
MacArthur Blvd. (San Miguel Rd. to Coast Hwy.)
31,000
37,000
6,000
19.4%
Marguerite Ave. (south of San Joaquin Hills Rd.)
7,000
8,000
1,000
14.3%
Marguerite Ave. (north of Coast Hwy.)
6,000
7,000
1,000
16.7%
Mesa Dr. (east of Irvine Ave.)
12,000
13,000
1,000
8.3%
Newport Blvd. (north of Hospital Rd.)
36,000
49,000
13,000
36.1%
ewportBlvd. (Hospital'Rd. to Coast Hwy.)
43,000
54,000
11,000
25.6%
Newport Blvd. (Coast Hwy. to Via Lido)
48,000
55,000
7,000
14.6%
Newport Blvd. (Via Lido to 32nd St.)
36,000
40,000
4,000
11.10/0
ewportBlvd. (south of 32nd St.)
29,000
32,000
3,000
10.3%
Newport Center Dr. (north of Coast Hwy.)
14,000
17,000
3,000
21.4%
Newport Coast Dr. (SR-73 Fwy. to San Joaquin Hills Rd.)
17,000
28,000
11,000
64.7%
Newport Coast Dr. (south of San Joaquin Hills Rd.)
15,000
24,000
9,000
60.0%
Newport Coast Dr. (north of Coast Hwy.)
12,000
18,000
6,000
50.0%
Placentia Ave. (north of Superior Ave.)
12,000
12,000
0
0.0%
Placentia Ave. (Superior Ave. to Hospital Rd.)
7,000
13,000
6,000
85.7%
Poppy Ave. (north of Coast Hwy.)
2,000
2,000
0
0.0%
Riverside Ave. (north of Coast Hwy.)
9,000
9,000
0
0.0%
San Joaquin Hills Rd. (Jamboree Rd. to Santa Cruz Rd.)
16,000
18,000
2,000
12.5%
San Joaquin Hills Rd. (Santa Cruz Rd, to Santa Rosa Rd.)
11,000
12,000
1,000
9.1%
San Joaquin Hills Rd. (Santa Rosa Rd. to MacArthur Blvd.)
21,000
25,000
4,000
19.0%
San Joaquin Hills Rd. (MacArthur Blvd. to San Miguel Rd.)
19,000
22,000
3,000
15.8%
San Joaquin Hills Rd..(San Miguel Rd. to Marguerite Ave.)
18,000
23,000
5,000
27.8%
San Joaquin Hills Rd. (Marguerite Ave, to Spyglass Hill Rd.)
12,000
18,000
6,000
50.0%
San JoaquinHillsRd. (Spyglass Hill Rd. to Newport Coast Dr.)
12,000
18,000
6,000
50.0%
SanMiguel Dr. (north of Spyglass Hill Rd.)
7,000
10,000
3,000
42.9%
San Miguel Dr. (south of Spyglass Hill Rd.)
7,000
10,000
3,000
42.9%
San Miguel Dr. (north of San Joaquin Hills Rd.)
12,000
14,000
2,000
16.7%
San Miguel Dr. (San Joaquin Hills Rd. to MacArthur Blvd.)
12,000
16,000
4,000
33.3%
San Miguel Dr. (MacArthur Blvd. to Avocado Ave.)
19,000
19,000
0
0.0%
San Miguel Dr. (west of Avocado Ave.)
10,000
11,000
1,000
10.0%
Santa Barbara Dr. (east of Jamboree Rd.)
10,000
11,000
1,000
10.0%
Santa Cruz Dr. (south of San Joaquin Hills Rd.)
8,000
9,000
1,000
12.5%
Santa Rosa Dr. (south of San Joaquin Hills Rd.)
11,000
14,000
3,000
27.3%
Santiago Dr. (Tustin Ave. to Irvine Ave.)
5,000
5,000
0
0.0%
Santiago Dr. (east of Irvine Ave.)
