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GP UPDATE DRAFT TRAFFIC
MODEL EXECUTIVE
SUMMARY
0
URBAN
C ROSBAM
DRAFT
TRAFFIC MODEL EXECUTIVE
SUMMARY NEWPORT BEACH
GENERAL PLAN UPDATE
EXISTING CONDITIONS AND
CURRENTLY ADOPTED
GENERAL PLAN BUILDOUT
FORCASTS
City of Newport Beach
California
URBAN CROSSROADS, WC.
41 Corporate Park, Suite 300
Irvine, CA 92606
Phone: (949) 660.1994
Fax: (949) 660.1911
www.urbanxroads.com
DRAFT
TRAFFIC MODEL EXECUTIVE SUMMARY
NEWPORT BEACH GENERAL PLAN UPDATE
EXISTING CONDITIONS AND CURRENTLY ADOPTED
GENERAL PLAN BUILDOUT FORECASTS
Prepared For:
Mr. Rich Edmonston
CITY OF NEWPORT BEACH
3300 Newport Boulevard
Newport Beach, CA 92663
Prepared By:
URBAN CROSSROADS, INC.
41 Corporate Park, Suite 300
Irvine, CA 92606
John Kain, AICP
Carleton Waters, P.E.
Marlie Whiteman, P.E.
March 26, 2003
December 8, 2003 (Revised)
JK:CW:MW:pr
JN:01232-03
TABLE OF CONTENTS
SECTION PAGE
1.0 INTRODUCTION.............................................................................................
1.1 Basic Methodology and Assumptions
2.0 MODEL STRUCTURE/EXISTING CONDITIONS ........................................... 6
2.1 Existing Land Use Data
2.2 2002 Socioeconomic Data (SED)
2.3 2002 Trip Generation
2.3.1 Trip Purpose
2.4 2002 Mode Choice
2.4.1 Home -Work Trip Mode Choice Data
2.5 2002 Trip Distribution
2.6 2002 Daily Traffic Conditions
2.7 Peak Season Daily Traffic Volume Data
2.8 Daily Roadway Segment Analysis
2.9 2002 Traffic Source Analysis
2.10 2002 Peak Hour Intersection Operations
3.0 CURRENTLY ADOPTED GENERAL PLAN BUILDOUT'CONDITIONS:.:..... 45
3.1 General Plan Buildout Land Use Data
3.2 General Plan Buildout Socioeconomic Data (SED)
3.3 Buildout Trip Generation
3.4 Buildout Daily Traffic Conditions
3.5 Daily Roadway Segment Analysis
3.6 Buildout Peak Hour Intersection Operations
LIST OF EXHIBITS
EXHIBIT PAGE
A NEWPORT BEACH TRAFFIC MODEL (NBTM) PRIMARY
C
E
F
G
H
I
J
K
L
M
N
0
P
9
STUDYAREA.....................................................................................
3
TRAFFIC ANALYSIS DISTRICTS......................................................
7
MODE CHOICE FOR WORK TRIPS OF NEWPORT
BEACH RESIDENTS..........................................................................
13
MODE CHOICE FOR HOME -WORK TRIPS OF NEWPORT
BEACH WORKERS...........................................................................
14
PURPOSE FOR TRIPS ORIGINATING IN NEWPORT BEACH
BYDESTINATION..............................................................................
16
PURPOSE OF TRIPS ORIGINATING IN NEWPORT BEACH ..........
18
DESTINATIONS OF TRIPS ORIGINATING IN NEWPORT BEACH...
19
PURPOSE OF TRIPS DESTINED FOR NEWPORT BEACH
BYORIGIN.........................................................................................
20
PURPOSES OF TRIPS DESTINED FOR NEWPORT BEACH .........
21
ORIGINS OF TRIPS DESTINED FOR NEWPORT BEACH ..............
22
NEWPORT BEACH EXISTING THROUGH LANES ..........................
23
EXISTING COUNT AVERAGE DAILY TRAFFIC (ADT) ....................
24
SUMMER DAILY TRAFFIC VARIATION FOR NEWPORT BLVD.
BETWEEN 32ND & FINLEY................................................................
29
EXISTING VOLUME TO CAPACITY (V/C) RATIOS ...........................
32
NEWPORT BEACH TRAFFIC SURVEY CORDON LOCATIONS ......
34
TRAFFIC SURVEY RESULTS FOR NB COAST HIGHWAY
SOUTH OF NEWPORT COAST DRIVE ..............................................
35
TRAFFIC SURVEY RESULTS FOR SB COAST HIGHWAY
SOUTH OF SANTA ANA RIVER.........................................................
37
rd
S
T
U
V
W
X
TRAFFIC SURVEY RESULTS FOR SB MACARTHUR BLVD.
NORTH OF BONITA CANYON DRIVE ................................................ 38
INTERSECTION COUNT LOCATIONS ............................................... 40
EXISTING INTERSECTION DEFICIENCIES ...................................... 45
NEWPORT BEACH GENERAL PLAN BUILDOUT
THROUGHLANES.............................................................................. 52
GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC (ADT)...... 53
GENERAL PLAN BUILDOUT VOLUME/CAPACITY (V/C) RATIOS ... 55
CURRENTLY ADOPTED GENERAL PLAN DEFICIENCIES .............. 60
LIST OF TABLES
TABLE PAGE
1 CITY OF NEWPORT BEACH 2O02 LAND USE SUMMARY ........... 8
2 CITY OF NEWPORT BEACH LAND USE BASED 2002
SOCIOECONOMIC DATA SUMMARY ................................................
9
3
CITY OF NEWPORT BEACH 2O02 TRIP GENERATION ...................
11
4
SUMMER TIME AVERAGE DAILY TRAFFIC (ADT) COMPARISON.
27
5
SUMMER DAILY VOLUME VARIATION OVER THREE WEEKS :....
28
6
ROADWAY SEGMENT CAPACITIES .................................................
31
7
NBTM EXISTING COUNT INTERSECTION ANALYSIS SUMMARY.
43
8
CITY OF NEWPORT BEACH GENERAL PLAN BUILDOUT
LANDUSE SUMMARY........................................................................
47
9
CITY OF NEWPORT BEACH TRIP LAND USE BASED
SOCIOECONOMIC DATA SUMMARY/COMPARISON ......................
48
10
CITY OF NEWPORT BEACH GENERAL PLAN BUILDOUT
TRIPGENERATION............................................................................
50
11
CITY OF NEWPORT BEACH TRIP GENERATION
COMPARISON..................................................................................
51
12
NBTM BUILDOUT INTERSECTION CAPACITY
UTILIZATION (ICU) SUMMARY.........................................................
57
�I
TRAFFIC MODEL EXECUTIVE SUMMARY
NEWPORT BEACH GENERAL PLAN UPDATE
EXISTING CONDITIONS AND CURRENTLY ADOPTED
GENERAL PLAN BUILDOUT FORECASTS
1.0 INTRODUCTION
This executive summary has been prepared to provide an overview of existing traffic
conditions and forecasts of future conditions, based on the currently adopted General Plan
of the City of Newport Beach. The General Plan forecasts have been prepared using the
Newport Beach Traffic Model, version 3.1 (NBTM 3.1). The NBTM 3.1 travel demand
forecasting tool has been developed for the City of Newport Beach to address traffic and
circulation issues in and around the City. The NBTM 3.1. tool has been developed in
accordance with the requirements and recommendations of the Orange County Subarea
Modeling Guidelines Manual (August, 1998). The NBTM 3.1 is intended to be used for
roadway planning and traffic impact analysis, such as:
• General Plan/Land Use analysis required by the City of Newport Beach.
• Amendments to the Orange County Master Plan of Arterial Highways (MPAH).
• Orange County Congestion Management Program (CMP) analysis.
The NBTM 3.1 is a vehicle trip based modeling tool, and it is intended for evaluating
general roadway system supply and demand problems and issues. The NBTM 3.1 has
been specifically calibrated to provide the most representative conditions in the City of
Newport Beach. This is sometimes described as "shoulder season" conditions, which are
experienced in the spring and fall seasons.
NBTM 3.1 differs from previous Newport Beach Traffic Models in several key ways. First,
NBTM 3.1 is a traffic model that includes most of Southern California, although the level of
detail is much less for areas further away from Newport Beach. Previous versions were
"windowed" models, that ended a short distant beyond the City's primary modeling area.
NBTM 3.1 also includes an additional step, which is a conversion of the City's land use
data into socioeconomic data. The socioeconomic data is then used to calculate trip
II
1
generation. Both of these changes are required by regional modeling consistency
guidelines, and the Orange County Transportation Authority (OCTA) is responsible for
certifying the consistency of local models. Additionally, this updated model also includes
greater level Traffic Analysis Zone (TAZ) detail in key areas of the City where the question
of future development levels is in question, particularly the area adjacent to John Wayne
Airport. Greater detail has also been added in the Newport Coast/ Newport Ridge area,
due to its annexation into the City. Another difference in this traffic model from prior
versions is an improved methodology to conduct intersection analysis, which insures that
the traffic flow between related intersections is reconciled.
The December revision of this document contains more current data for areas just
outside Newport Beach, specifically: John Wayne Airport (SNA) and the University of
California at Irvine (UCI). Expansion of John Wayne airport has recently been approved
to include 10.8 million air passengers (MAP) for future conditions. Previously, the
forecast capacity was 8AMAP (7.8 of which are included in the existing conditions).
Recent discussions with UCI have resulted in a modified representation of buildout
conditions for the campus that explicitly reflect a trip cap of approximately 150,000 trip -
ends per day for General Plan Buildout conditions.
