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TOPICS STUDY - TRAFFIC
OPERATIONS PROGRAM -
INCREASE CAPACITY AND
SAFETY
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ENGINEERS ARCHITECTS PLANNERS
2301 CAMPUS DRIVE, IRVINE, CALIFORNIA 92664 (714) 833-2450 (P.O. BOX 1890, NEWPORT BEACH, CALIFORNIA 92660)
August 3, 1972
Mr. Joseph Devlin
Director of Public Works
City of Newport Beach
3300 Newport Boulevard
Newport Beach, CA 92660
Dear Mr. Devlin:
We are pleased to submit our TOPICS study for Newport Beach, California, which
was conducted in accordance with our agreement which received Federal approval
on.August 20, 1971. Coordination with the Federal Highway Administration was
conducted through the California State Division of Highways.
A program of projects to increase both capacity and safety of the Type II System
in Newport Beach is presented. The cost of the entire program is in excess of
$600,000, which will more than cover the city's'TOPICS apportionments and city's
matching funds for a five-year period of $367,000. Implementation of the pro-
gram will provide needed relief from congestion as well as significantly increase
the safety of several high accident locations.
We take this opportunity to recognize the cooperation and valuable assistance
rendered this study by yourself, Mr. Bob Jaffe, Mr. -Don Webb, the city's traf-
fic engineering staff, ,and, the Advance Planning Department of the State of
California Division of Highways.
We appreciate the opportunity to conduct this TOPICS study and hope the entire
program can be implemented.
Very trul yours,
eryaRay Vi siden
JF:mt
Summary and Recommendations SUMMARY
The Traffic Operations Program to Increase Capacity and Safety - TOPICS
is a Federally sponsored activity to provide states and through the State
to local government, additional funds to alleviate congestion and accidents
on existing street systems. In California, all funds are made available
through the Division of Highways to local,agencies. None of the money is,
spent by the State on State highways, though a city may choose to make
TOPICS improvements on a State route within its boundaries. A condition
of the program is that local agencies must provide matching funds, which
in California is 28.46%. The usual procedure is to use gas tax monies as
the local share. A further stipulation is that improvements be made only
on streets which qualify as the TOPICS Type II System. The Type II System
generally does not exceed 50 percent of the total mileage,of City streets
and includes all major City streets and State highways within Newport
Beach, but which excludes local streets.
The program started in fiscal 1969-70 with $74,006 or $1.57 per capita
available to Newport Beach. Allottments for four years have been made
and are as follows:
Year Federal
1969-70
$74,006
1970-71
72,443
1971-72
38,803
1972-73
38,803
Newport
Beach
Total
$29,441
$103,447
28,819
101,262
15,436
549239
159436
54,239
Congress has yet to decide on funding beyond 1974, whether to continue the
TOPICS program, or to establish alternate means of funding improvements
for City streets.
A�condition of approval of TOPICS funds is the preparation of an "areawide
study." The objective of the study is to insure expenditure on those
projects which will contribute most toward increased capacity and reduced
by
dents. This report is the Areawide Study for Newport Beach as prepared
'TN with the cooperation of the Public Works Department of Newport'Beach
Advance Planning Department of the Division of Highways.
TOPICS procedures permit a jurisdiction to undertake projects pending the
comp etion of the Areawide Study. Newport Beach has proposed and secured
Fede al Highway Administration (FHWA) approval of the following projects
prioryto completion of the areawide study in anticipation of their placing
high on the priority list.
City
Project
Total Cost
TOPICS
Matching
1.
Bayside Drive at Jamboree Road
and Marine Avenue
$49,775
$35,609
$14,166
2.
Newport Center Drive at Newport
Center Drive East and West
44,252
31,655
12,594
3.
Placentia Avenue at Superior
Avenue
47,760
34,167
13,593
4.
Newport Center Drive at Santa
Rosa Avenue
45,0001
32,193
12,807
lEngineer's estimate
The first three (3) have been approved and contracts have been let and
construction underway. FHWA approval has been received on Project 4.
The approach to this TOPICS study has been to:
1. Inventory and analyze existing traffic conditions.
2. Identify problem locations and determine possible remedial measures.
3.
Prepare
project reports on
each recommended improvement.
4.
Assign
priorities to TOPICS
projects.
An extensive analysis of traffic conditions within Newport Beach has been
completed. This included:
1. Roadway Width and Traffic Capacity.
2. Accident Locations - Frequency, Type, and Cause of Accident.
3. Traffic Volumes - Peak Hour, Daily, and Seasonal.
4. Travel Time and Delay.
5. Field Observation of Traffic Flow and Physical Conditions.
Newport Beach as a prime residential business location experiencing
extensive development, has a year round traffic problem with the usual
peak hour congestion of residents going to and from work and other places
of activity. This condition will become more acute as the City grows and
achieves the projected population of over 90,000 by 1990. As a major
recreational area, Newport Beach has heavy summer traffic. Dramatically
illustrating this fact is Figure 14B showing that almost half (48.8%) of
all accidents at Coast Highway and Dover Drive and Bayside Drive occurred
in the four -month period of May -August.
Investigation of high accident and congestion locations indicates that
the State highway system experiences some of the most serious problems.
Coast Highway is involved in eight of the top ten highest accident rate
intersections as shown by Table 13. Similarly, the three most congested
intersections; as determined from Average Delay at an Intersection, Figure
11, and four of the top five are also located on Coast Highway. The
location of the worst accidents and congestion are Coast Highway with
Dover Drive and Bayside Drive respectively.
1
'
Continued growth and changes in the City will require not only new
traffic control devices and intersection improvements at locations which
'
improve-
serve increasing traffic volumes; but also the modernization or
'
ment of channelization and traffic control measures. For this reason,
multiple priority lists have been prepared, rather than a single list.
'
This will permit the City to choose from different categories of projects
as conditions demand. The priority list need not be followed in exact
'
order as consideration must be given to changing conditions. These will
'
be noted in the City's fund requests for future individual projects.
Though the Coast Highway was included in the study, major improvements to
this roadway have not been proposed. City street improvements warrant all
available TOPICS funds. It is recommended that a City -State review of
possible improvements to Coast Highway be undertaken. Some limited
measures along Coast Highway such as parking restrictions to improve
'
intersection capacity have been noted in this report. Also included is
a section on traffic improvements that do not qualify for TOPICS funding.
This section grew out of a meeting with the heads of all City departments
'and the field studies by VTN.
Priority Project Description Total Cost
Group I New Signal Installation
I-1. Dover Drive at Irvine Avenue Intersection
Redesign $118,300
I-2. Jamboree Road at Bayside Drive 59,400
I-3. Newport Center Drive at Newport Center
'
Drive East and West 48,000
I-4. Placentia Avenue at Superior Avenue 4%100
I-5. Newport Center Drive East at Santa Rosa
Drive 55,400
'
I-6. Irvine Avenue at Highland Avenue 39,000
Priority Project
Description
Total Cost
I- 7.
Irvine Avenue at Mariners Drive
$39,000
I- 8.
Dover Drive at 16th Street
48,000
I- 9.
Dover Drive at Cliff Avenue
30,000
I-10.
MacArthur Boulevard at San Joaquin Hills
Road
32,500
I-11.
San Joaquin Hills Road at Marguerite
Avenue
32,500
I-12.
Balboa Boulevard at 47th Street (AHFP
Project)
--
I-13.
Balboa Boulevard at Palm Street
--
I-14.
Placentia Avenue at 16th Street (City of
Costa Mesa Project)
--
Group II Illuminated Street Name Signs
II- 1. City -Wide Program (For Illuminated Mast
Arm Mounted or Advance Warning Street
Name Signs) 24,150
Group III Signal Coordination Systems
III-
1.
Dover Drive Coordination System
4,800
III-
2.
Irvine Avenue Coordination System
4,800
III-
3.
Jamboree Road Coordination System
2,400
III-
4.
Jamboree Road Coordination System
29400
III-
5.
Balboa Boulevard Coordination System
2,400
III-
6.
San Joaquin Hills Road Coordination System
39600
Group IV Modifications
IV- 1. Jamboree Road at San Joaquin Hills Road
(Safety Modifications) --
IV- 2. Irvine Avenue (North of Santiago Drive -
Increase Delineation) --
IV- 3. Hospital Road at Placentia Avenue
(Intersection Control) --
i'
CITY OF NEWPORT BEACH
AREAWIDE TRAFFIC OPERATIONS
IMPROVEMENT PLAN
JULY 1972
PREPARED BY:
ENGINEERS ARCHITECTS FANNERS 201 CAMPUS DRIVE, IRVINE, CALIFORNIA SEEiE IPEI OS•7O0
r
TABLE OF CONTENTS
I. Introduction
A. City Development: Community Characteristics
B. The TOPICS Program
C. Study Methodology
D. Street and Highway System
II. Existing Conditions
Page No.
1
1
4
4
A. Introduction 11
B. Roadway Geometrics 11
C. Traffic Signal Inventory 15
D. Traffic Volumes 15
E. Capacity Analysis and Level of Service 21
F. Travel Time and Delay 23
G. Accidents 32
H. Public Transportation 43
I. Existing Traffic Laws, Ordinances and Regulations 47
III. Problem Identification and Evaluation
A. Approach to Problem Isolation 48
B. Non -TOPICS Projects 48
T. Local Street Improvements 48
2. State Highway Improvements 53
C. Priority Determination 57
D. Five Year Program 61
E. TOPICS Program Monitoring and Evaluation 61
F. Evaluation Techniques 64
IV. Recommended TOPICS Projects
Group New Signal Installations
1. Dover Drive at Irvine Avenue. 68
2. Jamboree Road at Bayside Drive. 80
3. Newport Center Drive at Newport Center Drive East and West.81
4. Placentia Avenue at Superior Avenue. 82
5. Newport Center Drive East at Santa Rosa Drive. 83
6. Irvine Avenue at Highland Avenue. 84
7. Irvine Avenue at Mariners Drive. 85
8. Dover Drive at 16th Street. 86
9. Dover Drive at Cliff Avenue. 87
10. MacArthur Boulevard at San Joaquin Hills Road (contingent 88
upon approval of revised Type II System).
11
TABLE OF CONTENTS (Continued)
Page No.
11.
San Joaquin Hills Road at Marguerite Avenue (contingent
89
upon approval of revised Type II System).
12.
Balboa Boulevard at 47th Street (AHFP project).
90
13.
Balboa Boulevard at Palm Street.
91
14.
Placentia Avenue at 16th Street (City of Costa Mesa
92
project).
Group II.
Illuminated Street Name Signs
1.
City-wide Program (for illuminated mast arm mounted or
93
advance warning street name signs).
Groo III.
Signal Coordination Systems
1.
Dover Drive Coordination System.
97
2.
Irvine Avenue Coordination System.
98
3.
Jamboree Road Coordination System (at Ford Road).
99
4.
Jamboree Road Coordination System (at Palisades Road).
100
5.
Balboa Boulevard Coordination System (at 47th Street).
101
6.
San Joaquin Hills Road Coordination System.
102
Group IV.
Modifications
1.
Jamboree Road at San Joaquin Hills Road (safety
103
modification).
2.
Irvine Avenue (north of Santiago Drive - increase
104
delineation).
3.
Hospital Road at Placentia Avenue (intersection control).
107
'I
i
LIST OF FIGURES
FIGURE NO.
DESCRIPTION
PAGE
1
Area and Vicinity Map
2
2
Growth Trends Chart
3
3
Existing Street Map
5
4
Type II System Map
9
5
Geometric Roadway Data Map
14
6
Signal Inventory Map
16
7
Average Daily -Traffic Flow Map
19
8
Off Peak Annual Average Speeds Map
27
9
P.M. Peak Annual Average Speeds Map
28
10
Posted Speed Limits Map
29
11
Average Delay at an Intersection Map
31
12
Accident Trends Chart
37
13
Intersection Accident Rates Map
38
14a
Segment Accident Rates Map
39
14b
Monthly Accident Variations
42
15
Mass Transportation Systems Map
45
16
Dover Drive at Irvine Avenue Existing Conditions
69
17
Dover Drive at Irvine Avenue Street Improvements
70
18
Dover Drive at Irvine Avenue Signal Plan
71
19
Dover Drive at Irvine Avenue Striping Plan
72
20
Dover Drive One Way System
73
21
Dover Drive at Irvine Avenue Intersection Improvements
74
22
Dover Drive at Westcliff Drive Intersection Striping
75
23
Dover Drive at Irvine Avenue Hammerhead Cul-De-Sac
78
24
Dover brive at Irvine Avenue Turn Around Alternate 2
78
25
Street Name Sign Location Map
96
'
LIST OF TABLES
'
TABLE NO.
DESCRIPTION
PAGE
1
Final Primary Type II Svstem Mileage Tabulation
10
'
2
Geometric Data
12
3
Signal Inventory Listing
17
4
Variations (Summer —Winter)
20
5
ADT and Peak Hour Volumes on Federal Aid System
22
6
Volume/Capacity Ratio of Highest Peak Hour
24
7
Speed and Delay Data
26
34
'
8
Accident Data
35
9
Intersection Accident Rates
36
10
Segment Accident Rates
41
11
Accidents by Type at High Rate Intersections
46
12
Ground Travel Time Chart for Airport Access
13
Priority New Signal Projects
59
62
14
Priority of Signal Coordination Systems
'
15
TOPICS Priority List
63
C
' I. INTRODUCTION
' A. City Development: Community Characteristics
The City of Newport Beach, incorporated in 1906, is situated in a coastal
location in Orange County, California. As shown on the vicinity map, Figure
' 1, Newport Beach is bounded by the Cities of Huntington Beach, Costa Mesa,
pnd Irvine, and by unincorporated County land.
Newport Beach originally developed as a seaport with a landing serving the
' large ranches of central, Orange County. After incorporation, its potential
as a seaside resort was realized and Balboa became populated during the summer
months with many thousands of beach -goers. Some of these visitors stayed,
' purchasing land and building homes, and over the years Newport Beach acquired
its present mixture of residential and recreational uses.
At incorporation, the City encompassed 3.4 square miles and 230 residents.
' After World War II, the general Southern California trend was reflected in
Newport Beach with a tremendous growth in population, as shown on the chart
in Figure 2. Presently, the population is 50,950 and the land area is 15.5
' square miles. Growth projections to the year 1990 indicate an expected
population of 94,000.
The character of Newport Beach is that of an extremely attractive, intensely
residential seaside resort with attendant commercial, retail, and recreational
land uses and excellent'harbor facilities. As such, its traffic environment is
affected seasonally as well as by normal peak daily demands in the morning and
' evening. Many of its traffic problems, however, are susceptible to at least
partial correction. The purpose of this study is to determine where
such problems exist and to propose a program designed to systematically identify
a range of traffic improvements to be financed through the Federal Traffic
' Operations Program to Increase Capacity and Safety (TOPICS) which makes funds
available for local: traffic engineering improvements.
' B. The TOPICS Program
TOPICS is a Federal program instituted to improve the existing urban street
system from both a capacity and safety standpoint. The Federal participation
' in California amounts to 71.54 percent of the project cost which can include
both engineering and construction. California's total proportionate share of
the Federal money is allocated to the various urban areas on the basis of the
' following formula:
1. 1/3 by relative urban population.
2. 1/3 by relative number of persons killed or injured.
' 3. 1/3 on the basis of maintained mileage, excluding freeways.
Policy and Procedures Memorandum (PPM) 21-18 outlines the basic Federal
' requirements for the TOPICS program and the establishment of the Primary
Type II System. This PPM defines a Primary Type II route as:
' 1. Arterial highways and major streets (radial, crosstown, and
circumferential) and
1
1
1
1
AREA MAP
LAKEWOOD
LONG
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m
BUENA
PARK
CYPRESS
FULLERTON PLACENTIA
ANAHEIM
GARDEN
GROVE
FOUNTAIN
VALLEY
ORANGE
SANTA
ANA
CITYof NEWPORT BEACH
o
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a
A
NEWPORT BEACH, CALIFORN
VICINITY MAP
IA
IRVINE
[ ¢IWM A&DW(CM eu ft xwt emus MM, IMW. C uro A sew ma a*M
FIGURE 1
NEWPORT BEACH, CALIFORNIA
POPULATION
100
I
70
60
3
V)
z 4C
a
in
= 3C
F-
2C
1C
U
l lu
i
0590
IJ
14
n
36092
2656
.,
0
0 01 0 0 0 F
b' vl a1 n W O
N
YEAR
Source: City of Newport Beach Community Development Department
GROWTH TRENDS CHAqVt% RT
W~C.
(NCINlIRS MCNIRCiS RLANN4RS 23M CAMNS DOW. 1XVIN[, CAUIDRNIA 92"4 VIU BI-24 0 FIGURE 2
-3-
2. Portions of the steet grid in the downtown area and
' 3. A limited street grid in other areas having particular heavy
concentrations of traffic.
' It further stipulates that all Type II routes must be connected to another
Federal -aid route (Primary, Type I or IT, or Secondary) at both terminals
unless the Type II route extends to the urban area boundary or City limit
or to a major traffic generator.
In order to qualify for money under the TOPICS program, each local agency
within the urban area shall prepare a TOPICS plan which is supported by a
study report (commonly called an areawide study). Areawide studies must be
properly coordinated with others in the urban area and the City of Newport
Beach has been informed by the District Engineer for District 7 of the
' Division of Highways that the Los Angeles Regional Transportation Study
(LARTS) meets the requirements of the TOPICS program for the continuing
comprehensive transportation planning process.
' C. Study Methodology
The approach taken in this study was to isolate the problem areas by both
personal observation of traffic operation and by analysis of data collected
covering the entire City and at specific locations. Traffic problem areas
were defined as locations experiencing either or both congestion and high
' accident rates. Congested locations were determined by speed and delay travel
time studies, i.e., peak hour travel times compared to off-peak times and by
field observation. High accident rate locations were noted principally by
analysis of accident statistics although the City officials did indicate a
' few locations they considered to be hazardous.
The following chapters present the data collected, most of which is required
' by the Federal Policy and Procedures Manual (PPM) 21-18, and the analysis of
that data for problem identification and analysis for proposed projects to
improve these situations.
' D. Street and Highway 'System
The following sections present a discussion of some of the principal streets
and highways in the City. Brief descriptions of the physical characteristics
of the roads (number of lanes and average daily traffic-ADT) are given along
with the results of observations and impressions received while driving these
streets in the conduct of this study. The problem areas which are noted are
discussed at greater length in other sections of the report.
An existing street map of Newport Beach is shown in Figure 3. The street system
is generally that which evolved to fit the terrain. The arterials tend to course
either parallel or perpendicular to the Pacific coast; which means that they
generally traverse northwest -southeast or northeast -southwest.
-4-
I 1
11
1. Freeways:
While Newport Beach is not directly served by an Interstate Freeway, the
San Diego Freeway, Interstate 405 is really accessible via connections
from Newport Boulevard and MacArthur Boulevard.,The San Diego Freeway
parallels the Pacific Coast and its closest proximity to Newport Beach
is just north of the most northerly City limit, where it is adjacent
to the north side of the Orange County Airport.
The present construction, an interchange with Bristol Street (Palisades
Road), on the Newport Freeway, State Route 55 is scheduled for completion
in the early 19701s. This interchange will assist ingress/egress along with
safety at one of the front doors to Newport Beach. The southerly continuation
of the Newport'Freeway to connect with the West Coast Highway (State Route 1)
is scheduled to be operational in the late 19701s.
The Corona Del Mar Freeway, (State Route 73), as far south as University
Drive, is scheduled to be operational in the late 19701s. This freeway will
parallel MacArthur Boulevard from University Drive to Bristol Street, where
the freeway will change from a north -south direction to the northwest as it
parallels Bristol Street and continues westerly to a connection with the
Interstate 405 (San Diego Freeway).
The Orange Freeway (State Route 57) perpendicular to the Pacific Coast is
now under study. The southerly extension along the Santa Ana River is
currently having a corridor study coordinated by the Division of Highways
with a Planning Consultant serving as part of the planning team. Rearings
will be held prior to any route adoption.
The Pacific Coast Freeway (State Route 1), is in abeyance as a result of
local City of Newport Beach voter action. In the Newport Beach area this
freeway was intended to parallel the East and West Coast Highway, to connect
the ends of the Beach Freeway, (Route 39), Orange Freeway, Newport Freeway,
Corona Del Mar Freeway and the Laguna Beach Freeway (Route 133). This
freeway was scheduled to be operational in segments with completion in 1980,
but its future is now in doubt. It probably will be deleted from the State
Highway system in the near future.
2. State Highways:
,The City of Newport Beach is served by three State highways. These are West
or East (depending on which side of the Bay Bridge you are referring to)
Coast Highway S.H.1, Newport Boulevard,,S.H.55 and MacArthur Boulevard,
S.H.73. The most important street or highway in the City is West or East
Coast Highway or simply Coast Highway as it may be referred to in this
report. This segment of Coast Highway is a continuation of one of California's
most famous scenic routes, Pacific Coast Highway which runs virtually the
entire length of the State along the Pacific Ocean. This highway varies from
four to six lanes with median and has conventional at -grade intersections
-6-
along its length except for an "interchange" grade separation structure
at its intersection of Newport Boulevard. A major "bottleneck" exists on
the Bay Bridge where the roadway narrows to a four -lane undivided section
without shoulders. This bridge along with the intersections at both ends and
the 50-60,000 ADT summertime 0°beach crowd" seeking to use these facilities
often produces.a monumental traffic jam:
The second most important roadway is Newport Boulevard (SH55). Newport
Boulevard is in actuality the southerly extension of the Newport Freeway
which terminates north of the City and continues southward as an expressway
to the intersection of Finley Avenue. There it ends as a State highway and
becomes a four -lane City street through a CBD of Newport Beach. Like Coast
Highway on summer weekends, Newport Boulevard becomes congested with beach
bound traffic.
The third State highway is MacArthur Boulevard. MacArthur Boulevard is
a high-speed four -lane divided facility which skirts the eastern edge of
the City and intersects with the Coast Highway and San Diego Freeway.
This road provides excellent service and is generally free -flowing even
during summer peaks.
3. City Streets:
Balboa Boulevard (35,000 ADT summertime) is one of the main City streets
and along with Newport Boulevard provides access to the Balboa Peninsula.
Balboa Boulevard varies from four lanes with median to two lanes with no
median. Parking which is absolutely essential to the beach crowd is
generally permitted. This parking is the source of a large number of
minor accidents which occur along the entire length contributing to a
relatively high segment accident rate. Driving this street during summer
months is further complicated by the thousands of pedestrians which cross
headed for the beach.
Dover Drive (24,000 ADT) is another principal City street. It is a four -lane
undivided section south of Westcliff Drive and is two bi-directional
two-lane roadway separated by a flood control channel north of Westcliff
Drive. The intersection of Dover Drive with Coast Highway is the scene of
numerous (highest in the City) accidents and delays.
Jamboree Road (19,000 ADT) is a four -lane divided roadway that provides
excellent access to the northern part of the City. Like MacArthur
Boulevard, Jamboree Road is generally free -flowing north of Coast Highway
and does not experience the congestion which is common of many streets in
Newport Beach. The only serious problem area is the intersection of Jamboree
Road and Bayside Drive and Marine Avenue. Traffic queues on Marine Avenue
stretching across the bridge to Balboa Island are common during summertime
peak traffic periods.
