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GP UPDATE TRAFFIC STUDY BASELINE DATA AND ANALYSIS
*NEW FILE* GP UPDATE TRAFF STUDY BASELINE DATA AND ANAYLSIS Ai URBAN G ROSBAM i CITY OF NEWPORT BEACH GENERAL PLAN TRAFFIC STUDY BASELINE DATA AND ANALYSIS Newport Beach California URBAN CROSSROADS, INC. 41 Corporate Park, Suite 300 Irvine, CA 92606 Phone: (949) 660.1994 Fax: (949) 660.1911 www.urbanxroads.com CITY OF NEWPORT BEACH GENERAL PLAN TRAFFIC STUDY BASELINE DATA AND ANALYSIS NEWPORT BEACH, CALIFORNIA Prepared For: Mr. Elwood Tescher EIP ASSOCIATES 12301 Wilshire Boulevard, Suite 430 Los Angeles, CA 90025 Prepared By: URBAN CROSSROADS, INC. 41 Corporate Park, Suite 300 Irvine, CA 92606 John Kain, AICP Carleton Waters, P.E. Marlie Whiteman, P.E. March 5, 2003 December 5, 2003 (Revised) JK:CW:MW:jb, JN:01232-02 TABLE OF CONTENTS SECTION 1.0 3.0 INTRODUCTION AND METHODOLOGY...................................................... 1.1 Goals and Objectives 1.2 Methodology Overview 1.2.1 Traffic Analysis Zone (TAZ) Structure 1.2.2 Land Use to Socioeconomic Data Conversion Process 1.2.3 Trip Generation 1.2.4 Trip Distribution 1.2.5 Mode Choice 1.2.6 Time of Day Factoring 1.2.7 Roadway Network Representation 1.2.8 Traffic Assignment 1.3 Data and Analysis Methodology EXISTINGCONDITIONS............................................................................... 2.1 2001/2002 Land Use Data 2.2 2002 Socioeconomic Data 2.3 Trip Generation 2.4 Home -Work Trip Mode Choice Data 2.4.1 Trip Distribution Survey Data 2.5 General Model Trip Distribution Results 2.6 Roadway Network 2.7 Shoulder Season Daily Traffic Volume Data 2.8 Peak Season Daily Traffic Volume Data 2.9 Daily Roadway Segment Analysis 2.10 Traffic Source Analysis 2.10.1 Model Traffic Source Analysis 2.11 Peak Hour Intersection Operations 2.12 Truck Facilities 2.13 Parking 2.14 Trail System 2.15 Public Transit 2.16 Air Travel 2.17 Marine Transport PAGE 1-1 2-1 CURRENTLY ADOPTED GENERAL PLAN BUILDOUT (POST-2025) SCENARIO............................................................................... 3-1 3.1 Land Use and Socioeconomic Data (SED) 3.1.1 General Plan Buildout Land Use Data 3.1.2 General Plan Buildout Socioeconomic Data (SED) i 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 Trip Generation Traffic Assignment Daily Capacity Analysis Peak Hour Forecasts Truck Facilities _ t APPENDICES u �I -I r u NBTM 3.1 TRAFFIC ANALYSIS ZONE (TAZ) CORRESPONDENCE LISTING ........ A 2002 LAND USE............................................................................................................. ADE EMPLOYMENT MEMORANDUM......................................................................... 2002 SOCIOECONOMIC DATA................................................................................... 2002 DAILY TRIPS.................................................................................. HOME -WORK TRIP MODE CHOICE DATA FOR THE CITY OF NEWPORTBEACH................................................................................. ORIGIN -DESTINATION SURVEY DATA FOR TRIPS ORIGINATING IN THECITY OF NEWPORT BEACH................................................................................ ORIGIN -DESTINATION SURVEY DATA FOR TRIPS DESTINED FOR THECITY OF NEWPORT BEACH................................................................................ SHOULDER SEASON 2001/2002 DAILY TRAFFIC COUNT DATA ............................ 