1.1 Basic Methodology and Assumptions
The NBTM follows the model structure recommended in the subarea modeling
guidelines, which is a "focused" modeling approach. The concept of a focused
model is to provide the greatest level of detail within the primary modeling or
study area, with the least detail for those parts of the model which are
geographically distant from the primary study area. The guidelines refine this
concept into a three-tier system, with tier 1 being the least detailed component
(used to account for regional traffic), tier 2 being the previous regional framework
(County; sub -regional traffic). And tier 3 being the primary study area (local
traffic).
The primary study area of the NBTM is shown on Exhibit A. The primary study
area of the NBTM is generally bounded by the Brookhurst Street/Santa Ana River
4
W
EXHIBIT A
NEWPORT BEACH TRAFFIC MODEL (NBTM) PRIMARY STUDY AREA
r,
a�aA eL B<
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Calffamia-01232:55 URBAN
on the west, Adams Avenue/Baker Street/Campus Drive/SR-73 on the north,
Crystal Cove State Park on the east, and the Pacific Ocean on the south. The
primary model area includes the City as well as portion of Costa Mesa and Irvine.
The areas outside NB are included in the primary modeling area due to the
proximity of adjoining land uses and their interrelationship with Newport Beach
development resulting from the structure of the road system.
NBTM 3.1 is highly dependent on the Orange County Transportation Analysis
Model, Version 3.1 (OCTAM3.1). The primary modeling steps or processes used in
the development of NBTM 3.1 are:
• Land use to socioeconomic data (SED) conversion
• Trip generation and mode choice
• Trip distribution
• Time of day factoring
• Traffic assignment
• Post -assignment data refinement processing (validation)
NBTM relies on regional model estimates of trip generation, trip distribution, and
mode choice. The model accommodates changes in land use/socioeconomic and
roadway network characteristics in the following manner:
Trip Generation - Trip generation estimates are based on socioeconomic
data driven by the City's land use data. The number of
trips calculated from this source is then used to adjust
the regional projections to reflect local conditions.
Trip Distribution - Trip distribution estimates are based on distribution
patterns estimated by the regional travel demand
model and incorporated into NBTM. The regional trip
distribution is adjusted to match local trip generation
using an industry -accepted approach known as the
Fratar model.
Mode Choice - Mode choice is the method of transportation selected
by individuals traversing the region. These modes
include single and multi -occupant automobiles, buses,
trains, bicycles, pedestrian, etc. Mode Choice is
estimated by using regional model mode share
projections, which are incorporated into the subarea
model.
Traffic Assignment - Traffic is assigned to the roadway system on the basis
of travel time and cost. Tolls are explicitly included in
the traffic assignment process using the procedures
obtained from the regional travel demand model.
Traffic is assigned separately for the AM, mid -day, PM
and nighttime periods of the day, to allow to more
accurate representation of the effects of the congestion
on the choice of travel routes by drivers.
Post Model Refinements -The goal of volume forecast or post model refinement is
to utilize all available information to assure the model is
able to predict future traffic conditions. The NBTM
refinement procedure incorporates 2002 traffic count
data, 2002 model validation data, and future model
forecasts as inputs to this process.
5
2.0 EXISTING CONDITIONS
This chapter of the executive
summary
describes existing 2002
shoulder
(fall/spring)
season conditions the City of
Newport
Beach. Traffic Analysis
Districts
have been
established that group areas with similar characteristics.. These districts help to refine
estimates of where traffic originates, identify trip generation/distribution adjustments, and
make land use occupancy adjustments, all to reflect the characteristics of a geographic
area. The Traffic Analysis Districts are shown on Exhibit B.
2.1 Existing Land Use Data
Land use data within the primary study area is a key input to the modeling process.
The initial land use data was provided to Urban Crossroads, Inc. staff by the City of
Newport Beach. Table 1 summarizes the existing 2002 land uses for the City of
Newport Beach, by land use type. These land uses were then converted to
socioeconomic data as part of the initial modeling process.
2.2 2002 Socioeconomic Data (SED)
City of Newport Beach SED that has been converted from the land use data in
Table 1 is summarized in Table 2. Conversion factors were established using
those from previous conversion efforts in the County. These were then refined to
more closely match citywide summary data. Occupancy factors and SED
conversion factors have been differentiated for the 'Balboa" area (districts 3, 9,
and 10 on Exhibit B). This differentiation was necessary because of inaccurate
initial model predictions compared to existing street counts. These differences
can be related to unique spring and fall trip generation, which is different from
other seasons. For instance, lower retail occupancy is experienced during the
"shoulder" (spring/fall) seasons represented by the NBTM.
19
n
J
EXHIBIT B
TRAFFIC ANALYSIS DISTRICTS
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, CalifoMia-01232:56 URBAN
TABLE 1
CITY OF NEWPORT BEACH 2O02 LAND USE SUMMARY'
NBTM CODE2
DESCRIPTION
QUANTITY
UNITS'
1
Low Density Residential
14,841
2
Medium DensityResidential
12,939
3
Apartment
7,622
4
ElderlyResidential
348
!DU
5
Mobile Home
894
TOTAL DWELLING UNITS
36,644
6
Motel
210
ROOM
7
Hotel
2,745
. ROOM
9
Re tonal Commercial
1,259,000
TSF
10
General Commercial
2,926.160
TSF
11
Commercial/Recreation
5.100
ACRE
13
Restaurant
640.520
TSF
15
Fast Food Restaurant
78.031
TSF
16
Auto Dealer/Sales
288.320
TSF
17
Yacht Club
54.580
TSF
18
Health Club
63.500
TSF
19
Tennis Club
60
CRT
20
Marina
1,055
SLIP
21
Theater
5,489
SEAT
22
Newport Dunes
64.00
ACRE
23
General Office
10,900.190
TSF
24
Medical Office
761.459
TSF
25
Research & Development
327.409
TSF
26
Industrial
1,042.070
TSF
27
Mini-Storage/Warehouse
199.750
TSF
28
Pre-school/Da Care
55.820
TSF
29
Elementary/Private School
4,399
STU
30
Junior/High School
4,765
STU
31
Cultural/Learninq Center
35.000
TSF
32
Library
78.840
TSF
33
Post Office
53.700
TSF
34
Hospital
351
BED
35
Nursin /Conv. Home
661
BEDS
36
Church
377.760
TSF
37
Youth Ctr./Service
149.560
TSF
38
Park
113.970
ACRE
40
Golf Course
305.330
ACRE
1 Excludes Newport Coast and other recently annexed areas.
2 Uses 8, 12, and 14 are part of the old NBTAM model structure and are
not currently utilized in the City land use datasets.
3 Units Abbreviations:
DU = Dwelling Units
TSF = Thousand Square Feet
CRT = Court
STU = Students
U.\UcJobs\01232\Excel\[01232-03.xls]T 1
�3
I
1
1
TABLE 2
CITY OF NEWPORT BEACH' LAND USE BASED 2002
SOCIOECONOMIC DATA SUMMARY
VARIABLE
QUANTITY
Occupied Single Family Dwelling Units
13,842
Occupied Multi -Family Dwellin Units
20,409
TOTAL OCCUPIED DWELLING UNITS
34,251
Group Quarters Population
661
Population
75,817
Em to ed Residents
44,379
Retail Employee
11,211
Service Employees
17,150
Other Employees
37,077
TOTAL EMPLOYMENT
65,438
Elem/Hi h School Students
9,164
Includes data converted from land use only. Excludes Newport Coast and
recent annexation areas.
IU:\UcJobs\01232\Excel\[01232-03.xls]T 2
I
U6
2.3 2002 Trip Generation
Trip generation has been estimated from socioeconomic data in the NBTM model
area. The trip generation factors have been derived from regional trip generation
estimates from the regional model (OCTAM 3.1). This methodology breaks down
traffic into trips produced (productions) and trips attracted (attractions). Table 3
summarizes the overall trip generation for 2002 conditions for the City of Newport
Beach. The overall trip generation for the City of Newport Beach is an estimated
689,850 daily vehicle trips.
2.3.1 Trip Purpose
NBTM trip generation data has been developed for the following 7 trip
purposes:
• Home -Work
• Home -Shop
• Home -Other
• Home-Elementary/High School
• Home -University
• Other -Other
• Other -Work
The "Other" category includes social or entertainment related trips and
recreational trips.
2.4 2002 Mode Choice
Most mode choice (e.g., transit, etc.) issues are regional in nature, superseding
cities' boundaries. For this reason, the NBTM approach is to incorporate mode
choice through data obtained from the regional mode choice model. This data
may be used directly for minor adjustments to account for future system
refinements, which would then be reflected in zonal vehicle trip generation
adjustments. Regional mode choice survey data directly relevant to Newport
iul
TABLE 3
CITY OF NEWPORT BEACH 2O02 TRIP GENERATION
TRIP PURPOSE
PRODUCTIONS
ATTRACTIONS
PRODUCTIONS -
ATTRACTIONS
PRODUCTIONS
/ ATTRACTIONS
Home Based Work
57,568
82,177
-24,6091
0.70
Home Based School
11,424
8,730
2,694
1:31
Home Based Other2
125,826,
111,2.73
14,553
1.13
Work Based Other
52,483
57,381
-4,898
0.91
Other- Other
92,237
90,749
1,488
1.02
TOTAL1
339,5381
350,310
-10,7721
0.97
OVERALL TOTAL 689,850
1 Home -Work includes Home -Work and Home -University trips, consistent with OCTAM mode choice output.
2 Home -Other includes Home -Shop and Home -Other trips, consistent with OCTAM mode choice output.
U:\UcJobs\01232\ExceIN[01232-03.xls]T 3
11
Beach is presented to facilitate such minor adjustments and to inform the
decision -makers regarding the role of various modes of transportation to/from
and within the City of Newport Beach.