3,000
2,000
-1,000
-33.3%
Spyglass Hill Rd. (San Miguel Dr. to San Joaquin Hills Rd.)
4,000
3,000
1,000
25.0%
Superior Ave. (north of Placentia Ave.)
17,000
21,000
4,000
23.5%
Superior Ave. (Placentia Ave. to Hospital Rd.)
22,000
17,010
-5,000
-22.7%
Superior Ave. (Hospital Rd. to Coast Hwy.)
24,000
21,OOD_':0
3 000
12.5%
3-12
TABLE 3.5 (CONTINUED)
GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC COMPARISON
LOCATION
EXISTING
(2001/2002)
COUNT
BUILDOUT
FORECAST
GROWTH
%
GROWTH
Tustin Ave. (north of Coast Hwy.)
2,000
2,000
0
0.0%
University Dr. (east of Irvine Ave.)
3,000
3,000
0
0.0%
University Dr. (east of Jamboree Rd)
11,000
16,000
5,000
45.5%
Via Lido (east of Newport Blvd.)
8,000
10,000
2,000
25.0%
Von Karman Ave. (Campus Dr. to Birch St.)
14,000
18,000
4,000
28.6%
Von Karman Ave. (Birch St. to MacArthur Blvd.)
12,000
15,000
3,000
Westcliff Dr.(Irvine Ave. to Dover Dr.
16,000
17,000
1,000
6.3%
uAt
3.4
Dover Drive makes the route more desirable and also contributes to the volume
increase. Finally, the SR-55 Freeway extension makes this section of Coast
Highway more desirable to through traffic. This is reflected by the less substantial
increase in volume on Coast Highway west of Newport Boulevard (10,000 VPD
increase). Volumes on Coast Highway throughout the study area generally
increase, with the one exception being west of 15th Street. The new Santa Ana
River crossing of 19th Street draws traffic away from Coast'Highway. Volumes on
Coast Highway in Bayside and Corona Del Mar generally increase by 7,000-11,000
VPD.
Traffic volumes on Newport Boulevard increase substantially in General Plan
buildout conditions. Land use increases in the coastal areas account for some of
the increase. Traffic is also drawn to Newport Boulevard in the City of Newport
Beach because of the SR-55 freeway extension.
Land use increases in the Newport Coast area cause Newport Coast Drive to have
large volume increases that grow approaching the SR-73 tollway. Increased traffic
from Bonita Canyon and Harbor View Hills/Newport Ridge cause volumes on
Jamboree Road, MacArthur Boulevard, and Bonita Canyon Drive to go up.
Increased capacity on Irvine Avenue south of Bristol Street draws traffic to Campus
Drive/Irvine Avenue.
Daily Capacity Analysis
Daily roadway segment capacity analysis has been performed at study area
roadways, and is shown on Exhibit 3-C. The following roadway segments are
expected to operate with daily v/c greater than 0.90:
• Newport Boulevard north of Hospital Road
• Newport Boulevard north of Via Lido
• Jamboree Road north of Campus Drive
• Jamboree Road' north of Birch Street
3-14
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EXHIBIT 3-C
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NEWPORT
GENERAL
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aZe-,
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F RAFFIC STUDY. Newoort Beach. California -
BUILDOUT.VOLUME/CAPACITY (V,
PACIFIC
OCEAN
LEGEND:
.88= VOLUME/CAPACITY RATIO
• Irvine Avenue north of University Drive
• Dover Drive north of Coast Highway
• Jamboree Road north of San Joaquin Hills Road
• MacArthur Boulevard north of Bison Avenue
• MacArthur Boulevard north of Ford Road
• Newport Coast Drive north of SR-73 NB Ramps
• Newport Boulevard south of Hospital Road
• Jamboree'Road south of Birch Street
• Irvine Avenue south of University Drive
• Campus Drive east of MacArthur Boulevard
• Bristol Street North east of Birch Street
• Bristol Street South east of Birch Street
• Coast Highway east of Dover Drive
• Coast Highway east of Bayside Drive
• Coast Highway east of Jamboree Road
• Ford Road east of MacArthur Boulevard
• Coast Highway east of MacArthur Boulevard
• Coast Highway east of Goldenrod Avenue
• Coast Highway east of Marguerite Avenue
• Coast Highway east of Poppy Avenue
• Coast Highway west of Superior Avenue/Balboa Boulevard
• Coast Highway west of Riverside Drive
• Bristol Street North west of Campus Drive
• Bristol Street South west of Campus Drive
• Bristol Street South west of Jamboree Road
3.5 Peak Hour Forecasts
The final data required to support the General Plan Buildout scenario of the NBTM
update process was intersection geometric data for the 63 intersections selected for
3-16
1
analysis. The geometric data was provided by City staff and was used to calculate
existing General Plan Buildout intersection capacity utilization values (ICUs) at all
63 analysis intersections. Table 3-6 summarizes the General Plan Buildout ICUs
based on the AM and PM peak hour intersection turning movement volumes and
the intersection geometric data. Appendix "V" contains the detailed ICU calculation
worksheets. The worksheets in Appendix "V" summarize the intersection
geometric data and the AM and PM peak intersection turning movement volumes.
