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HomeMy WebLinkAboutAMENDMENTS AND OLD ELEMENTS TO THE CIRCULATION ELEMENT*NEW FILE* AMENDMENTS AND OLD ELEMENTS TO THE CIRCULATION ELEMENT fised January 8, 1979 AMENDMENTS Listed below are the official amendments to the Circulation Element. as adopted by the City Council. These amendments are not reflected in the text or maps contained in this Element. General Plan Amendment Numberk Date bf' City Council Addption ' Amendment 4 Ju]y'2,2, 1974 1. Change the Master Plan of Streets and Highways' designa- tion of Irvine Avenue between 15th Street and 16th Street, from a primary road to a secondary road (4 lanes undi- vided, as currently exists) and, south of 15th Street, from a primary road to a secondary road (4 lanes undi- vided, as currently exists) and, south of 15th Street, from a primary road to a "local street" (2 lanes, as currently exists). 2. Delete the proposed connection of Irvine Avenue to the Coast Highway from the Master Plan of Streets and Highways. 3. Delete specific proposal No. 12 on Page 10 from the Circulation Element Report. 4. Delete Irvine Avenue from the Priority "'D" projects on Table 4 on Page 27 of the Circulation Element Report. 5 July 22, 1974 1. Change the Master Plan of Streets and Highways' designa- tion of 15th Street between Placentia Avenue and the property line between the Bond Publishing Company site and the Banning Property (just west of Monrovia Avenue) from a "Primary Road" to a "Secondary Road". 2. Revise the second sentence of Item 10, Page 9 of the Circula- tion Element report to read: Circulation Element Amerr"dment Sheet -- Page 2 • General Plan Amendment Number Date of City Council Adoption Amendment "It involves the widening of existing 15th Street to four lanes undivided to a point just wester y of Monrovia Avenue, and continuing on with new construction at four lanes divided, crossing and intersecting..." 9 Dec. 9, 1974 Delete the third sentence on Page 8 of the Circulation Element referring to the "interchange" of Coast Highway with Dover Drive. 23 (Portion) March 10, 1975 1. Revise the "Master Plan of Streets and Highways" (map) to designate Coast Highway through Mariners' Mile as a "Major Road - Six Lanes Divided." Reword Proposal No. 4 on Page 7 of the Circulation Element to read as follows: "It is proposed that this segment of Coast Highway be widened to a major road (six travel lanes and a center median) with a right-of-way width of 112 feet. The additional 12 feet of width will be added to the northerly side of Coast Highway." 23 (Portion) March 24, 1975 1. Revise the "Master Plan of Streets and Highways" (map) to designate Avocado Avenue and MacArthur Boulevard as "one-way couplet". 2. Replace the second and third sentences of Proposal No. 14, on Page 11, with the following: "MacArthur Boulevard and Avocado Avenue, between Coast Highway and San Joaquin Hills Road, will be developed as a one-way couplet with a total of six travel lanes, three in each direction." Circulation Element Amendment Sheet -- Page 3. General Plan Amendment No. 77-1-B 78-1-C Date of City Council Adoption Amendment 3. Replace Proposal No. 20, on Page 12, with the following: "Avocado Avenue and MacArthur Boulevard, between Coast Highway and San Joaquin Hills Road, will be developed as a one-way couplet, as discussed under Proposal No. 14." March 28, 1977 An amendment to the Master Plan of Streets and Highways to delete the "Secondary Road - Four Lanes Undivided" designation for that portion of Back - bay Drive between San Joaquin Hills Road.and the intersection of Backbay Drive and Jamboree Road just north of Coast Highway. August 14, 1978I An amendment to the Circulation Element as follows: 1. Indicate proposed realignment of Superior Avenue at intersection with Coast Highway on Master Plan of Streets and Highways. Amend Master Plan to show extension of Balboa Boulevard north of Coast Highway relocated to a:..more westerly alignment. Amend the Circulation Element text to reflect the -ongoing widening of Coast Highway between the Santa Ana River and Newport Boulevard. 4. Delete the previously proposed northerly alignment of Coast High- way around Newport Shores from•the Master Plan. AMENDMENTS Listed below are the official amendments to the Circulation Element, as adopted by the City Council. These amendments are not reflected in the text or maps contained in this Element. General Plan Date of Amendment City Council Number Adoption Amendment 4 July 22, 1974 1. Change the Master Plan of Streets and Highways' designation of Irvine Avenue between 15th Street and 16th Street, from a primary road to a secondary road (4 lanes undivided,'as'currently' exists) and, south of 15th Street, from a primary road to a "local street" (2 lanes, as currently exists). 2. Delete the proposed connection of Irvine Avenue to the Coast Highway from the Master Plan of Streets and Highways. 3. Delete specific proposal No. 12 on Page 10 from the Circulation Element Report. 4. Delete Irvine Avenue from the Priority "D" projects on Table 4 on Page 27 of the Circulation Element Report. 5 July 22, 1974 • 1. Change the Master Plan of Streets and Highways' designation of 15th Street between Placentia Avenue and the property line between the Bond Publishing Company site and the Banning Property (just west of Monrovia Avenue) from a "Primary Road" to a "Secondary Road". 2. Revise the second sentence of Item 10, Page 9 of the Circulation Element report to read: "It involves the widening of existing 15th Street to four lanes undivided FIL.� ��ee �s®�9�i' to a point just westerly of Monrovia Avenue, and continuing on with new construction at four lanes DO N TREMOVE divided, crossing and inter— secting..." CIRCULATION ELEMENT OF THE NEWPORT BEACH GENERAL PLAN ADOPTED AND RECOMMENDED FOR APPROVAL BY THE PLANNING COMMISSION ON JANUARY 10, 1974, ADOPTED BY THE CITY COUNCIL ON MARCH 11, 1974, Amended by: General Plan Amendment No. 4, Resolution No. 8314; adopted by the City Council on July 22, 1974. General Plan Amendment No. 5, Resolution No. 8315; adopted by the City Council on July 22, 1974. General Plan Amendment No. 9, Resolution No. 8398; adopted by the City Council on December 9, 1974. General Plan Amendment No. 23 (portion), Resolution No. 8448; adopted by the City Council on March 10, 1975. General Plan Amendment No. 23 (portion), Resolution No. 8458; adopted by the City Council on March 24, 1975. RESOLUTION NO. 8206 ' A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF NEWPORT BEACH ADOPTING THE CIRCULATION ELEMENT OF THE NEWPORT BEACH GENERAL PLAN WHEREAS, a phase of the City's General Plan Program has involved the preparation of a Circulation Element; and WHEREAS, said Circulation Element sets forth ' objectives and supporting policies which will serve as a guide for the future planning and development of the City; and WHEREAS, the Planning Commission of the City of Newport Beach, pursuant to Section 707 of the Newport Beach r ' City Charter, has held a public hearing to consider the adoption of the Circulation Element as a part of the City's General Plan and has adopted and has recommended that the ' City Council adopt said element; and WHEREAS, the City Council has conducted a public hearing ' to consider the adoption of the Circulation Element as a part of the City's General Plan. ' NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Newport Beach does hereby adopt the Circulation Element described above, a copy of which is on file in the office of the City Clerk. ADOPTED this llth day of II March 1974. � G �---- Mayor ATTEST:: C9CLE AS A TRUE AND RRECT COPY , ' COF THE CITY OF NW r BEACH City Clerk DATE ..... ...... 14M 2 U 1R ___ . E RESOLUTION NO. 873 A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF NEWPORT BEACH ADOPTING THE CIRCULATION ELEMENT OF THE NEWPORT BEACH GENERAL PLAN WHEREAS, a phase of the City's General Plan Program has involved the preparation of the Circulation Element; and WHEREAS, said Circulation Element sets forth objectives and supporting policies which will serve as a guide for the future planning and development of the City; and WHEREAS, pursuant to Section 707 of the City Charter of the City of Newport Beach, the Planning Commission has held public hearings to consider the adoptiion of the Circula- tion Element of the Newport Beach General Plan. NOW, THEREFORE, BE IT RESOLVED that the Planning Commission does hereby adopt and recommend to the City Council the Circulation Element of the Newport Beach General Plan described above, a copy of which is on file'in the Newport Beach Community Development Department. Regularly passed and adopted by the Planning Commission of the City of Newport Beach held on the loth day of January , 1974. AYES: Agee, Beckley, Hazewinkel, Heather, Parker, Rosener, Seely NOES: None ABSENT:None Ch� rman ���` n SeVreta TABLE OF CONTENTS Introduction --------------------------------------------------- Page 1 Purpose and Scope --------------------------------------------- Page 3 Circulation Element - Proposals ------------------------------- Page 4 BasicConcept ----------------------------------------------- Page 4 Master Plan of Streets and Highways --------------------•-- -Page 4 Specific Proposals --------------•------------------------------ Page 6 Corona del Mar Freeway - Bonita/Coyote Canyon Alignment --------------------------------------------------- Page 6 Coast Highway between the Santa Ana River and Newport Boulevard -------------- ----------------------------- Page 6 Interchange at Newport Boulevard and Coast Highway ---------- Page 7 Coast Highway from Dover Drive to Newport Boulevard --------- Page 7 Coast Highway from Upper Bay Bridge to Dover Drive ---------- Page 7 Coast Highway between Jamboree Road and the Upper BayBridge --------------------------------------------------- Page 8 Coast Highway from MacArthur to Jamboree Road --------------- Page 8 Coast Highway from MacArthur through Corona del Mar --------- Page _8 Superior Avenue --------------------------------------------- Page 9 15th Street from Superior Avenue Wester•ly,------------------- Page 9 Dover Drive from Westcliff to Coast Highway ----------------- Page 10 Jamboree Road from Coast Highway to Corona del Mar Freeway ---------------------- -- ------------------- i ---- Page 10 Old MacArthur Boulevard from Coast Highway to San Joaquin Hills Road ------------------------------------------ Page 10 Old MacArthur Boulevard from San Joaquin Hills Road to Bison Avenue --------------------------------------------- Page 11 San Joaquin Hills Road from "Old" MacArthur to Spy Glass Hills Road------------------------------------- ----Page 11 Bison Avenue between Jamboree and MacArthur ----------------- Page 11 0 Ford Road from Jamboree Road to MacArthur Boulevard --------- Page 11 University Drive from Tustin Avenue to Corona del Mar Freeway ----------------------------------------------------- Page 12 Avocado Avenue from Coast Highway to San Joaquin Hills Road-------------------------------------------------------- Page 12 (hew MacArthur from San Joaquin Hills Road to Ford Road ------ Page 12 Newport Boulevard from Coast Highway to 30th Street --------- Page 12 Balboa Boulevard from 33rd Street to 44th Street ------------ Page 12 Implementation ------------------------------------------------ Page 14 Project Priorities ------------------------------------------ Page 14 Financing Resources ----------------------------------------- Page 15 Financially Attainable Program ------------------------------- Page 16 Land Use Regulations -------------------------------•--------- Page 21 Advanced Right -of -Way Purchase ------------------------------ Rage 22 Access ( INTRODUCTION The Circulation Element of the Newport Beach General Plan is based upon the Newport Beach Traffic Study prepared by the Consultant Firm of Alan M. Voorh'ees & Associates, Inc. Alan M. Voorhees & Associates was authorized to begin work on a three -phased study for the development. of a transportation plan for the City of Newport Beach in October, 1971. Assisting in this study were Behavior Science Corporation of Los Angeles, and Toups Engineering, Inc., of Santa Ana. Phase I defined the magnitude and location of present and future problems. Phase II investigated alternative transportation plans which could provide for future travel demands, receive public acceptance, and create minimal environmental disturbance. The Phase III. Report covers the final stages of the study and recommends an Tmplemeh-tation program of specific improvement projects. Alternative plans were evaluated, and a final plan was recommended by the Consultant. The Consultant's report is the basic source document for the Circulation Element and should be referred to for the various alternatives that were considered in developing this report. A Transportation Plan Citizens Advisory Committee was authorized by the City Council in October, 1970 for the purpose, of meeting with the Consultant throughout each phase of the study to provide citizen input. The Committee held approximately 38 evening meetings during the three study phases, many of these meetings lasted four hours or more. Throughout the study the Citizens Advisory Committee strongly presented the citizens point of view in their considerations and deliberations, while the Consultant attempted to present the best realistic technical solutions to the City's transportation problems. The final recommendations contained within toe Phase III report represent the best technical solutions that the Consultant felt would receive the necessary public support for i.mplem'entation. -2- PURPOSE AND SCOPE It is intended that this Element satisfy the State requirement that local General Plans contain a "circulation element". Section 65302 of the Government Code states in part, that local General Plans shall include: "A circulation element consisting of the general location and extent of existing and proposed major thoroughfares, transportation routes, terminals and facilities, all cor- related with the land use element of the plan." In addition the State of California Council on Intergovernmental Relations has adopted the following guidelines for the scope and nature of the Circulation Element: "A. Identification and analysis of circulation needs and issues. B. A statement of goals, objectives and policies based on the total circulation needs of the community, including priorities among modes and routes and distinguishing among short, middle and long-term periods of implementation. C. A diagram, map or other graphic representation showing the proposed circulation system. D. A description of the proposed circulation systems and the interrelationships among system parts. E. Standards and criteria for the location, design, operation and levels of service of circulation facilities. F. A guide to the implementation of the circulation system." Proposals for the Provision of Bikeways within the City of Newport Beach are contained in the Recreation and Open Space Element of the General Plan. -3- CIRCULATION ELEMENT - PROPOSALS BASIC CONCEPT The area's cultural activities, financial activities, commercial activities, industrial activities, civic activities, and recrea- tional activities, all place their demands upon a transportation system which should bring people to activity centers, allow them to circulate among activities and carry them back to their point of origin. In that regard, it would appear to be clear that as much as an urban area requires transportation facilities which provide easy access and circulation for persons within, it is just as important that people and vehicles without interest, origin, or destination in the area be kept out. The key to the solution of the traffic problems in Newport Beach is the development of a major bypass route around the City, so that through traffic does not use the Coast Highway traffic corridor. This proposal is consistent with the policies contained within the General Plan Policy Report adopted by the City Council on March 21, 1972. A corollary policy to the development of a major bypass route is development of a series of major arterials in a north -south direction for people