2.4.1 Home -Work Trip Mode Choice Data
The home -work trip mode choice data provided by the Southern California
Association of Governments (SCAG) to Urban Crossroads, Inc. included
mode choice data (travel method used) for home -work (either end in
Newport Beach) trips. The main mode choices fall into the following
categories:
• Drive alone
• Carpool
• Bus
• Railroad
• Ferry
• Taxi
• Motorcycle
• Bike
• Walked
The mode choice data has been grouped into geographic areas. Within
Orange County, cities have been identified as adjacent to Newport Beach,
or generally located north of (North County) or south of (South County) the
City of Newport Beach. Adjacent cities include Costa Mesa, Huntington
Beach, Irvine, and Laguna Beach. The division between North County
and South County cities used for this analysis is the SR-55 Freeway.
Outside Orange County, cities/geographic areas have been grouped by
County.
Exhibits C and D depict the results of this analysis for Newport Beach
origin trips (residents) and Newport Beach destination trips (persons that
1
12
12000 -
10000
8000
N
6000
r
W
4000
2000
0
EXHIBIT C
MODE CHOICE FOR WORK TRIPS OF NEWPORT BEACH RESIDENTS
®DRIVE ALONE
®2PERSON CARPOOL
❑3+PERSON CARPOOL
❑ PUBLIC TRANSPORTATION
IN MOTOR -CYCLE
®NON -MOTORIZED
■ OTHER
II
Newport Adjacent North Orange South Orange Los Angeles Riverside San
Beach Cities County County County County Bernardino
County
Workplace
Ventura Outside
County SCAG
Region
EXHIBIT D
MODE CHOICE FOR HOME -WORK TRIPS OF NEWPORT BEACH WORKERS
20000
18000
16000
14000
T2000
N
9L 10000
P
8000
6000
4000
2000
® DRIVE ALONE
192 PERSON CARPOOL
■3+PERSON CARPOOL
❑PUBLIC TRANSPORTATION
EI MOTOR -CYCLE
® NON -MOTORIZED
MOTHER
Newport Adjacent North -Orange South Orange Los Angeles Riverside San Ventura Outside
Beach Cities County County County County Bernardino County SCAG Region
County
Residence
WORT BEACH GENERAL PLAN
2.5
work in Newport Beach), respectively. The majority of trips that have one
or both trip ends in Newport Beach are drive -alone automobile trips. The
second -most used mode for trips with only one end in Newport Beach is 2-
person carpool, while the second -most popular mode for Home -Work trips
with both ends in the City is non -motorized. Generally, travel to the City of
Newport Beach via transit is most often by North Orange County residents
who work in the City of Newport Beach, The second highest percentage
of workers that utilize transit to travel to the City of Newport Beach is from
adjacent cities. Public transportation accounts for less than 2% of all
home -work travel to and from the City of Newport Beach from all other
geographic areas within the SCAG region. The percentage is actually
higher for locations outside the SCAG region, most likely associated with
the use of John Wayne Airport to travel to and from the City of Newport
Beach for more distant destinations.
2002 Trip Distribution
Survey data was provided by SCAG related to the origins and destinations of
trips made to and from the City of Newport Beach. The trip distribution data was
collected in the form of trip diaries in 1991. These trip diaries are an actual log
complied by individual motorists of their daily trip activities. The trip distribution
data was organized into six (6) trip purposes for trips ending or beginning in
Newport Beach and summarized by geographic area at the other end of the trip.
Exhibit E summarizes the geographic data by adjacent cities, north Orange
County; south Orange County, and each other county in Southern California
represented in the dataset for trips originating in Newport Beach. As might be
expected, the highest totals are for trips with both ends within the City of Newport
Beach, followed by trips with one end in an adjacent city.
As shown on Exhibit E, 52% of the trips surveyed are contained within Newport
Beach and 80% of the trips originating in Newport Beach are contained entirely in
15
M
a
rn
F�-
EXHIBIT E
PURPOSE FOR TRIPS ORIGINATING IN NEWPORT BEACH BY DESTINATION
Newport Adjacent Noilh South Los Angelos, San Riverside Venlura
Beach Cities Orange Orange County Bernardino County County
County County County
Destination
® HOME -OTHER
■ OTHER -OTHER
MOTHER -WORK
❑WORK AT HOME
Newport Beach and the adjacent cities. Exhibit F depicts the overall trip purposes
summary for trips beginning in Newport Beach. Most trips are Home -Other
(38%), with a high number of Home -Work (20%). The categories with the fewest
trips are Work at Home and Home -Shop. Exhibit G shows the City or County at
the other end of the trip for trips originating in Newport Beach. Areas closest to
Newport Beach have the most interactions with the City.
Exhibit H summarizes the geographic data by County (outside Orange County) or
portion of Orange County for trips destined for Newport Beach. The highest
totals are for trips with both ends in the City of Newport Beach (52%), followed by
trips from an adjacent city (28%). Exhibit I depicts the overall purposes for trips
ending in Newport Beach. Most trips are Home -Other (38%), followed by Home -
Work (22%). The fewest trips are Work at Home and Home -Shop. Exhibit J
shows the origin City or County for trips destined for Newport Beach. Areas
closest to Newport Beach have the most interactions with the City.
2002 Daily Traffic Conditions
The existing number of through lanes (lanes not designed to accommodate
turning movements only) within the primary study area are depicted on Exhibit K.
Daily traffic volume data for locations counted as part of this study effort were
collected in Spring/Fall of 2001/2002. Freeway data comes from the Caltrans
Publication, Traffic Volumes on State Highways. Exhibit L presents the daily
traffic volumes, which have been used to validate the NBTM. Daily volume is the
first level of checklverification to insure that the model is predicting traffic
accurately. Daily traffic count data has been collected and/or compiled for 64
locations in the City of Newport Beach. Additional daily volume data reported by
the California Department of Transportation has been incorporated into the
NBTM update work effort. The SR-55 Freeway north of the SR-73 Freeway
carries the highest daily traffic volume (approximately 155,000 vehicles per day)
in the NBTM primary modeling area. The arterial roadways carrying the highest
traffic volume in the NBTM primary modeling area are Coast Highway and
17
u
EXHIBIT F
PURPOSE OF TRIPS
ORIGINATING IN NEWPORT BEACH
WORKATHOME
1%
0
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY Newport Beach California.01232:60 URBAN
18
SOUTH ORANGE
4%
L'
EXHIBIT G
DESTINATIONS OF TRIPS
ORIGINATING IN NEWPORT BEACH
OTHER
2%
1 0
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Cafrfornia- 01232:61 URBAN
!' 19
50,000
40,000
0
c� °' 30,000
o F
20,000
10,000
EXHIBIT H
PURPOSE OF TRIPS DESTINED FOR NEWPORT BEACH BY ORIGIN
Newport Adjacent North South Los Angeles San Riverside Ventura
Beach Cities Orange Orange County Bernardino County County
County County County
Origin
❑ HOME -SHOP
M HOME -WORK
■ OTHER -OTHER
MOTHER -WORK
El WORK AT HOME
0
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 01232:62 URBaN
EXHIBIT I
PURPOSES OF TRIPS
DESTINED FOR NEWPORT BEACH
WORK AT HOME
1%
0
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY Newport Beach, California - 01232:63 URBAN
21
EXHIBIT J
ORIGINS OF TRIPS
DESTINED FOR NEWPORT BEACH
NEWPOI
EXHIBIT K
NEWPORT
BEACH
EXISTING
THROUGH
LANES
N
W
aD aDG . "" LEGEND:
p D
aD D �c aU 4 = NUMBER OF THROUGH LANES
D ` 6D BA7L@6 DDu° PACIFIC IC D =DIVIDED
aD U =UNDIVIDE
D
aD D a p OCEAN
NEWPORT REACH GENERAL PLAN UPDATE TRAFFIC STUDY. Newnort Reach. California - 01232:65 URBAN
MN M m m m M `M m m m m m m m m m m m
EXHIBIT L
EXISTING COUNT SHOULDER SEASON AVERAGE DAILY TRAFFIC,(ADT)
N
�P
Q
6
54
LEGEND:
10 = VEHICLES PER DAY (1000'S)
16
s
46 B 29��lnoK
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 01232:66 URBAN
2.7
MacArthur Boulevard. A daily traffic count of approximately 63,000 vehicles per
day was estimated on Coast Highway between Dover Drive and Bayside Drive
and on MacArthur Boulevard between Bison Avenue and Ford Road. Other
roadways carrying traffic volumes in excess of 50,000 vehicles per day (VPD)
include:
• Newport Boulevard (maximum volume of 53,000 VPD south of Coast
Highway).
• Coast Highway (53,000 VPD east of Newport Boulevard).
These links are highlighted because they represent the highest volume roadways in
Newport Beach. This does not automatically lead to deficiencies, but it will help to
identify areas where intersection deficiencies could lead to significant capacity
deficiencies.
Daily traffic counts (24 hour counts) were collected at 55 locations on the City's
roadway system. This data was collected in 15 minute intervals. The areawide
volumes were then analyzed to determine the peak characteristics for the study
area. The results of this analysis show that 8.67% of daily traffic occurs during the
AM peak hour, and 10.63% of daily traffic occurs in the PM peak hour. The peak
hour (time of highest relative volume) was determined within typical peak periods
(6-9 AM and 3-7 PM). For the entire primary study area, the AM peak hour begins
at 7:30 AM, and the PM peak hour begins at 4:45 PM.