As shown in Table 3-6, ICU values generally increase in the General Plan Buildout
conditions. The exceptions occur where new parallel facilities are available, or
where an increase in lanes results in increased capacity. Table 3-7 summarizes
intersection analysis for buildout conditions. Deficient intersections are shown on
Exhibit 3-D. Intersections with ICU values greater than'0.90 (LOS "E" or worse) in
either peak period are:
• Bluff Road (NS)/Coast Highway (EW) (AM)
• Superior Avenue (NS)/Coast Highway (EW) (AM)
• Riverside Drive (NS)/Coast Highway (EW) (PM)
•' MacArthur Boulevard (NS)/Campus Drive (EW) (PM)
• Von Karman Avenue (NS)/Campus Drive (EW) (PM)
• Jamboree Road (NS)/Campus Drive (EW) (AM/PM)
• Campus Drive (NS)/Bristol Street North (EW) (AM/PM)
• Birch Street (NS)/Bristol Street North (EW) (AM)
• Campus Drive (NS)/Bristol Street South (EW) (AM)
• Irvine Avenue (NS)/University Drive (EW) (AM/PM)
• Bayside Drive (NS)/Coast Highway (EW) (PM)
• MacArthur Boulevard (NS)/Jamboree Road (EW) (AM/PM)
• Jamboree Road (NS)/Bristol Street South (EW) (AM)
• MacArthur Boulevard (NS)/Ford Road/Bonita Canyon Drive (EW) (PM)
• MacArthur Boulevard'(NS)/San Joaquin Hills Road (EW) (PM)
• Goldenrod Avenue (NS)/Coast Highway (EW) (AM)
• Marguerite Avenue (NS)/Coast Highway (EW) (AM/PM)
3-17
TABLE 3.6
NBTM BUILDOUT INTERSECTION CAPACITY UTILIZATION (ICU) SUMMARY
INTERSECTION NS/EW
AM
PEAK HOUR
I PM
PEAK
HOUR
EXISTING
COUNT
FUTURE
FORECAST
I
DELTAI
1EXISTING1FUTURE
COUNT
IFORECAST
DELTA
1. Bluff Rd. & Coast Hw.
DNE'