and vehicles with a specific destination within Newport Beach. MASTER PLAN OF STREETS AND HIGHWAYS Attached is a map entitled "Newport Beach Circulation Element - Master Plan of Highways". It is intended that the Master Plan of Highways satisfy the State requirement that the Circulation Element contain a diagram or map. The major proposals described -4- , 1, within the Element are illustrated on the Master Plan of Streets and Highways. The road classifications are the same as used by Orange County for the Master Plan of Arterial Highways. These can be summarized as follows: Road Classifi- Right of Width Curb No. of cation Way, Feet to Curb, Feet Lanes Freeway Variable Variable 4 Variable Variable 6 Variable Variable 8 Approximate Median Capacity, Width, Feet ADT* Variable 55,000 Variable 100,000 Variable 135,000 Major, 120 102 6 14-18 40,000 Primary 100 84 4 16-20 25,000 6 0-4 35,000 Secondary 80 64 4 0 14,000 *(ADT) Average Daily Traffic The City of Newport Beach participates in the Orange County Arterial Highway Financing Program, in which the County assumes up to 50% of the cost of major roads shown on the Orange County Master Plan of Arterial Highways. To participate in this program, each city has to have a Master Plan of Highways which is mutually satisfactory and in conformance with the plans of the County and all adjacent cities. The proposed relocation of Pacific Coast Highway and the Corona del Mar Freeway, and the extension of 17th Street have potential effects on cities adjacent to the City of Newport Beach, and, therefore, have been classified as routes that require further coordination. However, it is intended that the alignments shown on the Master Plan of Highways for each of these routes represent the policy of the City of Newport Beach. -5- Although the Newport Beach Circulation Element is limited to the boundaries of the City, coordination efforts with adjacent and surrounding jurisdictions must at some point be accomplished. The absence of coordination. in the study was not an oversight. The City desired to proceed with no constraints in the development of a plan, recognizing that differences in the presently -adopted Orange County Master Plan of Arterial Highways would have to be resolved. SPECIFIC PROPOSALS 1. CORONA DEL MAR FREEWAY - BONITA/COYOTE CANYON ALIGNMENT This project provides for the construction and continuation of the Corona del Mar Freeway downcoast through Bonita/Coyote Canyon. The present State -adopted route is in the same alignment as "old" MacArthur Boulevard and, therefore, this proposal is shown on the Master Plan of Streets and Highways as a route that requires further coordination. The importance of constructing the Corona del Mar Freeway on the Bonita/Coyote Canyon alignment and continuing downcoast cannot be overstressed. This particular alignment provides an att-ractive alternate route which will divert an estimated 15,000 vehicles per day away from the Coast Highway corridor. 2. COAST HIGHWAY BETWEEN THE SANTA ANA RIVER AND NEWPORT BOULEVARD This project provides for a new Coast Highway alignment between the Santa Ana River and Newport Boulevard_ The new route swings inland around Newport Shores and interchanges with a route which connects to the Newport Freeway alignment. The existing Coast Highway becomes a cul-de-sac on both sides of the Santa Ana River, -6- and reverts to a local access street. Provisions will have to be made for the extension of Balboa Boulevard. The new alignment is planned in such a way to accommodate a future marina with ocean access. The roadway will generally provide good traffic service, and provide a good east -west alternative to the existing Coast Highway. Separate facilities for bicyclists, pedestrians and future transit will be provided. The "barrier" effect of the present Coast Highway paralleling the beach will be eliminated. Coast Highway is a part of the State Highway System.and, therefore, this proposal is shown on the Master Plan of Streets and Highways as a route that requires further coordination. 3. INTERCHANGE AT NEWPORT BOULEVARD AND COAST HIGHWAY This project provides for the construction of a new interchange on Coast Highway at Newport Boulevard. No specific geometrics are suggested other than a single structure for the interchange. Pedestrian, bicycle and transit facilities will be included in this project. 4. COAST HIGHWAY FROM DOVER DRIVE TO NEWPORT BOULEVARD It is proposed that this segment of Coast Highway be widened to a major road (six travel lanes and a center median) with a right- of-way width of 112 feet. The additional 12 feet of width will be added to the northerly side of Coast Highway. 5. COAST HIGHWAY FROM UPPER BAY BRIDGE TO DOVER DRIVE This project includes the construction of a bridge on Coast Highway across the Bay to replace the existing bridge which is nbt only deficient in capacity, but is becoming structurally deficient. -7= A bridge of relatively low profile would permit most trailerable vessels to pass under. Provisions are planned for bicyclists, pedestrians and transit. The plan includes widening of Dover Drive to provide two right turning lanes from Coast Highway to Dover Drive. The bridge would essentially be eight lanes, six lanes of which would provide for relatively free flow of traffic, the additional width being for the other facilities. No traffic deficiency is projected with this design. These improvements would eliminate what is considered to be the most heavily -congested section in the City of Newport Beach. 6. COAST HIGHWAY BETWEEN JAMBOREE ROAD AND THE UPPER BAY BRIDGE This improvement provides for widening Coast Highway to six lanes from Jamboree Road to the proposed Upper Bay Bridge replacement. This segment of Coast Highway will have signalized intersections at Jamboree Road, Promontory Point and Bayside Drive. Future capacity deficiencies can be expected to occur at these inter- sections. It is important that this project be implemented in conjunction with the improvements to the new Upper Bay Bridge. 7. COAST HIGHWAY FROM MACARTHUR TO JAMBOREE ROAD This project is the widening of Coast Highway to six lanes from MacArthur Boulevard to Jambo-ree Road. Pedestrian, bicycle and transit facilities will be included in this project. In addition, a one-way couplet on MacArthur and Avocado between Coast Highway and San Joaquin Hills Road is to be given further study. 8. COAST HIGHWAY FROM MACARTHUR THROUGH CORONA DEL MAR This segment of Coast Highway from MacArthur Boulevard through Corona del Mar includes proposals for additional street improvements, I improved signalization and additional off-street parking. The Fifth Avenue corridor was considered and reje-cted as an alternative because of lack of community support and other considerations. In addition, it will be the policy of the City of Newport Beach to develop additional off-street commercial parking. Traffic deficiencies on this section will be substantially reduced with the construction of the major road network to the north and east, particularly the Corona del Mar Freeway and San Joaquin Hills Road, and connecting north -south roads'such as Canyon Crest Drive. 9. SUPERIOR AVENUE This project is essentially widening Superior Avenue on the existing alignment to four lanes divided. A short new section would be constructed on the southerly end to connect as a tee intersection with Coast Highway. With Coast Highway relocated northerly of its present alignment, the increased elevation of Coast Highway would enable good alignment and grade to be maintained on Superior Avenue. No traffic capacity deficiencies are projected. 10. 15TH STREET FROM SUPERIOR AVENUE WESTERLY This is a partially new road which is on the present Master Plan of Arterial Highways. It involves the widening of existing 15th Street to four lanes undivided to a point just westerly of Mo.nrovia Avenue, and continuing on with new construction at four lanes divided, crossing and intersecting with the proposed relocated Coast Highway, then turning southerly and connecting as a tee intersection with existing Coast Highway. This roadway provides a good alternate for the south part of Superior Avenue. -9- 1'1 1., a • 11. DOVER DRIVE FROM WESTCLIFF TO COAST HIGHWAY This project provides for the widening of Dover Drive from Westcliff Drive to Coast Highway'. This project on the existing alignment will improve this section to full major roadway status and complement the improvements being made at Dover Drive and Coast Highway. 12. JAMBOREE ROAD FROM COAST HIGHWAY TO CORONA DEL MAR FREEWAY This project is the widening of Jamboree Road to six lanes from Coast Highway to the Corona del Mar Freeway. All the right-of-way for widening this route is available. Although Jamboree Road is a very important route now, its importance will increase as Upper Bay develops. No capacity deficiency is projected for Jamboree Road, providing traffic on MacArthur and Jamboree splits evenly. 13. OLD MACARTHUR BOULEVARD FROM COAST HIGHWAY TO SAN JOAQUIN HILLS ROAD This section of State Route 73, (Old MacArthur Boulevard) from Coast Highway to San Joaquin Hills Road is very important. MacArthur Boulevard and Avocado Avenue, between Coast Highway and San Joaquin fff1Js;;Road, will be,_devedpped:asdaaon.e=way couplet+•with a total of six travel lanes, three in each direction. In the interim period before a good alternate route is developed down - coast, such as the Corona del Mar Freeway or some facility to take its place, MacArthur will continue to -carry much of the through traffic. This traffic either comes from or goes to downcoast via Coast Highway. Old MacArthur Bo.ulevard is the state -adopted route for the extension of the Corona del Mar Freeway and, therefore, this proposal is shown on the Master Plan of Streets and Highways as a route that requires further consideration. 14. OLD MACARTHUR BOULEVARD FROM SAN JOAQUIN HILLS ROAD TO BISON AVENUE This is a continuation of the widening of Route 73 to six lanes from San Joaquin Hills Road to Bison Avenue.. Since there is no access to this section of Route 73, and it is assumed there will be no access in the future, traffic is now and will be free flowing. No capacity deficiencies are projected for these sections unless a good alternate route downcoast, such as the Corona del Mar Freeway, fails to develop. Old MacArthur Boulevard is the state - adopted route for the extension -of the Corona del Mar Freeway and, therefore, this proposal is shown on the Master Plan of Streets and Highways as a route that requires further consideration. 15. SAN JOAQUIN HILLS ROAD FROM "OLD" MACARTHUR TO SPY GLASS HILLS ROAD This project is the widening of San Joaquin Hills Road from State Route 73 to Spy Glass Hills Road to a full six -lane major highway. All the necessary right-of-way is available. Further extension to the east will depend on how and when the area develops. 16. BISON AVENUE BETWEEN JAMBOREE AND MACARTHUR This is a short section of Bison Avenue being developed as a primary road connector between two major roads, Jamboree and Mac- Arthur. This route will provide an important circulation element in the system when the Corona del Mar Freeway is constructed. 17. FORD ROAD FROM JAMBOREE ROAD TO MACARTHUR BOULEVARD This project involves the upgrading of Ford Road to primary status botween Jamboree Road and MacArthur Boulevard. It is important enough to be a top -priority project. -11- 18. UNIVERSITY DRIVE FROM TUSTIN AVENUE TO CORONA DEL MAR FREEWAY This project is the construction of University Drive from Tustin Avenue to the Corona del Mar Freeway to link with the section of University Drive east of State Route 73 in the City of Irvine. A bridge must be constructed across the flood control channel. This new roadway is very important in the system since it will provide the major road link around the end of Upper Bay. Because of its importance, some capacity deficiency could develop, particularly if construction on the Corona del Mar Freeway is substantially delayed. 19. AVOCADO AVENUE FROM COAST HIGHWAY TO SAN JOAQUIN HILLS ROAD Avocado Avenue and MacArthur Boulevard, between Coast Highway and San Joaquin Hills Road, will be developed as a one-way couplet, as discussed under Proposal No. 13. 20. QW MACARTHUR FROK SAN JOAQUIN HILLS ROAD TO FORD ROAD This is a continuation of Avocado along New MacArthur from San Joaquin Hills Road to Ford Road. It involves some new road construction and some widening. 21. NEWPORT BOULEVARD FROM COAST HIGHWAY TO 30TH STREET This is a widening project on Newport Boulevard from Coast Highway to 30th Street. A complete six -lane divided roadway would be provided with a new bridge across the channel which would replace the existing bridge. It is expected that some capacity deficiency can still be expected. However, the improvements will significantly help the traffic flow. 22. BALBOA BOULEVARD FROM 33RD STREET TO 44TH STREET This project is the widening of Balboa Boulevard to primary status from 33rd Street to 44th Street. Traffic circulation will be -12- substantially improved and no capacity deficiency is projected. Any future widening must be accomplished without a net reduction In existing City park facilities in the general area. -13- F IMPLEMENTATION Final locations of new routes require detailed study of real property, soil conditions, utilities, and intimate correlation with land use plans. Routes shown in this report which are not on existing alignments show general rather, than exact locations. Final locations will be worked out only when it is feasible to acquire property or to begin construction. In short, the plan describes a full system or network as the base from which to work towards more detailed and exact locations. In determining specific routes, it is of prime importance to remember that no matter how well a program is developed, little will be accomplished if public acceptance and support is not received. It is not usually very difficult to determine those improvements which will solve pure traffic problems and provide a good level of service. Often, however, the purely technical solution does not receive public support, and in some instances, it may not be possible to truly assess what may be acceptable at the time of implementation. The immediate or shorter range projects very often receive the most attention. PROJECT PRIORITIES Of immediate importance in implementing this plan are the questions of what to build first and what to build next. While there may be some agreement for the need of a large and accelerated program, much of the construction is far in the future and may seem relatively unimportant in contrast to the real problem. of what to build first or next. The problem of priorities is very important in directing -14- the engineering and construction program towards efficient plan implementation. A variety of factors should be considered in assigning construction priorities. Available and committed financing is always a key factor. Availability of engineering studies, land use development programs, traffic needs, and system continuity must all be considered. In view of traffic needs, public interest, and investigative work already done, projects of most immediate need were not too difficult to classify. The further one tries to look into the future, the more difficult it becomes to assign meaningful priorities. Projects were classified into categories A, B, C and D and are arranged in that way in Table 4. Classification A is the highest priority or most immediate concern, while classification D represents those projects not likely necessary for many years. No attempt has been made to further refine the priorities since actual order of construction will be affected by several factors such as available funds, 'timing of land development, coordination between projects, and ability of other entities such as the State to provide improvements. Therefore, while those projects classified A may be the most important, it may not be possible or practical to attain all of them ahead of some projects in classification B. Fi NANCING -RESOURCES The final question in evaluating the proposed transportation _plan is financing - Can the capital investment required to