-7 -
Irvine Avenue (17,000 ADT) is a four -lane divided street north of 16th
Street capable of accommodating high volumes but decreases to a narrow
two-lane street with parking on both sides between Cliff Avenue and 16th
Street. Irvine Avenue is basically free -flowing, but has a number of
four-way stop controls at intersections with cross, streets. North of 22nd
Street, Irvine Avenue departs markedly from its normal tangent alignment
into a series of relatively sharp reverse curves. This section has given
the City problems because of numerous accidents.
Bayside Drive (15,000 ADT) is a curvalinear roadway which is basically two
lanes except at the intersection of Marine Avenue where it widens to four.
This street has two problem intersections as previously mentioned at Coast
Highway and Marine Avenue.
4. Primary Type II System:
Prior to beginning the areawide study, a tentative Type II System of streets
was submitted to and subsequently approved January 19, 1972 by the F.H.W.A.
During the course of the study, the Federal Aid Urban Boundary (FAUB) was
revised to include all of the City of Newport Beach. Previously, that portion
east of MacArthur Boulevard (S.H.73) was not in the urbanized area. This
change in the FAUB allowed the City to incorporate additional streets onto
the Type II System and a revised map reflecting this new mileage was also
submitted to the Federal Highway Administration (F.H.W.A.). This revised
Type II map is shown in Figure 4.
As part of the areawide study, the Type II System as proposed was reviewed
and determined to be entirely adequate with no changes recommended. See
Table 1 for the Type II System mileage tabulation.
M
M M M M M
M M M M M
M M M M
M
M = M
STREET NAME
Superior Avenue
Newport Boulevard
Riverside Avenue -Cliff Avenue
Dover Drive-Westcliff Drive
Irvine Avenue* -Tustin Avenue
Dover Drive ,
Jamboree Road
Newport Center Drive -Including Exit Roads
MacArthur Boulevard (SH 73)
MacArthur Boulevard (SH 73)
Santa Ana Avenue
Placentia Avenue -Hospital Road
Balboa Boulevard
Newport Boulevard
32ad Street
Via Lido -Lafayette Avenue
Bayside Drive
San Joaquin Hills Road
Ford Road
22nd Street
MacArthur Boulevard (New)
Marguerite Avenue
Campus Drive
Bristol Street (Palisades Road)
Bristol Street (Palisades Road)
Westland East Coast Highway
State Highway 55 (Proposed)
TABLE 1
FEDERAL AND PRIMARY TYPE II SYSTEM
STREET AND MILEAGE TABULATION
FROM
West Coast Highway
Finley Avenue
West Coast Highway
West Coast Highway
Cliff Avenue
Westcliff Drive
Bayside Drive
East Coast Highway
East Coast Highway
Jamboree Road
Ramona Place
Superior Avenue
West Coast Highway
Finley Avenue
Balboa Boulevard
Newport Boulevard
East Coast Highway
Jamboree Road
Jamboree Road
Tustin Avenue
San Joaquin Hills Rd
East Coast Highway
Bristol St.
(Palisades)
Campus Drive
Jamboree Road
West City Limit
Newport Boulevard
*Total length 3.92 Miles; 1.44 miles outside City.
YT
15th Street
15th Street
Irvine Avenue
Irvine Avenue
Bristol (Palisades
Irvine Avenue
Campus Drive
San Joaquin Hills
Ford Road
Campus Drive
West Coast Highway
Newport Boulevard
Palm Street
Balboa Boulevard
Via Lido
Newport Boulevard
N6rguerite Avenue
Marguerite Avenue
MacArthur Boulevar
Irvine Avenue
Ford Road
San Joaquin Hills
Rbad
(Nev)
Road
1.31
0.97
0.60
1.00
2.48
0.60
4.12
2.10
2.72
0.98
0.79
0.30
2.80
O.SI
0.38
0.60
2.40
1.68
1.40
0.20
1.48
1.10
TYPE
PAS
SH 55,
FAP II
PAP II
PAP II
PAP II
FAP II
PAP II
SH 73,
SH 73,
PAP II
PAP II
PAP II
PAP II
FAY II
FAP II
FAY II
FAP II
PAP II
PAP II
PAP II
FAP II
PAP I
PAP I
FAP II
Jamboree Road 0.79 PAP II
Easterly 400 ft. 0.07 FAS
McArthur Boulevard (SH 73) 0.22 PAS
East City Limit 6.86 SH 1, PAP I
PAP-28 0.39 SH 55, PAP I
Total = 39.15 Miles
Total State Highways = 11.92 Miles
II. EXISTING CONDITIONS
A. Introduction
This chapter presents a compilation of the traffic data collected as a part of
this study and in some cases a brief review of problem areas detected as a result
of analysis. The tabulations include such standard traffic engineering data as
roadway geometrics, travel time studies, traffic volumes, signal inventory, and
accidents. A capacity analysis at high volume intersections was conducted using
the information gathered and the results along with a discussion of level of
service is contained herein.
B. Roadway Geometrics
1. Roadway System:
The existing geometrics are summarized in Table 2, which includes the length,
width of travel way, amount of right of way available, number of lanes,
parking, and general comments of the Type II System streets whereas Figure
5 presents the geometrics in a graphical layout. The street system in the
City of Newport Beach has developed over the years to follow in most cases,
the easiest routes available to negotiate the hills, bluffs, bays, and
whatever other natural barriers that may be in existence. Wherever possible,
where the terrain is flat, there are sections of the City that have a grid
system of street, i.e.; Balboa Pennisula, Corona Del Mar, etc. Due to what
is attributed to age of design, many of these old streets are very narrow,
which in the past has prompted the City Traffic officials to use
one-way systems and parking restrictions, to ease traffic flow.
2. Horizontal and Vertical Alignment:
Because of the rolling terrain, bluffs parallel to the Ocean, bays, and
harbors present in the City of Newport Beach, the horizontal and vertical
alignments of most streets have many curves, although at almost all points
where these curved streets intersect, they meet at near right angles.
Exceptions to.this would be intersections such as Newport Boulevard at
Balboa Boulevard; Placentia Avenue at Superior Avenue; Bayside Drive at
East Coast Highway; etc. Vertical alignment is not a problem for inter-
sections south of the East and West Coast Highway, however, north of this
highway, the terrain is quite evident as hilly and vertical alignment at
some intersections could cause a variety of problems.
3. Natural Travel Barriers:
The City of Newport Beach has enjoyed its growth because of its location
at the ocean in relation to the Southern California megalopolis. Circulation
within the City is subject to natural barriers of the water and cliff
varieties which hamper surface travel. The Upper Newport Bay divides the
City with its perpendicular reach from Newport Bay. The East and West Coast
Highway at present is the only Upper Bay bridge crossing. A new bridge'
has been discussed for many years, however, since this is State Route 1,
its function is probably involved in the voters decision to not have a
Pacific Coast Freeway through Newport Beach. A new arterial routing,
University Drive, a primary highway, will eventually traverse the head of
the Upper Bay so as to connect the Newport and Corona Del Mar Freeways.
M
STREET NAVE
SEGMENT
to.
F
N
LN
W
W
R
0
W
-VMi.
TYPE
ERRAIN
?ARK'
CURB'
WALK'
AREA DEVELOPMENT
ST.
OPER.
LCTS�CIT
NfLS ��C.,'S
FED.
CLASS 3SEDI
Div ED HWY.
FROM
TO
RES.
COP,
IND.
VAC
EpIE
T.W.
Ford Rd,
MacArthur
Jamboree
2
12'
24'
'
Int.
Level
--
---
--
--
--
50%
50%
2 Way
0.71
FAP I
--
---
--
Jamboree Rd.
Bayside
Pac. Coast Hwy.
4
12''64'
'
High
Rollin
--
2 sid
2 sid
50%
50%
-=
--
2 Way
0.15
Mai,FAP
I
--
--
Jamboree Rd.P.C.
Hwy
Back Bay
4
3'
76'
32'
High
Rollin
--
E.sid
--
--
20%
--
80%
2 Way
0.30
Mai
FAP I
--
16'
-
Jamboree Rd.
ck Bay
. of Bk. Bay
4
12'
92'
32'
High
Rollin
.sid
.sid
--
--
50%
--
50%
2 Way
.20
Mai,FAP
I
--
16'
--
Jamboree Rd.
of Bk. Bay
an Joaq. Hills
4
2'
84'
High
Rollin
--
--
--
--
__
10
2 Way
0.70
Jamboree Rd.
n Joaq. Hills
Ford
4
2'
68'
1 '
High
Rollin
--
W.sid
30%
--
Mai
FAP I
--
16'
--
Jamboree Rd.
Ford
astbloff
4
2'
96'
32'
High
Rollin(--
.sid
50%
--
--
25%
70%
2 Way
0.51
Mai
FAP I
--
16-
Jamboree Rd.
stbluff
alisades
4
84'
32'
High
Rollin
--
--
-
--
25%
2 Way
1.27
Mai
FAP I
--
18'
Santa Cruz Dr.
t. Ctr.
an Joaq. Hills
6
2'
76'
01'
High
Level
--
--
2
--
2
-
--
__
10
Way
0.53
Mai
ie
FAP I
--
16'
--
Santa Rosa Dr.
t. Ctr.
n Joaq. Hills
6
2'
76'
O7'
High
Level
sid
2
Sid(-
2
--
--
1
Way
0.24
FAP I
--
--
t.Cntr.Dr.
C. Hwy.
pt,Ctr.-E/W
6
2'
96'
30'
High
Level
--
--
sid
2
Sid(--
2
l
--
--
Way
0.12
Col.FAP
I
--
--
--
wpt.Cntr.Or.E-W
t. Ctr.
t. Ctr.
6
2'
96'
30'
High
Level
--
sid
sid
sid
2
--
--
75%
--
10
25%
Way
0.43
Pri
FAP I
--
24'
--
Irvine Ave.
liff
5th '
2
2'
40'
60'
Int.
Level
side--
--
Way
1.30
Col
FAP I
--
24'
--
Irvine Ave.
5th
6th
4
2'
64'
2'
High
Level
Sid
sid
E.sid
100%
--
--
--
Way
.30
Sec
FAP I
--
--
Irvine Ave.
6th
estcliff
4
2'
'
High
Level
Sid
Sid
.sid
00%
00%
--
-
--
Way
.30
Sec
FAP I
-
Irvine Ave.
tcliff
ntiago
4
3'
91'
10'
High
Level
Sid
Sid
.sid
--
-
--
Nay
.20
$ec
FAP I
--
Irvine Ave.
ntiago
.-Santa Isabel]
4
2'
80'
DO'
High
Rollin
sid
sid
.sid
10%
-
--
50%
Way
.30
Pei.FAP
I
--
23'
--
wine Ave.
of Santa Isabel
niversity
4
12'
80'
00'
High
Level
Sid
sid
.sid
--
Way
.50
Pri-
FAP I
16'
--
rvine Ave.
iversity
a
4
:
High
Level
Sid
sid
.sid
--
-
50%
Way
.60
PrirFAP
I
--
16'
rguerite Ave.
ide
C. Hwy
2
2'
40'
0
Int.
Level
Sid
sid
Sid
Sid
.Sid
--
1
-
50%
Way
Way
.20�Pri:
5ec.
AP II
-
ayside Dr.
rguerite
asmine
2
2'
40'
60'
Int.
Level
--
Sid
Sid
-
10%
-
--
Way
.10
AP II
--
--
--
ide Dr.
ine
ernleaf
2
60'
Int.
Level
Sid
-
--
.10
Col.
AP II
-
--
-
ide Dr.
ernleaf
side P1.
2
-
40'
Int.
Level
--
Sid
00%
--
-
--
Way
.30
Col.
AP II
-
yside Dr.
ide Pl.
. of Bayside P1
2
0
20
ow
Level
Sid
--
Sid
.Sid
00%
00%
--
-
--
Way
.10
Col.
AP II
--
--
--
yside Dr.
of Bayside P1.
rine
2
40
0
Int.
Level
Sid
--
90%
--
10%
-
--
Way
.20
Col.
AP II
--
--
--
side Dr.
tine
. of Marine
4
64'
'
igh
Level
Sid
si
Sid
-
--
W
.90
Cot.
AP II
-
yside Dr.
of Marine Ave.
rbor Is].
4
44�
'
Int.
Level
--
Sid
Sid
30%
50%
-
20%
Way
.30
Sec
AP II
--
--
side Dr.
rbor Is1.
of Aloha
2
50
Int.
Level
--
Sid
--
50%
--
-
50%
Way
.30
Sec
AP I
--
--
--
ide Dr.
of Aloha Dr.
C. HVW
4
CA
-7
61
igh
Level
Sid
Sid
Sid
50%
--
-
50%
Way
.30
$ec.
AP II
-
gate Ave.
Bay
ark
2
2'
32'
Int.
Leve]
Sid
Sid
Sid
--
30%
1
-
-
W
.10
AP II
-
rk Ave.
tine Ave.
to Ave.
2
0�48:
Int.
Level
sid
sid
Sid
70%
-
--
Way
.70
Col.
AP II
-
tine Ave.
rR Ave.
ide Dr.
2
11138
InL.
Level
Sid
ide
si
Sid
98%
2%
-
--
Way
.45
Col.
AP I
--
12'
ver Dr.
ver Dr.
c. Cst. Hwy.
tcliff Or.
estcliff Or.
wine Ave.
4
2
121811
00'
0�
igh
Int.
Level
Level
Sid
Sid
Sid
Sid
Sid
Sid
.Sid
.Sid
-
20%
OOZ
1
--
-
-
-
--
40%
--
Way
Way
Way
.48
.67
.66
ri,
i.
AP II
AP II
AP II
-
--
--
--
14'
--
--
--
--
St.
rvine Ave.
ustin Ave.
2
38
0
Int.
Level
Sid
Sid
--
00%
--
-
-_
Way
P II
--
--
tcliff Dr.
vet Or.
nine Ave.
4
2'
63'
igh
Level
-_
Sid
Sid
30%
-
10%
Way
.30
i•�P
II
--
13'
--
iff Or.
rvine Ave.
verside Ave.
2
' 56'
0'
High
Level
Sid
sid
.sid
90%
--
-
10%
Way
.38
.40
Col.
I
rAP
verside Ave,
c. Cst. Nqr
iff Dr.
2
' 56'
Int.
Level
sid
sid
sid
30%
70%
-
--
Way
.30
Col.P
II
--
--
M M M M M M M M
TABLE 2
GEOMETRIC DATA
STREET NAME
SEGMENT
40
F
W
W
R
0
W
VMT.
TYPE
ERRAIN
PARK'
CURB'
WALK'
AREA DEVELOPMENT
ST.
OPER.
LGTR
CITI
P-
FED.
DIV1DCD HWY.
FROM
TO
RES.
CON
IND.
VAC
'EDIM
IS
T.M.
MLS
CLASS
EDIA4
L.T.
Newport Blvd.
21st Street
26th Street
4
12
80'
20'
Int.
Level
2 sid(2
sid
2 sid
100%
--
--
--
2 Way
0.20
Maj
FAP I
--
--
--
Newport Blvd.
26th Street
28th Street
2
12
40
60'
High
Level
2 sidc2
sid(2
sid
=-
10
--
--
lwaySEO.10
Maj
FAP I
--
--
--
Newport Blvd.
26th Street —
28th Street
2
12
40'
20'
High
Level
2 sid(2
sid(2
side--
1
--
--
IwayNIO.10
Maj
FAP I
--
--
--
Newport Blvd.
28th Street
30th Street
2
12
40'
0'
High
Level
2 sid
2 sid
sid
22%
78%
--
--
lway5
.10
Maj
FAP I
--
--
--
Newport Blvd.
28th Street
30th Street
2
12
40'
0'
High
Level
2 sid
2 sid
2 sid
22%
78%
--
--
Iwdyli
.10
Maj
FAP I
--
--
--
Newport Blvd.
30th Street
Finley
4
12
70'
0'
High
Level
Z sid
2 sid
sid
--
1
--
--
Way
.20
Maj
FAP I
--
14'
--
Newport Blvd.
Finley
Via Lido
4
12
70'
0'
High
Level
.sid
sid
sid
--
1
--
--
Way
.10
Maj
FAP I
--
--
Newport Blvd.
Via Lido
Arches
4
High
Level
-
sid
sid
50%
50%
--
--
Way
.30
Maj
FAP I
--
--
--
Newport Blvd.
Arches
Beacon
6
80'
High
Level
-
E.sid
--
10
--
--
Way
.20
Maj
FAP I
--
--
--
Newport Blvd.
Beacon
Indust. Way
6
80'
High
Level
-
--
-
--
1
--
-_
Way
0.60
Maj
FAP I
--
--
--
Superior
Pac. Cst. Hwy
So. of Placent
2
40'
0'
Int.
Rolli
-
--
--
--
--
--
10
Way
0.40
tri
FAP I
--
--
--
Superior
S. of Placentia
Dana Rd.
4
0'
High
Level
2 sid
2 sid
2 sid
64%
36%
--
--
Way
0.30
ri--
Superior
Dana Rd.
Indust. Way
2
36'
0'
Int.
Level
-
-
--
23%
--
7%
30%
Way
0.30
Pri
FAP I
--
--
--
Via Lido
Via Lido
Lafayette
Via Oporto
4
10
56'
6'
High
Level
sid(2
sid
2 sid
30%
70%
--
-
Way
0.20
Sec
FAP I
--
--
Via Oporto
Newport Blvd.
4
12
74'
DD'
High
Level
sid(2
sid
2 sid
--
10
--
-
Way
0.10
S -
FAP I
--
10'
-
Lafayette
28th Street
Via Lido
1
14
30'
O'
Low
Level
sid
2 sid
sid
--
78%
22%
--
Way
.40
Sec
FAP I
--
--
28th Street
Newport Blvd.
Lafayette
,4
12
0-6
High
Level
sid
sidsid
--
10
--
--
Way
0.20
Col
FAP I
--
--
--
Palm Street
Balboa Blvd.
Newport Bay
2
17
34'
�n
Sol
Int-.
Level
-
sid
sid
3%
97%
--
--
Way
.10
Col
FAP I
--
--
--
San Joaq. Hills
San Joaq. Hills
MacArthur
Santa
Santa Rosa
6
14
116'
45'
High
Level
-
sid
sid
--
50%
--
50%
Way
1.57
Maj
FAP I
--
35'
--
Balboa Blvd.
Rosa
•A'
Jamboree
6
12
80'
45'
High
Level
-
2 sid
.sid
--
50%
--
50%
Way
.69
Maj
FAP I
--
16,
--
Balboa
Balboa Blvd.
street
Pal®
Palm
1P
64'
70'
Int.
Level
2 sid(2
sid
sid
--
10
--
--
Way
0.20
Col
FAP I
--
--
Balboa Blvd.
Alvarado
Alvarado
4
11
60'
70'
Int.
Level
sid
sid
sid
25%
75%
--
--
Way
0.20
j{aj
FAP I
--
--
Balboa Blvd.
21st street
21st Street
23rd Street
4
2
14
86'
00'
Int.
Level
119
sid
sid
97%
3%
--
--
Way
1.40
Maj
FAP I
--
4'
Balboa Blvd.
23rd Street
32nd street
12
12
40'
74'
54'
Int.
Level
si
2 sid
sid
28%
72%
-
Yay
0.20
FAP I
-
Balboa Blvd.
32nd Street
47th Street
e-
0;
54'
6S?
igh
Level
sid
sid
sid
75%
25%
-
--
Way
0.40
tc
FAP I
--
10'
nt,
evel
sid
2 si
sid
94%
6%
-
--
Way
.60
pee
FAP I
--
4'
--
The Newport Bay, lying parallel with the Pacific Coast, separates the Balboa
Peninsula and thus creates a water barrier to surface travel. There is a
ferry connection from the peninsula, on Palm Street at the Bay, to Balboa
Island.
The ferry operates twenty-four hours per day during summer and 6 A.M. to
12 P.M. during winter and generates the following summer statistics:
Number of ferries 3
Cars per ferry 3
Round trips per hour per ferry 8
Average cars per hour per ferry 15
Average daily cars per ferry 322
Average passengers per hour per ferry 179
C. Traffic Signal Inventory
The City of Newport Beach has 36 signalized intersections, whose locations are
shown on Figure 6. The type of installations vary from a two-phase, fixed time
controller, up to modern fully -actuated multiphase types with mast arm mounted
signals, operating as loop occupancy control. In most locations, the traffic
signal display consists of 12-inch indications suspended on Type III poles with
18-20 foot mast arms and 8-inch indications mounted atop 10-foot poles on both
the far side right and left of the intersection approach. At a few locations,
12-inch red and 8-inch amber and green heads are used on mast arms.
With the exception of the East and West Coast Highway, S.H.55, Newport Boulevard
and S.H.73-MacArthur Boulevard, the City of Newport Beach has at least partial
jurisdiction in all the signals located within the City. The traffic signals on
the East and West Coast Highway, Newport Boulevard, and MacArthur Boulevard,
which are all isolated (not interconnected), are the responsibility of the State
of California, Division of Highways. The 'City of Newport Beach is not directly
involved in the operation or maintenance of these signals.
Table 3 gives a summary of the controller equipment (type and manufacturer)
located at each signalized intersection within the City, except the equipment
located on State highways.
Figure 6 shows the location, type of controller, and number of phases of each
of the signalized intersections within the City of Newport Beach.
D. Traffic Volumes
A composite average daily traffic (ADT) flow map, Figure 7, was prepared from data
supplied by the City traffic engineering office. The volumes depicted on this
chart are an,average between the summertime highs and the normal daily traffic.
A comparison of the summer and winter volumes was made for the principal streets
of the Federal aid system in Newport Beach. The following, Table 4, shows the
differences in the average daily traffic on City streets created by the highly
seasonal beach crowd. A summary of the entire City shows an average increase
of 23 percent, but examination of the table indicates that variation in volume
increases from the northern City limit towards the beach.
1 -15-
= M M M w M No= W no M r"= M" M M M
SIGNAL INVENTORY
TABLE 3
No. of No. of
I.D. Controller Manufacturer Phases Phases Type of Type of Type of
No. Manufacturer Mndel Nn_ Avail_ nnnratinn nnarnfinn notnntinn Dn1.e De.00 rLc
1
Auto. Signal
ST-8275RK
2
6
Full Act.
Loop
III
(3) Econolite Minor
Movement Controllers
2
Singer
2000
8
5
L.O.C.
Loop
XXVI
Manotometers Advance/
Detection
3
Auto. Signal
1033NB
3
3
Full Act.
Loop
III
4
Auto. Signal
1033NB
3
7
Full Act.
Pressure
III
(2) Econolite Minor
Movement Controllers
5
Auto. Signal
T-1055
8
5
Full Act.
Loop
III
6
Auto. Signal
T-1055
5
5
Full Act.
Loop
XVII XV
7
Econolite
2TT-Fll-2B1
2
2
Fixed
--
1-A & III
Costa Mesa Maintained
8
Econolite
D4401
4
4
L.O.C.
Loop
XXII
9
Auto. Signal
1826N
4
4
Full Act.
Press. Sens.