1.01
1.01
DNE
0.76
0.76
2. Superior Av. & Placentia Av.
0.66
0.65
-0.01
0.67
0.55
-0.12
3. Superior Av. & Coast Hw.
0.84
1.01
0.17
0.90
0.80
-0.10
4. Newport BI. & Hospital Rd:
0.54
0,87
0.33
0,70
0.93
0.23
5. Newport Bl. & Via Lido
0.41
0.52
0.11
0.37
0.44
0.07
6. Newport Bl. & 32nd St.
0.73
0.67
-0.06
0.78
0.76
-0.02
7. Riverside Av. & Coast Hw.
0.84
0.83
-0.01
0.93
1.12
0.19
8. Tustin Av. & Coast Hw.
0.80
0.76
-0.04
0.67
0.87
0.20
9. MacArthurBI. & Campus Dr.
0.61
0.72
0.11
0.85
1.21
0,36
10. MacArthur Bl. & Birch St.
0.49
0.71
0.22
0.66
0.80
0.14
11. Von Kerman Av. & Campus Dr.
0.55
0.67
0.12
0.79
0.94
0.15
12. MacArthur Bl. & Von.Karman Av.
0.46
0.54
0.08
0.53
0.64
0.11
13. Jamboree Rd. & Campus Dr.
0.74
0.93
0.19
0.85
1.23
0.38
14. Jamboree Rd. & Birch St.
0.55
0.90
0.35
0.60
0.89
0.29
15. Campus Dr. & Bristol St.
0.77
0.97
0.20
0.94
1.09
0.15
16. Birch St. & Bristol St.
0.66
0.93
0.27
0.61
0.71
0.10
17. Campus DrArvine Av. & Bristol St. S
0.72
0.91
0.19
0.58
0.76
0.18
18. Birch St. & Bristol St, S
0.46
0.52
0.06
0.44
0.53
0.09
19. Irvine Av. & Mesa Dr.
0.70
0.68
-0.02
0.94
0.90
-0.04
0. Irvine Av. & University Dr.
0.82
1.15
0.33
0.89
1.06
0,17
1. Irvine Av. & Santiago Dr.
0.66
0.58
-0.08
0.72
0.62
-0.10
2. Irvine Av. & Highland Dr.
0.57
0.51
-0.06
0.60
0.55
-0.05
3. Irvine Av. & Dover Dr.
0.72
0.75
0.03
0.64
0.65
0.01
24. Irvine Av. & Westcliff Dr.
0.57
0.49
-0.08
0.771
0.74
-0.03
25. Dover Dr. & WesteliffDr.
0.38
0.26
-0.12
0.48
0.48
0.00
6. Dover Dr. & 16th St.
0.55
0.47
-0.08
0.57
0.55
-0.02
7. Dover Dr. & Coast Hw.
0.70
0.71
0.01
0.74
0.74
0.00
8. Bayside Dr. & Coast Hw.
0.69
0.85
0.16
0.70
0.94
0,24
9. MacArthur Bl. & Jamboree Rd.
0.88
0.97
0.09
0.91
0.98
0.07
0. Jamboree Rd. & Bristol St
0.55
0.07
-0.48
0.59
0.02
-0.57
1. Bayview PI. & Bristol St. S
0.481
0.61
0.13
0.56
0.63
0.07
2. Jamboree'Rd. & Bristol St. S
0.75
0.95
0.20
0.72
0.83
0.11
3. Jamboree Rd. & Bayview W .
0.41
0.45
0.04
0.57
0.68
0.11
4. Jamboree Rd. & Eastbluff Dr. /University Dr.
0.60
0.58
-0.02
0.64
0.61
-0.03
5. Jamboree Rd. & Bison Av.
0.45
0.46
0.01
0.51
0.54
0.03
6. Jamboree Rd. & Eastbluff DrJFord Rd.
0.69
0.74
' 0.051
0.65
0.70
0.05
7. Jamboree Rd. &San Joa uin Hills Rd. 1
0.56
0.641
0.081
0.57
0.65
0,08
3-Y8
11
ITABLE 3.6 (CONTINUED)'