obtain the economic and level of service improvements be afforded? There are no analytical techniques which can answer this question. It is a matter of policy which depends on how the community wishes -.l5- 9 to allocate total resources among many public services. The approach taken here is one of reviewing present and probable future allocations and determining whether this will result in sufficient funds to support the implementation program. The City derives its revenues for street right-of-way purchase, design and construction from gas tax apportionment, County funds and federal funds. The total of these revenues will average approximately $10.30 per capita in 1974 and will provide approxi- mately $620,000. In 1990 with population estimated at 100,000, the annual revenue will be $1,030,000 based on these same apportionments. The estimated annual available revenues from 1974 to 1990 for rights -of -way, design and construction are shown on Table 1. For the 17-year period from 1974 to 1990, the average annual revenue is about $770,000. FINANCIALLY ATTAINABLE PROGRAM It would be quite coincidental if the available revenue for street construction matched the needs. Historically there have seldom been areas where the needed program could be attained when desired. Sufficient funding is usually not available and the program lags. The main alternatives in such cases are to reduce the size of the program, obtain additional revenues, or a combination of these two things. If the decision is to continue road construction at the present level of funding, then priorities become even more important, and the program must stretch but beyond the usually accepted 20-year planning span. It is a possibility, of course, that not all of the projects proposed herein will be needed in 20 years. -16- TABLE 1 ESTIMATED CITY REVENUES FOR RIGHTS OF WAY, DESIGN, AND'CONSTRUCTION ESTIMATED CITY GAS TAX REVENUES BY YEAR, $1,OOO'S* 1974 $ 620 1975 640 1976 670 1977 700 1978 720 1979 750 1980 770 1981 800 1982 830 1983 850 1984 880 1985 900 1986 930 1987 950 1988 980 1989 1,000 1990 1,030 Total: $13,120 Average for 17 Years = $770,000 *Based on population increasing from 60,000 to 100,000 and present level of funding which includes: City Gas Tax Funds $ 5.00 per capita County A.H.F.P. Funds 3.00 per capita County Bridge Funds 0.30 per capita F.A.U. Funds 2.00 per capita Total: $10.30 -17- I TABLE 2 SUMMARY OF ESTIMATED COSTS OF RIGHTS OF WAY, DESIGN AND CONSTRUCTION DIVISION OF COSTS, $I,000'S Priority Classification Newport Beach State Other Entities Totals 1 A $ 4,830 $ 7,990 $ 2,510 $ 15,330 B 6,460 15,430 3,130 25,020 C 4,140 1,340 1,840 7,320 D 1,720 250 1,970 Totals $ 17,150 $ 24,760 $ 7,730 $ 49,640 (1) Assumes 20% City participation in two State projects on Coast Highway: Dover Drive interchange, and Newport Boulevard to Santa Ana River. IV: ESTIMATED AVERAGE, ANNUAL EXPENDITURES NEEDED, $1,000's Length of Program, Years Newport Beach State Other Entities Totals 20 $ 857.5 $1,238 $ 386.5 $2,482 25 686 990.4 309.2 1,985.6 30 571.7 825.3 257.7 1,654.6 rI L Table 2 is a summary of estimated costs by priority classification and anticipated funding responsibility. Since it is not known to what extent the City may participate in projects involving State highways, an estimate of 20% of costs to the City was made for those projects where there may likely be City participation. Table 2 shows that the total costs for priority classifications A through D are $17,150,000 for Newport Beach., $24,760,000 for the State and $7,730,000 for other entities such as the County, other cities and private developers, for a total of $49,640,000. From Table 1 we have seen that the estimated average annual City revenue available for rights -of -way, design and construction is about $770,000 based on a 17-year projection. This is far short of being able to finance a 20-year implementation plan. Table 3 shows an average annual expenditure of $857,500 is necessary for a 20-year plan and a 30-year program will require $571,700. City revenues available for rights -of -way design and construction are based on per capita, with anticipated population being 100,000 by 1990. Other sources of revenue could be considered to increase annual revenues available for roads. However, there is a current trend towards diverting funds to other uses previously designated for road purposes. Rather than assume additional funds may be available for road purposes, it was assumed funding will remain constant on a per capita basis. This is certainly not an optimistic approach, but may prove to be the most realistic. Further, the present methods of funding are not geared to keep pace with inflationary construction costs and without some changes in these methods, the program could be substantially underfunded. -19- With an anticipated shortage of road funds, a way of approaching this matter isto consider only those projects which are in priority classification "A", and treat them as immediate and short range, say a total construction period of five years. The City portion of these projects is $4,830,000. Table 1 shows the estimated available revenues for the first five years (1974-1978) is $3,350,000, which means there is a City shortage of $1,480,000 for the first five-year increment. Assuming no additional funds are available, the question to be answered is: "What can be eliminated from the five-year program to reduce expenditures by $1,480,0007". A review of Priority A projects in Table 4 shows this is a most difficult question to answer. It was stated in Table 2 that 20% of Coast Highway -Dover Drive -Upper Bay Bridge costs were assigned to the City, which amounts to $1,300,000. If that amount was eliminated as City participation, or at least substantially reduced, the "A" projects would more closely fit into a five-year plan. So far nothing has been said about the ability of the State or other entities to finance the construction program. Other entities include other cities and private development, and the total costs are substantially less. Costs to private development usually come in right-of-way dedication and street construction adjacent to property being developed, which means the improvements precede or closely follow the needs. Other cities finance road improvements in much the same way, as Newport Beach. An example of an "Other Cities" project is the construction of Del Mar Avenue from Newport Freeway to Tustin Avenue with an estimated cost of $2,330,000. -20- This project is in the City of Costa Mesa. Table 2 shows the estimated -State costs for Priority A projects total $2,510,000. If we again assume a five-year program, this amounts to an average annual expenditure of $502,000. Whether the State can budget these amo.unts will depend on statewide funding levels and priorities. The replacement of the existing Upper Bay Bridge on Coast Highway and -improvements at Coast Highway and Dover Drive should be of such importance to rank in the State's top priority projects. In summary, assuming the entire road system will or should be built in 20 years, there are insufficient revenues under present City road funding practices to implement all projects within a 20-year span. From the current trends in road fund'ing., additional funds cannot be expected. Some projects. will have to be delayed, and priorities frequently updated to ensure that the most essential projects receive first consideration. LAND USE REGULATIONS The alternate transportation plans were developed to serve a specific existing and proposed land use. If actual land development in the future departs significantly from the planned pattern, many of the projected benefits of the highway construction program may be lost. This is true both in terms of achieving overall higher levels of traffic service as well as coordinating land development and highway construction. It is not only a serious consideration within Newport.Beach, but also in the adjacent communities which have a substantial effect on traffic -21- in Newport Beach. It must also be remembered that Newport Beach can have a substantial effect on traffic in surrounding jurisdictions. ADVANCED RIGHT-OF-WAY PURCHASE Not too many years ago a familiar saying was: "No one wants a highway on his property, just near it." Today the saying must be modified for those who don't want a highway anywhere near their property, or for that matter anywhere at all. However, property must havea,access.,and!ipeop:lel�-imust 4e p,rovidedc;godd transportation facilities. Few people are enthusiastic about selling their property at someone else's recommendation even though being compensated for the property including financial assistance for residential or business relocation. These are natural and immediate reactions as people and businesses are required to move and readjust. These disruptions and shifts of people and businesses can be minimized -through good planning. There are many ways in which the process can be improved, a most important one being advance designation and purchase of rights -of -way. It is possible to work out final locations of routes and to plan future land developments around these commitments. Designation of future locations allows consolidation of local land planning and zoning. In fast growing areas land development and transportation facilities can proceed together. Definite commitments enable the adjustment of people and land uses to a revised highway system. To make this process of advance designation of specific rights -of -way both fair and effective, the responsible agencies should have -22- funds for buying the required property in advance. Zoning and other legal means can control land development, but cannot reserve land for ultimate highway purchase thereby preventing building on the land. The most practical way of making advance transportation location designations is to purchase right-of-way as far in advance of construction as is consistent with the public interest. ACCESS CONTROL Transportation facilities in recent years have usually been built with either full control or no control of access. Often this all or none situation prevents agencies charged with trans- portation from responding in an effective manner. While full control of access around a freeway is important, the arterial street or highway is the backbone of the City in terms of land development and traffic service, and some access control should be considered. Urban arterials should primarily serve traffic and direct property access should be minimum. The arterials should provide direct access to the collector street system and large traffic generators. To plan and construct such facilities and ensure their future usefulness, selective control of access, is required. Without it, the area may be left with no arterial type traffic service and there may not be opportunity for providing future arterial facilities. -23- M M M i M M M M M M M M r M m m M iM Key to Table (1) F = Freeway 8 lanes M = Major 6 lanes P = Primary 4 lanes S = Secondary 4 lanes a s O Project Name a and Limits TABLE 4 NEWPORT BEACH TRAFFIC STUDY PHASE III COMPOSITE PLAN PROJECT DESCRIPTIONS AND COSTS (2) N = New Construction W = Widen M = Modification B = Bridge U r. N }, o^ c o O •r (3) Right of way costs include 25% increase in estimated property costs for acquisition and costs of relocation assistance: Construction costs include 20% for contingencies. Costs, $1,000's (3)- Costs by Jurisdiction, $1,000's Right Construc- Newport of Way tion Total Beach State Other I A Coast 24 ghway Upper Bay M B 1,230 5,270 6,500 1,300 (4) 5,200 (4) Bridge & Dover Drive ' Interchange A Coast Highway from M W 870 280 11150 1,150 Jamboree Road to Upper Bay Bridge A Coast Highway from P M 40 40 40 MacArthur Blvd. through Corona del Mar A Coast Highway from M .W 1,100 500 1,600 1,600 MacArthur Blvd. to Jamboree Road A University Drive from P N 2,870 1,500 4,370 2,070 Tustin Avenue to Corona del Mar Freeway A University Drive Bridge P B 500 500 500 A Dover Drive from M W 100 350 450 450 Westcliff Drive to Coast Highway 2,300 TABLE 4 (CONTINUED) D r U ^ S_ Costs, $1,000's (3) Costs by Jurisdiction $1,000's o s v u w e Project Name 0 , o o Right Construc- Newport a and Limits M ci U4Y of Way tion Total Beach State Other A San Joaquin Hills Road M W 300 300 300 f? 0 11 from MacArthur Blvd. to Marguerite Avenue Ford Road from MacA-rthur P Blvd. to Jamboree Road Coast Highway from Dover P Drive to Newport Blvd. Coast Highway - Newport M Boulevard Interchange Coast Highway from M Newport Blvd. to Santa Ana River W 420 420 210 M 40 40 40 N 1,170 380 1,550 1,550 N 4,260 10,140 14,400 2,8-80 (4) 11,520 (4) Interchange at Newport M N Freeway Ext. Superior Avenue from P M & N 1.690 Coast Highway to New- port Blvd. Jamboree Road from Coast M Highway to San Joaquin Hills Road Jamboree Road from M San Joaquin Hills Road to Ford Road Jamboree Road from M Ford Road to Bison Avenue W W E 1,500 740 340 190 190 1,500 2,430 1,210 2• I 340 170 170 190 100 90 190 90 100 0 1] N I 1 C C C C 10 TABLE 4 (CONTINUED) ,+ • i y � Project Name c � o o Right Construc- Newport -and Limits � C of Way tion Total Beach State Other Jamboree Road from M W & B 1,000 11000 800 200 Bison Avenue to Corona del Mar Freeway Avocado -New MacArthur P N & W 700 600 1,300 300 1,(� from Coast Highway to San Joaquin Hills Road New MacArthur from P N & W 290 410 700 350 350 San Joaquin Hills Road to Ford Road Newport Boulevard from M W & B 1,800 1,120 2,920 560 2,360 Coast Highway to 30th Street State Route 73 from Coast M W 130 280 410 410 Highway to San Joaquin Hills Road State Route 73 from San M W 200 420 620 620 • Joaquin Hills Road to Ford Road State Route 73 from Ford M W 100 210 310 310 Road to Bison Avenue I San Joaquin Hills Road M W 140 140 140 from Marguerite Ave. to Spy Glass Hills Rd. Bison Avenue from P N & W 250 150 100 MacArthur Boulevard to Jamboree Road TABLE 4 (CONTINUED) a 4- v U •r i � N i o • z Project Name `n 41 'O N In C o a and Limits W� �:N C 15th Street from P N & W Superior Avenue to Coast Highway C Balboa Boulevard from 33rd to 44th P W D Ballboa Boulevard Costs, $1,000's (3) Costs by Jurisdiction, $1 OOOs Right Construc- Newport of Way tion Total Beach State Other 2,770 820 3,690 1,850 1,840 1,500 500 2,000 2,000 500 500 250 250 !1 •I z� NEWPORT BEACH CIRCULATION ELEMENT MASTER PLAN OF STREETS & HIGHWAYS ® MAJOR ROAD 0 INTERCHANGE SIX LANE DIVIDED m ADOPTED PRIMARY ROAD FREEWAY FOUR LANE DIVIDED ROUTES •• PRIMARY ROAD = BRIDGE MODIFIED >. SECONDARY ROAD FOUR LANE UNDIVIDED ROUTES THAT REQUIRE FURTHER j COORDINATION m Per poi ,7111 r T•?