Individual locations have various peak hour start times. Within Newport Beach, the
total trips in the peak traffic hours is approximately 19% of total daily trips. This is
higher than the typical value of 16 percent that Urban Crossroads staff has
observed in other studies in Orange.
Peak Season Daily Traffic Volume Data
Peak season daily traffic volumes have been collected for select locations (primarily
in coastal areas) of the City of Newport Beach. Daily traffic volume counts were
25
�l
J
collected over a one week period in August of 2003, for each selected roadway
segment. For each roadway segment selected for summertime counts, the highest
typical weekday (Tuesday through Thursday) volume has been compared to the
shoulder season count volume at the same location. Table 4 contains the results of
this analysis. The only decrease in peak season volume from shoulder season
conditions occurs on MacArthur Boulevard north of San Joaquin Hills Road. All
other segments increase for summer conditions by at least 5% and as -much as
75%. The locations with volume increases of more than thirty (30) percent are on
Newport Boulevard south of Coast Highway and Balboa Boulevard east of 20th
Street on the Peninsula.
Review of the data clearly indicates that Newport Boulevard is the most popular
and heavily impacted access route to the beach for summertime traffic.
Jamboree Road and MacArthur Boulevard appear to be the least affected routes,
with increases in traffic of between 5 and 10 percent. Newport Coast Drive
experiences a higher percentage increase in summertime traffic, but the
magnitude of the increase (approximately 3,400 vehicles per day) is very similar
to the increase on MacArthur Boulevard north of Coast Highway. The traffic
increases along Coast Highway itself are also less than the increases on routes
leading to the beach, suggesting that people are oriented towards traveling to the
beach/coast, rather than along it.
For one special case (Newport Boulevard in front of City Hall), daily traffic volume
data was collected every day for three weeks. Although the count collection
instrument was on the street for three weeks, a few days had to be removed from
the sample for various reasons (e.g. count tube was displaced). Daily volumes
range from approximately 35,000 to 50,000 with definite peaking trends on
weekend days.
Table 5 provides analysis of daily traffic volume patterns over the three weeks
collected on Newport Boulevard in front of City Hall. Exhibit M summarizes the
same information graphically. The average typical weekday volume is
26
TABLE 4
SUMMER TIME ADT COMPARISON
ID
ROAD NAME
ROAD SEGMENT
COUNTS
DELTA (A)
DIFFERENCE %
SHOULDER SEASON
ISUMMI=R TIME
3
Superior Av.
n/o Coast Hw.
23,535
30,533
6,998
29.73%
5
Newport BI.
s/o Coast Hw.
31,820
55.582
23,762
74.68%
39
Jamboree Rd.
n/o Coast Hw.
31,264
33,028
1,764
5.64%
50
MacArthur BI.
n/o San Joaquin Hills Rd.
54,320
41,820
-12,500
-23.01 %
52
MacArthur BI.
n/o Coast Hw.
30,904
34,266
3,362
10.88%
65
Newport Coast Dr.
n/o Coast Hw.
12,223
15,638
3,415
27.94%
68
Balboa Bl.
s/0 Coast Hw.
19,227
21,906
2,679
13.9306
157
Coast Hw.
e%o Dover Dr.
62,526
70,303
7,777
12.44%
195
Coast Hw.
e/o New ort Coast Dr
35,375
41,917
6,542
18A9%
223
Coast Hw.
e/o Santa Ana River
46,000
48,513
2,513
5.46%
12611
Balboa BI.
e/o 20th St.
17,4511
30,427
12,976
74.36%
TOTAL
364,6451
423,933
59,286
16.260/
U:\UcJobs\01232\Excel\[01232-03.xis]T 4
27
TABLES
DAILY VOLUME VARIATION OVER THREE WEEKS
DAY
WEEK1
I WEEK2
WEEK
WEEK4
AVERAGE
Sunday
45,0991
42,982
41,796
43,292
Monday
40,779
40,779
Tuesday
E43,248
43,708
39,542
36,999
40,083
Wednesday
42,412,
40,487
36,994
39,964
Thursday
40,301
41,775
Friday
47,683
45,437
44,077
45,732
Saturday
1 49,6111
47,768
47,052
1 48,144
Average of Monday and Friday
44,494
Average Typical Weekday (Tu-Th)
1 40,461
Average Weekend Day
1 45,718
U:\UcJobs\01232\Excel\[01232-03.xis]T 5
m
fl
4
N
EXHIBIT M
SUMMER DAILY TRAFFIC VARIATION FOR NEWPORT BOULEVARD
BETWEEN 32ND AND FINLEY
50WD
A5000
AOD00
-
somo
R
�
m
2
g
`
'ai
m
LL
Sip
m
LL
2
3
m
3
3
3
oA5`
I1
2.9
approximately 40,500 vehicles per day (vpd). The Monday volume is very near this
same volume, but traffic is more evenly spread throughout the day. Saturday has
the highest average volume with 48,144 vpd. The average Friday volume is
approximately 2,500 vpd greater than the average Sunday volume.
Daily Roadway Segment Analysis
Daily roadway segment capacities are included in Table 6. The ratio of daily
roadway segment volumes to daily planning level capacities provides a measure of
the roadway segment level of service. Although the City of Newport Beach does
not control conditions on local area freeways, freeway mainline and ramp v/c ratios
are presented for informational purposes. Volume/Capacity (v/c) Ratios for existing
conditions are shown on Exhibit N. Roadway segments with v/c ratios greater than
0.90 are:
• Newport Boulevard north of Via Lido
• Irvine Avenue north of University Drive
• Jamboree Road north of Bayview Way
• Jamboree Road north of University Drive
• MacArthur Boulevard north of Ford Road
• MacArthur Boulevard north of Coast Highway
• Irvine Avenue south of University Drive
• Bristol Street South east of Birch Street
• Coast Highway east of Dover Drive
• Coast Highway east of MacArthur Boulevard
• Coast Highway east of Goldenrod Avenue
• Coast Highway east of Marguerite Avenue
• Coast Highway west of Riverside Drive
• Bristol Street North west of Campus Drive
• Bristol Street South west of Campus Drive
• Bristol Street South west of Jamboree Road
2002 Traffic Source Analysis
The General Plan Update Committee (GPUC) requested that the traffic study
provide specific study of individual trip patterns to answer the question of how
30
II
1
TABLE 6
ROADWAY SEGMENT CAPACITIES
CLASSIFICATION
RIGHT-OF-WAY
CURB TO CURB
WIDTH
I # OF LANES
MEDIAN WIDTH
I APPROXIMATE
DAILY CAPACITY
8 Lane Divided
158
Variable
8
14-18
60-68,000
Major Augmented
Variable
Variable
6.8
Variable
52-58,000
Major
128-134
106-114
6
14-18
45-51,000
Prima Au mented
Variable
Variable
4-6
Variable
35-40,000
Prima
104-108
84
4
' 16-20
30-34,000
Seconds
84
64
4
0
20-23,000
Commuter
60-70
40-50
2
0
7-10,000
Couplets:
Secondary couplet - 2 lanes for each leg
Primary couplet - 3 lanes for each leg
Major couplet - 4 lanes for each leg
U:\UcJobs\01232\Excel\101232-03.x1s]T 6
II
31
W
N
Im
.46
MI.
EXHIBIT N
EXISTING. VOLUME/CAPACITY (V/C) RATIOS
67
20
LEGEND:
71 — z .62=VOLUMEICAPACITYRATIO
71.53 .30 PACIFIC
'� � s7 OCEAN
---- ----------�
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 01232:82 rev. 12/05/03 URBAN
many trips are going through Newport Beach, without starting or stopping inside
the City. This was done in a study that is characterized as "Traffic Source
Analysis." For this study the consultant essentially followed cars as they
journeyed through the City. Traffic destinations for three locations were studied:
• Northbound Coast Highway, south of Newport Coast Drive
• Southbound Coast Highway, south of the Santa Ana River
• Southbound MacArthur Boulevard, north of Bonita Canyon Drive
Beginning at each of the three locations, 100 cars were followed until they left the
arterial system or the City of Newport Beach. This sample size provides a
confidence interval of +/-10%. For each vehicle followed, the data includes start
time (when the vehicle was at one of the above destinations), end time (when the
vehicle left the City or the arterial system), destination (termination of trip or
crossing a cordon location), vehicle type (brief description of the vehicle), and
date. Analysts were directed to select vehicles from each lane, and a variety of
vehicle types.
As requested by City of Newport Beach staff, data was primarily collected during
the peak periods (from 7:00 to 9:00 AM and from 4:30 to 6:30 PM). At least 30%
of samples were taken within each of the AM and PM peak periods for each of
the three (3) traffic source locations.
The City of Newport Beach has been divided into fourteen (14) traffic analysis
districts, as previously shown on Exhibit B. For the purpose of this analysis,
districts 3 and 10 have been combined. Exhibit 0 shows through trip
destinations (cordon locations, depicted as letters on roadways exiting the City).
Once a vehicle has left the City of Newport Beach, it is considered an external
trip and is not further studied.