II -I
Interconnect to Via Li,
mags &
Operating:as Semi-actu,
loops
10
Singer
2004
5
Loc.
Loop
2-XVII
Type 90-LOC Operation
2-XXIV
11
Auto. Signal
507
2
2
Semi
Press. Sens.
III*
*Marbelite - Similar to Type III
Identification numbers correspond with inventory map (Figure No. 6)
io
ited
M W M" WON" M v" W W on M M" M M r
w
SIGNAL INVENTORY
TABLE 3
(CONTINUED)
No. of No. of
I.D. Controller Manufacturer Phases Phases Type of Type of Type of
No. Manufacturer Model No. Avail. Ooeratina Oneratinn netertinn Pnlac Romarkc
12
Auto. Signal
507
2
2
Semi
Press. Sens.
II
13
Singer
2000
5
5
L.O.C.
Loop
XVII XIX
Type 90
14
Econolite
D 8000
8
8
Full Act.
Loop & Mag.
XVII, 1-
15
Auto. Signal
807
2
2
Full Act.
Loop
1-650
2-1-A-10
16
Auto. Signal
1033
5
5
Full Act.
Press Sens &
X, A
Mags.
17
Singer
2000
5
5
Full Act.
Loop
XVII-A
18'.Singer
2000
2
2
Full Act.
Loop
XVII
19
Econolite
Type F
2
2
F.T.
None
II, III
, Amffww�
Mao
*4Zf
- "I.
MHI I
TABLE 4
COMPARISON OF SUMMER AND WINTER TRAFFIC
VOLUMES ON FEDERAL AID STREETS
Winter
Summer
Percentage
Street
Volume
Volume
Increase
Dover Drive
18,000
22,000
22
Newport Boulevard
29,000
33,500
15
Coast Highway
30,000
44,000
46
Bayside Drive
10,000
13,000
30
Mac Arthur Boulevard
13,000
17,000
31
Balboa Boulevard
10,000
13,000
30
Via Lido
11,000
14,000
27,
Bristol Street
28,000
21,000
(-25)
Irvine Avenue
11,000
11,000
0
Westcliff Drive
15,000
23,000
53
Jamboree Road
91500
14,000
48
TOTALS
184,500
225,500
23
Average
-20-
The City Traffic Engineer maintains a card file of ADT's by hourly count for all
high volume (over 5,000 ADT) and many lower volume streets. The following ADT
and peak hour volumes were taken from that file. Table 5 presents the average
directional daily and peak hour volumes experienced on the Federal aid routes in
Newport Beach. Countsion the State highways were taken from the 1971 Traffic Volumes_
published by the Division of Highways.
The investigation of existing traffic volumes shows that Coast Highway is operating
at a very high level for a four -lane facility - over 45,000 ADT in peak summer
months. The peak hour volume is 2,850 vehicles per hour (v.p.h.) which is almost
absolute capacity for the four lanes across Bay Bridge..The demand would be higher
if capacity would permit.
A similar volume is currently operating on Newport Boulevard (44,500 ADT peak
month) with an average peak hour flow of 3,300 v.p.h. This peak hour flow causes
considerable congestion behind the traffic signal at Via Lido and 32nd Street.
These intersections are operating at capacity to accommodate these volumes.
E. Capacity Analysis and Level of Service
1. Capacity:
The streets and highways of the Type II System for Newport Beach were
examined to determine if and where capacity deficiencies existed. The
methods used were those outlined for signalized intersection analysis in
the highway Capacity Manual, 1965 Edition.
This method requires traffic data including ,peak -hour volume, traffic
classification (percentage of trucks and buses), turning movement counts,
intersection geometric data, and the percentage of green time to cycle time
or simply G/C ratio. At the intersections which are either semi or fully
actuated, the G/C ratio was approximated because the cycle length and splits
are not fixed but vary depending upon demand. The method of approximation is
fully discussed in the Evaluation Techniques section of this report.
The capacity varies as a function of the location of the intersection. By
this, it is meant whether or not the location is within the Central Business
District (CBD), fringe area, outlying business district or residential area.
Most intersections considered in this study are located in a fringe area.
The capacity also varies according to whether or not parking is permitted
along side the intersection approach. At all the high volume intersections
parking is restricted on the approach to the intersection resulting in
greater capacities. To complete the capacity calculations, the peak -hour
factor was assumed to be an average of 0.85 and percentage of trucks
taken at 2 to 5 percent. The turning movements were generally not serious
restrictions to capacity because left -turn lanes were provided on all high
volume approaches and parking restrictions to allow right turns. The two
principal factors affecting capacity are approach width and G/C ratio.
2. Level of Service:
In an effort to quantify the manner in which a street or highway system is
operating, the level of service concept has been established. Five levels
have been defined, but there is no clear-cut delineation between each
category.
-21-
I
I
TABLE 5
ADT AND PEAK HOUR VOLUMES ON FEDERAL AID SYSTEM
Location
A.M.
P.M.
A.M.
P.M.
Description
Direction
ADT
Pk.
Pk.
Direction
ADT
Pk.
Pk.
Balboa Blvd.-W/0
-
15th St.
E.B.
14,230
1,250
1,260
W.B.
14,867
860
1,455
Balboa Blvd. -W/O
36th St.
E.S.
7,310
580
360
W.B.
7,312
640
580
Bayside Dr.-E/O
Fernleaf
W.B.
1,600
155
155
E.H.
1,605
125
165
Bayside Dr. -W/O
Marine Ave.
E,B.
5,165
385
495
W.S.
7,470
560
585
Campus Dr.-S/O
MacArthur
S.B.
4,019
370
415
N.B.
4,844
395
445
Coast Highway-E/O
Riverside Ave.
W.B.
22,550
1,205
1,660
E.S.
11,745
1,690
1,790
Coast Highway-E/O
Marguerite Ave.
E.B.
16,290
1,150
1,225
W.H.
18,055
1,480
1,530
Coast Highway -W/O
Jamboree Rd.
W.B.
22,690
1,240
1,680
E.B.
18,951
1,360
1,543
Coast Highway -WO
Balboa Blvd.
W.B.
21,345
1,140
1,660
E.B.
17,623
1,247
1,215
Cliff Ave. -W/O Dover
Drive
W.B.
1,658
143
167
E.H.
1,585
130
180
Dover Drive-N/0
Westcli£f Dr.
N.B.
3,020,
170
330
S.B.
2,930
190
250
Dover Drive-S/O
16th Street
N.H.
10,520
720
980
S.H.
10,380
850
820
Ford Drive-E/O
Jamboree Rd.
E.B.
1,307
165
90
W.B.
1,770
520
155
Irvine Ave. -N/o
19th Street
N.B.
8,885
585
880
S.B'.
7,965
545
825
Jamboree Rd.-N/O
Ford Road
S.S.
6,538
528
620
N.H.
6,663
507
654
Jamboree Rd.-N/0
Coast Highway
N.B.
7,970
470
565
S.B.
7,581
543
511
Marguerite-N/O
'
Fifth Ave.
N.S.
2,758
185
235
S.H.
3,069
270
362
Marine Ave.-S/O
Bayside Ave.
N.H.
11,200
583
803
S.H.
9,898
583
858
MacArthur Blvd.
(SH73)-S/O
University
N.H.
14,095
1,035
1,385
S.B.
13,790
1,000
1,120
MacArthur Blvd.-
N/0 Coast Hwy.
N.S.
10,110
675
1,085
S.B.•
9,789
946
889
Newport Ctr.Dr.-
N/0 Coast Hwy.
N.B.
6,060
620
620
S.B.
6,820
510
810
Newport Blvd.-S/0
Hospital Road
N.H.
18,785
1,100
1,740
S.H.
19,095
1,635
1,525
Newport Blvd.-S/O
Finley
N.B.
18,200
1,220
1,520
S.B.
18,920
1,490
1,400
Bristol St.
Jamboree Rd.
W.B.
6,387
460
700
E.H.
6,415
395
•500
-22-
Level A is the highest level of service and is the free flow condition. A
driver feels quite free of confinement and turning movements are made quite
easily and no vehicle waits longer than one cycle.
Level of service $ represents stable operation, but an occasional phase
is fully utilized. Many drivers begin to feel somewhat restricted within
platoons of vehicles. This level is the basis of rural design.
Level of service C represents a still stable flow condition, but with up
to 30% of the cycles having phases fully utilized (loaded). Drivers will
sometimes have to wait more than one cycle length and backups behind turning
vehicles may develop. This level is generally used as a basis for urban
design.
Level D represents a situation approaching unstable flow. Loaded cycles
reach about 70% and substantial delays to vehicles can result during the
peak period, but enough cycles with lower demand do occur to permit clearing
of queues and preventing the development of excessive backups.
Level E represents the capacity of the intersection and is characterized
fully loaded cycles and long queues waiting with delays of several cycle
lengths.
The level of service can be estimated from the service volume/capacity ratio
with level A represented for ratios of less than 60% and each successive
lower level associated with ratios each 10% higher.
3. Findings
The results of the capacity analysis which are summarized in Table 6 show
that intersections on Newport Boulevard are operating at or near capacity
for the average peak hour volumes. During the summertime, those intersections
cannot accommodate the sharply increased demand. The long delays and slow
moving traffic on Newport Boulevard are the direct consequence of these as
well as other intersectional capacity restrictions. Addition of capacity to
these intersections will involve major construction because the capacity
calculation was based on optimum timing of the controller.
For a capacity analysis to be complete, the average speeds experienced on
the entire roadway must be examined as well as the individual intersections
and midblock interruptions.
Therefore, the travel time speed is the limiting factor in capacity in some
cases where the individual intersections imply a higher level of service.
F. Travel Time and Delay
Speed studies were conducted on the Type II System in Newport Beach because travel
time and delay affords a quantitative measure of the efficiency of the system and
points out areas of localized congestion.
-23-
a
TABLE 6
VOLUME/CAPACITY RATIOS
HIGHEST PEAK HOUR
(EVENINGS)
a ac x t ng a o
Tn�nwmnN nn 1nm1 ml IIM VAs.nn..- 1., .w1 .-1 uM
S/B Irvine Ave. at
Dover Dr.**
1650
1850
825
0.50
--
W/B Westcliff Dr.
at Irvine
1350
1500
776
0.67
--
E/B Westcliff Dr.
at Dover Dr.
1150
1275
726
0.63
--
N/B Jamboree Rd. at
Palisades Rd.
1000
1150
1300
1.30
1.13
S/B Jamboree Rd. at
San Joaquin
1100
1275
875
0.80
--
N/B Newport Blvd.
at Via Lido
1320
1515
1650
1.25
1.09
S/B Newport Blvd.
at Via Lido
1650
1900
2200
1.33
1.16
N/B Newport Blvd. at
at 32nd St.
1990
2270
1650
0.83
--
S/B Newport Blvd. at
32nd St.
1670
1800
1690
1.08
0.94
S/B Placentia Ave.
at Superior Ave.**
1050
1175
460
0.43
--
N/B Placentia Ave.
at 16th St.**
925
1000
475
0.48
--
S/B Placentia Ave.
at Hospital Rd.**
800
875
475
0.59
--
*Level "D" V/C ratio calculated only if Level "C" VC ratio exceeded 1.0
**Not currently signalized
-24-
I
Speed runs were conducted by lane during both peak and off-peak periods. At least
two runs (one run per lane, if a four -lane facility) and frequently three or four
runs were made for each street in both directions during both peak and off-peak
periods. The travel time was confined to the City limits for streets or highways
that traversed the City. However, in all cases, the streets were broken down into
logical segments, usually between signalized intersections. The travel time for
each segment was then recorded, including the length of time and cause of stops
and delays. Due to the resort nature of Newport Beach, travel time and delay runs
were also conducted on weekends and holidays, using the same criteria as specified
above.
Table 7, Average Travel Speeds, presents a' summary of the peak and off-peak speeds
and difference between averaged over the entire length of the street (within the
City limits), and the low and high speeds on the separate segments of the routes
(if the street was comprised of more than one segment and the speed limit).
Figure 8, 0£f-Peak Average Speeds, shows the average speeds, categorized in
one -mile -per -hour ranges. These average segment speeds indicate many sections
which experience averages of less than 25 MPH. Figure 9, P.M. Peak Annual Average
Speeds, shows the same segments as Figure 8, and average speeds experienced during
peak periods.
Figure 10 presents the Posted Speed Limits for the same streets on which the travel
time studies were conducted.
The findings of the travel time and delay studies show a number of streets whose
average peak travel speed is significantly below the off-peak speed. The segments
where more than a 5-mile-per-hour average speed reduction occurred during peak
periods are shown in Figure 9. Examination of the statistics shows that the
slowest street segments are Marine and Park Avenues on Balboa Island. Other streets
with either a significant reduction during the peak hours or a consistently low
average speed are:
1. The streets surrounding Civic Center, Via Lido, 32nd Street, Lafayette
Avenue, etc.
2. Balboa Boulevard - both directions.
3. Dover Drive - southbound at Coast Highway.
4. Various segments of Coast Highway.
5. Bayside Drive - northbound at Coast Highway.
One shortcoming of travel time and delay studies as a tool for evaluating traffic
conditions is apparent in this report. The differences between peak and off peak
driving conditions are not as clearly shown by the results as was noted to be the
case through field observations. Although this data collected does show some
locations where congestion does exist it does not give a complete picture of the degree.
Field investigation revealed several locations where congestion is worse than is
indicated by pure analysis of the travel time data collected. This study noted that
-25-
i
TABLE 7
i
AVERAGE TRAVEL SPEEDS
STREET
DIRECTION
PEAR MPH
OFF
PEAK MPH
AV&
HIGH
LOW
AVG*
HIGH
LOW
East & West Coast Highway
EB
28.2
45.5
11.8
29.7
39.6
16.2
'
East & West Coast Highway
WB
25.9
42.9
12.0
27.7
40.9
19.5
East 6 West Coast Highway
EB
30.7
18.0
24.0
--
--
--
East & West Coast Highway
WE
30.6
40.2
13.9
--
--
--
22nd Street
EB
20.7
--
8.2
22nd Street
WB
23.1
18.1
Jamboree Road
NB
35.7
46.1
27.7
36.8
48.2
10.7
Jamboree Road
SB
34.8
39.1
12.3
32.4
47.5
12.7
32nd Street
EB
16t4
22.2
12.1
32nd Street
WB
15.8
22.7
12.9
'
Santa Ana Avenue
NB
19:12
•
20
Santa Ana Avenue
SB
20.0
-•
--
20
•-
--
Cliff Ave. & Riverside Ave.
SB
1778
30.2
13.3
25.2
26.1
24.6
Cliff Ave. & Riverside Ave.
NB
26.5
30.2
24.1
22.8
26.7
20.3
Hospital Road
SB
19.0
22.5
16.4
Hospital Road
NB
10.7
17.7
7.8
San Joaquin Hills Road
WB
28.3
29.9
25.1
29.7
41.4
22.6
San Joaquin Hills Road
Irvine Avenue
EB
NB
29.3
23.7
35.0
35.0
21.3
12.2
30.4
22.8
43.0
33.7
24.1
10.5
Irvine Avenue
SB
25.3
30.5
19.7
25.0
34.0
20.8
Dover Drive
NB
24.7
29.9
12.4
24.0
30.0
17.0
Dover Drive
SB
15.9
23.7
12.5
19.1
35.5
9.2
Newport Center Drive
NB
33.9
-_
29.1
29.6
28.6
Newport Center Drive
SB
28.0
-
23.2
33.4
18.7
Newport Center Drive
SENW
29.1
33.0
25.4
26.3
28.5
23.4
Newport Center Drive
ESWH
33.9
38.5
30.0
26.0
32.3
21.9
Santa Cruz Drive
Santa Cruz Drive
BE
NB
22.9
22.
-
::
21.6
22.
-:
•
Santa Rosa Drive
WB
22.1
24.2
-
Santa Rosa Drive
EB
23.8
--
--
13.6
--
--
Superior Avenue
SB
24.1
30.4
21.2
26.B
26.9
26.8
Superior Avenue
NB
25.4
25.6
25.0
24.3
27.0
21.5
Balboa Boulevard
EB
25.3
31.2
23.1
2�.7
24.3
19.3
Balboa Boulevard
WE
21.1
25.3
17.5
20.5
22.7
11.5
Bsyside Drive
WB
23.9
32.9
13.6
24.6
31.4
16.1
Bayeide Drive
EB
27.0
30.0
17.5
26.9
32.4
17.2
'
Palisades Road
EB
26.6
35.3
17.7
24.6
31.4
16.4
Palisades Road
WB
26.8
36.0
16.9
2�.9
35.8
14.0
Ford Road
EB
30.4
--
•-
23.5
--
Ford Road
WB
23.4
-•
--
27.8
--
--
MacArthur Boulevard
SB
--
--
--
33.3
43.1
21.6
MacArthur Boulevard
NB
3H.8
54.5
22.6
43.7
36.3
27.9
Marine Ave. & Park Avenue
NB
4.0
14.7
1.5
16.3
21.1
9.6
Marine Ave. & Park Avenue
SB
7.0
17.0
3.1
13.0
16.0
9.1
28th St., Lafayette &
Via Lido
NH
--
--
--
16.4
17.7
15.0
28th Street, Lafayette &
Via Lido
SB
--
--
--
18.7
26.9
14.8
Westcliff Drive
WB
--
--
--
25.9
29.3
23.1
Weetcliff Drive
EE
--
--
--
17.2
28.2
12.6
* TOTAL LENGTH OF STREET WITHIN CITY LIMITS DIVIDED BY TOTAL TRAVEL TIME.
-26.
�1 auc�� 3 p elC
.w QISQ..II GG .% V QY l0"Z
01711 �,��� % tea. . � �• ___
` c ?)' 'tee^--'� nJ _j a • 40 ?g 3g 21
FIGURE B
UNTV OF ORANGE
CITY Of NfWPORT BEACH
o OFF PEAK ANNUAL AVERAGE SPEEDS
STATE OF CALIFORNIA O .m11e
.
�i-fj�.- 34
Z,
38 2
23
2? n�
J -i i 38
22
3p
37
FIGURE 9
CITY Of
NEWPOBT BEACN
UNTYOFORANOE
�''
P. M. PEAK ANNUAL AVERAGE SPEEDS
STATE OF CALIFORNIA a o mile
_,,
�o�;t��� u [�[1��,
����
.,�
����� .�
traffic was stop and go with long queues developing behind traffic signals all
along Coast Highway, Newport Boulevard, Balboa Boulevard, Marine Avenue and
Dover Drive during summer weekends. The situation of stop and go driving
conditions was limited to the summertime buff congestion at traffic signal was
noted to exist all the year around.
1. Average Intersection Delay:
The data collected during the travel time and delay runs is also used to
calculate the average delay per vehicle experienced at each intersection.
'
Figure 11 summarizes the average intersection delay per vehicle.
The average delay per vehicle at each intersection is calculated by
determining the delay on each approach from the speed and delay data,
then using the peak volume as a factor to weigh delays on each approach
to determine an average'intersection delay per vehicle. This weighted
average is calculated using the formula:
Average del'ry/vehicle n
_ Vi Di
i'= 1
n
Vi
i = 1
Where Vi = Peak Hour volume on approach i
n = Number of approaches to the intersection
Di = Delay experienced on approach 1 ('average of speed and
delay runs).
The result of this weighted average intersection delay gives an indication
of how the intersection operates as a whole rather than each individual leg.
'
By multiplying the average delay/vehicle by the total peak hour volume of
the intersection, a quantitative value for delay in vehicle -seconds can be
determined.
The average delay per vehicle also gives an indication of where operation
of the traffic system could be improved through additional capacity or more
efficient signal operation.
The results of the intersection delay study confirmed what observations had
shown - the most serious delays are occurring on Coast Highway. Furthermore,
'
the worst two intersections are adjacent to one another on both ends of the
Bay Bridge. The intersection of Dover Drive has 45 seconds of delay for the
average motorist. Field observation of the intersection indicated that long
'
queues developing from the high demand especially on the left -turn movement
'from southbound Dover Drive caused this delay. Sometimes intersection delay
is more the result of long cycle lengths occasioned by multiphase controllers
set for sluggish timings. However, this intersection delay is the direct
result.of overloading the capacity.
-30-
G.
Three other intersections on Coast Highway, Superior Avenue, Bayside Drive,
and Jamboree Road also have serious average delays on the order of 20 seconds
per vehicle. Like Dover Drive, these delays are caused by restricted
capacity.
Jamboree Road was also found to have some high intersection delays which
varied from 14 to 19 seconds average per vehicle. The delay at the San Joaquin
Hills Road intersection is directly the result of inadequate capacity. Table
6, Volume/Capacity Ratios, show this intersection is operating 30•percent
above level of service C and 13 percent above level•of service D. The
existing controller is using presence detection and performing as efficiently
as can be expected. To reduce delay 'at location during the peak periods
additional capacity will have to be provided.
The City Traffic Engineer has installed several traffic signals using full
presence detection to achieve an operation which responds quickly to demand
with a resultant minimum intersection delay. He has extended this design
concept to other locations on Jamboree Road as well as the entire city. One
proposal calls for replacement of the pressure sensitive pads at Ford Road
and Jamboree Road with full presence detection. This plan is encouraged as
its implementation will reduce this intersection's average delay to nearly
zero.
Accidents
1. Reporting System:
The City of Newport Beach has a system of record keeping for accidents
occurring in the City that is maintained by the Newport Beach Police
Department and the City Traffic Engineering Department. The City Police
investigate all the accidents on the surface streets of Newport Beach
including Newport Boulevard, the East and West Coast Highway and MacArthur
Boulevard all State Highways. A copy of the report of all accidents
occurring on State Highways goes to the Division of Highways, and if an
injury is involved, a copy is sent to the California Highway Patrol (CHP).
A copy of the report of all accidents within the City is forwarded to the
Newport Beach Traffic Engineer, for filing and recording on a location map.
The report form used is the new State Form 555 which is the basic form
required by the centralized computer system of record keeping of the State
of California.
Under the present system of filing accidents, they are filed by location,
either intersection or street. The accident is"filed under the intersection
if the collision occurred within the influence of the intersection. If the
collision took place elsewhere, it is generally filed under the street.
The accidents that occur within intersections are plotted on collision
diagrams, and these diagrams in turn are filed and kept current. This
system enables the Traffic Engineer to see accident trends developing
and to analyze these hazardous locations with an eye toward traffic
engineering safety.
-32.
I
'
keeping in the
Although the present system of accident record results
Traffic Engineer having information available, it nevertheless is time
consuming and requites many manhours of labor to keep current. Any
analysis the Traffic Engineer might wish to make of the various factors
involved in accidents (month, day of week, type, cause, pavement conditions,
etc.) requires digging into the records to determine. It is not already
'
summarized nor can it be done so quickly.
An improvement in terms of reduced manhours and costs, increased
'
responsiveness (i.e., less lag time between accident occurrence and
posting of reports) and the ability to isolate accidents by different
parameters will result from a conversion to a computerized accident record
system utilizing electronic data processing now underway. The City has
'
recently received approval of a new Federal grant which will fund the
"computerized" accident records system.