`QyR.. an Yea—/%� t• '% , o c s N ADOPTED BY CITY COUNCIL -- MARCH 11, 1974 scale- in feet 01 0 CIRCULATION ELEMENT OF THE NEWPORT BEACH GENERAL PLAN (As Recommended to the City Council by the Planning Commission on January 10, 1974) INTRODUCTION The Circulation Element of the Newport Beach General Plan is based upon the Newport Beach Traffic Study prepared by the Consultant firm of Alan M. Voorhees & Associates, Inc. Alan M. Voorhees & Associates was authorized to begin work on a three -phased study for the development of a transportation plan for the City of Newport Beach in October, 1971. Assisting in this study were Behavior Science Corporation of Los Angeles, and Toups Engineering, Inc., of Santa Ana. Phase I defined the magnitude and location of present and future problems. Phase II investigated alternative transportation plans which could provide for future travel demands, receive public acceptance, and create minimal environmental disturbance. The Phase III Report covers the final stages of the study and recommends an implementation program of specific improvement projects. Alternative plans were evaluated, and a final plan was recommended by the Consultant. The Consultant's report is the basic source document for the Circulation Element, and should be referred to for the various alternatives that were considered in developing this report. A Transportation Plan Citizens Advisory Committee was authorized by the City Council in October, 1970 for the purpose of meeting with the Consultant throughout each phase of the study to provide citizen input. The Committee held approximately 38 evening meetings during the three study phases, many of these meetings lasted four hours or more. Throughout the study the Citizens Advisory Committee strongly presented the citizens point of view in their considerations and deliberations, while the Consultant attempted to present the best realistic technical solutions to the City's transportation problems. PURPOSE AND SCOPE It is intended that this Element satisfy the State requirement that local General Plans contain a "circulation element" Section 65302 of the Government Code states in part, that local General Plans shall include: "A circulation element.consisting of the general location and extent of existing and proposed major thorough- fares, transportation routes, terminals and facilities, all correlated with the land use element of the plan." In addition the State of California Council on Intergovernmental Relations has adopted the following.guidelines for the scope and nature of the Circulation Element "A. Identification and analysis of circulation needs and issues. B. A statement of goals, objectives and policies based on the total circulation needs of the community, including priorities among modes and routes and distinguishing among short, middle and long-term periods of implementation. C. A diagram, map or other graphic representation showing the proposed circulation system. D. A description of the proposed circulation system and the interrelationships among system parts. E. Standards and criteria for the location, design, operation and levels of service of circulation facilities. F. A guide to the implementation of the circulation system." Proposals for the Provision of Bikeways within the City of Newport Beach are contained in the Recreation and Open Space Element of the General Plan. M1 CIRCULATION ELEMENT - PROPOSALS Basic Concept The area's cultural activities, financial activities, commercial activities, industrial activities, civic activities, and recrea- tional activities, all place their demands upon a transportation system which should bring people to activity centers, allow them to circulate among activities, and carry them back to their point of origin. In that regard, it would appear to be clear that as much as an urban area requires transportation facilities which provide easy access and circulation for persons within, it is just as important that people and vehicles without interest, origin, or destination in the area be kept out. The key to the solution of the traffic problems in Newport Beach is the development of a major bypass route around the City, so that through traffic does not use the Coast Highway traffic corridor. This proposal is consistent with the policies contained within the General Plan Policy Report adopted by the City Council on March 21, 1972. A corollary polity to the development of a major bypass route is development of a series of major arterials in a north - south direction for people and vehicles with a specific destination within Newport Beach. Master Plan of Streets and Highways Attached is a map entitled "Newport Beach Circulation Element - Master Plan of Highways". It is intended that the Master Plan of Highways satisfy the State requirement that the Circulation Element contain a diagram or map. The major proposals described - 4- within the Element are illustrated on the Master Plan of Streets and Highways. The road classifications are the same as used by Orange County for the Master Plan of Arterial Highways. These can be summarized as follows: Road Right of Width Curb No. of Median Classification Way, Feet to Curb, Feet Lanes Width, Feet Freeway Variable Variable 4 Variable Variable Variable 6 Variable Variable Variable 8 Variable Approximate Capacity, ADT* 55,000 100,000 135,000 Major 120 102 6 14-18 40,000 Primary 10o 84 4 16-20 25,000 6 0-4 35,000 Secondary 80 64 4 0 14,000 *(ADT) Average Daily Traffic The City of Newport Beach participates in the Orange County Arterial Highway Financing Program, in which the County assumes up to 50% of the cost of major roads shown on the Orange County Master Plan of Arterial Highways. To participate in this program, each city has to have a Master Plan of Highways which is mutually satisfactory and in conformance with the plans of the County and all adjacent cities. The proposed relocation of Pacific Coast Highway and the Corona del Mar Freeway, and the extension of 17th Street have potential effects on cities adjacent to the City of Newport.Beach, and, therefore, have been classified as routes that require further coordination. However, it is intended that the alignments shown on the Master Plan of Highways for each of these routes represent the policy of the City of Newport Beach. -5- 0 Urban transportation is not simply a local problem; it involves all levels of government. Transportation problems and needs are usually a cooperative effort for a metropolitan area, a county, or a region. The Southern California Association of Governments (SCAG), of ;which Orange County and the City of Newport Beach are members, is responsible for regional planning in this area. Through SCAG, planning is coordinated with those other responsible planning agencies. Although the City's jurisdiction and the plans resulting from this study will be limited to the boundaries of the City of Newport Beach, coordination efforts with adjacent and surrounding jurisdictions must at some point be accomplished. The absence of coordination in the study plan was not an over- sight. The City desired to proceed with no constraints in the development of a plan, recognizing that differences in the presently -adopted Orange County Master Plan of Arterial Highways affecting adjacent jurisdictions would have to be resolved. SPECIFIC PROPOSALS 1. CORONA DEL MAR FREEWAY - BONITA/COYOTE CANYON ALIGNMENT This project provides for the construction and continuation of the Corona del Mar Freeway downcoast through Bonita/Coyote Canyon. The present State -adopted route is in the same alignment as "old" MacArthur Blvd. and, therefore, is shown on the Master Plan of Streets and Highways as a route that requires further coordination. The importance of constructing the Corona del Mar Freeway on the Bonita/Coyote Canyon alignment and continuing downcoast cannot be overstressed. This particular alignment provides an attractive alternate route which will -6- divert an estima`Cd 15,000 vehicles per daytay from the Coast Highway corridor. 2. COAST HIGHWAY BETWEEN THE SANTA ANA RIVER AND NEWPORT BLVD. This project .provides for a new Coast Highway alignment between the Santa Ana River and Newport Boulevard. The new route swings inland around Newport Shores and interchanges with a route which connects to the Newport Freeway alignment. The existing Coast Highway becomes a Cul-de-Sac on both sides of the Santa Ana River, and reverts to a local access street. Provisions will have to be made for the extension of Balboa Blvd. The new alignment is planned in such a way to accommodate a future marina with ocean access. The roadway will generally provide good traffic service, and provide a good east -west alternative to the existing Coast Highway. Separate facilities for bicyclists, pedestrians and future transit will be provided. The "barrier" effect of the present Coast Highway paralleling the beach will be eliminated, and it's possible some of the existing road, right-of-way could revert back to private interests. Coast Highway is a part of the State Highway System and, therefore, this proposal is shown on the Master Plan of Streets and Highways as a route that requires further coordination. 3. INTERCHANGE AT NEWPORT BLVD. AND COAST HIGHWAY This project provides for the construction of a new interchange on Coast Highway at Newport Boulevard. No specific geometrics are suggested other than a single structure for the interchange. Pro- visions for bicyclists, pedestrians and transit are contemplated both on Coast Highway and Newport Boulevard, with eight lanes on both routes. -7- I 4. COAST HIGHWAY FROM DOVER DRIVE TO NEWPORT BOULEVARD This project provides'for parking prohibitions at selected hours on Coast Highway from Dover Drive to Newport Boulevard to gain additional street capacity. Time-conttolled parking, if necessary, will be limited to two one -hour peaks. In addition, it will be the policy of the City of Newport Beach to develop additional off-street commercial parking whether time -controlled parking is ever needed or not. 5. COAST HIGHWAY FROM UPPER BAY BRIDGE TO DOVER DRIVE This project includes the construction of a bridge on Coast Highway across the Bay to replace the existing bridge which is not only deficient in capacity, but is becoming structurally deficient. The bridge of relatively low profile would permit most trailerable vessels to pass under. After crossing the Bay, the structure would continue westerly, providing an interchange with Dover Drive, and dropping back down to the grade of existing Coast Highway west of Dover Drive. Provisions are planned for bicyclists, pedestrians and transit. The plan includes widening of Dover Drive to provide two right turning lanes from Coast Highway to Dover Drive. The bridge would essentially be eight lanes, six lanes of which would provide for relatively free flow of traffic, the additional width being for the other facilities. No traffic deficiency is projected with this design. These improvements would eliminate what is considered to be the most heavily congested section in the City of Newport Beach. e 6. COAST HIGHWAY BETWEEN JAMBOREE ROAD AND THE UPPER BAY BRIDGE This improvement provides for widening Coast Highway to six lanes from Jamboree Road to the proposed Upper Bay Bridge replacement. io I • 0 The intersection at Jamboree Road would continue to be operated with signalization, with a new signal being constructed on Coast Highway gat Bayside Drive. Future capacity deficiencies can be expected to occur at these intersections, but can be delayed through the continued use of access controls. It is important this project be implemented in conjunction with the improvements to the new Upper Bay Bridge. 7. COAST HIGHWAY FROM MACARTHUR TO JAMBOREE ROAD This project is the widening of Coast'Highway to six lanes from MacArthur Boulevard to Jamboree Road. Pedestrian, bicycle and transit facilities are part of the construction. Major turning movements would be made at signalized intersections. While some deficiency in capacity is expected in the long-range plan, this section should operate quite well. 8. COAST HIGHWAY FROM MACARTHUR THROUGH CORONA DEL MAR This project on Coast Highway from MacArthur Boulevard through Corona del Mar provides for parking prohibitions on Coast Highway at selected hours to obtain street capacity. Time-controllec parking, if necessary, will be limited to two one -hour peaks. The Fifth Avenue corridor was considered and rejected as an alternative because of lack of community support and other considerations. In addition, it will be the policy of the City of Newport Beach to develop additional off-street commercial parking, whether time -controlled parking is ever needed or not. Traffic deficiencies on this section will be substantially reduced with the construction of the major road network to the north and east, particularly the Corona del Mar Freeway and San Joaquin Hills Road, and connecting north-southlroads such as Canyon Crest 10 Drive. 9. SUPERIOR AVENUE This project is essentially widening Superior Avenue on the existing alignment to four lanes divided. A short new section would be constructed on the southerly end to connect as a tee intersection with Coast Highway. With Coast Highway relocated northerly of its present alignment, the increased elevation of Coast Highway would enable good alignment and grade to be maintained on Superior Avenue. No traffic capacity deficiencies are projected. 10. 15TH STREET FROM SUPERIOR AVENUE EASTERLY This is a partially new road which is on the present Master Plan of Arterial Highways. It involves the widening of existing 15th Street to four lanes divided from Superior Avenue easterly, con- tinuing on with new construction crossing and intersecting with the proposed relocated Coast Highway, then turning southerly and connecting as a tee intersection with existing Coast Highway. This roadway provides a good alternate for the south part of Superior Avenue. 11. DOVER DRIVE FROM WESTCLIFF TO COAST HIGHWAY This project provides for the widening of Dover -Drive from Westcliff Drive to Coast Highway. This project on the existing alignment will improve this section to full major roadway status and complement the improvements being made at Dover Drive and Coast Highway. 12. IRVINE AVENUE FROM 15TH STREET TO CLIFF DRIVE/COAST HIGHWAY This is the section of Irvine Avenue to be widened to four lanes -10- 0 from 15th Street to Cliff Drive. It is the only section of Irvine Avenue left in the City which is not four lanes. Because of its location and relatively low existing and projected traffic volumes, it is a low -priority project. No traffic deficiency is projected. 13. JAMBOREE ROAD FROM COAST HIGHWAY TO CORONA DEL MAR FREEWAY This project is the widening of Jamboree Road to six lanes from Coast Highway to the Corona del Mar Freeway. All the right-of-way for widening this route is available. Although Jamboree Road is a very important route now, its importance will increase as Upper Bay develops. No capacity deficiency is projected for Jamboree Road providing traffic on MacArthur and Jamboree splits evenly.I 14. OLD MACARTHUR BLVD. FROM COAST HIGHWAY TO SAN JOAQUIN HILLS ROAD This section of State Route 73, (Old MacArthur Boulevard) from Coast Highway to San Joaquin Hills Road is very important. This project is a widening of the section to six lanes. In the interim period before a good alternate route is developed down - coast, such as the Corona del Mar Freeway or some facility to take its place, MacArthur will continue to carry much of the through traffic. This traffic either comes from or goes to downcoast via Coast Highway. Old MacArthur Blvd. is the state - adopted route for the extension of the Corona del Mar Freeway and, therefore, this proposal is shown on the Master Plan of Streets and Highways as a route that requires further consideration. 15. OLD MACARTHUR BLVD. FROM SAN JOAQUIN HILLS ROAD TO BISON AVENUE This is a continuation of the widening of Route 73 to six lanes from San Joaquin Hills Road to Bison Avenue. Since there is no access to this section of Route 73, and it is assumed there will be no access in the future, traffic is now and will be free flowing. No capacity deficiencies are projected for these sections unless a good alternate route downcoast, such as the Corona del Mar. Freeway, fails to develop. Old MacArthur Blvd. is the state -adopted route for the extension of the Corona del Mar Freeway and, therefore, this proposal is shown on the Master Plan of Streets and Highways as a route that requires further consideration: 16. SAN JOAQUIN HILLS ROAD FROM "OLD" MACARTHUR TO SPY GLASS HILLS ROAD This project is the widening of San Joaquin Hills Road from State Route 73 to Spy Glass Hills Road to a full six -lane major highway. All the necessary right-of-way is available. Further extension to the east will depend on how and when the area develops. 17. BISON AVENUE BETWEEN JAMBOREE AND MACARTHUR This is a short section of Bison Avenue being developed as a primary road connector between two major roads, Jamboree and MacArthur. This route will provide an important circulation element in the system when the Corona del Mar Freeway is constructed. 18. FORD ROAD FROM JAMBOREE ROAD TO MACARTHUR BLVD. This project involves the upgrading of Ford Road to primary status between Jamboree Road and MacArthur Boulevard. It is important enough to be a top -priority project. -12- 19. UNIVERSITY DRIVE FROM TUSTIN AVENUE TO CORONA DEL MAR FREEWAY This project is the construction of University Drive from Tustin Avenue to the Corona del Mar Freeway to link with the section of University Drive east of State Route 73 in the City of Irvine. A bridge must be constructed across the flood control channel. This new roadway is very important in the system since it will provide -the major road link around the end of Upper Bay. Because of its importance, some capacity deficiency could develop, particularly if construction on the Corona del Mar Freeway is substantially delayed. 