2001/2002 DAILY TRAFFIC VOLUME ANALYSIS....................................................... PEAK SEASON DAILY TRAFFIC VOLUMES.............................................................. DAILY VOLUME COUNT DATA FOR NEWPORT BOULEVARD OVERTHREE WEEKS.................................................................................................. DAILY TRAFFIC VOLUME VARIATION OVER THREE WEEKS .............................. TRIP SOURCE ANALYSIS RAW DATA....................................................................... TRAFFIC SOURCE ANALYSIS COLLECTION TIME DISTRIBUTION ....................... B C D E F G H 1 J K L M N 0 2001/2002 INTERSECTION TURNING MOVEMENT COUNTS ................................. P 2002 COUNTED INTERSECTION CAPACITY UTILIZATION (ICU) WORKSHEETS.............................................................................................................. Q GENERAL PLAN BUILDOUT (POST-2025) LAND USE ............ R GENERAL PLAN BUILDOUT SOCIOECONOMIC DATA (SED)................................ S GENERAL PLAN BUILDOUT DAILY TRIPS................................................................ T CITY OF NEWPORT BEACH GENERAL PLAN BUILDOUT ROADWAY IMPROVEMENTS.......................................................................................................... U GENERAL PLAN BUILDOUT INTERSECTION CAPACITY UTILIZATION (ICU) WORKSHEETS.............................................................................................................. V LIST OF EXHIBITS EXHIBIT PAGE 1-A NBTM OVERALL COVERAGE AREA ................................................... 1-3 1-B NEWPORT BEACH TRAFFIC MODEL (NBTM) PRIMARY STUDYAREA......................................................................................... 1-5 1-C NEWPORT BEACH TRAFFIC MODEL (NBTM) OVERALL MODELING METHODOLOGY............................................................... 1-6 1-D TRAFFIC ANALYSIS ZONE (TAZ) SYSTEM .......................................... 1-9 1-E NBTM PRIMARY AREA TRAFFIC ANALYSIS ZONE (TAZ) STRUCTURE............................................................................... 1-10 1-F TRAFFIC ANALYSIS DISTRICTS.......................................................... 1-12 1-G NEWPORT BEACH TRAFFIC MODEL (NBTM) TRIP GENERATION PROCESS............................................................ 1-13 1-H TRIP GENERATION ADJUSTMENT AREA .......................................... 1-22 1-I NEWPORT BEACH TRAFFIC MODEL (NBTM) TRIP DISTRIBUTION PROCESS.......................................................... 1-23 1-J NBTM TRAFFIC ASSIGNMENT ALGORITHM VOLUME/ CAPACITY RATIO TO TRAVEL SPEED RELATIONSHIPS ................. 1-34 2-A MODE CHOICE FOR WORK TRIPS OF NEWPORT BEACH RESIDENTS........................................................................... 2-13 2-B MODE CHOICE FOR HOME -WORK TRIPS OF NEWPORT BEACHWORKERS............................................................................. 2-14 2-C PURPOSE FOR TRIPS ORIGINATING IN NEWPORT BEACH BY DESTINATION.................................................................. 2-17 2-D PURPOSE OF TRIPS ORIGINATING IN NEWPORT BEACH ............ 2-19 2-E DESTINATIONS OF TRIPS ORIGINATING IN NEWPORT BEACH..... 2-20 2-F PURPOSE OF TRIPS DESTINED FOR NEWPORT BEACH BYORIGIN............................................................................................. 2-22 LI II 2-G PURPOSES OF TRIPS DESTINED FOR NEWPORT BEACH ............. 2-23 2-H ORIGINS OF TRIPS DESTINED FOR NEWPORT BEACH .................. 2-24 2-1 NEWPORT BEACH EXISTING THROUGH LANES ............................. 2-27 2-J EXISTING COUNT SHOULDER SEASON AVERAGE DAILY TRAFFIC(ADT)...................................................................................... 2-28 2-K EXISTING VOLUME/CAPACITY (V/C) RATIOS ................................... 2-35 2-L NEWPORT BEACH TRAFFIC SURVEY CORDON LOCATIONS ........ 2-38 2-M TRAFFIC SURVEY RESULTS FOR NB COAST HIGHWAY SOUTH OF NEWPORT COAST DR ...................................................... 2-41 2-N TRAFFIC SURVEY RESULTS FOR SB COAST HIGHWAY SOUTH OF SANTA ANA RIVER........................................................... 2-43 2-0 TRAFFIC SURVEY RESULTS FOR SB MACARTHUR BLVD. NORTH OF BONITA CANYON DR ........................................................ 