Exhibit P graphically depicts generalized trip distribution patterns for vehicles
traveling northbound on Coast Highway south of Newport Coast Drive. Internal
traffic (with destinations in the City of Newport Beach) accounts for 64% of the
vehicles studied. This percentage is slightly lower in the AM peak (60%) and
33
EXHIBIT 0
NEWPORT BEACH TRAFFIC SURVEY CORDON LOCATIONS
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 01232:67 URBAN
EXHIBIT P
TRAFFIC SURVEY RESULTS FOR NB COAST HIGHWAY
SOUTH OF NEWPORT COAST DR.
A =mMmu numnerc
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Califomia - 01232:68 URBAN
higher in both the PM peak and off peak time frames. The top three traffic
districts attracting vehicles from this location are 13, 8, and 9. District 13 roughly
corresponds to Newport Coast West/ Corona Del Mar. District 8 is approximately
Newport Center. District 9 is Bayside/Balboa Island.
Through traffic from northbound Coast Highway south of Newport Coast Drive
travels primarily to cordons A, W, and U. Each of these cordons was the
destination of more than 5 of the 100 vehicles followed. Cordon A is Coast
Highway at the Santa Ana River and received seven percent (7%) of the vehicles
studied. Cordon W is Newport Coast Drive northeast of the SR-73 freeway and
was the destination of seven percent (7%) of vehicles involved. Cordon U (the
destination of six percent (6%) of the vehicles followed) is Bison Avenue
northeast of the SR-73 freeway (towards University of California, Irvine).
Survey results for southbound Coast Highway south of the Santa Ana River are
summarized on Exhibit Q. Internal (City of Newport Beach) traffic comprises
66% of the 100 trips analyzed. In the off-peak time frame, this percentage is
much lower, but the off-peak sample size is small (8 vehicles). Primary
destinations include traffic analysis districts 2, 8, 3/10, and 9. District 2 is
Mariner's Mile/Newport Heights. Newport Center is district 8. District 3/10 is
Newport Bay and the Balboa Peninsula, and district 9 is Bayside/Balboa Island.
Through traffic from the starting point on Coast Highway south of the Santa Ana
River primarily exits the City of Newport Beach either at cordon C (Superior
Boulevard north of 15th Street), or at cordon Y (Coast Highway south of Newport
Coast Drive). Cordon C captured eleven percent (11%) of traffic studied, while
cordon Y was the destination of seven percent (7%) of vehicles followed. All
other cordons had fewer than 5 of the 100 vehicles studied leaving.
Exhibit R shows generalized trip distribution patterns for vehicles studied on
southbound MacArthur Boulevard north of Bonita Canyon Drive. Almost 90% of
traffic on this segment remains in the City of Newport Beach. Major destinations
0.
EXHIBIT Q
TRAFFIC
SURVEY
RESULTS
FOR
SB
COAST
HIGHWAY
SOUTH OF SANTA ANA RIVER
m m m m m
m m m
m= m IM m m
m m
m
W
00
EXHIBIT R
TRAFFIC SURVEY RESULTS FOR SB MACARTHUR BLVD,
NORTH OF BONITA CANYON DR.
A - VI�IRILI IYVIYI6CR
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Califomia- 01232:70 URBAN
I
include districts 8, 13, 9, and 12. District 8 (Newport Center) was the destination
of 37 vehicles. 32 total vehicles ended their trips in districts 13 and 9 (Newport
Coast West/Corona Del Mar and Bayside/Balboa Island, respectively). District
12 is Harbor View Hills/Newport Ridge (the destination of 11 vehicles).
During the peak hours, 11 of the 100 vehicles did travel through the City. Their
primary cordon destination was Y (Coast Highway south of Newport Coast Drive)
to which seven percent (7%) of vehicles traveled.
None of the through -corridors studied are unusually impacted by through traffic.
The survey results indicate that less than 10% of the traffic on the corridors
surveyed is regional through -traffic. However, as might be expected, through -
traffic is greater on east -west corridors such as Coast Highway, than on north -
south routes, because the Pacific Ocean is a barrier to further through traffic
movement.
2.10 2002 Peak Hour Intersection Operations
Peak period and hour traffic count data has been obtained from a variety of
sources. Obtaining 2001/2002 data has been an emphasis of the existing
conditions effort. Peak period and hour turning movement traffic volume data have
been compiled or counted at a total of 62 intersections throughout the City of
Newport Beach, as shown on Exhibit S. These locations were selected for analysis
by City staff because of their locations along key travel corridors within the
community. Additionally, it is important to note that while the overall daily volume
as compared to capacity is an important indicator of transportation system function,
intersection capacity can sometimes play a greater role when it comes to
constraints on the system.
Level of Service (LOS) is defined and described as follows:
39
.P
0
EXHIBIT S
INTERSECTION COUNT LOCATIONS
CGS
L
9 1 3
DR. s ROCF
N o 1 14 zuanE o� s
6
6 PACIFIC
3 gnie°aR� e< OCEAN
LEGEND:
• = INTERSECTION COUNT LOCATION
65 = INTERSECTION ID
LOS A = 0.00 - 0.60 ICU: Low volumes, high speeds; speed not restricted by
other vehicles; all signal cycles clear with no vehicles
waiting through more than one cycle.
LOS B = 0.61 — 0.70 ICU: Operating speeds beginning to be affected by other
traffic; between one and ten percent of signal cycles
have one or more vehicles which wait through more
than one signal cycle during peak traffic.periods.
LOS C = 0.71 — 0.80: Operating speeds and maneuverability closely
controlled by other traffic; between 11 and 30 percent
of the signal cycles have one or more vehicles which
wait through more than one signal cycle during peak
traffic periods; recommended ideal design standard.
LOS D = 0.81 — 0.90: Tolerable operation speeds; between 31 and 70
percent of the signal cycles have one or more vehicles
which wait through more than one signal cycle during
peak traffic periods; often used as design, standard in
urban areas.
LOS E = 0.91 —1.00: Capacity; the maximum traffic volumes an intersection
can accommodate; restricted speeds; between 71 and
100 percent of the signal cycles have one or more
vehicles which wait through more than one signal cycle
during peak traffic periods.
The data collected/compiled was input into a turning movement analysis database.
For each location, inbound and outbound volumes were calculated, by each 'leg" or
intersection approach.
The number of lanes and their configuration has been collected at all 62 existing
intersections and is used to calculate existing (2002) intersection capacity utilization
values (ICUs). Table 6 summarizes the 2002 ICUs based on the AM and PM peak
hour intersection turning movement volumes and the intersection configuration.
41
I
I
1
The following 6 intersections currently experience deficient (LOS "E" or worse)
peak hour operations under existing (2002) conditions:
• Riverside Avenue (NS)/Coast Highway (EW)
• Campus Drive (NS)/Bristol Street (N) (EW)
• Irvine Avenue (NS)/Mesa Drive (EW)
• MacArthur Boulevard (NS)/Jamboree Road (EW)
• MacArthur Boulevard (NS)/San Joaquin Hills Road (EW)
• Goldenrod Avenue (NS)/Coast Highway (EW)
Exhibit T depicts the existing deficiencies graphically.
J
TABLE 7
NBTM EXISTING COUNT INTERSECTION ANALYSIS SUMMARY
INTERSECTION NS & EW
AM PEAK HOUR
PM PEAK HOUR
ICU
LOS
ICU "