2. Accident Analysis:
Thirty-six months (January, 1969 to December 1971) of accident reports
were researched to determine both the number and type of accidents occurring
has its of
on the Type II System. Recently, the City expanded summarization
accidents by type and location in addition to total number injury, property
damage, and fatalities for the entire year. The three-year data was then
'
analyzed to isolate the high accident rate locations. These locations were
then examined to determine if an improvement project were necessary. Table
8, presents the entire Type II System, identified by street names, and a
complete breakdown as to type of accident, time of day, and injury or
non -injury, for the total length of each street. Table 9 is a list of
high accident rate intersections, and Table 10 is a list of high accident
'
rate segments, summarizing the total number of accidents and the percentage
of each type. Figure 12 depicts the City of Newport Beach accident history
trends. In the three years studied, a general increase of 2.2% in accidents,
occurred as shown in Figure 12. Prior to 1970, only those accidents involving
'
injury (or fatality) and/or property damage in excess of $300.00 were
reported. This policy was changed at the beginning of 1970 to include all
accidents investigated by the Police Department, regardless of damage.
Figure 13 is a graphical presentation of accidents occurring at intersections,
showing both rate of accidents (number of accidents per one million vehicles)
and the average number of accidents per year. Figure 14A is graphically the
accidents that took place on segments of the Type II System, showing both
rate of accidents '(number of accidents per one million vehicles miles) and
the average number of accidents per year.
I
1
-33-
M M i M
M M M M
M M
� = = = M M M M
TABLE 8
ACCIDENT S1 MMM
Tot.
Act. Severity
Accident Type
No.
N.I.
Inj.
Fat.
Single
Eight
Rear
Side
Bead
Street
Acc.
Ace.
Act.
Act.
Car
Angle
End
Swipe
On
Agate Avenue
25
23
2
19
0
1
2
0
Coast Highway
937
579
353
151
176
450
97
14
Newport Center Drive
53
31
22
3
16
31
3
0
Newp. Ctr. Dr. X. A W.
37
21
16
3
33
0
1
0
Palm Street
4
4
0
0
0
3
0
0
Park Avenue
54
43
11
27
15
5
4
0
Placentia Avenue
16
7
9
3
10
0
1
1
Riverside Avenue
104
62
42
3
10
83
4
0
San Joaquin Bills Road
16
13
3
8
5
2
1
0
Santa Ana Avenue
5
4
1
1
2
1
0
0
Santa Cruz Drive
2
2
0
0
0
0
1
1
Santa Rosa Drive
1
1
0
0
1
0
0
0
Superior Avenue
15
10
5
2
6
5
2
0
Via Lido
36
25
11
11
4
10
6
0
Westcliff Drive
30
21
9
7
14
7
1
0
22nd Street
1
1
0
1
0
0
0
0
32nd Street
20
16
4
8
4
1
2
1
Balboa Boulevard
656
417
239
146
225
197
45
0
Bayside Drive
239
142
97
48
46
124
12
3
Cliff Drive
23
14
9
10
5
4
0
0
Dover Drive (West)
231
140
91
29
32
153
10
2
Dover Drive (East)
13
8
5
3
5
1
1
0
Ford Road
29
12
17
5
13
10
0
1
Irvine Avenue
169
98
71
69
47
28
3
1
Jamboree Road
298
178
119
1
73
78
125
14
4
Lafayette Avenue
20
15
5
9
4
5
0
0
MacArthur Boulevard
101
63
38
11
37
45
6
2
-Marine Avenue
62
52
10
25
4
27
5
0
Newport Avenue (N. B.)
61
48
13
22
5
15
16
0
Newport Avenue (S. B.)
456
'308
147
1
75
78
219
47
15
TOTALS
3709
2358
1349
2
772
875
1552
284
45
PERCENT
100
64
36
0
21
24
42
7
1
Ped. or
Bicycle Other
3
41
0
0
1
3
1
4
0
1
0
0
0
5
1 _
0
4
39
6
4
5
3
0
21
4
2
0
1
3
21
173
5
N
11
Time
Night Day
4 21
365 567
19 34
10 ' 27
2 2
27 27
3 13
38 66
4 12
1 4
0 2
0 1
5 10
11 25
10 20
1 0
2 18
208 448
77 162
5 18
61 170
2 11
4 25
76 93
121 177
5 15
29 72
18 44
22 39
162 , 294
1292 2417
35 65
TABLE 9
INTERSECTION ACMDENT RATES
tatersattlaa
Rate
No. of Accidents
a
par year
1.
West Coast Highway at Dover Drive
2.57
52.3
2.
East Coast Highway at Bayside Drive
2.19
40.3
3.
West Coast Highway at Newport Boulevard
1.93
53.0
4.
Jamboree Road at San Joaquin Hills Road
1.92
13.7
5.
East Coast Highway at Jamboree Road
1.73
34.7
6.
West Coast Highway at Balboa Boulevard
1.65
27.7
7.
West Coast Highway at Riverside Avenue
1.56
28.0
B.
Newport Boulevard at Hospital Road
1.53
22.3
9.
Balboa Boulevard at 47th Street
1.48
9.7
10.
MacArthur Boulevard at San Joaquin Hills Road
1.47
14.3
11.
Newport Center Drive E at Santa Rosa Drive
1.39
3.0
12.
Newport Center Drive at Newport Center Drive E 6 W
1.30
6.0
13.
Balboa Boulevard at Palm Street
1.27
3.7
14.
Jamboree Road at Ford Road
1.11
7.3
15.
Jamboree Road at Palisades Road
1.07
8.0
a Accidents per one million vehicles.
-35-
TABLE 10
SEGMENT ACCIDENT RATE
Segment Description
Rate
No. of Accident
a
per year
1.
Agate Avenue, Park Avenue to Perry Landing
23.80
8.3
2.
Park Avenue, Agate Avenue to Marine Avenue,
21.95
18.0
3.
Lafayette Avenue, Via Lido to Newport Boulevard
21.89•
6.7
4.
Via Lido, Newport Boulevard to Lafayette Avenue
20.48
17.0
5.
32nd Street, Via Lido to Balboa Boulevard
15.10
10.9
6.
Marine Avenue, Bayside Drive at Park Avenue
12.00
21.0
7.
Riverside and Cliff Avenues, West Copt:Sipyrto
Irvine Avenue
11.72
14.3
8.
Balboa Boulevard, Nest Coast Hwy to Newport P.
Boulevard
11.00
y8.3
9.
Dover Drive, Westeliff Drive to Irvine Avenue
8.68
11.7
10.
Nestcliff Drive, Irvine Avenue to Dover Drive
7.57
13.7
11.
West Coast Highway, Dover Drive to Riverside Avenue
7.46
159.4
12.
Newport Boulevard, 32nd Street to Balboa Boulevard
7.24
38.0
13.
Irvine Avenue, Cliff Avenue to Westeliff Drive
7.06
15.3
14.
Newport Boulevard, 32nd Street to Balboa Boulevard
7.02
46.0
15.
San Joaquin Hills Road, Jamboree Road to MacArthur
Boulevard
6.68
19.3
16.
Balboa Boulevard, Newport Boulevard to Palm Street
r6.43
109.0
17.
East Coast Highway, MacArthur Boulevard to E City
Limit
6.25
128.5
18.
Irvine Avenue, 22nd Street to Santa Isabella
9.50
20.7
83.4
19.
E. 6 W. Coast Highway, Jamboree Road to Dover Drive,
5.31
20.
Bayside Drive, East Coast Highway to Jamboree Road
4.90
22.0
21.
West Coast Highway, Newport Boulevard to W. City
Limit
4.62
94.4
22.
Bayside Drive, Jamboree Road to Marguerite Ave,
4.30
15.7
23.
Newport Center Drive, East and West, Circle
4.23
12.3•
24.
Jamboree Road, East Coast Highway to San Joaquin
Hills Road
4.05
20.3
25.
Jamboree Road, Joaquin Hills Road to Palisades Road
3.79
44.0
26.
'Newport Boulevard, West Coast Highway to 15th Street 3.50
35.0
27.
Irvine Avenue, Westeliff Drive to 22nd Street
3.13
22.7
28.
Dover Drive, West Coast Highway to Westeliff Drive
3.03
16.3
29.
East Coast Highway, Jamboree Road to MacArthur Blvd. 2.69
49.0
30.
Superior Avenue, West Coast Highway to No. City
Limit
1.90
6.3
31.
MacArthur Boulevard, San Joaquin Hills Road to
Ford Road
1.80
13.0
32.
MacArthur Boulevard, East Coast Highway to San
Joaquin Hills Road
1.80
11.3
33.
Santa Ana Avenue, Newport Boulevard to No. City ,
Limit
1.20
1.7
a_ Accident per one million vehicle miles.
2400
TOTAL ACCIDENTS
II 2200
^^
V / 2000
Z
W
700 INJURY ACCIDENTS
500
U
U 12
Q
4 FATALITIES
0
69 70 71 72
YEAR
ACCIDENT TRENDS CHART
ENGINEERS ARCHITECTS MANNERS ]m CAAVW DRIVE, TWINE, CA111011NIA w. UIII JID-24 0 FIGURE 1 @
-37-
I-j
qw
a- -144
JW
The summary of the accident investigation is that two trends definitely
exist:
1. The intersections of Coast Highway nearly all have high accident
rates, 8 out of the top 10 in the City.
2. High segment accident rates exist on the narrow congested streets
in and around Balboa Island, Balboa Peninsula, and the Civic Center.
Further examination of the accidents revealed that although the rate of
accidents on the crowded street segments in the vicinity of the beach was
high, most were only "fender bender`s` not involving serious damage or
injury. Secondly, almost half (450 of 957) of the accidents on Coast Highway
were rear -end type. This situation is even more pronounced when the collision
diagrams of high accident rate intersections were examined. There, the
percentage of rear -end accidents varied from 53% to 88% as indicated in
Table 11 which is a summary of the types of accidents occurring at the ten
highest rate intersections.
Day -Night Accidents
Accidents were examined on a city wide basis to determine if Newport Beach
was experiencing appreciably different rates during daylight and darkness.
The findings are that the two rates are identical, 35 percent of the accidents
occur during darkness when 36.4 percent of the daily traffic is recorded.
In addition to the city wide analysis, a closer examination of the high
accident locations was conducted to determine if isolated conditions
contrasted with the general trend. However, none of the high accidents
locations revealed this'to be the case.
It is concluded that Newport Beach does not have an accident problem
attributable to darkness and warranting TOPICS expenditures for street
lighting. Increased street lighting has -advantages such as convenience and
public safety upon which its need should be based.
Monthly Variations
The final accident trend investigated was the monthly variation of
accidents throughout the year. Coast Highway was selected since it was
the scene of most accidents and the seasonal volume variation has been
accurately measured. The results, shown in Figure 14B, reveal that the
principal beach season (May -August) experience twice the monthly accidents
as during the rest of the year.
-40-
I
C
u
It
1
U
I`I
ft
fl
f1
TABLE 11
ACCIDENTS BY TYPE AT
HIGH RATE INTERSECTIONS
Intersection
Total
Yr.
Accident
Severit
P.D.O. Iny ur
Type
R1 ht An to r then
f me
H1 ht
Coast Hwy at Dover Or.
52.3
62%
38%
8%
88%
4%
79%
21%
Coast Hwy at Bayside Dr.
40.3
65%
45%
12%
87%
1%
80%
20%
Coast Hwy at Newport Blvd.
53.0
74%
26%
18%
53%
29%
58%
42%
Jamboree Rd. at
San Joaquin Hills Rd.
13.3
65%
36%
28%
62%
10%
60%
40%
Coast Hwy at Jamboree Rd.
34.7
62%
38%
24%
67%
9%
62%
38%
Coast Hwy at Balboa Blvd.
27.7
57%
43%
30%
54%
16%
55%
45%
Coast Hwy at Riverside Ave.
28.0
57%
43%
1%
93%
6%
63%
37%
Newport Blvd. at Hospital
Rd.
22.3
58%
42%
18%
66%
16%
73%
27%
Balboa Blvd. at 47th St.
9.7
66%
34%
69%
7%
24%
76%
26%
Mac Arthur Blvd. at
San Joaquin Hills Rd.
14.3
58%
42%
58%
42%
--
86%
14%
I'1
-41-
13.4%
n
1m
=
mm
w
w
11.7% w
w
m
w
w
w
w
w
10.5%
m
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
8.3%
w
w
w
w
o
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
=
w
w
w
w
w
7.0'�
Z
w
w
w
w
w
w
6.6%
6.6%0
w
w
w
wIT
6.3/
w
w
■�
w
w
w
w
w
m
w
w
w
ix
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
y
w
5.4%
5.4%
w
w
w
w
w
w
w
w
ww'wwwwwwwwww
w
w
w
w
w
w
w
w
w
w
w
Z
w
w
w
w
w
w
w
w
w
w
w
w
W
o
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
U
w
w
w
w
w
w
w
w
w
w
w
w
U
w
w
w
w
w
w
w
w
w
w
w
w
Q
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
)AN
FEB
MAR
APR
MAY JUNEJULY
AUG
SEPT
OCT
NOV
DEC
MONTH
SOURCE OF DATA: TOTAL ACCIDENTS ON COAST HIGHWAY DURING 3 YEAR PERIOD
(1968-70) AT THE TWO HIGHEST ACCIDENT INTERSECTIONS
MONTHLY .ACCIDENT VARIATIONS
yt% -�
INGIN[l�3 AICNII[CIS LAN n 2M CA S MIVI. IIVINI. CAMMNIA 91 17141 OWUO FIGURE 14 B
H. Public Transportation
1. Bus Service:
In addition to automobile transportation, Newport Beach is served by bus,
boat, taxi, and air transportation. It should be noted that the Southern
California Rapid Transit District (SCRTD) provides service which is part
of a Southern California area system, while the Greyhound service is part
of a nationwide system.
Furthermore, in 1971, the voters of Orange County approved the creation of
the Orange County Transit District OCTD), of which Newport Beach is a part.
The Pink Bus Lines under contract to UCI and OCTD provide a "free bus"
to UCI on an experimental basis. Negotiations are underway to ascertain
which service will continue to be maintained by SCRTD for OCTD.
The Orange County Airport, operated by the County of Orange, is located at
the most northerly City limits of Newport Beach. The Airport Service bus
connects with the Orange County Airport from the Newporter Inn at 1107
Jamboree Road in Newport Beach. The scheduled airlines, Air California,
Air West, and Golden West Airlines, serve Orange County Airport. This
airport is extensively used by privately owned aircraft.
The Southern California Rapid Transit District (SCRTD) provides bus
service for Newport Beach and the entire Los Angeles area. Also, the
Newport area is served by:
Airport Service (a corporation) - from the Newporter Inn connecting
with Orange County Airport and thence to Santa Ana, Anaheim, and Los
Angeles International Airport.
Greyhound Lines (a corporation) - from the bus station on Riverside
Avenue and at Marguerite Avenue on the Pacific Coast Highway connects
to their nationwide system.
Orange County Transit District (formed in 1971 under Part 4, Division
10 of the Public Utilities Code of the State of California) - this
is a new district and its routes/services are being studied. The
Pink Bus Lines has a contract to operate a "free bus for students"
over a circular route traversing much of Newport Beach (except
Balboa, Balboa Island, Lido, and West Newport) so as to provide
transportation to UCI.
Pink Bus Lines - from the University of California at Irvine (UCI) a
circular route covers much of Newport Beach. This is an experimental
temporary free route under contract to the Orange County Rapid Transit
District (OCRTD) as jointly funded by UCI and OCRTD.
-43-
South Coast Transit Lines (a corporation) - from Palm Street at Balboa
Boulevard connects to Santa Ana and to Laguna Beach via Costa Mesa.
'
Part 3,
Southern California Rapid Transit District (formed under
Division 10 of the Public Utilities Code of the State of California)
- from Palm Street at Balboa Boulevard connects to Los Angeles and the
'
balance of the SCRTD system via "Line 5511 through Huntington Beach.
'
Figure No. 15 indicates the existing route within the City of Newport Beach.
A single ownership operates the Yellow Cab and Mesa Cab, which are licensed
by the City to operate taxi cabs. The Yellow Cab is licensed for twelve (12)
I
and the Mesa Cab for two (2) cabs.
Also, Catalina Passenger Services offers passenger service to and from
Catalina Island. Auto and passenger service between Balboa and Balboa
Island is performed by Balboa Island Ferry, Inc.
2. Airport Access:
Airport transportation is available for Newport Beach residents from several
airports located in the Los Angeles metropolitan area. These airports include
Los Angeles International (LAX), Ontario International (ONT), Long Beach
(LGB), Hollywood -Burbank (BUR), Fullerton (FUL), and Orange County (SNA),
with commercial air services.
'
Scheduled to be operational in 1978-79 is the huge new Palmdale Intercontinental
Airport (PMD). This regional airport will probably be linked to Los Angeles
with a high-speed ground transportation system. Once this complex is completed,
access to commercial airports for the entire Los Angeles area, as well as
Newport Beach, should be facilitated.
'
All of these airports are connected by the area freeway system. The freeways
provide excellent access to the airports during off-peak traffic hours.
However, a traveller planning to use the freeways for access to the airport
during the peak traffic hours, should anticipate double his normal travel
time.
Utilizing the existing Airport Bus Service avoids driving and parking in
the congestion of any airport. The Airport Bus Service may be boarded in
Newport Beach at the Newporter Inn for travel to Orange County and LAX
airports; however, the present schedule is very sparse since it has but
'
one early morning departure. Additional bus connections are available
from Orange County Airport for LAX.
In addition, the SCRTD bus provides a connection to LAX via the Los Angeles
'
RTD depot and a transfer.
1
[1
' -44-
6
'I
The Golden West Airlines offer commuter air service to Catalina (Avalon),
LAX and Fullerton Airports; connections can be made from LAX to other
Southland commercial airports. Tram service is available at LAX connecting
Golden West with the satellite facilities of the other air carriers.
i
The Orange County Airport serves Newport Beach and is administered by the
County of Orange. The airport has two runways, one 20800 feet by 75 feet
wide and one 5,700 by 150 feet. There are County facilities to house
aircraft in a hangar, or outdoor parking of a combined 800 tiedown spaces.
Around 20,000 flights per week are handled by the Federally -operated control
tower. The Orange County Airport parking lot was designed on the basis of
existing available area; therefore, 'as'the area population increases and
airport use keeps pace, the present ease of auto access will diminish.
From Newport Beach, the Orange County Airport may be reached via MacArthur
Boulevard (State Highway Route 73) and by Campus Drive. Access to parking
is presently good, since this parking facility was designed to the present
level of activity. However, with the burgeoning of building facilities in
this area, the level of service provided by these existing streets may be
detrimentally affected.
Table 12 summarizes the off-peak travel time and distance by freeway from
Newport Beach to the Southland commercial airports.
TABLE 12
GROUND TRAVEL TIMES
Airport
From
Distance/Miles
Travel Time/Minutes
LAX
Newport
Beach
44
65
ONT
Newport
Beach
52
65
LGB
Newport
Beach
29
40
BUR
Newport
Beach
65
90
FUL
Newport
Beach
40
50
SNA
Newport
Beach
10
20
Additional driving time must be allowed during Holidays, the peak hours
of 10 A.M. to 1 P.M. and 6 to 9 P.M. daily. Friday evenings Sunday afternoon
are peak periods. When picking up passengers, plan to arrive in front of
the terminal at least 20 minutes - after flight arrivals to allow time for
baggage collection.
11
-46.
I1
I. Existing Traffic Laws, Ordinances, and Regulations
The Newport Beach Municipal Code provides for a Police Traffic Division
(Chapter 2.32) and a City Traffic Engineer (Section 3.32.060). As prescribed
by the City Code, the office of the City Traffic Engineer exists and the
Police Department has a Traffic Section headed by a lieutenant entitled
Traffic Analyst.
The Code prescribes the general duty of the Traffic Engineer as follows:,
1. "Determine the installation and proper timing and maintenance
of traffic control devices and -gignals,'"I
2. "Conduct engineering analysis of traffic accidents and to devise
remedial measures,"
3. "Conduct engineering investigation of traffic conditions," and
4. "Cooperate with other City officials in the development of ways
and means to improve traffic conditions."
With continued support of the City Council, the existing code provides adequate
opportunity for effective traffic engineering.
The Office of the City Traffic Engineer is staffed by four permanent employees,
a fully qualified traffic engineer, two pre -professional assistants, and a
half-time Secretary. Part-time seasonal aides are also employed to assist in
field data collection and accident records maintenance. The Traffic Engineer
maintains annual accident location files and maps, conducts traffic engineering
studies, and routinely makes recommendations to City Council for traffic
improvements and new traffic and parking controls. In addition the Traffic
Engineering Division is responsible for the City's parking system including
approximately 2,000 parking meters and several beach parking lots. Three parking
meter service men and about 8 parking lot attendants round out the roster.
A recently approved federal traffic safety grant will permit the City to convert
its manual traffic records system to an automated form and will qualify the City
for possible funding to man and equip an operational Police Department Traffic
Division.
-47.
'1
III. PROBLEM IDENTIFICATION AND EVALUATION
A. Approach to Problem Isolation
Traffic engineering problems are usually identified by points of concentrated
congestion or high number of accidents and sometimes by complaints from the
local citizenry. The City of Newport Beach was examined to determine where
these problem areas might exist.
The most obvious traffic engineering deficiency is the congestion problem which
may occur at any hour of the day but is especially noticeable during the peak
hours (both morning and evening). The capacity analysis which was performed on
the major street segments and intersections indicated the locations where the
level of service would be expected to drop below level C under peak hour traffic
volumes. The travel time and delay studies that were conducted substantiated the
capacity analysis findings, in most cases, especially at various intersections.
The same travel time data yields another indicator of possible traffic engineering
problem areas with the average intersection delay data. This information must be
examined carefully because this delay may be more the result of a multiphase
controller operating on high volume approaches which extends the cycle time out
quite long (on the order of 150 seconds or so) rather than congestion. Therefore,
where the larger average delays exist, the type controller, as well as a visit
to the site during peak hours, is necessary to assess the intersection properly.
One intersection with an average delay of 45 seconds per vehicle was found, West
Coast Highway at Dover Drive. A site visit showed the problem to be a combination
of the above; long cycle length; geometric construction; heavy volumes on both
streets and; heavy turn movements from Dover Drive. Many vehicles were observed to
be waiting more than one cycle of traffic signal before clearing. This particular
intersection is also ranked as the highest accident rate intersection in the City,
with 2.57 accidents per one million vehicles, or an average of 52.3 accidents per
year.
The other source of data which indicates traffic engineering problem areas is the
accident file. The accident records were examined and the accident rates at the
various intersections and segments on the Type II System were calculated. The
accident rates showed that several intersections were experiencing more accidents
that are normally encountered on others of like volumes. The collision diagrams of
these intersections were examined to determine if any accident trends existed.
B. Non -TOPICS Projects
1. Local Street Improvements)
As a part of the problem identification phase of this areawide traffic study,
a meeting was conducted by the consultant with representatives of several
departments within the City in attendance. An advance notice was sent to
inform people of the purpose of the discussion and to permit them to consider
prior to the meeting where they experienced problems as either individuals
or department heads. The departments represented at the meeting included:
1) City Manager
2) Public Works
35 Parks, Beaches, and Recreation
-48-
IJ
4)
General Services
5)
Fire
6)
Police
7)
Marine Safety
8)
Traffic ,
As a result of this discussion, several problem locations were pinpointed
that might have gone undetected through routine analysis of traffic data.