2-46 2-P GENERAL DISTRIBUTION OF MODEL TRAFFIC FROM COAST HIGHWAY SOUTH OF NEWPORT COAST DRIVE ................ 2-47 2-Q GENERAL DISTRIBUTION OF MODEL TRAFFIC FROM COAST HIGHWAY AT THE SANTA ANA RIVER ................................. 2-49 2-R GENERAL DISTRIBUTION OF MODEL TRAFFIC FROM MACARTHUR BOULEVARD NORTH OF BONITA CANYON DRIVE.. 2-50 2-S INTERSECTION COUNT LOCATIONS ................................................. 2-51 2-T EXISTING INTERSECTION DEFICIENCIES ........................................ 2-55 2-U FACILITIES WHERE COMMERCIAL VEHICLES IN EXCESS OF 6,000 POUNDS ARE PROHIBITED....................................................... 2-57 2-V STANDARD BIKE PATH CROSS -SECTIONS ...................................... 2-58 2-W NEWPORT BEACH EXISTING BICYCLE FACILITIES ......................... 2-60 2-X EXISTING PUBLIC TRANSIT ROUTES ................................................ 2-62 3-A NEWPORT BEACH GENERAL PLAN BUILDOUT THROUGHLANES.................................................................................. 3-8 J J 3-13 GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC(ADT)........................................................................................ 3-9 3-C GENERAL PLAN BUILDOUT VOLUME/CAPACITY (V/C) RATIOS .................................... :.................................................... 3-15 3-D CURRENTLY ADOPTED GENERAL PLAN DEFICIENCIES ....... :........ 3-22 3-E NEWPORT BEACH PROPOSED BICYCLE FACILITIES ..................... 3-24 E LIST OF TABLES ' TABLE PAGE 1-1 LAND USE TO SOCIOECONOMIC DATA CONVERSION ' FACTORS............................................................................................ 1-16 1-2 NBTM SOCIOECONOMIC DATA (SED) BASED TRIPS RATES..... 1-19 ' 1-3' TYPICAL NBTM 3.1 RESIDENTIAL TRIP GENERATION EXAMPLES.......................................................................................... 1-21 ' 1-25 1-4 NBTM TIME OF DAYS FACTORS ..................................................... 1-5 NBTM LINK ATTRIBUTES.................................................................. 1-27 1-6 NBTM ROADWAY LINK FACILITY TYPE CODES ............................ 1-28 ' 1-7 NBTM USE CODES............................................................................ 1-29 ' 1-8 NBTM ROADWAY LINK SPEED ASSUMPTIONS ............................ 1-31 1-9 NBTM ROADWAY LINK CAPACITY ASSUMPTIONS ...................... 1-32 ' 1-10 ROADWAY SEGMENT CAPACITIES ................................................ 1-36 ' 2-1 CITY OF NEWPORT BEACH 2O02 LAND USE SUMMARY ............... 2-2 2-2 CITY OF NEWPORT BEACH LAND USE BASED 2002 SOCIOECONOMIC DATA SUMMARY .................................................... 2-3 2-3 COMPARISON OF EXISTING CITY AND EXISTING MODEL SOCIO-ECONOMIC DATA•....................................................................... 2-4 ' 2-4 SOCIO-ECONOMIC DATA COMPARISON OF INITIAL NEWPORT BEACH (2002) AND OCP-2000 (2000) DATA 2-5 ................:.... 2-5 CITY OF NEWPORT BEACH'2002 TRIP GENERATION ....................... 2-8 2-6 MODE CHOICE PERCENTS FOR WORK TRIPS OF ' NEWPORT BEACH RESIDENTS.......................................................... 2-11 2-7 MODE CHOICE PERCENTS FOR HOME -WORK TRIPS OF NEWPORT BEACH WORKERS............................................................ 2-12 11 2-8 PURPOSES OF TRIPS ORIGINATING IN NEWPORT BEACH (REGIONAL SURVEY DATA)................................................................ 2-16 2-9 PURPOSES OF TRIPS DESTINED FOR NEWPORT BEACH (REGIONAL SURVEY DATA)................................................................ 2-21 2-10 TRIP DISTRIBUTION COMPARISON ................................................... 2-25 2-11 24-HOUR TRAFFIC VOLUME PEAK PERIOD AND HOUR RELATIONSHIPS................................................................................... 