LOS
2. Superior Av. & Placentia Av.
0.661
B
0.67
B
3. Superior Av. & Coast Hw.
0.84
D
0.90
D
4. Newport Bi. & Hospital Rd.
0.54
A
0.70
B
5. Newport BI. & Via Lido
0.41
A
0.37
A
6. Newport Bl. & 32nd St.
0.73
C
0.78
C
7. Riverside Av. & Coast Hw.
0.84
D
0.93
E
8. Tustin Av. & Coast Hw.
0.80
C
0.67
B
9. MacArthur Bi. & Campus Dr.
0.61
B
0.85
D
10. MacArthur BI. & Birch St.
0.49
A
0.66
B
11. Von Karman Av. & Campus Dr.
0.55
A
0.79
C
12. MacArthur BI. & Von Kerman Av.
0.46
A
0.53
A
13. Jamboree Rd. & Campus Dr.
0.74
C
0.85
D
14. Jamboree Rd. & Birch St.
0.55
A
0.60
A
15. Campus Dr. & Bristol St. N
0.77
C
0.94
E
16. Birch St. & Bristol St. N
0.66
B
0.61
B
17. Campus Dr./Irvine Av. & Bristol St. S
0.72
Cl0.58
A
18. Birch St. & Bristol St. S
0.46
A
0.44
A
19. Irvine Av. & Mesa Dr.
0.70
B
0.94
E
20. Irvine Av. & University Dr.
0.82
D
0.89
D
21. Irvine Av. & Santiago Dr.
0.66
B
0.72
C
22. Irvine Av. & Hi hiand Dr.
0.57
A
0.60
A
23. Irvine Av. & Dover Dr.
0.72
cl
0.64
B
24. Irvine Av. & Westcliff Dr.
0.57
A
0.77
C
25. Dover Dr. & Westcliff Dr.
0.38
A
0.48
A
26. Dover Dr. & 16th St.
0.55
A
0.57
A
27. Dover Dr. & Coast Hw.
0.70
B
0.74
C
28. Ba side Dr. & Coast Hw.
0.69
B
0.70
B
29. MacArthur BI. & Jamboree Rd.
0.88
D
0.91
E
30. Jamboree Rd. & Bristol St. N
0.55
A
0.59
A
31. Bayview Pl. & Bristol St. S
0.48
A
0.56
A
32. Jamboree Rd. & Bristol St. S
0.75
C
0.72
C
33. Jamboree Rd. & Bayview W .
0.41
A
0.57
A
34. Jamboree Rd. & Eastbluff Dr. /University Dr.
0.60
A
0.64
B
35. Jamboree Rd. & Bison Av.
0.45
A
0.51
A
36. Jamboree Rd. & Eastbluff Dr./Ford Rd.
0.69
B
0.65
B
37. Jamboree Rd. & San Joaquin Hills Rd.
0.56
A
0.57
A
43
TABLE 7 (CONTINUED)
NBTM EXISTING COUNT INTERSECTION ANALYSIS SUMMARY
AM PEAK HOUR
PM PEAK
HOUR
'
INTERSECTION NS & EW
ICU
LOS
ICU
LOS
38. Jamboree Rd. & Santa Barbara Dr.
0.47
A
0.63
B
'
39. Jamboree Rd. & Coast Hw.
0.68
BI
0.74
C
40. Santa Cruz Dr. & San Joaquin Hills Rd.
0.36
A
0.36
A
'
41. Santa Rosa Dr. & San Joaquin Hills Rd.
0.32
A
0.52
A
42. Newport Center Dr. & Coast Hw.
0.40
A
0.52
A
44. Avocado Av. & San Miguel Dr.
0.33
A
0.72
C
t
45. Avocado Av. & Coast Hw.
0.58
A
0.66
B
46. SR-73 NB Ramps & Bison Av.
0.31
Ai
0.37
A
'
47. SR-73 SB Ramps & Bison Av.
0.26
Al0.17
A
48. MacArthur BI. & Bison Av.
0.63
B
0.60
A
49. MacArthur BI. & Ford Rd./Bonita Canyon Dr.
0.71
C
0.90
D
'
50. MacArthur BI. & San Joaquin Hills Rd.
0.64
B
0.93
E
51. MacArthur BI. & San Miguel Dr.
0.56
A
0.65
B
52. MacArthur BI. & Coast Hw.
0.60
A
0.71
C
'
53. SR-73 NB Ramps & Bonita Canyon Dr.
0.55
Al0.43
A
54. SR-73 SB Ramps & Bonita Canyon Dr.
0.30
A
0.41
A
'
55. Spyglass Hill Rd. & San Miguel Dr.
0.28
A
0.31
A
56. San Miguel Dr. & San Joaquin Hills Rd.
0.44
A
0.54
A
57. Goldenrod Av. & Coast Hw.
0.99
E
0.69
B
'
58. Marguerite Av. & San Joaquin Hills Rd.
0.31
A
0.35
A
59. Marguerite Av. & Coast Hw.
0.83
D
0.82
D
'
60. Spyglass Hill Rd. & San Joaquin Hills Rd.
0.44
A
0.30
A
61. Poppy Av. & Coast Hw.
0.61
B
0.65
B
62. Newport Coast Dr. & SR-73 NB Rams
0.45
A
0.31
A
'
64. Newport Coast Dr. & San Joaquin Hills Rd.
0.37
A
0.29
A
65. Newport Coast Dr. & Coast Hw.
0.47
A
0.50
A
' Average All Locations
0.581
Al0.63
B
' U:\UcJobs\01232\Excel\[01232-03.xis]T 7
' 44
EXHIBIT T
EXISTING INTERSECTION
LEGEND:
90 O =AM DEFICIENCY
0 = PM DEFICIENCY
P°L"` °CE"� • = AM/PM DEFICIENCY
(ALL LOS "E") URBAN
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 01232,41 rev.12/05/03 _
L
' 3.0 CURRENTLY ADOPTED GENERAL PLAN BUILDOUT TRAFFIC CONDITIONS
This chapter presents currently adopted General Plan Buildout Traffic Conditions. This
represents the amount of traffic which can be predicted if all entitlement expressed in
the current Land Use Element, and all the improvements identified in the Circulation
Element, were fully constructed. It also includes regional growth through the year 2025.
' Data are compared to existing conditions to quantify growth.
3.1 General Plan Buildout Land Use Data
' The General Plan Buildout land use data was provided to Urban Crossroads, Inc.
staff by the City of Newport Beach. Table 8 summarizes the overall General Plan
' Buildout land uses for the City of Newport Beach. An overall comparison to
existing (2002) land use is also shown in Table 8. Land uses generally increase
' for the City General Plan Buildout Scenario. Areas where the most anticipated
intensification in development are in the older, on -street commercial districts,
' such as Mariners' Mile, Old Newport Boulevard, the Campus/Birch tract (near
John Wayne Airport), etc. The single most significant residential growth area is
Newport Coast/Ridge, although there are notable residential increases predicted
for older residential neighborhoods like Corona del Mar, Lido Isle, and the Balboa
Peninsula. There is only one significant undeveloped property in the City's
planning area, Banning Ranch in western Newport Beach. Reductions in specific
' uses (e.g., mobile homes, movie theaters) are caused by redevelopment in the
City.
' 3.2 General Plan Buildout Socioeconomic Data (SED)
' General Plan buildout SED that has been converted from land use is
' summarized in Table 9. Table 9 also contains a comparison of General Plan
Buildout SED to existing (2002) SED for the City of Newport Beach.
' The total number of dwelling units are projected to increase by 5,452 units (16%)
per the currently adopted General Plan. For total employment, an increase of
' 13,578 employees (21 %) is included in the currently adopted General Plan.
' 46
TABLE 8
CITY OF NEWPORT BEACH GENERAL PLAN BUILDOUT
LAND USE SUMMARY
NBTM
CODE'
DESCRIPTION
UNITS 2
2002
QUANTITY
BUILDOUT
QUANTITY
GROWTH
% GROWTH
1 I
Low Density Residential
DU
14,841
15,213
372
2.51°/o
2
Medium Den si Residential
DU
12.939
17,723
4,784
36.97%
3
A artment
DU
7,622
8,468
846
11.10%
4
5
Elderly Residential
Mobile Home
TOTAL DWELLING UNITS
DU
DU
DU
348
894
36,644
348
749
42,501
-145
5.857
0.00%
-16.0%
15.98%
6 1
Motel
ROOM
210
256
46
21.90%
7
Hotel
ROOM
2,745
3,270
525
19.13%
9
10
11
13
15
Regional Commercial
General Commercial
Commercial/Recreation
Restaurant
Fast Food Restaurant
TSF
TSF
ACRE
TSF
TSF
1,259.000
2,926.160
5.100
640.520
78.031
1,633.850
3,692.980
5.100
859.800
94.540
374.850
766.820
-
219.280
16.509
29.77%
26.21%
0.00%
34.23%
21.16%
16
Auto Dealer/Sales
TSF
288.320
323.290
34.970
12.13%
17
18
19
Yacht Club
Health Club
Tennis Club
TSF
TSF
CRT
54.580
63.500
60
73.060
108.070
60
1 18.480
1 44.570
1 -
33.860
70.190
0.00%
20
Marina
SLIP
1,055
1.055
0.00%
21
Theater
SEAT
5,489
5,475
-14
-0.26%
22
Newport Dunes
ACRE
64.00
64.00
-
0.00%
23
24
General Office
Medical Office
TSF
TSF
10,900.190
761A59
12,153.473
895.420
1,253.283
133.961
11.50%
17.59%
25
Research & Development
TSF
327.409
809.330
481.921
147.19%
26
Industrial
TSF
1,042.070
1,060.762
18.692
1.79°/u
27
Mini-Storage/Warehouse
TSF
199.750
199.750
0.00°/n
28
Pre-school/Da Care
TSF
55.820
56.770
1 0.950
1.700/(
29
Elementary/Private School
STU
4,399
4.455
56
1.27°/u
30
Junior/High School
STU
4,765
4,765
0.00%
31
32
Cultural/Leaming Center
Library
TSF
TSF
35.000
78.840
40.000
78.840
1 5.000
-
14.29%
0.00%
33
Post Office
TSF
53.700
73.7001
20.000
37.24%
34
Hospital
BED
351
1,2651
914
260.40%
35
Nursin /Conv. Home
BEDS
661
661
1 -
0.00%
36
Church
TSF
377.760
467.2101
89.450
23.68%
37
Youth Ctr./Service
TSF
149.560
166.310
1 16.750
11.20%
38
Park
ACRE
113.970
94.910
-19.060
-16.72%
39
Regional Park
ACRE
-
45.910
45.910
N/A
40
Golf Course
ACRE
305.330
298.330
.7.000
-2.29%
1 Uses 8, 12, and 14 are part of the old NBTAM model structure and are not currently utilized in
the City land use datasets.
2 Units Abbreviations:
DU = Dwelling Units
TSF = Thousand Square Feet
CRT = Court
STU = Students
U.\UcJobs\01232\Exceh[01232-03.xlsIT 8
47
TABLE 9
CITY OF NEWPORT BEACH' LAND USE BASED
SOCIOECONOMIC DATA SUMMARY/COMPARISON
VARIABLE
2002
QUANTITY
BUILDOUT
QUANTITY
GROWTH
% GROWTH
Occu ied Single Family Dwelling Units
13,842
14,250
408
3%
occupied Multi-Famil Dwelling Units
20,409
25,4531
5,044
25%
TOTAL OCCUPIED DWELLING UNITS
34,251
39,7031
5,452
16%
Group Quarters Population
661
661
0
0%
Population
75,817
87,886
12,069
16%
Employed Residents
44,379
51,268
6,889
16%
Retail Employees
11,2111
13,5521
2,341
21%
Service Employees
17,1501
21,1371
3,987
23%
Other Employees
37,0771
44,3271
7,250
20%
TOTAL EMPLOYEES
65,438
79,016
13,578
21%
Elem/Hi h School Students
9,164.1
9,2201
56
1%
1 Inc
UAUI
1
3.3 Buildout Trip Generation
Table 10 summarizes the overall trip generation for General Plan Buildout
conditions for the City of Newport Beach. The overall trip generation for the City
of Newport Beach is an estimated 860,258 daily vehicle trips. Table 11
compares General Plan Buildout trip generation to existing. Total trip generation
increases by approximately 170,000 daily trips over existing (or 25%).