Most of the areas noted in this meeting did not involve the Federal Aid
System of streets and is therefore not eligible for TOPICS fund expenditures.
This chapter presents the results of any.investigation of the trouble spots
and suggests improvements which the City can implement at a relatively
minor cost although TOPICS funds cannot be used. The following is a
discussion of each recommended improvement project:
a. Newport Boulevard at McFadden Place Intersection:
The geometric configuration of Balboa Boulevard, Newport Boulevard,
and McFadden Place is such that they form a complex intersection with
several conflicting turning movements. One of the most hazardous
maneuvers is the right turn from aouthbound Newport Boulevard into
McFadden Square, as the parking lot and commercial area adjacent to
Newport pier is called. This movement is particularly dangerous because
the right turning traffic must cross southbound Balboa Boulevard traffic
in order to enter McFadden Place. Both southbound Balboa and Newport
Boulevards are parallel at this location which means right turning
traffic from Newport Boulevard must turn directly across the path of
southbound vehicles on Balboa Boulevard. This location is one of the
highest accident rate locations in the City and this particular maneuver
is probably the most hazardous causing several accidents and many near
misses.
One solution is to reroute traffic on southbound Newport Boulevard
destined for either McFadden Square or the Newport Pier to Balboa
Boulevard. This could be effected by signing on southbound Newport
Boulevard north of 32nd Street telling motorists to turn right on 32nd
Street and use Balboa Boulevard to McFadden Square. At least two such
signs should be prominently displayed in advance of 32nd Street to
notify motorists of this movement and one directly at the intersection.
This rerouting must be well signed in order to encourage usage. Forced
usage by elimination of the right turn at McFadden Place could be done,
but this would remove a maneuver used by local traffic. The net effect
would be to reduce the probability of an accident at the cost of slight
inconvenience to local residents.
Thirty-second Street was recently improved by widening and traffic
signals exist at both Newport and Balboa Boulevards ensuring that gaps
will occur in the traffic (even during the peak summer volumes) to
allow the necessary turn movements.
i�
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II
II
In summary, this rerouting of McFadden Square and Pier -bound traffic
will not only reduce the accident hazard of a right turn across parallel
traffic but also alleviate considerable congestion caused by this
difficult turning maneuver. A motorist can make a right turn at 32nd
Street, then left at Balboa Boulevard with far less effort and congestion
in summer time than the single right turn at McFadden Place. It must
be emphasized that adequate advance signing on Newport Boulevard is
essential'to this project.
b. Extension of 5th Avenue:
Fifth Avenue presently ends for a short distance (approximately one
block) west of Larkspur. The street ends abruptly at an arroyo and
picks up again on the other side. Fifth Avenue is currently a residential
street but could serve as a collector if the missing link were completed.
The arroyo would present a situation whereby a culvert and a fill would
be required to connect the two segments, but this is not a major obstacle.
The City does not have the right of way, but this section is owned by
the State.
The Division of Highways acquired this parcel for the proposed Coast
Freeway. However, recent developments in the City of Newport Beach
indicate a general negative attitude towards this freeway, and the
likelihood of its ever being constructed remains in doubt. While this
issue is being resolved, the City should negotiate a temporary easement
with the State to allow extension of Fifth Avenue. In this way, the
City could gain the benefit of use of this land whereas it would
otherwise lay dorment. If the State ever does require use of this
parcel, the City will have lost only the cost of construction of this
short segment of roadway.
C. Carnation Avenue:
Carnation School is situated on Carnation Avenue two blocks south of
the East Coast Highway. Carnation Avenue is a narrow two-lane ( foot
curb) street with parking permitted on both sides all day. During the
morning and afternoon, several school buses park in front of the school
to load or unload children. The street is too narrow to allow other
vehicles to get through when -buses are parked along one side of the
street and cars or buses are parked on the other side. This causes
considerable congestion and the development of queues waiting to get
through what is in effect, one lane for both directions. Even when the
buses are not present and cars are parked on both sides, it is very
difficult for vehicles approaching from opposite directions to meet
and pass one another.
To improve this highly congested situation, it is recommended that
parking on the west side of Carnation Avenue, between 2nd and 4th
Avenues, be restricted during the hours school buses are present.
School buses should be required to park on the east side and discharge
passengers so that crossing the street would not be necessary. State
laws forbid other vehicles from passing the school buses when children
are being loaded or unloaded, but the parking restrictions would allow
room to pass while the buses are just waiting.
1
-50.
d. Marguerite Avenue:
Another of the problem areas noted in the meeting between public
officials and the consultant was Marguerite Avenue from Ocean Boulevard
to the East Coast Highway. The trouble in this segment is congestion
caused by heavy traffic from the beaches public parking lots. The
suggestion was made that parked cars on Marguerite Avenue restricted
movement during peak hours.
A field investigation of this location showed that Marguerite Avenue
was amply wide to support two travel lanes with parking. Removal of
parking near the intersections could provide two approach lanes to the
intersections to increase intersection capacity, but would use over half
the street. However, sufficient width does not exist to provide four
through lanes for the entire length.
e. Poppy Avenue:
One of the narrowest streets in the Corona Del Mar area of Newport
Beach is Poppy Avenue. This street has limited right of way (40.2
feet) and only 24 feet curb to curb. An eight -foot parking lane is
striped on the east side which allows only 8 feet for each of the two
travel lanes. With lanes of these dimensions, motorists have extreme
difficulty meeting and passing one another when a parked car is present.
Trucks, such as trash collection, cannot get through without encroaching
into the other lane which is a very hazardous situation.
Poppy Avenue is entirely residential except at its intersection with
the East Coast Highway, which is signalized. Elimination of parking
will undoubtedly meet with opposition from local residents but Poppy
is simply too narrow to permit parking with through traffic. It is
recommended that a full time parking restriction be placed along Poppy
Avenue between Ocean Boulevard and the East Coast Highway.
f. Fire Signal:
One of the City's fire stations is located on Santa Barbara Drive about
a block east of Jamboree Road. In order to respond to an emergency
call, the fire trucks use Santa Barbara Drive to Jamboree Road and turn
either north or south. This intersection is not signalized, and the
northbound approach has a long uphill grade which makes visibility
a problem. This lack of sight distance makes it difficult to see an
emergency vehicle entering Jamboree Road from the side street. The
Fire Chief has reported many near misses at this location, and requests
some form of control be established there. This problem is further
complicated by the high speeds (posted limit is 55 MPH) cars on Jamboree
Road are traveling while approaching the intersection.
Investigation of this situation revealed that the restricted visibility
and high speeds were as described and the location does appear hazardous.
Examination of traffic signal warrants showed that because of the low
volume on the side street, installation of a traffic signal was not
justified. However, because of the restricted sight distance, the
intersection qualifies for an emergency -traffic signal as noted in
paragraph 4E-19 of the Manual on Uniform Traffic Control Devices, 1971
Edition.
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It is recommended that emergency -traffic signals with two faces per
approach located over the roadway be installed at the intersection of
Santa Barbara Drive and Jamboree Road. This signal will be acutated
from the fire station. Appropriate warning signs must be placed with
both the signal and a hazard identification beacon to be placed in
advance of the intersection on Jamboree Road. In order to implement
this recommendation and at the same time recognize the City has only
limited funds for traffic improvements, it is anticipated that the
signal could be span wire mounted and controlled by the simplest form
of timing device. This study has found that the relatively minor cost
of this signal is far out weighed by the reduction in potential of an
accident occurring between a motorist on Jamboree Road and a fire
truck on an emergency call. If such an accident were to happen, it
would likely be very serious because of the size of a fire truck and
the speed of vehicles on Jamboree Road.
g. Bike Paths:
A recent development in the United States and Southern California in
particular has been the revival of bicycling as a means of exercise
and recreation. To accommodate this fast growing sport, many cities
are establishing bicycle paths on the streets. These paths have not
yet become in general use but they are becoming increasingly more
popular.
The City of Newport Beach was among the first communities to recognize
the emergance of bike paths and put the wheels in motion to designate
certain bicycle routes within the City. A contract has been completed
to paint and sign the edge of Jamboree Road as a bicycle path. The City
cooperated with the citizen's groups to design and implement the plans
for bicycle routes and it is to the City's credit that it is a leader
in the field. This study is of the opinion that bicycles are here to
stay and that traffic engineers must take cognizance of this fact (as
Newport Beach has done) and design streets accordingly. While it must
be understood that automobiles and bicycles are not entirely compatible,
bike paths can be designated on some streets and an effective separation
of the two modes achieved.
h. 23rd Street and Balboa Boulevard:
The left -turn movement from 23rd Street, which is one-way northbound
from the beach, is a difficult maneuver to make because of visibility
problems. The problem is complicated by the fact that occasionally
vehicles on Balboa Boulevard westbound will use the 23rd Street
intersection as a place to make a U-turn. one of the suggestions
arising out of the discussion with the City officials was that this
situation could be improved by removal of three (3) parking stalls on
Balboa Boulevard at 23rd Street and prohibition of U-turns at this
location.
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Twenty-third Street is the main street for traffic discharging from the
beach front parking lot and thereby makes the volume of the movement
discussed above significant. A field review of this intersection confirmed
that for safety purposes, the parking on Balboa Boulevard should be
eliminated. Cars parked in these three stalls make visibility of
approaching traffic on Balboa Boulevard very difficult and results in
motorists having to pull out into the travelway to see if the way is
clear. The U-turn, however, was not found to be a particular problem
because during the time this intersection was under surveillance, no
conflicts between U-turning traffic on Balboa Boulevard and traffic on
23rd Street occurred. This would be a problem if the number of conflicts
were substantially higher than observed, but because such does not
appear to be the case, restriction of this U-turn is not recommended.
The suggested elimination of three (3) parking stalls on Balboa
Boulevard is endorsed by this study.
i. Emergency Vehicle Access to the Beach:
During the summer months, thousands of people flock to the beaches on
weekends causing massive traffic jams and creating parking problems.
Always some vehicles are parked on the beach end of several of the side
streets along the Balboa Peninsula effectively blocking the roads. As
a result, emergency vehicles find difficulty in gaining access to the
beach. This problem was emphasized at the joint meeting of City officials
and the consultant as possibly the most serious (or at least the most
frequent) problem emergency vehicles encounter.
This situation can only be alleviated by strict enforcement of parking
regulations. These prohibitions already exist, but a few of the beach
crowd in desperation to find a parking place choose to break the law
because it will not "hurt" anything. One suggestion worth trying is
erecting signs with legends indicating that street is used by fire and
ambulance and the street must not be blocked. This must be augmented
by a rigid enforcement of the parking restriction by City police if
the problem is to be improved.
2. State Highway Improvements:
The scope of this areawide study did not include any detailed analysis of
the State highways in Newport Beach. These roads are the responsibility of
the Division of Highways, and since there are a number of other funding
programs available for State highways, it is not recommended that the City
devote its TOPICS apportionments, which are limited to begin with, for this
program. As a result, this study only made a cursary examination of the State
routes. Both the City and the State are already surveying the Coast Highway
problems and further study by this areawide report would only serve as
redundancy. The City's TOPICS funds can be utilized more effectively elsewhere
on the Type II System.
The City of Newport Beach is Criss -crossed by a network of three State
highways; Newport Boulevard (S.H.55), East and West Coast Highway (S.H.1
commonly called Pacific Coast Highway or PCH) and MacArthur Boulevard
(S.H.73). It is these State routes and East and West Coast Highway in'
particular that are the scene of the most serious traffic engineering
problems in the City. The demand which is seasonal with extremely high
peaks for summertime weekends simply overloads practically all the
intersections of Coast Highway with City streets. The worst two locations
In terms of overloading and safety are the Coast Highway intersections at
Dover Drive and Bayside Drive.
The City and State both fully recognize these locations as major bottlenecks,
but the solution which could be one of a number of alternatives appear to
involve a cost in the realm of $1,000,000. This puts the problem completely
beyond the scope of TOPICS and squarely in the hands of the Division of
Highways. The State's answer seems to depend upon the destiny of the planned
Coast Freeway, which is essentially along the same alignment as Coast
Highway in this vicinity.
Newport Beach, on the other hand, has expressed clearly its opposition to
that freeway or any freeway through the City. Precedent has been set by a
recent deletion of the Coast Freeway in the City of Long Beach and in all
likelihood the same will happen in Newport Beach. Therefore, solution of
the problems of Coast Highway through freeway construction is out of the
question.
The City Traffic Engineer has examined the capacity problems at two
intersections (Coast Highway at Dover Drive and at Bayside Drive) and
determined that part of the problem is that left turns on the side streets
require too great a percentage of the cycle time. To reduce this requirement,
some type of grade separation is needed because dual left -turn lanes (which
presently exist on Dover Drive) do not provide sufficient additional
intersection approach capacity. The traffic engineer has proposed a
left -turn "fly -over," which is a grade -separated left -turn ramp structure
similar to a freeway to freeway connector. These fly-overs would be
constructed at both intersections to accommodate the heavy left -turn
movements. This idea deserves consideration by the Division of Highways
as a solution short of freeway construction which is not acceptable to the
community. This proposal has some design problems associated with it such
as right of way acquisition, ramp grades, and mergance with the narrow Bay
Bridge; but these problems are relatively minor compared to the opposition
the State has received in attempting to build a freeway through Newport
Beach.
Although the previously discussed locations present the most serious traffic
problems in the City, others do exist. Nearly all of the intersections on
East and West Coast Highway experience high accident rates. These accidents
are a by-product of congestion and increasing capacity would have, in
addition to reducing motorists delay, the added benefit of increasing
safety. The Division of Highways has plans to improve the capacity of the
State highway system within the City through the following projects:
1) Interconnection of West Coast Highway signals - Riverside Avenue and
Tustin Avenue.
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2) Expand West Coast Highway from 2 to 3 lanes westbound from Riverside
Avenue to Newport Boulevard.
3) Revamp and widen ramps to dual lanes, and install signals for ramps
intersection with Newport Boulevard at West Coast Highway.
4) Modification of controllers at Newport Boulevard and Finley Avenue;
Via Lido; and Hospital Road.
5) Interconnection of Newport Boulevard signals - Finley Avenue, Via
Lido, West Coast Highway ramps, and Hospital Road.
6) Coordination of East Coast Highway signals - MacArthur Boulevard
(S.H.73), Goldenrod Avenue, Marguerite Avenue, Poppy Avenue, Morning
Canyon Road, and Cameo Shore Road (six signals), for Corona Del Mar
area.
7) Provide dual left -turn lanes for southbound MacArthur Boulevard (S.H.73)
at San Joaquin Hills Road, and revise detection at MacArthur Boulevard
(S.H.73) at Ford Road.
These projects will all help improve the traffic flow, but even this study's
limited examination of the Coast Highway problems shows much more needs to
be done. It should recognize that the completion of a Coast Freeway is
doubtful, and that the congestion problems warrant immediate improvements
even at high costs rather than waiting for resolution of the freeway
question.
Freeway Realignment
The Division of Highways.is currently proposing another alignment for
extension of the Newport Freeway (S.H.55) and that along the present right
of way of Newport Boulevard. The freeway would be terminated at the Newport
Beach City limit. This is a change from the present adopted routing which
is approximately one-half mile further west through the City of Costa Mesa.
If this new alignment is accepted, the Newport Boulevard -Coast Highway
intersection capacity, even with the grade separation, will certainly be
exceeded on summer weekends and during the daily peak hours as well.
Planning Study
In addition to this TOPICS study, there is a comprehensive long range
transportation study currently being conducted by the firm of Alan M. Voorhees
and Associates. This particular study will cover many aspects of travel
throughout the City, including feasibility examinations of alternate routing
of streets and highways, parking restrictions, one-way systems, additional
upper bay crossings, including bridges, tunnels, and ferries, along with
costs involved in carrying out any or all of these ideas. Upon completion of
this long range study, the City of Newport Beach will be well -aware of
problems and solutions in all modes of transportation.
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1
Coast Ilighway Parking Prohibition - Avocado Avenue East to City Limits
'
The segment of Coast Highway through Corona Del Mar (Avocado Avenue
to eastern city limit) is 1.7 miles of four lane section with median
and a minimum 75 feet curb to curb width and carrying up to 45,000
vehicles per day. Six,signalized intersections exist along this
stretch of roadway. Traffic volumes have been continuously increas-
ing and are rapidly approaching capacity for a four lane section.
Field observations have shown that in some instances, peak flows
have already surpassed capacity. The city and local businessmen
are going to have to recognize that in the not too distant future,
they are going to have to face the question of peak hour parking
'
prohibitions along this segment of Coast Highway.
Removal of parking would allow a 37.5 percent increase in capacity
'
by restriping for six through lanes instead of the present four. The
cost would be nominal since most of the affected segment would merely
require posting. A relatively small amount raised median would have to
'
be removed at nine intersections.
Implementation of this plan will eliminate a number of parking stalls
which serve local businessmen. Out of concern for these businessmen
'
and the fact that off street parking is limited, a parking restriction
is not recommended at this time. The travelling public and the business-
man must compromise with one another and a certain amount of inconvenience
in terms of delay must be tolerated. When congestion becomes intolerable,
as present growth patterns indicate it will, then capacity must be the
dominate force and the peak hour parking restriction instituted. In the
interim, both the affected businesses and the city should endeavor to
'
provide additional off street parking.
I
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C.
Priority Determination
1. Introduction:
The projects recommended in this areawide study are grouped into four (4)
categories:
1) New signal installations
2) Illuminated street name signs
3) Signal coordination systems
4) Modifications
An attempt was made to establish one priority list for all the projects
In the four categories. It was found that no individual common denominator
existed which could be used to compare projects between the different
grouping. A benefit/cost ratio is generally accepted as a tool for comparing
various alternatives, but no adequate technique for determining benefits
for either new signals or illuminated street name signs has been developed..
Therefore, the priority of each project within each category is determined
by an analytical technique (except for Modifications), but the relative
priority of each of the four categories to one another has not been so
quantified.
The matter or priority of categories is reduced to a sequence of scheduling.
As an example, the signal coordination system for Dover Drive should be
implemented by, providing the equipment at the time the new signals are
installed and completing the modifications to existing signals when all the
new signals in the system are in place. Likewise, illuminated street name
signs should be included as a part of the contract when any new signals are
installed. This all means that projects within the first three categories of
projects will be implemented concurrently. Projects in the fourth category,
Modifications, can be done whenever scheduling the funds will permit. The
priority list of all TOPICS projects is the accumulation of the priorities
within the 'individual groups and is presented in Table 15.
2. Priority of New Signals (Group I):
In order to esbablish a numerical listing for priority of projects within
the new signals category, some analytical technique had to be used. A
benefit/cost analysis is generally accepted as a good tool for this purpose.
Such an analysis for this particular category was not selected because
determining the benefits to be derived from a newly installed signal is
quite nebulous. A traffic signal will generally cause an increased travel
time on the major street resulting in a negative benefit. This "cost" to
road users must be offset by savings to side street motorists. A good
analytical technique for evaluation of these two road user savings and costs
has never been developed and thus eliminates the use of benefit/cost as a
rational comparison.
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I
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1
A simple formula was derived which took into account the ADT, peak period
volumes, and accident rate of the intersection to be signalized. This
equation was weighed to give increased priority emphasis to intersections
with high peak periods or accident rates. The ADT was selected as a major
factor since signalization becomes increasingly more important as the
volume goes higher. The formula used is the following:
Weighted Factor = (ADT + MAJ4 + MIN4 x 1 + A)
ADT = Entering daily volumes
MAJ4 = Volume of highest 4 hours on the major street
MIN4 = Volume of highest 4 hours'on the minor (side) street
A = Intersection accident rate (accident/million vehicles)
A factor of unit (one) was added to the accident rate to prevent it from
being a totally dominent factor. Without it a high volume intersection with
no accidents (A = 0.00) would have no justification for signalization. (i.e.
Weighted Factor = 0).
The Weighted Factor was then the basis for assigning a priority number to
each new traffic signal installation. The final placement of the project
on the list was subject to some adjustment occassioned by engineering
judgement. This final adjustment was only one or two places on the overall
priority list.
Table 13 presents the results of the analytical establishment of the priority
for each of 14 new signal projects. A discussion is presented which explains
how the priority of some projects was increased from its value based solely
on numerical value of Weighted Factor because of certain other subjective
factors.
Dover Drive at Irvine Avenue:
This highest priority project in the City of Newport Beach for which the City
has responsibility is Dover Drive at Irvine Avenue. In terms of accidents and
congestion more critical locations do exist, for instance both Dover Drive
and Bayside Drive at Coast Highway, but these intersections are on the State
Highway System and should be improved with the usual highway funds resulting
from the State's portion of gas taxes. The Weighted Factor for this inter-
section was the second highest, but the project was advanced to number one
on the priority list based on the discussion with City representatives in
the joint City -consultant meeting. It was pointed out although that the actual
accident rate was not high, it was not representative of the existing condition
because many near misses occurred and motorists now approach the intersection
with extreme caution. The officials present generally agreed this was probably
the most serious problem in the City.
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0
TABLE 13
PRIORITY NEW SIGNAL PROJECTS
PRIORITY LOCATION ADT VOLUME ACCIDENT'S ACCIDENT WEIGHTED
No. HIGH 4 HOURS RATE FACTOR
MAJOR MINOR '
1.
Dover -Irvine
22,750
6,600
1,750
3.0
0.36
42,500
2.
Jamboree-Hayside
19,450
3,550
3,100
14.3
2.00
78,300
3.
Newport Center Drive 6
Newport Center East 6 Wist
12,150
3,250
1,550
6.0
1.36
40,000
4.
Placentia -Superior
18,700
3,200
3,000
3.0
0.44
35,900
5.
Newport Center Drive East -
Santa Rona
8,700
2,300
1;250
5.0
1.57
31,500
6.
Irvine -Highland
23,500
6,600
• 650
1.0
0.12
34,500
7.
Irvine -Mariners
18,500
5,600
700
1.0
0.15
28,500
8.
Dover-16th
22,750
6,700
600
1.0
0.12
33,600
9.
Dover -Cliff
22,750
7,100
400
1.0
0.12
33,800
10.
MacArthur -San Joaquin Hills
13,350
3,850
800
0
0
17,000
11.
San Joaauin Hilla-Marauerite
11.850
3.250
1.300
1.0
0.22
20.000
Newport Center Drive East at Santa Rosa Drive:
The second project which was given increased emphasis on the priority list is
the traffic signal installation at Newport Center Drive East and Santa Rosa
Drive. This intersection has the highest accident rate of any of the proposed
new signal locations. The priority was increased by 3 over other intersections
which only had one.accident per year whereas Newport Center Drive East at
Santa Rosa Drive has five. The nature of these accidents is 100 percent right
angle type which is subject to correction by traffic signals. Therefore, this
particular signal will have some significant benefits in the form of accident
reduction and was moved ahead of projects with higher Weighted Factors on
this basis.
Irvine Avenue at Mariners Drive:
Another project whose placement on the priority list was increased from the
value of its purely numerical position is Irvine Avenue at Mariners Drive.