2-30 2-12 SUMMER TIME ADT COMPARISON.................................................... 2-31 2-13 DAILY VOLUME VARIATION OVER THREE WEEKS .......................... 2-33 2-14 TRAFFIC SOURCE ANALYSIS CONFIDENCE INTERVALS ............... 2-36 2-15 TRAFFIC SURVEY RESULTS FOR NORTHBOUND COAST HIGHWAY SOUTH OF NEWPORT COAST DRIVE .............................. 2-39 2-16 TRAFFIC SURVEY RESULTS FOR SOUTHBOUND COAST HIGHWAY SOUTH OF THE SANTA ANA RIVER ................................. 2-42 2-17 TRAFFIC SURVEY RESULTS FOR SOUTHBOUND MACARTHUR BOULEVARD NORTH OF BONITA CANYON DRIVE .......................... 2-45 2-18 NBTM EXISTING COUNT INTERSECTION ANALYSISSUMMARY.......................................................................... 2-53 3-1 CITY OF NEWPORT BEACH GENERAL PLAN BUILDOUT LAND USE SUMMARY.......................................................................... 3-2 3-2 CITY OF NEWPORT BEACH LAND USE BASED SOCIOECONOMIC DATA SUMMARY/COMPARISON ........................ 3-3 3-3 CITY OF NEWPORT BEACH GENERAL PLAN BUILDOUT TRIP GENERATION........................................................... 3-5 3-4 CITY OF NEWPORT BEACH TRIP GENERATION COMPARISON......................................................................................... 3-7 3-5 GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC COMPARISON...................................................................................... 3-10 3-6 NBTM BUILDOUT INTERSECTION CAPACITY UTILIZATION (ICU) SUMMARY................................................................................... 3-18 3-7 NBTM BUILDOUT INTERSECTION ANALYSIS SUMMARY .............. 3-20 CITY OF NEWPORT BEACH GENERAL PLAN TRAFFIC STUDY ' BASELINE DATA AND ANALYSIS ' 1.0 INTRODUCTION AND METHODOLOGY This report has been prepared in support of the 2003 update of the City of Newport Beach ' General Plan and Circulation Element. This initial product is prepared to document baseline data and analyses relevant to the General Plan Update Technical Background ' Report. The report has been revised to reflect modified (decreased) employment levels consistent with the best available data and to incorporate additional information (e.g. summer traffic levels, etc.) requested by the General Plan Advisory Committee (GPAC) and General Plan Update Committee (GPUC). This chapter of the report introduces the reader to the Baseline Data and Analysis portion ' of the City of Newport Beach General Plan Circulation Element update project and presents the goals and objectives of the work effort. The General Plan forecasts have ' been prepared using the Newport Beach Traffic Model, version 3.1 (NBTM 3.1). This chapter of the report also provides a summary of the overall NBTM 3.1 modeling ' methodology. For a detailed discussion of the model, see Newport Beach Traffic Model (NBTM) 3.1 Technical Documentation Report (Urban Crossroads, Inc., December, 2003). ' The NBTM 3.1 travel demand forecasting tool has been developed for the City of Newport Beach to address traffic and circulation issues in and around the City. The NBTM 3.1 tool has been developed in accordance with the requirements and recommendations of the ' Orange County Subarea Modeling Guidelines Manual (August, 1998). The NBTM 3.1 is intended to be used for roadway planning and traffic impact analysis, such as: ' . General Plan/Land Use analysis required by the City of Newport Beach. ' Amendments to the Orange County Master Plan of Arterial Highways (MPAH). • Orange County Congestion Management Program (CMP) analysis. The NBTM 3.1 is a vehicle trip based modeling tool, and it is intended for evaluating ' general roadway system supply and demand problems and issues. The NBTM 3.1 has ' 1-1 been specifically calibrated to represent "shoulder season" (spring/fall) conditions in the City of Newport Beach. Later chapters of this report will present existing and currently adopted General Plan conditions data and analysis. Speck issues addressed include daily roadway segment traffic volumes, peak hour intersection volumes and analysis, alternative travel modes, and special issues such as parking and truck routes. 