NBTM BUILDOUT INTERSECTION CAPACITY UTILIZATION (ICU) SUMMARY
INTERSECTION NS/EW
AM
PEAK HOUR
I PM
PEAK HOUR
EXISTING
COUNT
FUTURE
I FORECAST
I
I DELTAI
1EXISTING
COUNT
FUTURE
FORECAST
DELTA
38. Jamboree Rd. & Santa Barbara Dr.
0.47
0.52
0.05
0.63
0.69
0.06
39. Jamboree Rd. & Coast Hw.
0.68
0.84
0.16
0.74
0.87
0.13
0. Santa Cruz Dr. & San Joaquin Hills Rd.
0.36
0.40
0.04
0.36
0.38
0.02
1. Santa Rosa Dr. & San Joaquin Hills Rd.
0.32
0.34
0.02
0.52
0.66
0.14
2. Newport Center Dr. & Coast Hw.
0.40
0.51
0.11
0.52
0.62
0.10
44. Avocado Av. & San Miguel Dr.
0.33
0.35
0.02
0.72
0.77
0.05
5. Avocado Av. & Coast Hw.
0.58
0.76
0.181
0.661
0.77
0.11
6. SR-73 NB Ramps & Bison Av.
0.31
0.46
0.15
0.37
0.56
0.19
7. SR-73 SB Ramps & Bison Av.
0.26
0.40
0.14
0.17
0.29
0.12
8. MacArthur Bl. & Bison Av.
0.63
0.77
0.14
0.60
0.77
0.17
9. MacArhtur BI. & Ford RdJBonita Canyon Dr.
0.71
0.76
0.05
0.90
1.07
0.17
50. MacArthur Bl. & San Joaquin Hills Rd.
0.64
0.71
0.07
0.93
0.96
0.03
51. MacArthur Bl. & San Miguel Dr.
0.56
0.55
-0.01
0.65
0.70
0.05
2. MacArthur Bl. & Coast Hw.
0.60
0.72
0.12
0.71
0.81
0.10
53. SR-73 NB Ramps & Bonita Canyon Dr.
0.55
0.62
0.07
0.43
0.47
0.04
54. SR-73 SB Ramps & Bonita Can on Dr.
0.30
0.44
0.14
0.41
0.56
0.15
55. San Miguel Dr. & Spyglass Hill Rd.
0.28
0.31
0.03
0.31
0.39
0.08
56. San Joaquin Hills Rd. & San Miguel Dr.
0.44
0.50
0.06
0.541
0.65
0.11
57. Goldenrod Av. & Coast Hw.
0.99
1.08
0.09
0.69
0.76
0.07
58. Marguerite Av. & San Joaquin Hills Rd.
0.31
0.37
0.06
0.35
0.50
0.15
59.Mar erite Av. & Coast Hw.
0.83
0.92
0.09
0.82
0.95
0.13
60. Spyglass Hill Rd. & San Joaquin Hills Rd,
0.44
0.57
0.13
0.30
0.44
0.14
61. Poppy Av. & Coast Hw.
0.61
0.71
0.10
0.65
0.75
0.10
62. Newport Coast Dr. & SR-73 NB Rams
0.45
0.52
0.07
0.31
0.36
0.05
64. Newport Coast Dr. & San Joaquin Hills Rd.
0.371
0.60
0.2ij
0.291
0.46
0.17
5. Newport Coast Dr. & Coast Hw.
0.471
0.591
0.121
0.501
0.611
0.11
11
DNE = Does Not Exist
t
U.1UcJobsk01232\Excel\[01232-02.xis]T 3-6
3-19
TABLE 3.7
NBTM BUILDOUT INTERSECTION ANALYSIS SUMMARY
INTERSECTION NS/EW
AM PEAK HOUR
PM PEAK HOUR
1. Bluff Rd. & Coast Hw.
1.011
F
0.76
C
2. Superior Av. & Placentia AV.
0.651
B
0.55
A
3. Superior Av. & Coast Hw.
1.01
F
0.80
C
4. Newport BI. & Hospital Rd.
0.87
D
0.93
E
5. Newport BI. & Via Lido
0.52
A
0.44
A
6. Newport BI. & 32nd St.
0.67
B
0.76
C
7. Riverside Av. & Coast Hw.
0.83
D
1.12
8. Tustin Av. & Coast Hw.
0.76
C
0.87
D
9. MacArthur BI. & Campus Dr.
0.721
C
1.21
F
10, MacArthur BI. & Birch St.