20. AVOCADO AVENUE FROM COAST HIGHWAY TO SAN JOAQUIN HILLS ROAD This is the proposed new primary roadway, Avocado Avenue, from Coast Highway to San Joaquin Hills Road. Avocado Avenue has a relatively high priority and will provide an important link in the system. 21. NEW MACARTHUR FROM SAN JOAQUIN HILLS ROAD TO FORD ROAD This is a continuation of Avocado along New MacArthur from San Joaquin Hills Road to Ford Road. It involves some new road construction and some widening. 22. NEWPORT BLVD. FROM COAST HIGHWAY TO 30TH STREET This is a widening project on Newport Boulevard from Coast Highway to 30th Street. A complete six -lane divided roadway would be provided with a new bridge across the channel which would replace the existing bridge. It is expected that some capacity deficiency can still be expected. However, the improvements will significantly help the traffic flow. -13- 23. BALBOA BLVD. FROM 33RD STREET TO 44TH STREET This project is the widening of Balboa Boulevard to primary status from 33rd Street to 44th Street. Traffic circulation will be substantially improved and no capacity deficiency is projected. Any future widening must be accomplished without a net reduction in existing City park facilities in the general area. r -14- IMPLEMENTATION Final locations of new routes require detailed study of real property, soil conditions, utilities, and intimate correlation with land use plans. Routes shown in this report which are not on existing alignments show general rattier than exact locations. Final locations will be worked out only when it is feasible to acquire property or to begin construction. In short, the plan describes a full system or network as the base from which to work towards more detailed and exact locations. In determining specific routes, it is of prime importance to remember that no matter how well a program is developed, little will be accomplished if public acceptance and support is not received. It is not usually very difficult to determine those improvements which will solve pure traffic problems and provide a good level of service. Often, however, the purely technical solution does not receive public support, and in some instances, it may not be possible to truly assess what may be acceptable at the time of implementation. The immediate or shorter range projects very often receive the most attention. Project Priorities Of immediate importance in implementing this plan are the questions of what to build first and what to build next. While there may be some agreement for the need of a large and accelerated program, much of the construction is far in the future and may seem relatively unimportant in contrast to the real problem of what to build first or next. The problem of priorities is very important in directing -15• the engineering and construction program towards efficient plan implementation. A variety of factors should be considered in assigning construction priorities. Available and committed financing is always a key factor. Availability of engineering studies, land use development programs, traffic needs, and system continuity must all be considered. In view of traffic needs, public interest, and investigative work already done, projects of most immediate need were not too difficult to classify. The further one tries to look into the future, the more difficult it becomes to assign meaningful priorities. Projects were classified into categories A, B, C, and D and are arranged in that way in Table 4,Classification A is the highest priority or most immediate concern, while classification D represents those projects not likely necessary for many years. No attempt has been made to further refine the priorities since actual order of construction will be affected by several factors such as available funds, timing of land development, coordination between projects, and ability of other entitites such as the State to provide improvements. Therefore, while those projects classi'fied A may be the most important, it may not be possible or practical to attain all of them ahead of some projects in classification B. Financing Resources The final question in evaluating the proposed transportation plan is financing - Can the capital investment required to obtain the economic and level of service improvements be afforded? There are no analytical techniques which can answer this question. It is a matter of policy which depends on how the community wishes -16- to allocate total resources among many public services. The approach taken here is one of reviewing present and probable future allocations and determining whether this will result in sufficient funds to support the implementation program. The City derives its revenues for street right-of-way purchase, design and construction from gas tax apportionment, County funds and federal funds. The total of these revenues will average approximately $10.30 per capita in 1974 and will provide approximately $620,000. In 1990 with population estimated at 100,000, the annual revenue will be $1,030,000 based on these same apportionments. The estimated annual available revenues from 1974 to 1990 for rights -of -way, design and construction are shown on Table 1. For the 17-year period from 1974 to 1990, the average annual revenue is about $770,000. Financially Attainable Program It would be quite coincidental if the available revenue for street construction matched the needs. Historically there have seldom been areas where the needed program could be attained when desired. Sufficient funding is usually not available and the program lags. The main alternatives in such cases are to reduce the size of the program, obtain additional revenues, or a combination of these two things. If the decision is to continue road construction at the present level of funding, then priorities become even more important, and the program must stretch out beyond the usual accepted 20-year planning span. It is a possi- bility, of course, that the entire road network being presented for the General Plan consideration may not be needed in 20 years. -17- TABLE 1 ESTIMATED CITY REVENUES FOR RIGHTS OF WAY, DESIGN, AND CONSTRUCTION Estimated City Gas Tax Revenues By Year, $1,000's* 1974 $ 620 1975 640 1976 670 1977 700 1978 720 1979 750 1980 770 1981 800 1982 830 1983 850 1984 880 1985 900 1986 930 1987 950 1988 980 1989 1,000 1990 1,030 Total: $13,120 Average for 17 Years = $770,000 *Based on population increasing from 60,000 to 100,000 and present level of funding which includes: City Gas Tax Funds $ 5.00 per capita County A.H.F.P. Funds 3.00 per capita County Bridge Funds 0.30 per capita F.A.U. Funds 2.00 per capita Total: $ 10.30 no TABLE 2 SUMMARY OF ESTIMATED COSTS OF RIGHTS OF WAY, DESIGN AND CONSTRUCTION Division of Costs, $1,000's Priority Classification Newport Beach State Other Entities 1 A $ 4,830 $ 7,990 $ 2,510 B 6,460 15,430 3,130 C 4,140 1,340 1,840 D 1,720 0 250 Totals $ 17,150 $ 24,760 $ 7,730 (1)Assumes 20% City participation in two State projects on Coast Highway: interchange, and Newport Boulevard to Santa Ana River. Totals $ 15,330 25,020 7,320 1,970 $ 49,640 Dover Drive TABLE 3 ESTIMATED AVERAGE ANNUAL EXPENDITURES NEEDED, $1,000's Length of Program, Years Newport Beach State Other Entities 20 $ 857.5 $ 1,238 $ 386.5 25 686 990.4 309.2 30 571.7 825.3 257.7 Totals $ 2,482 1,985.6 1,654.7 • 0 -19- Table 2 is a summary of estimated costs by priority classification and anticipated funding responsibility. Since it is not known to what extent the City may participate in projects involving State highways, an estimate of 20% of costs to the City was made for those projects where there may likely be City participation. Table 2 shows that the total costs for priority classifications A through D are $17,150,000 for Newport Beach, $24,760,000 for the State, and $7,730,000 for other entities such as the County, other cities and private developers, for a total of $49,640,000. From Table 1 we have seen that the estimated average annual City revenue available for rights -of -way, design and construction is about $770,000 based on a 17-year projection. This is far short of being able to finance a 20-year implementation plan. Table 3 shows an average annual expenditure of $857,500 is necessary for a 20-year plan and a 30-year program will require $571,700. City revenues available for rights -of -way design, and construction are based on per capita, with anticipated population being 100,000 by 1990. Other sources of revenue could be considered to increase annual revenues available for roads. However, there is a current trend towards diverting funds to other uses previously designated for road purposes. Rather than assume additional funds may be available for road purposes, it was assumed funding will remain constant on a per capita basis. This is certainly not an optimistic approach, but may prove to be the most realistic. Further, the present methods of funding are not geared to keep pace with inflationary construction costs, and without some changes in these methods, the program could' be substantially underfunded. -20- With an anticipated shortage of road funds, a way of approaching this matter is to consider only those projects which are in priority classification "A", and treat them as immediate and short range, say a total construction ,period of five years. The City portion of these projects is $4,830,000.Table 1 shows the estimated available revenues for the first five years (1974-1978) is $3,350,000, which means there is a City shortage of $1,480,000 for the first five-year increment. Assuming no additional funds are available the question to be answered is, "What can be eliminated from the five-year program to reduce expenditures by $1,480,000?". A review of Priority A projects in Table 4 shows this is a most difficult question to answer. It was stated in Table 2 that 20% of Coast Highway - Dover Drive -Upper Bay Bridge costs were assigned to the City, which amounts to $1,300,000. If that amount was eliminated as City participation, or at least substantially reduced, the "A" projects would more closely fit into a five-year plan. So far nothing has been said about the ability of the State or other entities to finance the construction program. Other entities include other cities and private development, and the total costs are substantially less. Costs to private development usually come in right-of-way dedication and street construction adjacent to property being developed, which means the improvements precede or closely follow the needs. Other cities finance road improvements in much the same way as Newport Beach. An example of an "Other Cities" r project is the construction of Del Mar Avenue from Newport Freeway to Tustin Avenue with an estimated cost of $2,330,000. -21- This project is in the City of Costa Mesa. Table 2 shows the estimated State costs for priority classification A projects total $2,510,000. If we again assume a five-year program, this amounts to an average annual expenditure of $502,000. Whether the State can budget these amounts will depend on statewide funding levels and priorities. The replacement of the existing upper Bay Bridge on Coast Highway, and improvements at Coast Highway and Dover Drive should be of such importance to rank in the State's top priority projects. In summary, assuming the entire road system will or should be built in 20 years, there are no sufficient revenues under present City road funding practices to implement all projects within a 20-year span. From the current trends in road funding, additional funds cannot be expected. Some projects will have to be delayed, and priorities frequently updated to ensure that the most essential projects receive first consideration. Land Use Regulations The alternate transportation plans were developed to serve a specific existing and proposed land use. If actual land development in the future departs significantly from the planned pattern, many of the projected benefits of the highway construction program may be lost. This is true both in terms of achieving overall higher levels of traffic service as well as coordinating land development and highway construction. It is not only a serious consideration within Newport Beach, but also in the adjacent communities which have a substantial effect on traffic -22- c in Newport Beach. It must also be remembered that Newport Beach can have a substantial effect on traffic in surrounding jurisdictions. Advanced Right -of -Way Purchase Not too many years ago a familiar saying was, "No one wants a highway on 'his property, just near it." Today the saying must be modified for those who don't want a highway anywhere near their property, or for that matter anywhere at all. However, property must have access and people must be provided good transportation facilities. Few people are enthusiastic about selling their property at someone else's recommendation even though being compensated for the property including financial assistance for residential or business relocation. There are natural and immediate reactions as people and businesses are required to move and readjust. These disruptions and shifts of people and businesses can be minimized through good planning. There are many ways in which the process can be improved, a most important one being advance designation and purchase of rights -of -way. It is possible to work out final locations of routes and to plan future land developments around these commitments. Designation of future locations allows consolidation of local land planning and zoning. In fast growing areas land development and transportation facilities can proceed together. Definite commitments enable the adjustment of people and land uses to a revised highway system. To make this process of advance designation of specific -23- rights -of -way both fair and effective, the responsible agencies should have funds for buying the required property in advance. Zoning and other legal means can control land development, but cannot reserve land for ultimate highway purchase thereby preventing building on the land. The most practical way of making advance transportation location designations is to purchase right-of-way as far in advance of construction as is consistent with the public interest. Access Control Transportation facilities in recent years have usually been built with either full control -or no control of access. Often this all or none situation prevents agencies charged with transportation from responding in an effective manner. While full control of access around a freeway is important, the arterial street or highway is the backbane of the City in terms of land development and traffic service, and some access control should be considered. Urban arterials should primarily serve traffic, and direct property access should be minimum. The arterials should provide direct access to the collector street system and large traffic generators. To plan and construct such facilities and ensure their future usefulness, selective control of access is required. Without it, the area may be left with no arterial type traffic service, and there may not be opportunity for providing future arterial facilities. -24- Key to Table (1) F = Freeway 8 lanes M = Major 6 lanes P = Primary 4 lanes S = Secondary 4 lanes a •i O r S. a 1_1 N A A A A A A Project Name and Limits Coast Highway Upper Bay Bridge & Dover Drive Interchange Coast Highway from Jamboree Road to Upper Bay Bridge Coast Highway from MacArthur Blvd. through Corona del Mar Coast Highway from MacArthur Blvd. to Jamboree Road University Drive from Tustin Avenue to Corona del Mar Freeway University Drive Bridge Dover Drive from Westcliff Drive to Coast Highway TABLE 4 NEWPORT BEACH TRAFFIC STUDY PHASE III COMPOSITE PLAN PROJECT DESCRIPTIONS AND COSTS (2) N = New Construction (3) Right of way costs include W = Widen 25% increase in estimated M = Modification property costs for acquisition B = Bridge and costs of relocation assistance: Construction costs include 20% for