1.1 Goals and Obiectives The goals of the General Plan Update Baseline Data and Analyses work effort are to present the existing traffic network, volumes, and evaluation, develop and analyze future currently adopted General Plan baseline volume forecasts, compile data for additional transportation systems, and present special issues. 1.2 Methodology Overview This section provides a broad overview of the NBTM 3.1 structure and the baseline data and analysis methodology. Subsequent sections provide additional detail regarding the forecasting methodology. The overall coverage area of the NBTM 3.1 Is depicted on Exhibit 1 A. The NBTM 3.1 coverage area Includes the five county urbanized area which is included in the parent OCTAM 3.1 tool. The basic model structure recommended in the subarea modeling guidelines is a "focused" modeling approach. The concept of a focused model is to provide the greatest level of detail within the primary analysis or study area, with the least detail Included in those parts of the model which are geographically distant from the primary study area. This concept is further refined in the guidelines as a three tier system. 1-2 EXHIBIT 1-A NBTM OVERALL COVERAGE AREA NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY Newport Beach Califomia = 01232:016 URBAN Tier 1 is the least detailed component of the subarea model. The intent of the Tier 1 level of definition is to provide the minimum amount of detail necessary to accommodate regional (OCTAM 3.1) traffic as it enters the Tier 2 coverage area. The Tier 1 level of detail is not intended to support detailed analysis within the Tier 1 area. The Tier 2 level of detail corresponds directly to the parent (OCTAM 3.1) model, while Tier 3 (the primary study area) incorporates more detail than the parent model. Exhibit 1-A also presents the limits of each tier or level of detail. While the Tier 3 area incorporates additional detail surrounding the City of Newport Beach, the City will be the primary study area for this work effort The primary study area of the NBTM is shown on Exhibit 1-B. The primary study area of the NBTM is generally bounded by the Brookhurst Street/Santa Ana River on the west, Adams Avenue/Baker Street/Campus Drive/SR-73 on the north, Crystal Cove State Park on the east, and the Pacific Ocean on the south. As described previously, Tier 2 area level of detail and vehicle traffic forecasting capability is equal to that of the parent OCTAM 3.1 travel demand forecasting tool. The Tier 2 area is generally bounded by the northwest Orange County line, 1-5 Freeway, Fairhaven Avenue, Santiago Canyon Road, El Toro Road, Santa Margarita Parkway, Trabuco Creek, and the Pacific Ocean. The NBTM is highly dependent on the Orange County Transportation Analysis Model, Version 3.1 (OCTAM 3.1). Exhibit 1-C provides an overview of the NBTM modeling process. The general modeling steps or processes are: • Land use to socioeconomic data (SED) conversion • Trip generation and mode choice • Trip distribution 1-4 m m m m M, m r N EXHIBIT 1-B NEWPORT BEACH TRAFFIC MODEL (NBTM) PRIMARY STUDY AREA V NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Califomia-01232:04D URBAN Subarea Trip Generation Existing Conditions Model Data EXHIBIT 1-C NEWPORT BEACH TRAFFIC MODEL (NBTM) OVERALL MODELING METHODOLOGY Regional Trip Generation, Mode Choice, and Trip Distribution Models Regional Vehicle Trips (Drive alone, HOVs, TOLLS) Reevaluate Regional Travel Characteristics Compress to Tier 1&2 Zones Are local trips or network > Yes substantially different froth regional