This location is situated between an existing signal (Westcliff Drive) and
a proposed signal at the number one priority intersection (Dover Drive) and
will be one of four to be included in a coordination system along Irvine
Avenue. The Irvine -Mariners project was included immediately following the
third signal in this system so that the coordination system would not be
delayed awaiting the installation of a critical intervening traffic signal.
MacArthur Boulevard (New) at San Joaquin Hills Road:
The fourth project placed out of numerical order of Weighted Factor is
MacArthur Boulevard at San Joaquin Hills Road. This signal is an area which
was outside the 1960 urban boundary but included in the 1970 revision. The
area is rapidly developing with residential tracts that will generate
considerable traffic that will use both MacArthur Boulevard and San Joaquin
Hills Road, the two main streets. The current traffic volume counts do not
reflect the rate of growth. Since it is expected that traffic will increase
in this area much more quickly than in the older sections of Newport Beach,
this intersection and another immediately east on San Joaquin Hills Road
(Marguerite Avenue) were given additional weight on the priority list.
3. Priority of Illuminated Street Name Signs (Group II):
The second of four categories separating the TOPICS projects by nature is
Illuminated Street Name Signs. Group II has only the one project which
can be implemented as either an independent project or part of a larger
intersection improvement contract. One of the conclusions of the traffic
investigation in Newport Beach was the inability of motorists, especially
transients, to distinguish street names. To correct this deficiency, a
program of illuminated street name signs at signalized intersections,
' which is supplemented by advance warning signs has been recommended at
intersections on the Federal Aid System.
It is impossible to predetermine the benefits of such a program to the
extent an economic value can be placed on it. This means the benefit/cost
ratio cannot be calculated to make a comparison with the other project
groups. Engineering judgement dictates that this project is badly needed
and should be one of the top priority projects in the City.
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1
4. Priority of Signal Coordination Systems (Group III):
A benefit/cost ratio as the rationale was used for priority selection for
projects within the general grouping of signal coordination systems. For
the purpose of priority determination, the annual benefits expected were
primarily travel time savings, although it is recognized that rear -end
accidents will be reduced, but the economic value is to a lesser extent.
The project costs include the initial cost of the coordination equipment,
the cost of the signals portion of an intersection improvement if the
coordination system included such projects, and an annual maintenance and
operation cost. The results of this benefit/cost analysis is shown in the
following table (Table 14).
5. Priority of Modifications (Group IV):
The fourth grouping of TOPICS projects is Modifications (See Table 15)
which involves existing -facilities. These improvements are more or less
of a trial and error nature and it is reasonable to assume that their
overall importance in the list of projects is not as great as the other
three categories. This is not to say that they are not necessary, all of
these locations deserve attention, but rather that the extent of their
effect on the problem is a matter of conjecture and subject to varied
opinion. Therefore, the conclusion of this subjective analysis indicates
that Group IV should be a little less than the first three in the priority
rating.
D. Five Year TOPICS Program
The City of Newport Beach was apportioned approximately $181,OOQ in the first
four years under the TOPICS program. After the first two years, Congress cut in
half the $200 million per year level of funding. The State of California allocated
to the various urban agencies its annual share of Federal TOPICS money, all cities
had their funds cut in half as a result. There is much speculation about what, if
anything, will replace TOPICS, but the best estimate is that TOPICS will continue
for some time to come at one-half funding and the other half will be picked up by
a new urban system program. The urban system program would permit expenditure of
Federal money on a larger network of roads than TOPICS. In any event, it appears
that the City can expect Federal financial aid to continue at the present level
which for Newport Beach is about $35,000 per year. One of the Federal requirements
is that the money be committed by the end of the second fiscal year after they are
appropriated. Newport Beach has paced its participation to meet that schedule and
with a number of projects to select from in the future can continue to do so.
E. TOPICS Program Monitoring and Evaluation
1. Program Monitoring and Updating:
One of the requirements of TOPICS is that the program be a part of a
continuous comprehensive planning process which is periodically updated.
The City should update the traffic data presented in this study as new
information becomes available and check the proposed projects to determine
if conditions have changed which significantly affect the need or nature
of those improvements. If new problem areas are detected or previous ones
substantially altered, the program should be revised to reflect the more
recent data.
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TABLE 14
PRIORITY OF SIGNAL COORDINATION SYSTEMS
Priority
No.
Location
1
Dover Drive
2
Irvine Avenue
3
Jamboree Road at
Ford Road
4
Jamboree Road at
Palisades Road
5
Balboa Boulevard
6
San Joaquin Hills
Road
Diff. in
Avg.
Length
Sneed
ADT
0.65
8
24,000
0.75
6
16,000
0.26
4
13,00D
0.22
5
13,000
0.10
3
18,000
0.50
5.5
6,000
Accident
B/C
Reduction
Ratio
4/yr.
14.50
5/yr.
6.60
1/yr.
6.90
1/yr. 6.50
-- 6.42
1/yr. 1.24
-62.
TABLE 15
,TOPICS PRIORITY LIST
Group New Signal Installations
1. Dover Drive at Irvine Avenue.
2. Jamboree Road at Bayside Drive.
3. Newport Center Drive at 'Newport Center Drive East and West.
4. Placentia Avenue at Superior Avenue.
5. Newport Center Drive East at Santa Rosa Drive.
6. Irvine Avenue at Highland Avenue.
7. Irvine Avenue at Mariners Drive.
8. Dover Drive at 16th Street.
9. Dover Drive at Cliff Avenue.
10. MacArthur Boulevard at San Joaquin Hills Road (contingent
upon approval of revised Type II System).
11. San Joaquin Hills Road at Marguerite Avenue (contingent
upon approval of revised Type II System).
12. Balboa Boulevard at 47th Street (AHFP project).
13. Balboa Boulevard at Palm Street.
14. Placentia Avenue at 16th Street (City of Costa Mesa
project).
QrouR I Illuminated Street Name Signs
1. City-wide Program (for illuminated mast arm mounted or
advance warning street name signs).
Group III. Signal Coordination Systems
1. Dover Drive Coordination System.
2. Irvine Avenue Coordination System.
3. Jamboree Road Coordination System (at Ford Road).
4. Jamboree Road Coordination System (at Palisades Road).
5. Balboa Boulevard Coordination System (at 47th Street).
6. San Joaquin Hills Road Coordination System.
qro_W Modifications
1. Jamboree Road at San Joaquin Hills Road (safety
modification).
2. Irvine Avenue (north of Santiago Drive - increase
delineation).
3. Hospital Road at Placentia Avenue (intersection control).
1 -63-
I
In order to accomplish program updating, the City Traffic Engineer will
need to continue collecting traffic data as in the past.
' 2. Program Evaluation:
' The Federal requirements also specify that the TOPICS plan will have a
program to evaluate the effectiveness of the improvements. This evaluation
Involves analysis of "before" and "after" conditions for both accidents
and travel times. Since the "before" conditions are known and made a part
' of this report, only the "after" conditions need be measured. These two
conditions can be compared and an economic analysis of benefit/cost ratio
similar to that discussed in the Evaluation Techniques section and will
indicate a quantitative measure of the effectiveness.
It is not necessary to evaluate each individual improvement, but rather the
program as a whole. The entire program should be broken up into phases for
evaluation. It is recommended that these phases be on an annual basis and
all projects completed each year be evaluated together. Since TOPICS funds
can be used to finance these evaluation studies, the City can either do the
work in house or retain outside assistance.
F. Evaluation Techniques
A large quantity of traffic data was assembled for the Newport Beach TOPICS Study.
The task was to analyze this data in a manner that would indicate the locations
suffering from inadequacies in capacity and/or safety and devise solutions, and
establish a system of priorities to these solutions. In fulfilling these tasks,
a number of engineering techniques were used which are described herein.
' 1. Accident Analysis:
Accident data was obtained from the Newport Beach Traffic Engineering
' Department. To determine the locations where safety deficiencies existed,
an accident rate method was used. Intersections and roadway segments were
listed according to both accident rate and total number of accidents. The
' collision diagrams of these locations were then examined and analyzed to
establish if any accident trends existed. All intersections with rates above
1.3 accidents per million vehicles are listed in Table 11. This rate was
selected because 1.3 is the average accident rate for high accident inter-
sections in Los Angeles County. This was taken from Chart 4 of the Guidelines
chapter of Uniform Traffic Control in County Committee published by Los
Angeles County Road Department in July, 1971. By means of this chart, the
average accident rate for intersections can be predicted.
2. Capacity Analysis:
' The capacities of the primary intersections were calculated using techniques
established by the 1965 Edition of the Highway Capacity Manual. Traffic
counts were available from the City Traffic Engineering Department and this
' data was analyzed to determine where demand exceeded capacity. Signal timing
data required for G/C ratios was obtained from an extensive signal inventory
conducted as an integral part of this study.
1 -64-
When traffic actuated controllers were involved, an attempt was made to
estimate the actual G/C ratio from an analysis of the signal timing. It was
recognized that the duration of green time would be a function of the minimum
and maximum dial settings and the frequency of actuations. To establish a
G/C, peak -hour volumes were used and a green time between the minimum and
maximum was predicated upon the peak -hour volume of that phase. The peak -hour
volume was broken down to the average arrival rate (seconds/vehicle) and that
arrival rate applied to the controller setting to determine what portion of
maximum would be utilized.
As a further check on capacity, the average travel speeds for various
segments were compared with those for levels C and D in the Capacity Manual.
It was found that occasionally travel time rather than intersection capacity
was the limiting factor in determining the level of service.
3. Cost Effectiveness Analysis:
Establishment of priorities for projects other than the new signal
installations was predicated primarily on the annual benefits returned
from the capital expenditures. These benefits are primarily for two sources:
(1) a reduction in the number of accidents; and (2) savings of travel
time for road users. The values of these two items have been established
quantitatively. Average values of a death, non -fatal injury, or property
damage accidents were developed by the National Safety Council in 1965.
These costs include wage loss, medical expense, overhead cost of insurance
and property damage. These costs are:
Death
Non -Fatal Injury
Property Damage Accident
$34,400 x 1.20 = $41,800
$ 1,800 x 1.20 = $ 2,160
$ 310 x 1.20 = $ 370
Since 1965, the cost of living has increased approximately 2.5 percent per
year so an additional 20 percent was added to the above costs to arrive at
current costs. These costs were then used for the purpose of this report.
The accident rate at a location after the improvements recommended were
implemented was assumed for economic purposes to be lowered to the average
rate now experienced at comparable volume intersections in Los Angeles
County. This "after" accident rate was taken from Chart 4 in Uniform
Traffic Control in County Committee. This reference also gives the averages
of accident severity as follows:
Accident
Location % Fatal % In ury % Pr22erty Damage
Intersection 0.7 50.0 49.3
Mid -Block 1.0 38.3 60.7
This new accident rate with appropriate costs per accident was applied to
the "before" accidents to obtain the annual benefit of accident reduction.
-65-
To evaluate the value of travel time savings, bottlenecks were analyzed
to determine the annual number of vehicle -hours saved. To do this, some
assumptions were necessary. First, it was assumed that savings in delay
occurred 365 days per year. The present average speeds were compared against
improved condition and savings estimated. Time -space diagrams give speeds
for streets where a coordination system was recommended. When an intersection
signal was improved but not coordinated, a conservative estimate of the
reduced average delay of the intersection was made. This, of course, was a
judgement factor.
The value of the annual savings in travel time is debatable. A number of
studies to determine the value of time to motorists has been undertaken,
but one in particular was that of Thomas C. Thomas of the Stanford Research
Institute. His study involved what motorists were willing to pay to save
time on toll facilities, as compared to a slower but free alternate route.
He arrived at a value of $2.82 per hour. However, for the purposes of this
study, a more conservative estimate of $1.50 per hour was used. This was
because the figure was applied to every driver and not exclusively to
commuters and commercial drivers, and also because 365 days per year was
used instead of just work days.
Annual cost was determined by amortizing the construction cost over an
appropriate period at a six percent interest rate. This period was ten
years for signals and equipment, 20 years for road construction, and 50
years for right of way. Annual cost was then the total of annual cost of
capital recovery, maintenance, and operation.
The benefit/cost ratio was calculated by dividing annual benefits by annual
cost which was the factor used for determining project priorities.
The following sample calculation illustrates the method of determining the
benefit/cost ratio for a typical coordination project.
'I
SAMPLE CALCULATION:
Data:
Location - Irvine Avenue
Average Speed (Before) = 24 mph (measured)
Average Speed (After) = 30 mph (assumed progression)
Length = 0.75 miles
Volume = 16,000 ADT
Travel Time Saved = .0078 hrs/veh
Value Time Saved =
0061 hrs/veh x 24,000 veh/day x 365 day/yr x $1.50 = $54,000/yr
Accident Reduction (assume avg. seg. rate = 5.00 accident)
Accidents/yr = 15.Srate = 7.06 (before)
.00
Accident = 15.3 x 5.0= 10.8
Accidents Reduced = 4.5 call 5/yr
3 x 2160 = $6480
2 x' 370 = 740
7200/yr Annual Saving from Accident
Total Benefits = $54,000 (Travel Time)
7,229 (Accident Savings)
Annual Cost:
3 signals @ 20,000 = $60,000
Coordination Equipment = 4,800
Total Construction Cost = $64,800
Assume 10-year signal life, salvage value = 0
Capital Recovery Factor (10 years @ 6% interest rate) = 0.1359
Annual Cost of Capital Recovery = 0.1359 x 64,800 = $8,800
Assume Annual maintenance and operation cost = $500
Total Annual Cost = $9,300
Benefit/Cost Ratio:
Total Annual Benefits = $61,200 = 6.60
Total Annual Costs $ 9,300
-67-
1
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT NO. 1
LOCATION: Irvine Avenue at Dover Drive (19th Street Costa Mesa)
TYPE PROJECT: New Signal Installation
PROJECT DESCRIPTION:
The above described intersection is currently operating as a five -way stop.
This is presently causing delays and interruptions of through traffic on Irvine
Avenue, which is currently carrying a volume of 15,000 vehicles per day. While
this interruption allows cross street traffic to move, it also acts as a safety
device to slow traffic down, because of existing cross gutter structures, across
both Irvine Avenue and Dover Drive. If these cross gutters were to be driven
across at any appreciable speed above 15 MPH, they would prove to be traffic
hazards because of potential loss of control possibilities.
Dover Drive presents a unique type of problem because of its geometric
configuration. There are actually two Dover Drive approaches to Irvine Avenue,
one on 'either side of a storm drain channel. Each Dover Drive approach is a two
lane, two way street with parking, separated by approximately 50 feet for channel
right of way. This is on the east side of Irvine Avenue. The west approach is
directly in line with the centerline of the channel on the east side and is a
single, two lane, two-way street with parking both sides. (West side approach
is actually 19th Street in the City of Costa Mesa).
The traffic signal warrants, as specified in the Manual on Uniform Traffic
Control Devices are met at this intersection. Although the accident rate is
comparatively low for this intersection, in a meeting with City officials it
was disclosed that there is a high amount of near -miss type occurrence, and
that this intersection was generally agreed upon as one of the predominate
problems in the City.
Trending:
The accident rate (0.49 accidents per million vehicles) does not reflect a
serious problem, but motorists are aware of the problems encountered here and
approach the intersection with extreme caution. Aside from the capacity problems
encountered on Coast Highway which cause accidents and congestion, this is the
most serious accident hazard in the City.
Improvement Concepts:
Improvement of this location is dependent upon simplification of what is now a
five -legged intersection. Three basic design approaches are available:
1. A one-way couplet on Dover Drive east of Irvine Avenue.
2. Elimination of one approach.
3. Signalization as is.
These design approaches are illustrated in the following plans (Figures 16-22).
I
1
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1
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89 PEAK
STOP SIGN
DOVER DRIVE
.......... 1.
19 th STREET
.
ci
(COSTA MESA) ----__ \ --__,\ i---------- -
1000ADT STOP SIGN
105PEAK DOVER DRIVE
13 I' `-r«EXIST FIRE STATION
la I `--- 251� 1 A�
234PEAK
I I Pi I r y 26211 ADS T
224 PEAK
a ui
LEGEND
I EXIST. CURB
Z I I EXIST. RIGHTOF WAY —
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L I I I I EXIST. TRAFFIC DIRECTION
I
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—,—
,MGMm WHITECTS M1.Aw ft rn C, MINE. IEVIW, "LlM A 1 T., m.I.a
DOVER DR. at IRVINE AVE
EXISTING CONDITIONS
FIGURE 16
I✓
19 th STREET _
(COSTA MESA) �I
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it
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DOVER DRIVE
........ _........................ ..... in.
�. .... .... .. ... .... ..... i0 ...CC
M
DOVER DRIVE
--ter -EXIST FIRE STATION
�I LEGEND
/ 11 EXIST.CURS---------
EXIST. RIGHTOFWAY —
EXIST. STRIPING - - --
NEW PAVEMENT
�I
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I
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vt% --
i MGMMin .NCNIILCIs nAN n 2M cM11U5 W'". INVIM(. CALIFMM A 11 nlu uJ-).a
DOVER DR.at IRVINE AVE
I
STREET IMPROVEMENTS+
FIGURE
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12310
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19th STREET o00---------
v _
(COSTA MESA) �11! j i I "r;'-------- - - - - --
I
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E-0 I , j_ DO -",-EXIST. FIRE STATION
13 I
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- - - - - - --
EXIST.RIGHTOF WAY
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EXIST STRIPING
NEW SIGNAL HEAD
--Q�
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CHANNELIZATION LINE > I [ I I I
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19 th STREET _ Jf
(COSTA MESA)
CROSSWALK
I'
v HAMMERHEAD CUL DE SAC
�. DOVERDRIVE
Q
DOVER DRIVE
--� EXIST. FIRE STATION
I� I CENTERLINE
I LANE LINE
I CHANNELIZATION LINE
.. I
I i ; LEGEND
I EXIST.CURB--- - - - - --
EXIST. RIGHT OF WAY EXIST. STRIPING -- .... -
NEW STRIPING -
�I I
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%ph --
1«GI«f(tl w�C«nlns nA«w 2 b (e S Ww(. fXVI«I. CALIFMMA 1b olu 01-)40
DOVER DR. at IRVINE AVE
STRIPING PLAN
FIGURE '19
J
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o �N
19L STR FT_, I
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NORTHBOUND
A
NK
ti�ON p�p,CE
CUM6ERLAND LANE I
f
CORNWALL LANE
WESI'CLIFF DRIVE — --��
1
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NOWOW LANE
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DOVER DRIVE
ONE-WAY SYSTEM
FIGURE 20
NOTE
IN5'TA%.L 39(CONTR0LLeQ THAT
A4 AZ
1'S EXPANOABLE TO G PHASES
FOR FUTURES USE t% WHICH W
A' �a`�
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EX15?.'TRAPflCDIR.ECTION.
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In
NEW ORREPAVIIJG AREA.
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DOVER DRIVE AT
INTERSECTION
%At% M~.� ENGINEERS ARCNISECTS MANNERS 2M CA S WIVE, IRVINE, CALIFORNIA S11/E%/9173S.24%
IRVINE AVENUE
IMPROVEMENTS
FIGURE 21
I
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1
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4 R40 SIGNS
(2-WAY TRAFFIC
AHEAD) \ O
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W41 SIGN
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(ONE WAY)
W44ASIGN TI------- \\\ \
(2 WAY TRAFFIC)
j Ili{ EXISTING BRIDGE \ ',
R41 SIGN \\\\
(RT. TURN ONLY) � \
i Ii
STCLIFF DRIVE ��'� �••-`� �\
..... ..... --. ..... I VA Ps 1•i 7• LAN,)
EXIST. SIGNAL
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\\ \ I II I ¢
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DOVER DRIVE AT WESTCLIFF DRIVE
INTERSECTION STRIPING
Vt% -�
. INCIWAS ARCHITECTS nANNERS 2M, C�S MIVI, IRVINE, CuvoRNIA 9 w (7141 01.24 O FIGURE 22
Evaluation of these three alternatives involves factors in addition to roadway
capacity and traffic operations. The existing travel patterns must be examined
along with the impact of any improvement on Dover Drive which changes those
patterns.
Oae-Way System:
Conversion of Dover Drive to a one-way couplet would be a relatively inexpensive
means of improving the operation of the Dover Drive -Irvine Avenue intersection
and simplifying the signalization. However, experience shows that both the daily
volume and average speed of traffic would increase on Dover Drive. These are
undesirable from the standpoint of residents living in the areas adjacent to
Dover Drive. In order to minimize the increase in volume, the southern terminus
of the one-way system would be left unimproved. This would act as a value limiting
the flow of traffic onto northbound Dover Drive and would be a deterent to
motorists using Dover Drive as an arterial. To a lesser extent, a similar value
for southbound traffic would be "built in" at the Dover Drive -Irvine Avenue
intersection by deleting left -turn phasing from the newly installed traffic
signal. The relatively long distance from the stop bar on Irvine Avenue across
the channel to the southbound leg of Dover Drive would make a difficult turning
maneuver for motorists, thereby discouraging its usage. An easier left turn could
be made at Westcliff Drive, as southbound motorists now do.
The present traffic on Dover Drive is 5,800 ADT total for both sides (5,100 of
which is on the south side) and this is estimated to increase by about 25% to
7,300 ADT if the one-way system is implemented. The present speeds average 24 to
25 miles per hour northbound and southbound respectively for this segment of Dover
Drive. It is anticipated that the average would increase to 30 miles per hour for
one-way streets.
Cul De Sac:
The second means of simplifying the Dover Drive -Irvine Avenue intersection would
be the closure of one street approach and limiting the geometric configuration to
four legs. This could be best accomplished by erecting a permanent barricade on
the northern segment of the Dover Drive approach. The intersection would then
be signalized in typical fashion with only minor complications arising from the
offset of Dover Drive on the east with 19th Street (City of Costa Mesa) on the
west. At present, only one bridge crossing the flood control channel exists on
' Dover Drive between Irvine Avenue and Westcliff Drive and that is at Mariners
Drive, approximately 1,000 feet south of the problem intersection.
Closure of the north half of Dover Drive would not produce a long detour for the
traffic presently utilizing this roadway. The existing volume is 700 ADT of which
one-half is northbound and they would be directed over to the through segment at
Mariners Drive. Only local residents would use the dead-end section of Dover Drive
and that for access to their houses.
The third alternative is to leave the five approaches as they are and signalize
' the intersection. Although five -legged intersections are generally undesirable
from the traffic operations standpoint, it is nevertheless possible and could be
done. However, with five approaches, the controller would require seven (7) phases
1 to adequately separate the conflicting movements at this location.
�. -76-
' Installation of such a machine presents no particular problems. However, the
cost of seven phases is appreciably more than for two (all that is required for
' alternate 2) and the average intersection delay caused by the use of multi -phasing
would be an average of 6 seconds per vehicle greater. Finally, establishment of a
coordination system involving a seven -phase controller with other signals in the
system on Irvine Avenue would be much more complicated and its effectiveness
' substantially reduced.