Regionally, total trip generation (Post 2025) is projected to increase by 33%.
3.4 Buildout Daily Traffic Conditions
Exhibit U shows General Plan Buildout through lanes on Newport Beach
roadways. This exhibit is based on information provided by City of Newport
Beach staff and the City of Newport Beach Circulation Element. The extension
of the SR-55 Freeway south of 17th Street is part of the assumed circulation
system as is the widening of Coast Highway through Mariners' Mile, the 19t'
Street Bridge over the Santa Ana River, and the circulation system Master Plan
for the Banning Ranch area. Additionally, tolls have been retained on toll roads
to provide a conservative worst -case scenario. Regionally, total vehicle miles of
travel are projected to increase by 45%, reflecting the tendency for growth to
occur in outlying areas of the region.
Exhibit V summarizes the NBTM 3.1 refined General Plan Buildout daily traffic
volumes throughout the City of Newport Beach. The highest daily traffic volume
increase occurs on Coast Highway. Between Bayside Drive and Newport
Boulevard, traffic increases by 15,000 or more vehicles per day (VPD). This
increase is caused partly by land use increases in the Balboa area. The capacity
increase of 50% (4 lanes to 6 lanes) on Coast Highway west of Dover Drive makes
the route more desirable and also contributes to the volume increase. Finally, the
SR-55 Freeway extension makes this section of Coast Highway more desirable to
through traffic. This is reflected by the less substantial increase in volume on Coast
Highway west of Newport Boulevard (9,000 VPD increase). Volumes on Coast
1
TABLE 10
CITY OF NEWPORT BEACH GENERAL PLAN BUILDOUT TRIP GENERATION
TRIP PURPOSE
PRODUCTIONS'
ATTRACTIONS
PRODUCTIONS -
ATTRACTIONS
PRODUCTIONS /
ATTRACTIONS
Home Based Work
70,469
100,684
-30,215
0.70
Home Based School
14,125
8,845
5,280
1.60
Home Based Otherz
167,202
136,553
30,649
1.22
Work Based Other
64,755
70,186
-5,431
0.92
Other- Other
114,557
112,882
1,675
1:01
TOTAL
431,1081
429.1501
1,9581
1.00
OVERALL TOTAL 860,258
1 Home -Work includes Home -Work and Home -University trips, consistent with OCTAM mode choice output.
z Home -Other includes Home -Shop and Home -Other trips, consistent with OCTAM mode choice output.
U:\UcJobs\01232\Excel\[01232-03.xls]T 10
TABLE 11
CITY OF NEWPORT BEACH TRIP GENERATION COMPARISON
TRIP PURPOSE
DAILY TRIP ENDS
GROWTH
PERCENT
GROWTH
EXISTING
GENERALPLAN
BUILDOUT
Home Based Work Productions
57,568
70,469
12,901
22.41%
Home Based Work Attractions
82,177
100,684
18,507
22.52%
Home Based School Productions
11,424
14,125
2,701
23.64%
Home Based School Attractions
8,730
8,845
115
1.32%
Home Based Other Productions'
125,826
167,202
41,376
32.88%
Home Based Other Attractions
111,273
136,553
25,280
22.72%
Work Based Other Productions
52,483
64,765
12,272
23.38%
Work Based Other Attractions
57,381
70,186
12,805
22.32%
Other - Other Productions
92,237
114,557
22,320
24.20%
Other - Other Attractions
90,749
112,882
22,133
24.39%
TOTAL PRODUCTIONS
339,5381
431,1081
91,570
26.97%
TOTAL ATTRACTIONS
350,3101
429,1601
78,8401
22.51%
OVERALL TOTAL
689,8481
860,258
170,410
24.70%
1 Home -Work includes Home -Work and Home -University trips, consistent with OCTAM mode choice output.
2 Home -Other includes Home -Shop and Home -Other trips, consistent with OCTAM mode choice output.
U,.\UcJobs\01232\Excel\101232-03.xls]T 11
51
EXHIBIT U
NEWPORT
BEACH
GENERAL
PLAN
BUILDOUT
THROUGH
LANES
ul
N
4D
4D
6D
6D
4D 4D 0 6?=� LEGEND:
4U 6D D
4d, 'O 4D D 4D 4 = NUMBER OF THROUGH LANES
D 1 4 D D zD D= DIVIDED
D 4D 6D 4U6D U =UNDIVIDED
6D 6D "1epqft PACIFIC
40 1 4 D OCEAN
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 01232:72 rev. 12/02/03 URBAN
Ln
W
1
EXHIBIT V
GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC (ADT)
im
24
10
1
58
11B
LEGEND:
20 = VEHICLES PER DAY (1009S)
s 8Q
43& 8 z PACIFIC
----- OCEAN
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 01232:73 rev. 12/02/03 URBAN
3.5
Highway throughout the study area generally increase, with the one exception
being west of 15th Street. The new Santa Ana River crossing of 19th Street draws
traffic away from Coast Highway. Volumes on Coast Highway in other areas
generally increase by 7,000-11,000 VPD.
Traffic volumes on Newport Boulevard increase substantially in General Plan
buildout conditions. Land use increases in the coastal areas account for some of
the increase. Traffic is also drawn to Newport Boulevard in the City of Newport
Beach because of the SR-55 freeway extension. However, changes to the planned
circulation system Master Plan and/or the permitted level of intensification of land
uses could lead to different results in the long term.
Land use increases in the Newport Coast area cause Newport Coast Drive to have
large volume increases that grow approaching the SR-73 tollway. Increased traffic
from Bonita Canyon and Harbor View Hills/Newport Ridge cause volumes on
Jamboree Road, MacArthur Boulevard, and Bonita Canyon Drive to go up.
Increased capacity on Irvine Avenue south of Bristol Street draws traffic to Campus
Drive/Irvine Avenue.
Daily Roadway Segment Analysis
The ratio of daily roadway segment volumes to daily planning level capacities
provides a measure of the roadway segment service. Volume/Capacity (v/c) Ratios
for existing conditions are shown on Exhibit W (to be provided). Roadway
segments with v/c ratios greater than 0.90 are:
• Newport Boulevard north of Hospital Road
• Newport Boulevard north of Via Lido
• Jamboree Road north of Campus Drive
• Jamboree Road north of Birch Street
Irvine Avenue north of University Drive
• Dover Drive north of Coast Highway
54
Ln
1n
EXHIBIT W
GENERAL PLAN BUILDOUT VOLUME/CAPACITY (V/C) RATIOS
1 1.75 %6 1 11 20 V /
.ml
9
w 156
1
62
20
LEGEND:
.88= VOLUME/CAPACITY RATIO
\ 76-21'
as ss PACIFIC
Bu�481
�----� OCEAN
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 01232:83 rev. 12/O5/03 u�teAN
• Jamboree Road north of San Joaquin Hills Road
• MacArthur Boulevard north of Bison Avenue
• MacArthur Boulevard north of Ford Road
• Newport Coast Drive north of SR-73 NB Ramps
• Newport Boulevard south of Hospital Road
• Jamboree Road south of Birch Street
• Irvine Avenue south of University Drive
• Campus Drive east of MacArthur Boulevard
• Bristol Street North east of Birch Street
• Bristol Street South east of Birch Street
• Coast Highway east of Dover Drive
• Coast Highway east of Bayside Drive
• Coast Highway east of Jamboree Road
• Ford Road east of MacArthur Boulevard
• Coast Highway east of MacArthur Boulevard
• Coast Highway east of Goldenrod Avenue
• Coast Highway east of Marguerite Avenue
• Coast Highway east of Poppy Avenue
• Coast Highway west of Superior Avenue/Balboa Boulevard
• Coast Highway west of Riverside Drive
• Bristol Street North west of Campus Drive
• Bristol Street South west of Campus Drive
• Bristol Street South west of Jamboree Road
3.6 Buildout Peak Hour Intersection Operations
The final data required to support the Buildout Scenario of the NBTM update
process was the intersection configuration of the 63 intersections selected for
analysis. This data was provided by City staff and was used to calculate currently
adopted General Plan Buildout intersection capacity utilization values (ICUs) at all