contingencies. L� Costs, $1,000's (3) Costs by Jurisdiction, $1,000 = O Right Construc- Newport :0 +> of Way tion Total Beach State Other M B 1,230 5,270 6,500 1,300 (4) 5,200 (4) M W 870 280 1,150 1,150 P M 40 40 40 • M W 1,100 500 1,600 1,600 P N 2,870 1,500 4,370 2,070 2,'300 P B 500 500 500 M W 100 350 450 450 TABLE 4 (CONTINUED) A e [] H v� v � N N i v -f� Project Name "O VI n6 V1 C and Limits San Joaquin Hills Road M W from MacArthur Blvd. to Marguerite Avenue Ford Road from MacArthur P W Blvd. to Jamboree Road Coast Highway from Dover P M Drive to Newport Blvd. Coast Highway - Newport M N Boulevard Interchange Coast Highway from M N Newport Blvd. to Santa Ana River Interchange at Newport M N Freeway Ext. Superior Avenue from P M & N Coast Highway to New- pgr:t Blvd." Jamboree Road from Coast M W Highway to San Joaquin Hills Road Jamboree Road from M W San Joaquin Hills Road to Ford Road Jamboree Road from M W Ford Road to Bison Avenue Costs, $1,000's (3) Costs by Jurisdiction, $1,000' Right Construc- Newport of Way tion Total Beach State Other 300 300 300 420 40 1,170 380 4,260 10,140 1,690 1,500 740 420 210 40 40 1,550 1,550 14,400 2,880 (4) 11,520 (4) 1,500 2,430 1,210 340 340 170 190 190 100 190 190 90 161 M 100 21 0 0 0 0 J C C C C C TABLE 4 (CONTINUED) r U � v 7 N S. v N -N D V1 N C Project Name o o o Right Construc- Newport and Limits W u �+° of Way tion Total Beach Jamboree Road from M W & B 1,000 11000 800 Bison Avenue to Corona del Mar Freeway Avocado -New MacArthur P N & W 700 600 1,300 300 from Coast Highway to San Joaquin Hills Road New MacArthur from P N & W 290 410 700 350 San Joaquin Hills Road to Ford Road Newport Boulevard from M W & B 1,800 1,120 2,920 560 Coast Highway to 30th Street State Route 73 from Coast M W 130 280 410 Highway to San Joaquin Hills Road State Route 73 from San M W 200 420 620 Joaquin Hill-s Road to Ford Road State Route 73 from Ford M W 100 210 310 Road to Bison Avenue San Joaquin Hills Road M W 140 140 140 from Marguerite Ave. to Spy Glass Hills Rd. Bison Avenue from P N & W 250 150 MacArthur Boulevard to Jamboree Road State Other 200 I,* 350 2,360 410 620 310 }, U cli O N S_ O N 4� s Project Name (a0-O ° and Limits �C3 �:N C 15th Street from P N & W Superior Avenue to Coast Highway C Balboa Boulevard from 33rd to 44th P W D Irvine Avenue from 15th Street to Cliff Drive P W D Balboa Blvd. TABLE 4 (CONTINUED) Costs, $1,000's (3) Costs by Jurisdiction, $ Right Construc- Newport of Way tion Total Beach State Other 2,770 820 3,690 1,850 1,840 11500 500 2,000 2,000 1,200 270 1,470 1,470 500 500 250 e461il • •I CIRCULATION ELEMENT OF THE NEWPORT BEACH GENERAL PLAN (As Recommended to the City Council by the Planning Commission on November 29, 1973) INTRODUCTION The Circulation, Element of the Newport Beach General Plan was prepared by the Department of Community Development in conjunction with the Department of Public Works. However, the Element is based upon the Newport Beach Traffic Study prepared by the Consultant Firm of Alan M. Voorhees & Associates, Inc. Alan M. Voorhees & Associates was authorized• to begin work on a three -phased study for the development of a transportation plan for the City of Newport Beach in October, 1971. Assisting in this study were Behavior Science Corporation of Los Angeles, and Toups Engineering, Inc., of Santa Ana. Phase I defined the magnitude and location of present and future problems. Phase II investigated alternative transportation plans which could provide for future travel demands, receive public acceptance, and create minimal environmental disturbance. The Phase III Report covers the final stages of the study and recommends an implementation program of specific improvement projects. Alternative plans were evaluated; and a final plan was recommended by the Consultant. The Consultant's report is the basic source document for th'e Circulation Element, and should be referred to for the various alternatives that were considered in developing this report. A Transportation Plan Citizens Advisory Gommittee was authorized by the City Gou.ncil i•n October, 1970 for the purpose of meeting with the Consultant throughout each phase of the study to provide citizen input. The Committee held approximately 38 evening meetings during the three study phases, many of these meetings lasted four hours or more. -1- Throughout the study the Citizens Advisory Committee strongly presented the citizens point of view in their considerations and deliberations, while the Consultant attempted to present the best realistic technical solutions to the City's transportation problems. -2- • • PURPOSE AND SCOPE It is intended that this Element satisfy the State requirement that local General Plans contain a "circulation element". Section 65302 of the Government Code states in part, that local General Plans shall include: "A circulation element consisting of the general location and extent of existing and proposed major thorough- fares, transportation routes, terminals and facilities, all correlated with the land use element of the plan." In addition -the State of California Council on Intergovernmental Relations has adopted the following guidelines for the scope and nature of the Circulation Element: "A. Identification and analysis of circulation needs and issues. B. A statement of goals, objectives and policies based on the total circulation needs of the community, including priorities among modes and routes and distinguishing among short, middle and long-term periods of implementation. C. A diagram, map or other graphic representation Showing the proposed circulation system. D. A description of the proposed circulation system and the interrelationships among system parts. E. Standards and criteria for the location, design, operation and levels of service of circulation facilities. F. A guide to the implementation of the circulation system." Proposals for the Provision of Bikeways within the City of Newport Beach are contained in,the Recreation and Open Space Element of the General Plan. I -3- P CIRCULATION ELEMENT - PROPOSALS Basic Concept The area's cultural activities, financial activities, commercial activities, industrvial activities, civic activities, and recrea- tional activities, all place their demands upon a transportation system which should bring people to activity centers, allow them to circulate among activities, and carry them back to their point of origin. In that regard, it would appear to be clear that as much as an urban area requires transportation facilities which provide easy access and circulation for persons within, it is just as important that people and vehicles without interest, origin, or destination in the area be kept out. The key to the solution of the traffic problems in Newport Beach 'is the development of a major bypass route around the City, so that through traffic does not use the Coast Highway traffic corridor. This proposal is consistent with the policies contained within the General Plan Policy Report adopted by the,City Council on March 21, 1972. A corollary policy to the development of a major bypass route is development of a series of major arterials in a north - south direction for people and vehicles with a specific destination within Newport Beach. Master Plan of Streets and Highways Attached is a map entitled "Newport Beach Circulation Element - Master Plan of Highways". It is intended that the Master Plan of Highways satisfy the State requirement that the Circulation Element contain a diagram or map. The major proposals described -4- within the Element are illustrated on the Master Plan of Streets and Highways.. The road classifications are the same as used by Orange County for the Master Plan of Arterial Highways. These can be summarized as follows: Approximate Road Right of Width Curb No. of Median Capacity, Classification Way, Feet to Curb, Feet Lanes Width, Feet ADT* Freeway Variable Variable 4 Variable 55,000 Variable Variable 6 Variable 100,000 Variable Variable 8 Variable 135,000 Major 120 102 6 14-18 40,000 Primary '100 84 4 16-20 25,000 6 0-4 35,000 Secondary 80 64 4 0 14,000 *(ADT) Average Daily Traffic The City of Newport Beach participates in the Orange County Arterial Highway Financing Program, in which the County assumes up to 50% of the cost of major roads shown on the Orange County Master Plan of Arterial Highways, To participate in this program', each city has to have a Master Plan of Highways which is mutually satisfactory and in conformance with the plans of the County and all adjacent cities. The proposed relocation of Pacific Coast Highway and the Corona del Mar Freeway, and the extension of 17th Street have potential effects on cities adjacent to the City of Newport Beach, and, therefore, have been: classified as routes'that require further coordination. However, it is intended that the alignments shown on the Master Plan of Highways for each of these routes represent the policy of the City of Newport Beach. I MIS Urban transportation is not simply a local problem; it involves all levels of government. Transportation problems and needs are usually a cooperative effort for a metropolitan area, a county, or a region. The Southern California Association,of Governments (SCAG), of which Orange County and the City of Newport Beach are members, is responsible for regional planning in this area. Through SCAG, planning is coordinated with those other responsible planning agencies. Although the City's jurisdiction and the plans resulting from this study will be limited to the boundaries of the City of Newport Beach, coordination efforts with adjacent and surrounding jurisdictions must at some point be accomplished. The absence of, coordindti-on in the study plan was not an over- sight. The City desired to proceed with no constraints in the development of a plan, recognizing that differences in the presently -adopted Orange County Master Plan of Arterial Highways affecting adjacent jurisdictions would have to be resolved. SPECIFIC PROPOSALS 1. CORONA DEL MAR FREEWAY - BONITA/COYOTE CANYON ALIGNMENT This project provides for the construction and continuation of the Corona del Mar Freeway downcoast through Bonita/Coyote Canyon. The present State -adopted route is in the same alignment as "old" MacArthur Blvd. and, therefore, is shown on the Master Plan of Streets and Highways as a route that requires further coordination. The importance of constructing the Corona del Mar Freeway on the Bonita/Coyote Canyon alignment and continuing downcoast cannot be overstressed. This particular alignment provides an attractive alternate route which will -6- divert an estimated 15;000 vehicles per day away from the Coast Highway corridor. 2. COAST HIGHWAY BETWEEN THE SANTA ANA RIVER AND NEWPORT BLVD. This project provides for a new Coast Highway alignment between the Santa Ana River and Newport Boulevard. The new route swings inland around Newport Shores and interchanges with a route which connects to the Newport Freeway alignment. The existing Coast Highway becomes a Cul-de-Sac on both sides of the Santa Ana River, and reverts to a local access street. The new alignment is planned in such a way to accommodate a future marina with ocean access. The roadway will generally provide good traffic service, and provide a good east -west alternative to the existing Coast Highway. Separate facilities for bicyclists, pedestrians and future transit will be provided. The "barrier" effect of the present Coast Highway paralleling the beach will be eliminated, and it's possible some of the existing road right-of-way could revert back to private interests. 3. INTERCHANGE AT NEWPORT BLVD. AND COAST HIGHWAY This project provides for the construction of a new interchange on Coast Highway at Newport Boulevard. No specific geometrics are suggested other than a single structure for the interchange. Pro- visions for bicyclists, pedestrians and transit are contemplated both on Coast Highway and Newport Boulevard, with eight lanes on both routes. 4. COAST HIGHWAY FROM DOVER DRIVE TO NEWPORT BOULEVARD , This project provides for parking prohibitions at selected hours on Coast Highway from Dover Drive to Newport Boulevard to gain -7- additional street.capacity. Time -controlled parking, if necessary, will be limited to two one -hour peaks. In addition, it will be the policy of the City of Newport Beach to develop additional off-street commercial parking whether time -controlled parking is ever needed or not. 5. COAST HIGHWAY FROM UPPER BAY BRIDGE TO DOVER DRIVE This project includes the construction of a bridge on Coast Highway across the Bay to replace the existing bridge which is not only deficient in capacity, but is becoming structurally deficient. The bridge of relatively low profile would permit most trailerable vessels to pass under. After crossing the Bay, the structure would continue westerly, providing an interchange with Dover Drive, and dropping back down to the grade of existing Coast Highway west of Dover Drive. Provisions are planned for bicyclists, pedestrians and transit. The plan includes widening of Dover Drive to provide two right turning lanes from Coast Highway to Dover Drive. The bridge would essentially be eight lanes, six lanes of which would provide for relatively free flow of traffic, the additional' width being for the other facilities. No traffic deficiency is projected with this design. These improvements would eliminate what is considered to be the most heavily congested section in the City of Newport Beach. 6. COAST HIGHWAY BETWEEN JAMBOREE ROAD AND THE UPPER BAY BRIDGE This improvement provides for widening Coast Highway to six lanes from Jamboree Road to the proposed Upper Bay Bridge replacement. The intersection at Jamboree Road would continue to be operated with signalization, with a new signal being constructed on Coast Highway at Bayside Drive. Future capacity deficiencies can be go expected to occur at these intersections, but can be delayed through the continued use of access controls. It is important this project be implemented in conjunction with the improvements to the new Upper Bay Bridge. 7. COAST HIGHWAY FROM MACARTHUR TO JAMBOREE ROAD This project is the widening of Coast Highway to six lanes from MacArthur Boulevard to Jamboree Road. Pedestrian, bicycle and transit facilities are part of the construction. Major turning movements would be made at signalized intersections. While some deficiency in capacity is expected in the long-range plan, this section should operate quite well. B. COAST HIGHWAY FROM MACARTHUR THROUGH CORONA DEL MAR This project on Coast Highway from MacArthur Boulevard through Corona del Mar provides for parking prohibitions on Coast Highway at selected hours to obtain street capacity. Time -controlled parking, if necessary, will be limited to two one -hour peaks, the Fifth Avenue corridor was considered and rejected as an alternative because of lack of community support and other considerations. In addition, it will be the policy of the City of Newport Beach to develop additional off-street commercial parking, whether time -controlled parking is ever needed or not. Traffic deficiencies on this section will be substantially reduced with the construction of the major road network to the north and east, particularly the Corona del Mar Freeway and San Joaquin Hills Road, and connecting north -south roads such as Canyon Crest Drive. 9. SUPERIOR AVENUE This project is essentially widening Superior Avenue on the existing alignment to four lanes divided'. A short new section would be constructed on the southerly end to connect as a tee intersection with Coast Highway. With Coast Highway relocated northerly of its present alignment, the increased elevation of Coast Highway would enable good alignment and grade to be maintained on Superior Avenue. No traffic capacity deficiencies are projected. 10. 15TH STREET FROM SUPERIOR AVENUE EASTERLY This is a partially new road which is on the present General Plan of Arterial Highways. It involves the widening of existing 15th Street to four lanes divided from Superior Avenue easterly, con- tinuing on with new construction crossing and intersecting with the proposed relocated Coast Highway, then turning southerly and connecting as a.tee intersection with exI.sting Coast Highway. This roadway provides a good alternate for the south part of Superior Avenue. 