0.71
C
0.80
C
11. Von Karman Av. & Campus Dr.
0.67
B
0.94
E
12. MacArthur BI. & Von Karman Av.
0.54
A
0.64
B
13. Jamboree Rd. & Campus Dr.
0.98
E
1.23
14. Jamboree Rd. & Birch St.
0.90
D
0,891
D
15. Campus Dr. & Bristol St.
0.97
E
1.09
16. Birch St. & Bristol St.
0.931
E
0.71
C
17. Campus DrArvine Av. & Bristol St. S
0.91
E
0.76
C
18. Birch St. & Bristol St. S
0.52
A
0.53
A
19. Irvine Av. & Mesa Dr.
0.68
B
0.90
D
20. Irvine A4. & University Dr.
1.15
F
1.06
21. Irvine Av. & Santiago Dr.
0.58
A
0,621
B
22. Irvine Av. & 19ghland Dr.
0.51
A
0.55
A
23. Irvine Av. & Dover Dr.
0.751
C
0.65
B
4. Irvine Av. & Westcliff Dr.
0.491
A
0.74
C
5. Dover Dr. & Westcliff Dr.
0.26
A
0.48
A
26. Dover Dr. & 16th St.
0.47
A
0.55
A
27. Dover Dr. & Coast Hw.
0.71
C
0.74
C
8. Bayside Dr. & Coast Hw.
0.85
D
0.941
E
9. MacArthur BI, & Jamboree Rd.
0.97
E
0.98
E
30. Jamboree Rd. & Bristol St.
0.07
A
0.02
A
1. Bayview Pl. & Bristol St. S
0.61
B
0.63
B
32. Jamboree Rd. & Bristol St. S
0.95
E
0.83
D
3. Jamboree Rd. & Bayview W .
0.45
A
0.68
B
34. Jamboree Rd. & Eastbluff Dr. /University Dr.
0.58
A
0.61
B
35. Jamboree Rd. & Bison Av.
0.46
A
0.54
A
36. Jamboree Rd. & Eastbluff Dr./Ford Rd.
0.74
C
0.70
B
37. Jamboree Rd. & San Joaquin Hills Rd. ���0.641
B
0.65
B
38. Jamboree Rd. & Santa Barbara Dr.
1 0.521
A
0.69
=B
3-20
TABLE 3-7 (CONTINUED)
NBTM BUILDOUT INTERSECTION ANALYSIS SUMMARY
INTERSECTION NS/EW
AM PEAK HOUR
PM PEAK HOUR
39. Jamboree Rd. & Coast Hw.
0.84
D
0.87
D
0. Santa Cruz Dr. & San Joaquin Hills Rd.
0.40
A
0.38
A
1. Santa Rosa Dr. & San Joaquin Hills Rd.
0.34
A
0.66
B
2. Newport Center Dr. & Coast Hw.
0.51
A
0.62
B
44. Avocado Av. & San Miguel Dr.
0.35
A
0.77
C
5. Avocado Av. & Coast Hw.
0.76
C
0.77
C
6. SR-73 NB Ramps & Bison Av.
0,461
A
0.56
A
7. SR-73 SB Ramps & Bison Av.
0.40
A
0.29
A
8. MacArthur BI. & Bison Av.
0.77
C
0.77
C
9. MacArhtur BI. & Ford Rd./Bonita Canyon Dr.
0.76
C
1.07
F
50. MacArthurBl. & San Joaquin Hills Rd.
0.71
C
0.96
E
51. MacArthur BI. & San Miguel Dr.
0.55
A
0.70
B
2. MacArthur BI. & Coast Hw.
0.72
C
0.81
D
3. SR-73 NB Ramps & Bonita Canon Dr.
0.62
B
0.47
A
54. SR-73 SB Ramps & Bonita Can on Dr.
0.44
A
0.56
A
55. San Miguel Dr. & Spyglass Hill Rd.
0.31
A
0.391
A
6. San Joaquin Hills Rd. & San Miguel Dr.
0.50
A
0.65
B
7. Goldenrod Av. & Coast Hw.
1.08
F
0.76
C
58. Marguerite Av. & San Joaquin Hills Rd.
0.37
A
0.50
A
9.Maz erife Av. & Coast Hw.