63 analysis intersections. Table 12 summarizes the General Plan Buildout ICUs
56
TABLE 12
NBTM BUILDOUT INTERSECTION CAPACITY UTILIZATION (ICU) SUMMARY
INTERSECTION NS/EW
AM
PEAK HOUR
I
PM
PEAK HOUR
EXISTING
COUNT
FUTURE
FORECAST
1EXISTING1
DELTAI
COUNT I
FUTURE
FORECAST
DELTA
1. Bluff Rd. & Coast Hw.
DNE�
1.01
iml
DNE
0.76
0.76
2. Superior Av. & Placentia Av.
0.66
0.65
-0.011
0.67
0.55
-0.12
3. Superior Av. & Coast Hw.
0.84
1.01
0,171
0.90
0.80
-0.10
4. Newport BI., & Hospital Rd.
0.54
0.87
0.331
0.70
0.93
0.23
5. Newport BI. & Via Lido
0.41
0.52
0.111
0.37
0.44
0.07
6. Newport BI. & 32nd St.
0.73
0.67
-0.06
0.78
0.76
-0.02
7. Riverside Av. & Coast Hw.
0.84
0.83
-0.01
0.931
1.12
0.19
8. Tustin Av. & Coast Hw.
0.80
0.76
-0.04
0.67
0.87
0:20
9. MacArthur BI. & Campus Dr.
0.61
0.72
0.11
0.85
1.21
0.36
10. MacArthur BI. & Birch St.
0.49
0.71
0.22
0.66
0.80
0.14
11. Von Karman Av. & Campus Dr.
0.55
0.67
0.12
0.79
0.94
0.15
12. MacArthur BI. & Von Karman Av.
0.46
0.54
0.081
0.53
0.64
0.11
13. Jamboree Rd. & Campus Dr.
0.74
0.93
0.191
0.85
1.231
0.38
14. Jamboree Rd. & Birch St.
0.55
0.90
0.35
0.60
0.89
0.29
15. Campus Dr. & Bristol St.
0.77
0.97
0.20
0.94
1.09
0.15
16. Birch St. & Bristol St.
0.66
0.93
0.27
0.61
0.71
0.10
17. Campus DrArvine Av. & Bristol St. S
0.72
0.91
0.19
0.58
0.76
0.18
18. Birch St. & Bristol St. S
0.46
0.52
0.06
0.44
0.53
0.09
19. Irvine Av. & Mesa Dr.
0.70
0.68
-0.02
0.94
0.90
-0.04
20. Irvine Av. & University Dr.
0.82
1.15
0.33
0.891
1.06
0.17
21. Irvine Av. & Santiago Dr.
0.66
0.58
-0.08
0.72
0.62
-0.10
22. Irvine Av. & Highland Dr.
0.57
0.51
-0.06
0.60
0.55
-0.05
23. Irvine Av. & Dover Dr.
0.72
0.75
0.03
0.64
0.65
0.01
24. Irvine Av. & WestcliffDr.
0.57
0.49
-0.08
0.77
0.74
-0.03
25. Dover Dr. & Westcliff Dr.
0.38
0.26
-0.12
0.48
0.48
0.00
26. Dover Dr. & 16th St.
0.55
0.47
-0.08
0.57
0.55
-0.02
27. Dover Dr. & Coast Hw.
0.70
0.71
0.01
0.741
0.74
0.00
28. Bayside Dr. & Coast Hw.
0.69
0.85
0.16
0.701
0.94
0.24
29. MacArthur BI. & Jamboree Rd.
0.88
0.97
0.09
0.91
0.98
0.07
30. Jamboree Rd. & Bristol St.
0.55
0.07
-0.48
0.59
0.02
-0.57
31. Bayview Pl. & Bristol St. S
0.48
0.61
0.13
0.56
0.63
0.07
32. Jamboree Rd. & Bristol St. S
0.75
0.95
0.20
0.72
0.83
0.11
33. Jamboree Rd. & Bayview W .
0.41
0.45
0.04
0.57
0.68
0.11
34. Jamboree Rd. & Eastbluff Dr. [University Dr.
0.60
0.58
-0.02
0.64
0.61
• -0.03
35. Jamboree Rd. & Bison Av.
0.45
0.461
0.011
0.511
0.54
0.03
36. Jamboree Rd. & Eastbluff Dr./Ford Rd.
0.69
0.74
0.051
0.651
0.70
0.05
37. Jamboree Rd. & San Joaquin Hills Rd.
0.56
0.64
0.08
0.57
0.65
0.08
57
TABLE 12 (CONTINUED)
NBTM BUILDOUT INTERSECTION CAPACITY UTILIZATION (ICU) SUMMARY
INTERSECTION NS/EW
AM
PEAK HOUR
PM
PEAK HOUR
EXISTING
COUNT
FUTURE
FORECAST
DELTA
EXISTING
COUNT
FUTURE
FORECAST
DELTA
38. Jamboree Rd. & Santa Barbara Dr.
0.471
0.52
0.051
0.631
0.69
0.06
39. Jamboree Rd. & Coast Hw.
0.68
0.84
0.161
0.74
0.87
0.13
0. Santa Cruz Dr. & San Joaquin Hills Rd.
0.36
0.40
0.04
0.36
0.38
0.02
41. Santa Rosa Dr. & San Joa uin Hills Rd.
0.32
0.34
0.02
0.52
0.66
0.14
42. Newport Center Dr. & Coast Hw.
0.40
0.51
0.11
0.52
0.62
0.10
44. Avocado Av. & San Miguel Dr.
0.33
0.35
0.02
0.72
0.77
0.05
45. Avocado Av. & Coast Hw.
0.58
0.76
0.18
0.66
0.77
0.11
46. SR-73 NB Ramps & Bison Av.
0.31
0.46
0.15
0.37
0.56
0.19
47. SR-73 SB Rams & Bison Av.
0.26
0.40
0.141
0.17
0.29
0.12
48. MacArthur Bl. & Bison Av.
0.63
0.77
0.141
0.60
0.771
0.17
49. MacArhtur BI. & Ford Rd./Bonita Canyon Dr.
0.71
0.76
0.05
0.90
1.07
0.17
50. MacArthur Bl. & San Joaquin Hills Rd.
0.64
0.71
0.07
0.93
0.96
0.03
51. MacArthur Bl. & San Miguel Dr.
0.56
0.55
-0.01
0.65
0.70
0.05
52. MacArthur Bl. & Coast.Hw.
0.60
0.72
0.12
0.71
0.81
0.10
53. SR-73 NB Ramps & Bonita Canyon Dr.
0.55
0.62
0.07
0.43
0.47
0.04
54. SR-73 SB Rams & Bonita Canyon Dr.
0.30
0.44
0:14
0.41
0.56
0.15
55. San Miguel Dr. & Spyglass Hill Rd.
0.28
0.31
0.031
0.31
0.39
0.08
56. San Joaquin Hills Rd. & San Miguel Dr.
0.44
0.50
0.061
0.54
0.65
0.11
57. Goldenrod Av. & Coast Hw.
0.99
1.08
0.091
0.69
0.76
0.07
58. Marguerite Av. & San Joaquin Hills Rd.
0.31
0.37
0.061
0.35
0.50
0.15
59.Maz erite Av. & Coast Hw.
0.83
0.92
0.091
0.82M46
60. S lass Hill Rd. & San Joaquin Hills Rd.
0.44
0.57
0.13
0.30
61, Po Av. & Coast Hw.
0.61
0.71
0.10
0.6562.
Ne ort Coast Dr. & SR-73 NB Rams
0.45
0.52
0.07
0.3164.
New ort Coast Dr. & San Joa uin Hills Rd.
0.37
0.60
0.23
0.2965.
Ne ort Coast Dr. & Coast Hw.
0.47
059
0.12
0.50
1 DNE = Does Not Exist
U:\UcJobs\01232\Excel\[01232-03.xls]T 12
m
based on the AM and PM peak hour intersection turning movement volumes and
the intersection geometric data.
As shown in Table 12, ICU values generally increase in the General Plan buildout
conditions. The exceptions occur where new parallel facilities are available, or
where an increase in lanes results in increased capacity. The 18 intersections with
ICU values greater than 0.90 (LOS "E" or worse) in either peak period are:
• Bluff Road (NS)/Coast Highway (EW) (AM)
• Superior Avenue (NS)/Coast Highway (EW) (AM)
• Newport Boulevard (NS)/Hospital Road (EW) (PM)
• Riverside Drive (NS)/Coast Highway (EW) (PM)
• MacArthur Boulevard' (NS)/Campus Drive (EW) (PM)
• Von Karman Avenue (NS)/Campus Drive (EW) (PM)
• Jamboree Road (NS)/Campus Drive (EW) (AM/PM)
• Campus Drive (NS)/Bristol Street North (EW) (AM/PM)
• Birch Street (NS)/Bristol Street North (EW) (AM)
• Campus Drive/Irvine Avenue (NS)/Bristol Street South (EW) (AM)
• Irvine Avenue (NS)/University Avenue (EW) (AM/PM)
• Bayside Drive (NS)/Coast Highway (EW) (PM)
• MacArthur Boulevard (NS)/Jamboree Road (EW) (AM/PM)
• Jamboree Road (NS)/Bristol Street South (EW) (AM)
• MacArthur Boulevard (NS)/Ford Road/Bonita Canyon Drive (EW) (PM)
• MacArthur Boulevard (NS)/San Joaquin Hills Road (EW) (PM)
• Goldenrod (NS)/Coast Highway (EW) (AM)
• Marguerite (NS)/Coast Highway (EW) (AM/PM)
The intersections with future buildout (Currently Adopted General Plan) ICU values that
exceed 0.90 are depicted graphically on Exhibit X. It is important to note that for both
existing and build -out conditions, Intersection Capacity Utilization ratio calculations
reflect the function of intersections for a very limited amount of time throughout the day
9
8
EXHIBIT X
CURRENTLY ADOPTED GENERAL PLAN DEFICIENCIES
LEGEND:
PM LOS "E"
°�, e1lL • = LOS "E"
AM LOS "F"
PM LOS "r
PACIFIC OCEAN
�.1''� BReonal -= LOS "F"
�1
NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Cafrfornia-01232:84 rev.12/05/03RB.Ar!
(the AM and PM peak hours, or 2 of the 24 hour time period, and only for weekdays).
Within the current data limitations, we are unable to provide ICU calculations either as
an average ICU, or for other, non -peak hours.
61
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