11. DOVER DRIVE FROM WESTCLIFF TO COAST HIGHWAY This project provides for the widening of Dover Drive from Westcliff Drive to Coast Highway. This project on the existing General Plan route will improve this section to full major roadway status and complement the improvements being made at Dover Drive and Coast Highway. 12. IRVINE AVENUE FROM 15TH STREET TO CLIFF 'DRIVE This is the section of Irvine Avenue to be widened to four lanes from 15th Street to Cliff Drive. It is the only section of Irvine Avenue left in the City which is not four Panes. Because of its location and relatively low existing and projected -10- traffic volumes, it is a low priority project. No traffic deficiency is projected. 13. JAMBOREE ROAD FROM COAST HIGHWAY TO CORONA DEL MAR FREEWAY This project is the widening of Jamboree Road to six lanes from Coast Highway to the Corona del Mar Freeway. All the right-of-way for widening this route is available. Although Jamboree Road is a very important route now, its importance will increase as Upper Bay develops. No capacity deficiency is projected for Jamboree Road providing traffic on MacArthur and Jamboree splits evenly. 14. OLD MACARTHUR BLVD. FROM COAST HIGHWAY TO SAN JOAQUIN HILLS ROAD This section of State Route 73, (Old MacArthur Boulevard) from Coast Highway to San Joaquin Hills Road is very important. This project is a widening of the section tb six lanes. In the Interim period before a good alternate route is developed down - coast, such as the, Corona del Mar Freeway or some facility to take its place, MacArthur will continue to carry much of the through traffic. This traffic either comes from or goes to downcoast via Coast Highway. 15. OLD MACARTHUR BLVD. FROM SAN JOAQUIN HILLS ROAD TO BISON AVENUE This is a continuation of the widening of Route 73 to six lanes from San Joaquin Hills Road to Bison Avenue. Since there is no access to this section of Route 73, and it is assumed there will be no access, in the future, traffic is now and will be free flowing. No capacity deficiencies are projected for these sections unless a good alternate route down -coast, such as the -11- Corona del Mar Freeway, fails to develop. 16. SAN JOAQUIN HILLS ROAD FROM "OLD" MACARTHUR TO SPY GLASS HILLS ROAD These projects represent the widening of San Joaquin Hills Road from State Route 73 to Spy Glass Hills Road to the full six -lane General Plan width. All the necessary right-of-way is available for both projects. Further extension to the east will depend on how and when the area develops. 17. BISON AVENUE BETWEEN JAMBOREE AND MACARTHUR This is a short. section of Bison Avenue being developed as a primary road connector between two major roads, Jamboree and MacArthur. This route will provide an important circulation element in the system when the Corona del Mar Freeway is constructed. 18. FORD ROAD FROM JAMBOREE ROAD TO MACARTHUR BLVD. This project involves the upgrading of Ford Road to primary status between Jamboree Road and MacArthur Boulevard. It is important enough to be a top priority project. 19. UNIVERSITY DRIVE FROM TUSTIN AVENUE TO CORONA DEL MAR FREEWAY This project is the construction of University Drive from Tustin Avenue to the Corona del Mar Freeway to link with the section of University Drive east of State Route 73 in the City of Irvine. A bridge must be constructed across the,flood control channel. This new roadway is -very important in the system since it will provide the major road link around the end of Upper Bay. Because of its importance, some capacity deficiency could develop, particularly if construction on the Corona del Mar Freeway is -12- • substantially delayed. 20. AVOCADO AVENUE FROM COAST HIGHWAY TO SAN JOAQUIN HILLS ROAD This is the proposed new primary roadway, Avocado Avenue, from Coast Highway to San Joaquin Hills Road. Avocado Avenue has a relatively high priority and will provide an important link in the system. 21. NEW MACARTHUR FROM SAN JOAQUIN HILLS ROAD TO FORD ROAD This is a continuation of Avocado along New MacArthur from San Joaquin Hills Road to Ford Road. It involves some new road construction and some widening. 22. NEWPORT BLVD. FROM COAST HIGHWAY TO 30TH STREET This is a widening project on Newport Boulevard from Coast Highway to 30th.Street. A complete six -lane divided roadway would be provided with a new bridge across the channel which would replace the existing bridge. It is expected that some capacity deficiency can still be expected. However, the improvements will significantly help the traffic flow. 23. BALBOA BLVD. FROM 33RD STREET TO 44TH STREET This project is the widening of Balboa Boulevard to primary status from 33rd Street to 44th Street. Traffic circulation will be substantially improved and no capacity deficiency is projected. Any future widening must be accomplished without a net reducti-on in existing City park facilities. ` -13- Ll IMPLEMENTATION Final locations of new routes require detailed study of real property, soil conditions, utilities, and intimate correlation with land use plans. Routes shown in this report which are not on existing alignments show general rather than exact locations. Final locations will be worked out only when it is feasible to acquire property or to begin construction. In short, the plan describes a full system or network as the base from which to work towards more detailed and exact locations. In determining specific routes, it is of prime importance to remember that no matter how well a program is developed, little will be accomplished if public acceptance and support is not received. It is not usually very difficult to determine those improvements which will solve pure traffic problems and provide a good level of service. Often, however, the purely technical solution does not receive public support, and In some instances, it may not be possible to truly assess what may be acceptable at the time of implementation. The immediate or shorter range projects very often receive the most attention. Project Priorities Of immediate importance in implementing this plan are the questions of what to build first and what to build next. While there may be some agreement for the need of a large and accelerated program, much of the construction is far i•n the future and may seem relatively unimportant, in contrast to the real problem of what to build first or next. The problem of priorities is very important in directing -14- the engineering and construction program towards efficient plan implementation. A variety of factors should be considered in assigning construction priorities. Available and committed financing is always a key factor. Availability of engineering studies, land use development programs, traffic needs, and system continuity must all be . considered. In view of traffic needs, public interest, and investigative work already done, projects of most immediate need were not too difficult to classify. The further one tries to look into the future, the most difficult it becomes to assign meaningful priorities. Projects were classified into categories A, B, C, and D and are arranged in that way in Table 4 Classification A is the highest priority or most immediate concern, while classification D represents those projects not likely necessary for many years. No attempt has been made to further refine the priorities since actual order of donstruction will be affected by several factors such as available funds, timing of land development, coordination between projects, and ability of other entitites such as the State to provide improvements. Therefore, while those projects classified A may be the most important, it may not be possible or practical to attain all of them ahead of some projects in classification B. Financing Resources The final question in evaluating the proposed transportation plan is financing - Can the capital investment required to obtain the economic and level of service improvements be afforded? There are no analytical techniques which can answer this question. It is a matter of policy which depends on how the community wishes -15- to allocate total resources among many public services. The approach taken here is one of reviewing present and probable future allocations and determining whether this will result in sufficient funds to support the implementation program. The City derives its revenues for street right-of-way purchase, design and construction from gas tax apportionment, County funds and federal funds. The total of these revenues will average approximately $10.30 per capita in 1974 and will provide approximately $620,000. in 1990 with population estimated at 100,000, the annual revenue will be $1,030,000 based on these same apportionments. The estimated annual available revenues from 1974 to 1990 for rights -of -way:, design and construction are shown on Table 1. For the 17-year period from 1974 to. 1990, the average annual revenue is about $770,000. Financially Attainable Program It would be quite coincidental if the available revenue for street construction matched the needs. Historically there have seldom been areas where the needed program could be attained when desired. Sufficient funding is usually not available and the program lags, The main alternatives in such cases are to reduce the size of the program, obtain additional revenues, or a combination of these two things. If the decision is to continue road construction at the present level of funding, then priorities become even more important, and the program must stretch out beyond the usual accepted 20-year planning span. It is a possi- bility, of course, that the entire road network being presented for the General Plan consideration may not be needed in 20 years. -16- C TABLE 1 ESTIMATED CITY REVENUES FOR FIGHTS OF WAY, DESIGN, AND CONSTRUCTION Estimated City Gas Tdx Revenues By Year, $1,000's* 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 Total $ 620 640 670 700 720 750 770 800 830 850 880 900 930 950 980 1,000 1,030 $13,120 Average for 17 Years = $770,000 *Based on population increasing from 60,000 to 100,000 and present level of funding which includes: City Gas Tax Funds $ 5.00 per capita County A.H.F.P. Funds 3.60 per capita County Bridge Funds 0.30 per capita F.A.U. Funds 2.00 per capita Total: $ 10.30 -17- LI u Table 2 is a summary of estimated costs by priority classification and anticipated funding responsibility. Since it is not known to what extent the City may participate in projects involving State highways, an estimate of 20% of costs to the City was made for those projects where there may likely be City participation. Table 2 shows that the total costs for priority classifications A through D are for Newport Beach, for the State, and for other entities such as the County, other cities and private developers, fo-r a total of From Table l we have seen that the estimated average annual City revenue available for rights -of -way, design and construction is about $770,000 based on a 17-year projection. This is far short of being able to finance a 20-year implementation plan. Table 3 shows an average annual expenditure of is necessary for a 20-year plan. A 30-year program will require more per year than is projected as being available. City revenues available for rights -of -way design, and construction are based on per capita, with anticipated population being 100,000 by 1990. Other sources of revenue could be considered to increase annual revenues available for roads. However, there is a current trend towards diverting funds to other uses previously designated for road purposes. Rather than assume additional funds may be available for road purposes, it was assumed funding will remain constant on a per capita basis. This is certainly not an optimistic approach, but,may prove to be the most realistic. Further, the present method's of funding are not geared to keep pace with inflationary construction costs, and without some changes -19- in these methods, the program could be substantially underfunded. With an anticipated shortage of road funds, a way of approaching this matter is to consider only those projects which are in priority classification "A", and treat them as immediate and short range, say a total construction period of five years. The City portion of these projects is Table 1 shows the estimated available revenues for the first five years (1974-1978) is $3,350,000, which means there is a City shortage of for the first five-year increment. Assuming no additional funds are available, the question to be answered is, "What can be eliminated from the five-year program to reduce expenditures by A review of Priority A projects in Table 4 shows this is a most difficult question to answer. It was stated in Table 2 that 20% of Coast Highway - Dover Drive -Upper Bay Bridge costs were assigned to the City, which amounts to $1,300,000. If that amount was eliminated as City participation, or at least substantially reduced, the "A" projects would more closely fit into a five-year plan. So far nothing has been said about the ability of the State or other entities to finance the construction program. Other entities include other cities and private development, and the total costs are substantially less. Costs to private development usually come in right-of-way dedication and street construction adjacent to property being developed, which means the improvements precede or closely follow the needs. Other cities finance road improvements in much the same way as Newport Beach. An example of an "Other Cities" project is the construction of Del Mar Avenue from Newport Freeway to Tustin Avenue with an estimated cost of $2,330,000. -20- This project is in the City of Costa Mesa. Table 2 shows the estimated State costs for priority classification A projects total If we again assume a five- year program, this amounts to an average annual expenditure of Whether the State can budget these amounts will depend on statewide funding levels and priorities. The replacement of the existing upper Bay Bridge on Coast Highway, and improvements at Coast Highway and Dover Drive should be of such importance to rank in the State's top priority projects. In summary, assuming the entire road system will or should be built in 20 years, there are not sufficient revenues under present City road funding practices to implement all projects within a 20-year span. From the current trends in road funding, additional funds cannot be expected. Some projects will have to be delayed, and priorities frequently updated to ensure that the most essential projects receive first consideration. Land Use Regulations The alternate transportation plans were developed to serve a specific existing and proposed land use. If actual land development in the future departs significantly from the planned pattern, many of the projected benefits of the highway construction program may be lost. This is true both in terms of achieving overall higher levels of traffic service as well as coordinating land development and highway construction. It is not only a serious consideration within Newport Beach, but also in the adjacent communities which have a substantial effect on traffic -21- in Newport Beach. It must also be remembered that Newport Beach can have a substantial effect on traffic in surrounding jurisdictions. Advanced Right -of -Way Purchase Not too many years ago a familiar saying was, "No one wants a highway on his property, just near it." Today the saying must be modified for those who don't want a highway anywhe.re near their property, or for that matter anywhere at all. However, property must have access and people must be provided good transportation facilities. Few people are'enthusiastic about selling their property at someone else's recommendation even though being compensated for the property including financial assistance for residential or business relocation. There are natural and immediate reactions as people and businesses are required to move and readjust. These disruptions and shifts of people and businesses can be minimized through good planning. There are many ways in which the