0.921
E
0.95
E
0. Spyglass Hill Rd. & San Joaquin Hills Rd.
0.57
A
0.44
A
1. Poppy Av. & Coast Hw.
0.71
C
0.75
C
62. Newport Coast Dr. & SR-73 NB Rams
0.52
A
0.36
A
64. Newport Coast Dr. & San Joaquin Hills Rd.
0.60
A
0.46
A
5. Nmvport Coast Dr. & Coast Hw.
0.59
A
0.611
B
DNE = Does Not Exist
U:\UcJobs\01232\Excea[01232.02.xls]T 3-7
11
e
3-21
EXHIBIT 3-D
CURRENTLY ADOPTED GENERAL PLAN DERCIENCIES
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AM LOS "E"
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OCEAN = LOS "r
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3.6 Truck Facilities
Future truck facilities are consistent with existing truck facilities (presented in
Section 2.11).
3.7 Parking
According to,the recommendations of the Balboa Peninsula parking management
plan, future efforts will be made to provide a permit program, install parking
meters, consolidate public parking, develop a shared parking program, develop a
shuttle system for special events, and develop a parking enforcement and
collection program, among other things. Valet services have been suggested in
both the Balboa area and Mariners Mile. Parking will be continually monitored
by City staff and evaluated as necessary.
3.8 Trail System
The City will continue to coordinate with OCTA to enhance .the bikeway system.
The goal is to link residential areas, schools, parks and commercial centers so
that residents can travel within the community without driving. New development
projects may be required to include safe and attractive sidewalks, walkways, and
bike lanes, and homeowners associations will be encouraged to construct links to
adjacent areas and communities where appropriate.
Exhibit 3-E shows proposed bikeways in the Newport Beach area (including
additional facilities in Banning Ranch, along MacArthur Boulevard, on the Balboa
Peninsula, in Newport Center, and in Newport Coast.
Pedestrian access is vital to encouraging alternative travel modes. Mariner's
Mile (Coast Highway between Newport Boulevard and the Back Bay Bridge) has
been raised as a particular concern. Effort should be made to provide frequent
pedestrian access points from Coast Highway south to Newport Bay,
3-23
LI
EXHIBIT 3-E
NEWPORT BEACH PROPOSED BICYCLE FACILITIES
SOURCE: MASTER PLAN 01
CITY OF NEWPOI
(1997)
v
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Califomia-01232:52 rev.12/05/03 URBAN
m s m s m mm rl s m s r m m m m m m m�
' 3.9 Public Transit
The Centerline project, if approved, may run near to the City of Newport Beach
' and provide access to John Wayne Airport. The City of Newport Beach is
committed to ensuring that public transportation remains a viable alternative to
the ,automobile for residents. To achieve this objective, the City will coordinate
with OCTA in developing future scheduling and route alignments to serve
' Newport Beach. The City will also participate in efforts to develop important
transit support facilities, including park -and -ride lots, bus stops and shelters. To
serve the needs of visitors, the City will collaborate with OCTA, neighboring cities
and other providers to ensure that adequate public transit access is provided to
areas of interest. Also, public improvements will be designed to promote the use
of public transportation as an alternative to the automobile.
1 3.10 Air Travel
Expansion of John Wayne Airport (SNA) has recently been approved to increase
capacity from 8.4 (7.8 of which is used) to 10.8 million travelers (an increase of
38.5 percent over current passengers). SNA will continue to be a local airport,
acting as a secondary facility to Los Angeles International Airport (LAX).
1 3.11 Marine Transport
I
The City will continue to monitor the use of alternative (marine) travel modes and
encourage alternative transportation solutions.
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