The princiapl advantage of this simple signalization without the road closure is
that none of the residents would be inconvenienced with driving halfway "around
the block" to get to their home from Irvine Avenue or -trash trucks having to turn
around on the dead-end. Any proposal to block the northern half of Dover Drive at
' Irvine Avenue must include some provision for affected vehicles to turn around so
they do not have to back all the way out on Dover Drive, or force them to use a
private residence's driveway. The feasibility of the type turn around that could
be provided was investigated and the 00hammer head" (shown in Figure 23) was
' found most suitable. The cost of such a structure would be $25,000. A direct
connection between the two segments of Dover Drive was also examined (see Figure
24). This alternative is not recommended because it forms a second intersection
' too close to Irvine Avenue and the cost of the structure increases because of the
curvalinear nature of the alignment. The turn around would be used by anyone except
a few residents on this segment of Dover Drive and trash collection trucks.
The conclusion of the investigation of the problem at the intersection of Dover
Drive and Irvine Avenue is that the second alternate, one road closure with
signalization, is the most feasible, substantially improves the situation and
presents a minimum of environmental impact. It does involve a change of function
of a Federal aid road and would therefore require a.public hearing before
implementation.
rWORK TO BE DONE AND COST ESTIMATE:
' 1. Install complete, traffic signals and lighting $ 35,000.00
2. Roadwork, including removal of cross -gutters,
repaving, relocate median nose and storm drain
' installation 26,000.00
3. Construct turn around including structure over
' flood control channel 30,000.00
4. Contingencies (10%) 9,100.00
5. Design Engineering (10%) 9,100.00
6. Construction Engineering and Contract Administration 9,100.00
' Total Project Cost $118,300.00
-77-
NEL
(d
Z
DOVER DRIVE AT IRVINE AVENUE
HAMMERHEAD CUL-DE-SAC;
ALTERNATE I
..uwm ur +nrn n+wrn rrc,.,ns am. nv+e. uwa.0 +r... ou ui.»so F 1 C3URE
ELLO �,,
LINE
DOVER DRIVE AT IRVINE AVENUE
TURN AROUND
ALTERNATE 2
ucnx us ,u nn rt,w..fn )ID CM SMIA uu.M.a 1M vm All ua FIGURE 24
'
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 2
'
LOCATION: Jamboree Road at Bayside Drive and Marine Avenue
TYPE PROJECT: New Signal Installation
'
PROJECT DESCRIPTION: ,
The above described intersection is located south of the East Coast Highway
at the gateway to Balboa Island. The north leg is Jamboree Road, which is a
four -lane artery connecting to East Coast Highway. The
east and west legs are
Bayside Drive, also having four lanes, and paralleling
the East Coast Highway.
The south leg is Marine Drive, which is four lanes at this intersection, but
'
rapidly becomes two lanes at the bridge entrance to Balboa
Island.
The average daily vehicle traffic at this intersection
is as follows:
'
Marine Avenue (South Approach)
. 12,960 ADT
Bayside Drive (West Approach). . . . . . . . . .
. 10,740 ADT
Bayside Drive (East Approach). . . . . . . . . .
. 5,604 ADT
'
Jamboree Road (North Approach)
9,660 ADT
'
Currently, the intersection is operating as a four-way
stop condition.
The accident occurence here has been at 0.83 accidents
per one million vehicles,
'
or 8 accidents average per year.
In anticipation of this intersection appearing high on
the areawide study
priority list, the City of Newport Beach has prepared and submitted a project
report for the installation of traffic signals as an interim
project to make
'
use of available TOPICS funding. They have proposed an
eight -phase actuated
controller, with pedestrian actuated signals. Also, safety
lighting is to be
provided throughout.
WORK TO BE DONE AND COST ESTIMATE:
'
1. Install complete, traffic signals
and lighting
$40,000.00
2. Roadwork
5,000.00
3. Contingencies 10%
4,500.00
4. Design Engineering 10%
4,950.00
5. Construction Engineering and Contract
Administration 10%
4.950.00
Total Project Cost
$59,400.00
'
Project Status:
This project has been approved by the FHWA and is under
construction (July, 1972).
'
-80-
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 3
LOCATION: Newport Center Drive at Newport Center Drive East and West
TYPE PROJECT: New Signal Installation
PROJECT DESCRIPTION:
The above described intersection is located north of the East Coast Highway at
the entrance to Newport Beach's largest shopping complex; "Fashion Island " .
Newport Center Drive is a six -lane, divided primary artery from the East Coast
Highway to Newport Center Drive East and West. The prolonged extension of
Newport Center Drive is a private, four -lane divided drive to and from "Fashion
Island". Newport Center Drive East and West is also six lanes divided, and
forms a circle completely around "Fashion Island".
The average daily vehicle traffic at this intersection is as follows:
Newport Center Drive . . .
Newport Center Drive East.
Newport Center Drive West.
Private Drive. . . . . . .
. . . . . . . . . 11,600 ADT
. . . . . . . . . 6,242 ADT
. . . . . . . . 1,840 ADT
. . . . . . . . . 4,620 ADT
Currently, traffic on Newport Center Drive and the private drive are treated
as the through -movement streets, while Newport Center Drive test and West are
both controlled by existing stop signs.
The accident occurence here has been at 1.30 accidents per one million vehicles,
or 6 accidents average per year.
In anticipation of this intersection appearing high on the areawide study
priority list, the City of Newport Beach has prepared and submitted a project
report for the installation of traffic signals as an interim project to make
use of available TOPICS funding. They have proposed a two-phase actuated
controller (expandable to 8-phase) with pedestrian -actuated signals. Also,
safety lighting is to be added on the north leg at the private drive pole
installation.
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, traffic signals
and lighting $40,000.00
2. Contingencies 10% 4,000.00
3. Design Engineering 10% 4,000.00
Total Project Cost $48,000.00
Project Status:
This project has been approved by the FHWA and is under construction (July, 1972).
-81-
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 4
LOCATION: Placentia Avenue at Superior Avenue
TYPE PROJECT: New Signal Installation
PROJECT DESCRIPTION:
The above described intersection is located in the northwesterly portion of
the City of Newport Beach, north of the West Coast Highway and west of Newport
Boulevard. Superior Avenue is a four -lane artery, that directly connects
to West Coast Highway, while Placentia Avenue has four lanes north of this
intersection and two lanes south of this intersection. Placentia Avenue
is the direct route to Hoag Memorial Hospital, located southeast of this
intersection. Both heavily travelled streets provide connections between
Newport Beach and the industrial area of Costa Mesa.
The average daily vehicle traffic at this intersection is as follows:
Superior Avenue
Superior Avenue
Placentia Avenue
Placentia Avenue
(Southwest Approach)
(Northeast Approach)
(South Approach). .
(North Approach). .
. . . . . . 11,620 ADT
. . . . . . 9,070 ADT
. . . . . . . 7,280 ADT
. . . . . . . 6,090 ADT
Currently, the intersection is operating as a four-way stop condition.
The accident occurence here has been 0.43 accidents per one million vehicles
or 3 accidents per year.
In anticipation of this intersection appearing high on the areawide study
priority list, and due to the extreme oblique intersecting angle, the City of
Newport Beach has prepared and submitted a project report for the installation
of traffic signals as an interim project to make use of available TOPICS
funding. They have proposed a three-phase actuated controller with left -turn
movements for Superior Avenue, along with pedestrian -actuated signals. Safety
lighting will be provided throughout.
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, traffic signals
and lighting $37,000.00
2. Contingencies 10% 3,700.00
3. Design Engineering 10% 3,700.00
4. Construction Engineering and Contract
Administration 3,700.00
Total Project Cost $48,100.00
Project Status:
This project has been approved by the FHWA and is under construction (July, 1972).
1
-82-
It
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 5
LOCATION: Newport Center Drive East at Santa Rosa Drive
TYPE PROJECT: New Signal Installation
PROJECT DESCRIPTION:
The above described intersection is currently operating as a four-way stop
condition.. Both streets are identical in cross-section, six lanes, divided
roadways with no parking on either side. The south approach is actually an
extension of Santa Rosa Drive in and out of the parking area of "Fashion
t Island " shopping complex.
Currently, Santa Rosa Drive carries a volume of 10,000 vehicles per day,
' as compared to Newport Center Drive East, which carries 5,000 vehicles per
day. Santa Rosa Drive is posted at 25 MPH, and Newport Center Drive East
is posted at 40 MPH. The accident rate is 1.39 accidents per one million
vehicles which is an average of 5.0 accidents per year.
' The traffic signal warrants as specified in the Manual on Uniform Traffic
Control Devices are satisfied at this intersection.
Project Status:
A project report has been submitted to and approved by the FHWA.
' In anticipation of this intersection appearing high on the areawide study
priority list, the City of Newport Beach has prepared and submitted a project
' report for the installation of traffic signals as an interim project to make
use of available TOPICS funding. They have proposed a two-phase, actuated
controller (expandable to 8-phase), with pedestrian -actuated signals. Also,
' safety lighting is to be added on the west leg at the private drive pole
installation.
WORK TO BE DONE AND COST ESTIMATE:
' 1. Install complete, signals and lighting $42,000.00
2. Contingencies 10% 4,200.00
3. Design Engineering 10% 4,600.00
4. Construction Engineering and Contract
Administration 10% 4,600.00
Total Project Cost $55,400.00
',' -83 -
II
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 6
LOCATION: Irvine Avenue at Highland Drive (20th Street Costa Mesa)
TYPE PROJECT: New Signal Installation
PROJECT DESCRIPTION:
The above described intersection is currently operating as a two-way stop with
Irvine Avenue which carries 15,000 ADT as the through street. This forced stop
to the side street acts as a safety device to slow traffic down because of
existing cross -gutter structures across Highland Drive. If these cross -gutters
were to be driven across at any appreciable speed above 15 MPH, they would prove
to be traffic hazards because of potential loss of control possibilities.
The intersection itself does meet traffic signal warrants, as specified in the
Manual of Uniform Traffic Control Devices. The accident rate for this intersection
is 0.12 accidents per one million vehicles, which is an average of one accident
per year.
In an effort to decrease delays on Irvine Avenue, and to eliminate the existing
traffic hazards, it is recommended that a traffic signal be installed at this
intersection, in conjunction with reconstruction of surface drainage facilities
to underground type so as to provide a smooth profile for vehicles traveling
both on Irvine Avenue and Highland Drive. (Highland Drive on the east approach
is 20th Street in the City of Costa Mesa, on the west side). This project is part
of the proposed project for the Irvine Avenue Signal Coordination System.
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, 2-phase, actuated solid
state traffic signal, including all
appurtenances
2. Construct complete, underground drainage
facilities to replace existing cross -gutters
including repaving
3. Contingencies 10%
4. Design Engineering 10%
5. Construction Engineering and Contract
Administration
Total Project Cost
$25,000.00
5,000.00
3,000.00
3,000.00
3,000.00
$39,000.00
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 7
LOCATION: Irvine Avenue at Mariners Drive (18th Street, Costa Mesa)
TYPE PROJECT: New Signal Installation
PROJECT DESCRIPTION:
The above described intersection is currently operating as a two-way stop,
with Irvine Avenue as the through street. Irvine Avenue currently carries
a volume of 15,000 vehicles per day. There are existing left -turn lanes on
Irvine Avenue, in the median, for both north and southbound traffic.
Mariners Drive on the east approach and 18th Street (City of Costa Mesa) on
the west approach are directly in line with each other and are both two-way,
two-lane streets with parking on both sides. There are existing cross -gutter
structures that east -west traffic must cross, one on either side of Irvine
Avenue and one on the east side of the median on Irvine Avenue. All three
cross -gutters are parallel to Irvine Avenue and are such that a vehicle
traveling over 15 MPH could possibly lose control when crossing one.
This intersection meets traffic signal warrants, as specified in the Manual
on Uniform Traffic Control Devices. The accident rate is 0.30 accidents per
one million vehicles, which is an average of 2 per year.
It is recommended that a traffic signal be installed at this intersection as
a part of the proposed signal coordination system for Irvine Avenue, in
conjunction with roadway reconstruction to reduce the cross -gutter hazard.
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, traffic signal and
lighting
2. Reconstruct cross -gutters to reduce
profile
3. Contingencies 10%
4. Design Engineering 10%
5. Construction Engineering and Contract
Administration
Total Project Cost
$25,000.00
5,000.00
3,000•.00
3,000.00
3,000.00
$39,000.00
1 -85-
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 8
LOCATION: Dover Drive at 16th Street
TYPE PROJECT: New Signal Installation
PROJECT DESCRIPTION:
The above described intersection is an existing two-way stop condition, with
Dover Drive, north and southbound, the through street and 16th Street, east and
westbound, the stop street. Dover Drive is a four -lane divided roadway, with
left -turn lanes in the median for both north and southbound traffic. 16th Street
is a two-lane, undivided roadway, that terminates approximately 500 feet east of
this intersection. Dover Drive currently carries a volume of 24,000 vehicles per
day, with a posted speed limit of 40 MPH.
The traffic signal warrants, as specified in the Manual on Uniform Traffic Control
Devices are satisfied at this intersection. The major problem is moving side
street traffic into the heavy volumes of the through street traffic, and left
turns from the south approach of Dover Drive, onto 16th Street. The accident rate
is 0.12 accidents per one million vehicles, which is one accident per year.
In an effort to relieve the above problems, it is recommended that a two-phase
expandable to four -phase fully actuated, solid state traffic signal be installed.
This will become a part of the proposed signal coordination system for Dover Drive,
to counteract the additional delays on Dover Drive that will be encountered due
to this new signal installation.
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, 2-phase, solid state,
fully actuated signals, including controller,
with 4-phase frame signals, poles, loops,
loop detectors, and all appurtenances $35,000.00
2. Contingencies 10% 3,500.00
3. Engineering Cost 3,500.00
Total Project Cost $42,000.00
1 -86-
I
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 9
LOCATION: Dover Drive at Cliff Avenue
TYPE PROJECT: New Signal Installation
PROJECT DESCRIPTION:
The above described intersection is an existing "Tee" intersection with Dover
' Drive a through, four -lane divided street, north and southbound, and Cliff
Avenue a stop, two-lane, undivided street, east and westbound, west of Dover
Drive. There is existing, a left -turn lane,;in the median, for northbound
traffic on Dover Drive to enter Cliff Avenue westbound. Dover Drive currently
is carrying a volume of 24,000 vehicles per day, with a posted speed limit of
40 MPH.
' The traffic signal warrants as specified in the Manual on Uniform Traffic Control
Devices are met at this intersection. There are existing problems of side street
vehicles entering a heavy volume through street, and left turns from Dover Drive
onto Cliff Avenue. Accidents experienced at this intersection are occurring at a
rate of 0.24 per one million vehicles, or 2 accidents per year.
In an effort to relieve the above problems, it is recommended that a two-phase,
expandable to four -phase, fully actuated, solid state, traffic signal be
installed. This will become a part of the proposed signal coordination system
for Dover Drive, to counteract the additional delays on Dover Drive that will
' be encountered due to this new signal installation.
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, two-phase, solid state,
fully actuated signals, including controller,
with four -phase frame signals, poles, loops,
loop detectors, and all appurtenances $25,000.00
2. Contingencies 10% 2,500.00
1 3. Engineering Cost 2,500.00
' Total Project Cost $30,000.00
it
i' -87.
11
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 10
LOCATION: MacArthur Boulevard at San Joaquin Hills Road
TYPE PROJECT: New Signal Installation
PROJECT DESCRIPTION:
The above described intersection is located in the eastern section of Newport
Beach, east of MacArthur Boulevard (S.H.73) and north of the East Coast Highway.
This particular area of the City was newly added to the urban area with the 1970
location of the F.A.U.B.
The east and west approaches of this "Teel' intersection is San Joaquin Hills
Road, a two-lane artery, while the north approach is MacArthur Boulevard, also a
two-lane roadway, currently controlled by a stop sign. There is a certain amount
of confusion due to two comparatively parallel streets sharing the same name;
MacArthur Boulevard. The difference is, that the original MacArthur Boulevard is
also State Highway 73, and was scheduled to become a part of the Corona Del Mar
Freeway. With this proposal in mind, this second roadway, that is maintained by
City forces, was allowed to be named MacArthur Boulevard. This second roadway is
referred to as "New MacArthur Boulevard" while S.H.73 is called either "Old
MacArthur Boulevard" or State Highway 73, by City forces.
This project is concerned with "New MacArthur Boulevard " . Vehicular volumes
for this intersection are 12,000 ADT for San Joaquin Hills Road and 4,600 ADT
for MacArthur Boulevard. The accident experience here is a rate of 0.0 per one
million vehicles because no accidents have occurred at this location.
In an effort to insure easier, smoother flow and reducing the right-angle type
accidents at this intersection, it is recommended that a traffic signal be
installed. Traffic signal warrants are satisfied as perscribed in the Manual
of Uniform Traffic Control Devices.
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, 2 phase fully actuated,
traffic signal, including signals, poles,
detection, safety lighting, and all
appurtenances $25,000.00
2. Contingencies 10%
3. Design Engineering 10%
4. Construction Engineering and Contract
Administration
Total Project Cost
2,500.00
2,500.00
$32,500.00
-88-
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 11
LOCATION: San Joaquin Hills Road at Marguerite Avenue
TYPE PROJECT: New Signal Installation
PROJECT DESCRIPTION:
The above described intersection is located in the eastern section of Newport
Beach, east of MacArthur Boulevard (S.H.73) and north of the East Coast Highway.
This particular area of the City was newly added to the urban area with the 1970
location of the F.A.U.B.
The east and west approaches of this intersection are San Joaquin Hills Road, a
two-lane artery, while the north and south approaches are Marguerite Avenue, also
a two-lane artery. Both the west and south approaches expand to three lanes at
I the intersection to provide for the heavy -turning movements there. The surrounding
general area is primarily residential in what is described as a comparatively new
development.
Marguerite Avenue is a direct connection from this area, to the Corona Del Mar
shopping district which is south of this intersection. Meanwhile, San Joaquin
Hills Road, serves the Newport Center, Fashion Island shopping complex, lying
west of this intersection.
Existing volumes for the two streets concerned are as follows:
1 San Joaquin Hills Road . . . . . . . . . 12,000 ADT
Marguerite Avenue. . . . . . . . . . . . 6,000 ADT
The accident occurence is a rate of 0.15 accidents per one million vehicles or 1.0
accidents average per year. The intersection is currently operating as a four-way
stop condition, which is as normal, a cause for delays.
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, 2 phase fully actuated,
traffic signal, including signals, poles,
detection, safety lighting, and all
appurtenances $25,000.00
2. Contingencies 10% 2,500.00
3. Design Engineering 10% 2,500.00
4. Construction Engineering and Contract
Administration 2,500.00
Total Project Cost $32,500.00
I
:36M
1
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 12
LOCATION: Balboa Boulevard at 47th Street and River Avenue
TYPE PROJECT: New Signal Installation
PROJECT DESCRIPTION:
The above described intersection is located in the western portion of Newport
Beach, south of the West Coast Highway. Balboa Boulevard parallels the Pacific
Coast and is the main artery for the Balboa Peninsula. The general direction of
Balboa Boulevard is northwest to southeast dt 47th Street, which is perpendicular
to Balboa Boulevard on the southwest side. Balboa Boulevard is a four -lane
roadway, undivided from River Avenue to West Coast Highway and divided southeast
of River Avenue. 47th Street and River Avenue, although parallel to each other,
are offset entering Balboa Boulevard. Both are two-lane streets.
Sight restrictions.are in evidence for vehicles emerging from 47th Street, as can
be determined from the high amount of right-angle type accidents occurring. Both
47th Street and River Avenue are currently controlled by stop signs. Accidents
are occurring at the rate of 1.48 per one million vehicles or 9.7 average accidents
per year, making this intersection the ninth highest accident rate intersection
in the City.
Balboa Boulevard is currently carrying a vehicular volume of 25,000 vehicles per
day. The posted speed limit is 25 MPH, which is nearly attained by drivers at both
peak and off-peak periods.
The combination of high volumes, restricted sight distance, and speeds on Balboa
Boulevard account for the high accident rate, especially right-angle type accidents
occurring when vehicles are attempting to enter or cross Balboa Boulevard from
either 47th Street or River Avenue.
The City traffic engineering department is aware of the above situation and are
currently planning a signal installation for this intersection using funds provided
by Orange County's Arterial Highway Financing Program (AHED). Had not these other
funds been available, this would have been a prime TOPICS project for the City of
Newport Beach.
U
-90-
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 13
LOCATION: Balboa Boulevard at Palm Street
TYPE PROJECT: New Signal Installation
PROJECT DESCRIPTION:
The above described intersection is located near the east end of the Balboa
Peninsula and experiences extreme delay and congestion during the summer season.
Control is by a two-way stop. Vehicles on Balboa Boulevard back up in long queues
waiting to turn onto Palm Street and eventual crossage of the harbor via the
ferry. Palm Street has storage for only a few cars resulting in the development
of queues along Balboa Boulevard. This situation is aggrevated by the refusal of
motorists to wait in line on Balboa Boulevard. They continue into the intersection
effectively blocking it so no traffic (including that not bound for the ferry)
can pass.
Installation of a traffic signal would act as a regulator limiting the number of
vehicles that could enter Palm Street to the storage capacity existing there. The
remainder would be forced to wait behind the signal on Balboa Boulevard. This
signal would be provided with sensors to detect presence on Balboa Boulevard and
also the capability of detecting a gap in the -Palm Street storage. The signal
would then permit other moves to proceed but "store" the ferry -bound traffic
until a gap on Palm Street is sensed. This would allow through traffic on Balboa
Boulevard to proceed without being held up by an intersection blocked with
overflow storage from Palm Street.
Another signal to complete this regulator effect should be installed on Balboa
Boulevard immediately east of Palm Street at Main Street. This unit would be
made a slave to the Palm Street signal by coordination which would allow through
traffic to pass without interruption. Full presence detection could likewise be
effectively used at this location.
Installation of the Palm Street signal is recommended under TOPICS, but because
neither street at the Main Street intersection is on the Type II System, this
portion of the project would have to be financed solely by the City.
-91-
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 14
LOCATION: Placentia Avenue at 16th Street
TYPE PROJECT: New Signal Installation
PROJECT DESCRIPTION:
The above described intersection is currently operating as a two-way stop
condition, with Placentia Avenue as the through street and 16th Street as
the stop street. Placentia Avenue is a north -south street with two through
lanes, and permissable parking on both sides. 16th Street is an east -west
street, and is also a two through lane, with parking on both sides, roadway.
Existing cross -gutters cause delays due to the slow'speeds necessary to
negotiate vehicles without loss of control. 16th Street creates congestion,
especially at peak hours, due to the many industrial and commercial firms
located there, on both sides of Placentia Avenue.
Placentia Avenue is a direct route for vehicles from the southern section
of the City of Costa Mesa to and from the Pacific Coast Highway, and Newport
Boulevard. Currently 10,000 vehicles per day travel on Placentia Avenue.
This intersection is primarily the responsibility of the City of Costa Mesa.
Costa Mesa has proposed a signal installation at this location under TOPICS.
If this proposal is implemented, it is recommended that the City of Newport
Beach participate.
1 -92.
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 1 Group II
LOCATION: City Wide -all signalized intersections (City maintained)
TYPE PROJECT: Internally lighted, mast arm mounted street name sign program
PROJECT DESCRIPTION:
Throughout the City of Newport Beach, it has been noted during this study, that
confusion and delay are caused by a lack of adequate informational signing
pertaining to street identification. Drivers are slowing traffic, especially
transient drivers, in search of particular routes. These slowing manuvers have
a tendency to create rear -end type accidents. Since Newport Beach is a very
popular recreational area for boat and beach activities, there is an abundance
of transient drivers involved in Newport Beach traffic.