process can be improved, a most important one being advance designation and purchase of rights -of -way. It is possible to work out final locations of routes and to plan future land developments around these commitments. Designation of future locations allows consolidation of local land planning and zoning. In fast growing areas land development and transportation facilities can proceed together. Definite commitments enable the adjustment of people and land uses to a revised highway system. To make this process of advance designation of specific -22- rights -of -way both fair and effective, the responsible agencies I should have funds for buying the required property in advance. Zoning and other legal means can control land development, but cannot reserve land for ultimate highway purchase thereby preventing building on the land. The most practical way of making advance transportation location designations is to purchase right-of-way as far in advance of construction as is consistent with the public interest. Access Control Transportation facilities in recent years have usually been built with either full control or no control of access. Often this all or none situation prevents agencies charged with transportation from responding in an effective manner. While full control of access around a freeway is important, the arterial street or highway is the backbone of the City in terms of land development and traffic service, and some access control should be considered. Urban arterials should primarily serve traffic, and direct property access should be minimum. The arterials should provide direct access to the collector street system and large traffic generators. To plan and construct such facilities and ensure their future usefulness, selective control of access is required. Without it, the area may be left with no arte-rial type traffic service, and there may not be opportunity for providing future arterial facilities. -23- TABLE 4 NEWPORT BEACH TRAFFIC STUDY PHASE III COMPOSITE PLAN PROJECT DESCRIPTIONS AND COSTS Key to Table (1) F = Freeway 8 lanes (2) N = New Construction (3) Right of way costs include M = Major 6 lanes W = Widen 25% increase in estimated P = Primary 4 lanes M = Modification property costs for acquisition S = Secondary 4 lanes B = Bridge and costs of relocation assistance. Construction costs include 26% for contingencies. a 4 r v � 7 N sue-- Costs, $1,000's (3) Costs by Jurisdiction, $1,000's s Project Name W c. 4J = o Right Construc- - -Newport Other a and Limits :t;: of Way tion Total Beach Cities State Other A Coast Highway Upper..Bay M B 1,230 5,270 6,500 Cost Division to be made in N Bridge & Dover Drive Final Planning State A Interchange A Coast Highway from M W 870 280 11150 11150 Jamboree Road to Upper Bay Bridge A Coast Highway from P M -40 40 40 MacArthur Blvd. • 'through Corona del Mar. A Coast Highway from M W 1,100 500 1,600 1,600 MacArthur Blvd. to Jamboree Road 'A University Drive from P N 2,870 1,500 4,370 2,070 2,300 Tustin Avenue to Corona del Mar Freeway A University Drive Bridge P B 500 500 500 -A Dover Drive from M W Westcliff Drive to Coast Highway TABLE 4 (CONTINUED) A I 13 B N Cn I f3 0 I v 7 N V1 } O lu N 0 as�a co Or O•r d'U Ui� San Joaquin Hills Road M W from MacArthur Blvd. to Marguerite Avenue Ford Road from MacArthur P Blvd, to Jamboree Road Coast Highway from -Dover P Drive to Newport Blvd. Coast Highway - Newport M Boulevard Interchange Coast Highway from M Newport Blvd. to Santa Ana River Interchange at Newport M Freeway Ext. Superior Avenue from P Coast Highway to New- port Blvd. Jamboree Road from Coast M Highway to San Joaquin Hills Road Jamboree Road from M San Joaquin Hills Road to Ford Road Jamboree Road from M Ford Road'to Bison Avenue Project Name and Limits Costs, $1,000's (3) Costs by Jurisdiction, $1 000's Right Construc- Newport Other of Way tion Total Beach Cities State Other 300 300 300 W 420 M 40 N 1,170 380 N 4,260 10,140 N 1,500 M & N 1,690 740 W 340 W W 190 420 210 2100 40 40 1,550 1,550 14,400 Cost Division to be made in 1,500 - Final Planning Stage 2,430 1,210 1,22� 340 170 170 190 100 90 190 90 100 TABLE 4 (CONTINUED) ■ 4a -FJ r v U1 7 N •r i y i v 4N o O N of c i Project Name O, o 0 -and Limits L=c> C3+° B Jamboree Road from M W & B Bison Avenue to Corona del Mar Freeway B Avocado -New MacArthur P N & W from Coast Highway to San Joaquin Hills Road B New MacArthur from P N & W San Joaquin Hills Road to Ford Road B Newport Boulevard from M W & B Coast Highway to 30th Street C State Route 73 from -Coast M W Highway to San Joaquin Hills Road C State Route 73 from San M W Joaquin Hills Road to Ford Road C State Route 73 from Ford M W Road -to Bison Avenue C San Joaquin Hills Road M W from Marguerite Ave. to Spy Glass Hills Rd. C Bison Avenue from P N & W MacArthur Boulevard to Jamboree Road Right Construc- Newport Other of Way tion Total Beach Cities State Other 1,000 11000 800 200 700 600 290 410 1,300 300 700 - 350 1,800 1,120 2;920 560 130 280 410 200 420 620 100 210 140 310 140 140 1,00• 350 2,360 410 620 • 310 r� C D If y 0 Project Name and Limits 15th Street from Superior Avenue to Coast Highway Balboa Boulevard from 33rd to 44th 17th Street from Newport Freeway to Orange Avenue 17th Street from Orange Avenue to Irvine Avenue Westcliff Drive from Irvine Avenue to Dover Drive Dover Drive from Westcliff Drive to Irvine Avenue Irvine Avenue from 15th Street to Cliff Drive TABLE 4 (CONTINUED) 7 N 4 ' Costs, $1,000's (3) Costs by Jurisdiction, $1,000's or° o Right Construc- Newport Other Cr " "4' of Way tion Total Beach Cities State Other P N & W 2,770 820 3,690 1,850 1,840 • P W 1,500 500 2,000 2,000 P N 2,140 29.0 2,430 "' 2;4V30' P W 1,150 270 1,420 1,420 P W 1,000 200 1,200 1,200, P M & B 800 800 800 • P W 1,200 270 1,470 1,470 PRELIMINARY DRAFT December 17, 1973 CIRCULATION ELEMENT OF THE NEWPORT BEACH GENERAL PLAN DO SNOT REMOVE INTRODUCTION The Circulation Element of the Newport Beach General Plan was prepared by the Department of Community Development in conjunction with the Department of Public Works. However, the Element is based upon the Newport Beach Traffic Study prepared by the Consultant Firm of Alan M. Voorhees & Associates, Inc. i Alan M. Voorhees & Associates was authorized to begin work on a three -phased study for the development of a transportation plan for the City of Newport Beach in October, 1971. Assisting in this study were Behavior Science Corporation of Los Angeles, and Toups Engineering, Inc., of Santa Ana. Phase I defined the magnitude and location of present and future problems. Phase II investigated alternative transportation plans which could provide for future travel demands, receive public acceptance, and create minimal environmental disturbance. The Phase III Report covers the final stages of the study and recommends an implementation program of specific improvement projects. Alternative plans were evaluated, and a final plan was recommended by the Consultant. The Consultant's report is the basic source document for the Circulation Element, and should be referred to for the various alternatives that were considered in developing this report. A Transportation Plan Citizens Advisory Committee was authorized by the City Council in October, 1970 for the purpose of meeting with the Consultant throughout each phase of the study to provide citizen input. The Committee held approximately 38 evening meetings during the three -study phases, many of these meetings lasted four hour's or more. Throughout the study the Citizens Advisory Committee strongly presented the citizens point of view in their considerations and deliberations, while the Consultant attempted to present the best realistic technical solutions to the City's transportation problems. _2_ 0 • PURPOSE AND SCOPE It is intended that this Element satisfy the State requirement that local General Plans contain a "circulation element" Section 65302 of the Government Code states in part, that local General Plans shall include: "A circulation element consisting of the general location and extent of existing and proposed majlor thorough- fares, transportation routes, terminals and facilities, all correlated with the land use element of the plan." In addition the State of California Council on Intergovernmental Relations has adopted the following guidelines for the scope and nature of the Circulation Element: "A. Identification and analysis of circulation needs and issues. B. A statement of goals, objectives and policies based on the total circulation needs of the community, including priorities among modes and routes and distinguishing among short, middle and long-term periods of implementation. C. A diagram, map or other graphic representation showing the proposed circulation system. D. A description of the proposed circulation system and the interrelationships among system parts. E. Standards and criteria for the location, design, operation and levels of service of circulation facilities. F. A guide to the implementation of the circulation system." Proposals for the Provision of Bikeways within the City of Newport Beach are contained in the Recreation and Open Space Element of the General Plan. -3- 0 Attached is a map entitled "Newport Beach Circulation Element - Master Plan of Highways". It is intended that the Master Plan of Highways satisfy the State requirement that the Circulati-on Element contain a diagram or map. 10 MASTER PLAN OF STREETS AND HIGHWAYS This section includes a description of the various projects necessary to implement the Master Plan of Streets and Highways. Final locations of new routes require detailed study of real i property, soil conditions, utilities, and intimate correlation with land use plans. Routes shown in this report which are not on existing alignments show general rather than exact locations. Final locations will be worked out only when it is feasible to acquire property or to begin construction. In short, the plan describes a full system or network as the base from which to work towards more detailed and exact locations. In determining specific routes, it is of prime importance to remember that no matter how well a program is developed, little will be accomplished if public acceptance and support is not received. It is not usually very difficult to determine those improvements which will solve pure traffic problems and provide a good level of service. Often, however, the purely technical solution does not receive public support, and in some instances, it may not be possible to truly assess what may be acceptable at the time of implementation. The immediate or shorter range projects very often receive the most attention. Throughout the traffic study the Citizens Committee Was very aware of the probability of lack of support, or firm resistance, to particular projects. This by no means eliminated such projects from investigation, but stressed the -5- E need for alternatives which could be implemented in lieu of the "best" technical solution. Basic Concept The area's cultural activities, financial activities, commercial activities, industrial activities, civic activities, and recrea- tional activities, all place their demands upon a transportation system which should bring people toyactivity centers, allow them to circulate among activities, and Icarry them back to their point of origin. In that regard, it would appear to be clear that as, much as an urban area requires transportation facilities which provide easy access and circulation for persons within, it is just as important that people and vehicles without interest, origin, or destination in the area be kept out. The key to the solution of the traffic problems in Newport Beach is the development of a major bypass route around Corona del Mar, so that through traffic does not use the Coast Highway traffic corridor. This proposal is consistent with the policies contained within the General Plan Policy Report adopted by the City Council on March 21, 1972. A corollary policy to the development of a major bypass route is development of a series of major arterials in a north/ south direction for people and vehicles with a specific destination within Newport Beach. The importance of constructing the Corona del Mar freeway on the Bonita/Coyote Canyon alignment and continuing downcoast cannot be overstressed. This particular alignment provides an attractive alternate route which will divert an estimated 15,000 vehici:es per day .away from the Coast Highway corridor. Q:10 Road Classifications The road classifications are the same as used by Orange County for the Master Plan of Arterial Highways. These can be summarized as follows: Road Right of Classification Way, Feet Freeway Variable Variable Variable Major 120 Primary 100 Secondary 80 Approximate Width Curb No. of Median Capacity, to Curb, Feet Lanes Width, Feet ADT* Variable 4 Variable 55,000 Variable 6 Variable 100,000 Variable 8 Variable 135,000 102 6 14-18 40,000 84 4 16-20 25,000 6 0-4 35,000 64 4 0 14,000 *(ADT) Average Daily Traffic The City of Newport Beach participates in the Orange County Arterial Highway Financing Program, in which the County assumes up to 50% of the cost of major roads shown on the Orange County Master Plan of Arterial Highways. To participate in this program, each city has to have a Master Plan of Highways which is mutually satisfactory and in conformance with the plans of the County and all adjacent cities. The proposed relocation of Pacific Coast Highway and the Corona del Mar Freeway, the second crossing of Upper Bay, and the extension of 17th Street have potential effects on cities adjacent to the City of Newport Beach, and, therefore, have been classified as routes that require further study and coordination. However, it is intended that the alignments shown on the Master Plan of Highways for each of these routes represent the policy of the City of Newport Beach. -7- Urban transportation is not simply a local problem; it involves all levels of government. Transportation problems and needs are usually a cooperative effort for a metropolitan area, a county, or a region. The Southern California Association of Governments (SCAG), of which Orange County and the City of Newport Beach are members, is responsible for regional planning in this area. Through SCAG, planning is coordinated with those other responsible planning agencies. Although the City's jurisdiction and the plans resulting from this study will be limited to the boundaries of the City of Newport Beach, coordination efforts with adjacent and surrounding jurisdictions must at some point be accomplished. The absence of coordination in the study plan was not an over- sight. The City desired to proceed with no constraints in the development of a plan, recognizing that differences in the presently-adopted'Orange County Master Plan of Arterial Highways affecting adjacent jurisdictions would have to be resolved. This position was frequently restated during the course of the study. For this reason, the Study Organization illustrated on Figure 7 begins with the City Council rather than a regional coordinating body. Project Priorities r - . - - - - - lVt­ tj flOII ", � I ". _�� 1 ,,, t-I " - " I ­IA-� ,` ­­ , I- � I,—' .,T�,, I " �,_Jl, " ­ , , , "_ �� l . 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NG70N BEACH: --- 'a ATL NTA 7 lk'L� L tian i Al T, I t -,_ ,7 A Ir d -95 r 1w n4d 11 Ras '77, EA6H I U t V Uil 1,$nakV t it 4 10, 41\j N 41. X T "ion A, 4 t LU YI, 'mn' -1 '7, L I tbo� �7 nr _0 T� "5 '14 owl, It0- 'Z 6 'd 7, ZY Qla j,7 -Pt N ES -D I J 0'(Z G L AN t=- 4�) .0 �V 4 p R IM, A P � ­ ",I I 77777 DAZY 4 L NN E`5 Itr aA' IA > Pei, Vi A L < J, j 2 Opp 10 97, Reef poi REV 15 ADOPTLD C y f 0 F VVP XlMiTE 14CAN W C1 L NNG'C W M, T Y - ----- APPRO to t&9 r DECL;NA1FiO$ 494 tG SCALO 1 24000 tI-MILE ...... 4y Oe, ....... AbalQn0*FVnt 20M 3OW 400Q 000 60M. 7000 FEET E -IDOO 5 EC rZ e Id fty I KILOMETER E D AMEND y ��o 11L orld a _CIT? COUNCIL PLANNING C 0 M M 155 10 N IitRES. WO, dp 8 9 RES. NO. &42(a ta,k A,' -7- -7 111 Recreation Point MAYO LAGUNA BEACH CMAI 22 100" Ili M 61ICIT ACTING 5 E CR ETARY Cheve,5 Pt fHalfway Roc k A, $4 cactus 4, WOO 0, L 7 Z —1) 5y PL -k-.N t4 IN G VW t, R&W IF710' 4,; A-