The post mounted street name sign is not of any consequential value when traveling
unfamiliar roadways at any substantial speeds, due to being small and uneasy to
locate while attempting to drive a vehicle. Although it is not feasible to place
large signs at every intersection, both monetarily and asthetically, it is felt
that better signing at major or signalized intersections would decrease, at least
partially, the threat of delay and/or possible collision. The City of Newport
Beach has a high experience of rear -end type accidents. One contributor to this
is that a drivers attention is diverted from the roadway in search of a street
name. By placing street name signs on signal mast arms, the sign is directly in
the line of sight at the drive, allowing him to observe traffic conditions in
front of him, while reading the sign.
It is therefore recommended that the City of Newport Beach initiate a program for
placement of internally -lighted, mast arm mounted, street name signs (double-faced)
at all signalized intersections that are maintained by the City. It is also
recommended that the City negotiate with the Division of Highways for added street
identification on State highways within the City.
Initially, this program should begin with the installation of these signs at
existing signalized intersections. The new signals proposed by this TOPICS study,
should have these signs included in their construction. A continuation of the
program would be for the City to require all new signal installations in the
future to include mast arm signs.
Following is a list of existing signalized intersections, and proposed or
contracted signalized intersections, showing the number of mast arm mounted,
internally -lighted, street name signs required:
Intersection Description
No. of Signs Required
1.
Newport Boulevard at 32nd Street 2
2.
Newport Boulevard at 28th Street 2
3.
Newport Boulevard at Balboa Boulevard 4
4.
Balboa Boulevard at 32nd Street 2
5.
Irvine Avenue at Santiago Drive (22nd Street) 2
6.
Irvine Avenue at Westcliff Drive (17th Street) 4
-93-
i
Intersection Description
No. of Signs Required
7.
Dover Drive at
Westcliff Drive 4
8.
Jamboree
Road
at
MacArthur Boulevard 4
9.
Jamboree
Road
at
Bristol Street 4
10.
Jamboree
Road
at
Eastbluff Drive 2
11.
Jamboree
Road
at
Ford Road 4
12.
Jamboree
Road
at
San Joaquin Hills Road 4
13.
San Joaquin Hills
Road at Santa Rosa Drive 2
Total No. of Signs at Existing Signals 40
1.
Balboa Boulevard at 47th Street
2
2.
Balboa Boulevard at Palm Street
2
3.
Irvine Avenue at Highland Drive (20th Street)
2
4.
Irvine Avenue at Dover Drive (19th Street)
4
5.
Irvine Avenue at Mariners Drive (18th Street)
2
6.
Dover Drive at 16th Street
2
7.
Dover Drive at Cliff Avenue
2
8.
Jamboree Road at Bayside Drive and
Marine Avenue
4
9.
Placentia Avenue at 16th Street
2
10.
Placentia Avenue at Superior Avenue
4
11.
Placentia Avenue at Hoag Drive and
Hospital Drive
4
12.
San Joaquin Hills Road at New MacArthur
Boulevard
2
13.
San Joaquin Hills Road at Marguerite Avenue
2
14.
Santa Rosa Drive at Newport Center Drive East
4
15.
Newport Center Drive at Newport Center Drive
East and West
4
Total No. of Signs at Proposed Signals
42
On State highways at intersections with existing signals, the following list
indicates the number of mast arm mounted, internally -lighted street name signs
required at each, in order to present adequate signing at these intersections:
Intersection Description
1. West Coast Highway at Boulevard and
Superior Avenue
2.
West
Coast
Highway
at
Riverside Avenue
3.
West
Coast
Highway
at
Tustin Avenue
4.
West
Coast
Highway
at
Dover Drive
5.
East
Coast
Highway
at
Bayside Drive
6.
East
Coast
Highway
at
Jamboree Road
7.
East
Coast
Highway
at
Newport Center Drive
8.
East
Coast
Highway
at
MacArthur Boulevard
9.
East
Coast
Highway
at
Goldenrod Avenue
10.
East
Coast
Highway
at
Marguerite Avenue
11.
East
Coast
Highway
at
Poppy Avenue
12.
East
Coast
Highway
at
Morning Canyon Road
No. of Signs Required
4
2
2
2
2
4
4
4
2
2
2
2
1 -94-
'
Intersection Description
No. of Signs Required
13.
East Coast Highway at Cameo Shores Road
2
14.
Newport Boulevard at Hospital Road
2
15.
Newport Boulevard at Via Lido
2
16.
Newport Boulevard at Findley Avenue
2
17.
MacArthur Boulevard at Palisades Road
4
18.
MacArthur Boulevard at University Road
2
19.
MacArthur Boulevard at Ford Road
4
20.
MacArthur Boulevard at San Joaquin Hills Road 4
Total No. of Signs on State Highways
54
Preliminary Cost Estimate (Does not include State
Highways)
15 Intersections = 42 signs x $500.00/sign
$21,.000
Contingencies (5%)
1,050
Construction Engineering (10%)
2,100
Total
$24,150
I
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-95-
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'A
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=
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CO LINTY OF ORANGE
CITY Of NEWPOBI BEACH
STATE OF CALIFORNIA 4 G mile
L E G E N D
CITY ROUNOARY
FED -AID UROAN ■ORY IEEEEEEEEEI
�l"'T2NAL
1,4HTEDA06TARM MOUNTED.
STRSFT NAME SIGN LOCATIONS.
EXISTING CITY SIGNAL INTERSECT. •
OMPOSED CITY 513NAL INTERSECT, O
E14TWIS STATE SIGNAL INTERSECT. ■
CITY OF TA1I1f
�L-
7 W
wAt FIGURE 25
STREET NAME SIGN LOCATION MAP
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 1 Group III
LOCATION: Dover Drive, from West Coast Highway to Westcliff Drive
TYPE PROJECT: Signal Progression System (Coordination)
PROJECT DESCRIPTION:
The above described route (approximately 0.67 miles) is a four -lane divided
roadway, with parking on both sides. Dover Drive currently carries a volume of
24,000 vehicles per day and has been experiencing an average of 16.3 accidents
per year, which is a rate of 3.03 accidents per one million vehicle miles. The
posted speed limit is 40 MPH, while the average speed attained by drivers is
as follows:
1. North Bound 24.7 MPH Peak Hour 24.0 MPH Off -Peak Hour
2. South Bound 15.9 MPH Peak Hour 19.1 MPH Off -Peak Hour
There are four signalized intersections involved in this segment of Dover Drive,
two of which are existing (Dover Drive at: Pacific Coast Highway; and Westcliff
Drive) and two that are proposed by this study (Dover Drive at: Cliff Avenue;
and 16th Street). Installation of these two additional signals in this short
section will create an increase in delays and interruptions on the through
street. These interruptions will be accompanied by additional rear -end type
accidents. Therefore, in order to reduce the number of required stops to a
minimum and thus decrease the chances for rear -end type accidents, it is
recommended that with the completion of installing the two proposed signals, a
coordination system is to be installed, connecting the four signalized inter-
sections from the Pacific Coast Highway to Westcliff Drive on Dover Drive.
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, coordination system equipment
at four signalized locations, including one
master and three slave units '$4,000.00
2. Contingencies 10% 400.00
3. Engineering Cost
Total Project Cost
'I
400.00
$4,800.00
-97-
I
' CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 2 Group III
LOCATION: Irvine Avenue, from Westcliff Drive to Highland Drive
TYPE PROJECT: Signal Progression System (Coordination)
PROJECT DESCRIPTION:
The above described route (approximately 0.75 miles) is a four -lane divided
roadway, with parking on both sides. Irvine Avenue currently carries a volume
of 15,000 vehicles per day, and has been experiencing an average of 22.7
accidents per year, which is a rate of 3.13 accidents per one million vehicle
miles. The posted speed limit is 35 MPH, while the average speed attained by
drivers is 25 MPH.
There are four signalized intersections involved in this segment of Irvine
1 Avenue, one of which is existing (Irvine Avenue at Westcliff Drive), and three
that are proposed by this study (Irvine Avenue at: Mariners Drive; Dover Drive;
and Highland Drive). Installation of these signals will reduce existing delays
to some vehicles. All vehicles now have a forced delayed because two of the
three intersections are four-way stops. By installing signals, some vehicles
will be able to pass through the intersection without stopping, thus removing
what previously was a certain stop. In order to further reduce delays, the
four signals in this short segment should be coordinated to allow the main
street traffic to proceed with a minimum of delay. Coordination of these signals
also has the added benefit of reducing the number of required stops, thereby
reducing the potential for rear -end type accidents. Another benefit derived from
coordination is that by eliminating some vehicles' stops, road users' costs are
also decreased. Therefore, it is recommended that with the completion of installing
the three proposed signals, a coordination system is to be installed, connecting
the four signalized intersections from Westcliff Drive to Highland Drive on Irvine
Avenue.
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, coordination system equipment
at four signalized locations, including one
master and three slave units $4,000.00
2. Contingencies 10% 400.00
3. Engineering Cost 400.00
Total Project Cost $4,800.00
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CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 3 Group III
LOCATION: Jamboree Road, from Ford Road to Ford-Philco Plant Driveway
TYPE PROJECT: Signal Progression System (Coordination)
PROJECT DESCRIPTION:
The above described route (approximately 0.25 miles) is a four -lane, divided
roadway with no parking on either side. Jamboree Road currently carries a
volume of 13,000 vehicles per day, and has been experiencing an average of
44 accidents per year, which is a rate of 3.79 accidents per one million
vehicle miles. The posted speed limit is 55 MPH, while the average speed
attained by drivers is as follows:
1. Northbound 35.7 MPH Peak Hour 36.8 MPH Off -Peak Hour
2. Southbound 34.8 MPH Peak Hour 32.4 MPH Off -Peak Hour
There are two existing signalized intersections involved in this segment of
Jamboree Road, one at Ford Road, and one at the Ford-Philco Plant driveway.
Interruption of the through traffic, by these signals, is the reason for
delays encountered by drivers traveling both north and southbound. The
average delay at Ford Road is 16 seconds. The interruptions also account
for the rear -end type accidents, which represent 88% of all accidents
occurring in this segment. It is therefore, recommended that a coordination
system be installed between these two existing signalized intersections on
Jamboree Road.
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, coordination system equipment
at two intersections, including one master and
one slave unit
2. Contingencies 10%
3. Engineering Cost
Total Project Cost
$2,000.00
200.00
200.00
$2,400.00
-99-
h,
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 4 Group III
LOCATION: Jamboree Road, from Bristol Street to MacArthur Boulevard
TYPE PROJECT: Signal Progression System (Coordination)
PROJECT DESCRIPTION:
The above described route (approximately 0.21 miles) is a four -lane, divided
roadway, with no parking on either side. Jamboree Road currently carries a
volume of 13,000 vehicles per day. There is an average of 14 seconds delay for
all vehicles at Jamboree Road and Bristol Street, while the accident rate for
that inersection is 1.07 per one million vehicles.
Through traffic on Jamboree Road is currently being interrupted at these two
intersections, which is cause for rear -end type accidents. It is recommended
that a coordination system be installed for the two existing traffic signals
at Bristol Street and MacArthur Boulevard, on Jamboree Road.
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, coordination equipment at two
intersections, including one master and one
slave unit
2. Contingencies 10%
3. Engineering Cost
Total Project Cost
$2,000.00
200.00
200.00
$2,400.00
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CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 5 Group III
LOCATION: Balboa Boulevard from West Coast Highway to 47th Street
TYPE PROJECT: Signal Progression System (Coordination)
PROJECT DESCRIPTION:
The above described route (approximately 0.12 miles), is a four -lane undivided
roadway, with no parking on either side. Balboa Boulevard currently carries a
volume of 18,000 vehicles per day and has been experiencing an accident rate
of 11.0 accidents per one million vehicle miles. The posted speed limit is 25
MPH, which is what the average speed attained by drivers is, prior to completion
of installing a new signal at 47th Street.
There is one existing signal at the Pacific Coast Highway, and another signal is
to be installed at 47th Street. The installation of this additional signal will
increase interruptions of through traffic which, in turn, will increase rear -end
type accidents. It is, therefore, recommended that, upon completion of installation
of the new signal at 47th Street, a coordination system is to be installed for 47th
Street and Pacific Coast Highway, on Balboa Boulevard.
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, coordination system equipment
at two signalized intersections including one
master and one slave unit $2,000.00
2. Contingencies 10% 200.00
3. Engineering Cost 200.00
Total Project Cost $2,400.00
-101-
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CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 6 GROUP III
LOCATION: San Joaquin Hills Road from Santa Rosa Drive to MacArthur Boulevard (New)
TYPE PROJECT: Signal Progression Systqm (Coordination)
PROJECT DESCRIPTION:
The above described route (approximately 0.30 miles) is a six -lane, divided roadway
from Santa Rosa Drive to MacArthur Boulevard (S.H. 73) and a four -lane, divided
roadway from MacArthur Boulevard (S.H. 73) to City maintained MacArthur Boulevard.
San Joaquin Hills Road currently carries a volume of 8,000 vehicles per day. The
posted speed limit is 50 M.P.H. while the actual speeds attained by drivers is as
follows:
1. Westbound 28.3 M.P.H. Peak Hour 29.7 Off -Peak Hour
2. Eastbound 29.3 M.P.H. Peak Hour 30.4 Off -Peak Hour
The accident rate at MacArthur Boulevard (S.H. 73) intersection is 1.47 accidents
per one million vehicles, of which, 42% are of the rear end type. The segment
accident rate is 6.68 accidents per one million vehicle miles.
There are three signalized intersections involved in this segment, two of which are
existing (San Joaquin Hills Road at; Santa Rosa Drive; and MacArthur Boulevard;
[S.H. 731). The third signal is proposed by this study at San Joaquin Hills Road
and MacArthur Boulevard (City maintained). Interruption of through traffic is the
basic cause for the excessive rear end type accidents, which in turn is caused by
the separately operating signals. -It is therefore recommended that a coordination
system be installed connecting all three signals, at such time that the proposed
signal has been installed, at San Joaquin Hills Road and MacArthur Boulevard (City
maintained).
WORK TO BE DONE AND COST ESTIMATE:
1. Install complete, coordination equipment at three
intersections, including one master and two slave
units $3,000.00
2. Contingencies 10% 300.00
3. Engineering Cost 300.00
Total Project Cost $3,600.00
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-102-
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CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 1 GROUP IV
LOCATION: Jamboree Road at San Joaquin Hills Road
TYPE PROJECT: Traffic Signal Modification
PROJECT DESCRIPTION:
The above described intersection is located in the northeastern portion of Newport
Beach, north of the East Coast Highway and east of the Upper Bay. Jamboree Road
is a four -lane, north -south artery while San Joaquin Hills Road is an east -west,
six -lane artery. All approahces have added left -turn lanes.
This particular intersection has one of the highest accident rates (rating 4th)
in the City. Accidents have been steadily increasing from 7 in 1969 to 19 in 1971
with an average of 13.3 per year. With a daily intersection volume of 17,000
vehicles, an accident rate of 1.92 accidents per one million vehicles is calculated.
Since each of the highest three accident rate locations involves a State highway,
at least one of the intersecting roadways (East or West Coast Highway in each
case); then this intersection has in reality the highest rate which is the direct
responsibility of the City of Newport Beach.
Control of this intersection is by an Automatic Signal -Model 1055, fully actuated,
5 phase, volume density controller. The traffic signal display consists of M-2
type signal heads on Type III poles except a Type XIX pole with a 30-foot mast arm
is used on the north-east corner. A signal having 8 inch lenses is also mounted on
the pole at this corner. Median mounted left -turn signals for Jamboree Road present
the indication for the protected turn phasing on that roadway.
The Accident Summary and collision diagrams reveal the accident problem to be
principally of the rear -end type (62%); with some right-angle type (28%). The
collision diagrams further show that the accidents occur most often on one of
two approaches, southbound Jamboree Road and westbound San Joaquin Hills Road.
Northbound Jamboree Road which has the long mast arm suspending the signal over
the center of the through travel lanes has had only 6 accidents in 3 years (2
left -turn, 3 rear -end and one right-angle); which substantiates that placement
of signals over the travel lanes does improve the motorists view of the
indications. The only difference in the main street approaches (Jamboree Road)
is the length of the mast arm that supports the primary signal display, over the
travel way. The southbound and westbound approaches that do have shorter mast
arms, also have a rear -end accident problem.
The controller program appears to be adequate. Vehicle clearance intervals vary
from 3 �j to 5 seconds, including an all red period on each phase. The main street
(Jamboree Road) through phases possess density capability with the program
reducing passage time from 2 seconds to zero seconds after an elapsed time of
120 seconds. These settings make the controller very traffic responsive; since
the northbound approach is operating practically accident free, thereby testifying
to its effectiveness.
-103-
To improve the signal display, in an effort to reduce the rear -end type
accidents, it is recommended that the existing Type III poles be replaced
with Type XIX with 30 foot mast arms. The signal heads should be modified
to include dual M-2 heads on the mast arm and 12-inch heads on the pole.
To standardize the display, it is recommended that the northbound approach
of Jamboree Road be likewise modified.
CITY OF NEWPORT BEACH
PROJECT STUDY
PROJECT No. 2 GROUP IV
LOCATION: Irvine Avenue from Santiago Drive to North City Limit
TYPE PROJECT: Addition of Edge Lines, Screen Fencing and Increased Enforcement
PROJECT DESCRIPTION:
The above described segment of roadway is located in the northerly portion of
Newport Beach, and is considered to be one of the main north -south arteries
connecting central Newport Beach to the Orange County Airport Area. Irvine
Avenue is a four -lane divided roadway that in this particular segment, is a
series of curves and reverse curves that meander around the western edge of
Upper Newport Bay.
There is an average of 22.7 accidents per year or a rate of 9.50 accidents per
one million vehcile miles occurring on this section of Irvine Avenue. The
posted speed limit is 35 MPH, which is near the speeds actually attained by
motorists. Irvine Avenue carries an average volume of 15,000 vehicles per day
on this segment.
The accident type occurring most frequently (66%) on Irvine Avenue is the
single car type, which upon investigation into records, and field inspection
were determined to be caused by loss of vehicles control negotiating the curves.
The design speed for these curves through this segment of Irvine Avenue is 35
MPH. Field observation showed motorists to be generally approaching the design
speed in driving this segment. The City traffic engineering department has
attempted to forwarn motorists, by various means, of the curve situation,
including reflectorized signs, flashing yellow lights and raised pavement
markers for the median yellow barrier lines. It has been noted that upon
observation at night time that when driving the curves at night, oncoming
traffic headlights blind motorists.
The city increased the illumination for south bound traffic along this entire
segment by replacing 1,00 watt lamps with 250 watt and raising the mounting
height to 35 feet from 26 feet in May 1971. Pole spacing was reduced from a
180 - 200 foot average to 150 feet. Since that time the nighttime incidence
rate has been reduced from 54 percent to 38 percent. The street lighting
intensity will be further increased when this same standard is installed
for the north bound roadway which will be done in the near future.
In its continuing attack on this accident problem, the city has let a contract
for erection of median guard rail around the curve north of Heather Lane. The
existing inside curb is being replaced with a flat cross section from the edge
of pavement to the center of median. The city intends that this measure will
prevent crossing into the opposing roadway when a vehicle goes out of control.
This action will call attention to a hazardous location and it is hoped this
warning will influence motorists to slow down.
III 1 -105-
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As discussed in the above paragraphs, the City traffic engineering department
has attacked the problem. Without these efforts, the problem probably would
have been considerably worse. However, it is recommended that further attempts
to reduce the accidents be made by means adding edge lines, reflectorized
with raised pavement markers; construction of screen fencing in the center
of the raised medians (if this can be done without destroying the view of
the bay of the local residence) and increase police surveillance and enforcement
of speed laws for this segment of Irvine Avenue.
Edge Lines
A four inch white thermoplastic edge line with-reflectizing beads is recommended
to be placed along the outside edge of pavement (adjacent to the gutter section)
along this entire section on both sides. This edge line would be further deliniated
at the curve immediately north of Heather Lane by placement of raised pavement
markers on 25 foot centers. A uniform 25 feet between markers could be used but
the recommendation is a spiral technique of gradually reducing the spacing to 10
feet at the center of the curve. This would give the motorists the illusion of
increasing speed as he entered the curve and would tend to make him slow down.
This system should be used on the approach to the curve from both directions.
Median Screen
In light of tt
screen is recc
of approachinE
CITY OF NEWPORT BEACH
s PROJECT STUDY
PROJECT No. 3 Group IV
LOCATION: Placentia Avenue at Hospital Road and Hoag Drive
TYPE PROJECT:
PROJECT DESCRIPTION:
The intersection of Hoag Drive and Hospital Road at Placentia Avenue is an
existing 'IT" type with each street forming one of the legs. Hoag Hospital
is situated on both sides of Hospital Road in the same area and a number of
pedestrians both walking and in wheelchairs; cross the street. Placentia
Avenue is the stem of the tee and although a higher volume approach than Hoag
Drive, is the stop street while Hoag Drive -Hospital Road is the through
movement. One of the major conclusions of the meeting between city officials
and the consultant was that additional control is needed at this intersection.
' Discussion with the City Traffic Engineer disclosed that he was aware that the
hospital was undergoing a large expansion to 472 beds by the end of 1973. Ultimate
' plans could double that capacity, a sufficient power plant to support such a
facility has already been built. Hospital officials indicated that they would
prefer a shifting of the main entrance to be shifted to Placentia Avenue at about
the end of this year. This would form a right-angle intersection instead of the
present tee type. However, they wish to maintain the pedestrian crossing until
the building on the north side of Hospital Road is abandoned.
' The existing conditions at the subject intersection were examined to determine if
more control was warranted. Presently traffic volumes do not justify installation
of a traffic signal although the ADT has been rapidly increasing in recent years,
because development in the vicinity has been expanding.
With the planned expansion of the hospital becoming a reality, it is certain that
within a year of opening of a 500 bed hospital a traffic signal will become
' necessary. For the present capacity is not a problem and installation of a four-way
stop when the entrace is shifted could be done without lowering the level of
service.
' Cross walks exist at the intersection and across Hospital Road in front of the
hospital entrance approximately 400 feet east of the subject intersection. This
pedestrian crossing is used by several patients each day and motorists are required
to stop at mid block by signs located there. Hospital officials are of the opinion
that these signs help patients in crossing the street by giving them a feeling of
' protection. This report is of the opinion that this is a false sense of security,
but does not recommend their removal, until the main entrance is moved to a location
opposite Placentia Avenue. Even though the pedestrian has the right of way, it is
better for him to proceed with caution and alertness rather than the feeling of
' protection afforded by stop signs.
Field observation of the intersection did show some motorists appeared to be
' confused about assignment of right of way. Several vehicles on the through streets
slowed and stopped whereas others proceeded right through. This situation is going
to contribute to some rear -end type accidents. In an effort to reduce driver
confusion and without the chance of accidents, a four-way stop is recommended when
' the entrance is changed and stops removed from existing mid -block locations until
volumes become sufficient to satisfy signal warrants.
' -107-