trips or � network7 M P&A. Gro Expansion Fratar/Matrix Expand Time of Day/ P-A to 0 D Factoring Trip Refinements j"� Count Data Final Refined Forecasts Regional Highway Network Subarea Network RP '� I • Time of day factoring • Traffic assignment • Post -assignment data refinement processing. NBTM relies on regional model estimates of trip generation, trip distribution, and mode choice. The model structure accommodates changes in land use/socioeconomic and network characteristics in the following manner: Trip Generation - Trip generation estimates are based on socioeconomic data driven trip generation rates. The primary study area socioeconomic data is derived from the City of Newport Beach land use within the City of Newport Beach. The calculated trip generation is then used to adjust the regional trip generation results to match the more detailed local NBTM trip generation estimate. Trip Distribution - Trip distribution estimates are based on trip distribution patterns estimated by the regional travel demand model and incorporated into the subarea model. The number of trips attributed to the primary study area in the regional model are adjusted to match the project trip generation using an analytical approach commonly referred to as the Fratar model. This process automatically adjusts the trip distribution patterns as necessary. Mode Choice - Mode choice is estimated by using regional model mode share results, which are then incorporated directly into the subarea model. 1-7 Traffic Assignment - Traffic is assigned to the roadway system on the basis of travel time and cost. Tolls are explicitly included in the traffic assignment process using the procedures obtained from the regional travel demand model. Traffic is assigned separately for the AM, mid -day, PM, and nighttime periods of the day, to allow for more accurate representation of the effects of congestion on the choice of travel routes by drivers. Post Model Refinements -The goal of the future traffic volume forecast refinement or post model refinement processing is to utilize all available data to prepare the best possible estimate of future traffic conditions. The NBTM procedure Incorporates 2002 traffic count data, 2002 model validation data (traffic estimates), and future (raw) model forecasts (estimates) as Inputs. 1.2.1 Traffic Analysis Zone (TAZ) Structure The overall NBTM TAZ Structure is shown on Exhibit 1-D. The primary study area (City of Newport Beach) TAZ structure is shown on Exhibit 1-E and incorporates 194 TAZs for purposes of aggregating individual land uses to a level of detail suitable for local area modeling. By contrast, the OCTAM 3.1 TAZ system includes 69 TAZs for the same area. The additional TAZ structure detail is intended to support accurate forecasting of traffic on all arterial roadways (as well as study area freeways) within the study area. The NBTM 3.1 TAZs generally aggregate to the OCTAM 3.1 TAZs within the primary modeling area. This is a requirement of the consistency guidelines. The only exception/deviation was the Newport Coast area, where the OCTAM TAZs do hot correspond to approved circulation and development 1-8 EXHIBIT 1-E NBTM PRIMARY AREA TRAFFIC ANALYSIS ZONE (TAZ) STRUCTURE �1 .r ociAM MOUND . ill c"scuomw rvw a CITY OF NEWPORT BEACH --_ (DWT)TRAMCANALYSISZONES DRAFrTAZAPR 0 NEWPORTBEACH GENERAL PLAN UPDATETRAFFICSTUDY, Newport Beach, Califomia-01232.44 f J patterns. OCTA staff indicated that this would be acceptable at a cooperative meeting held on May 22, 2002 at Urban Crossroads, Inc. offices. Within the NBTM 3.1 secondary (Tier 2) analysis area, the NBTM TAZs correspond to the OCTAM 3.1 TAZs on a one-to-one basis. Appendix "A" contains a complete listing of the relationships between the NBTM TAZs, the OCTAM 3.1 TAZs, and various other geographic areas such as counties, Community Analysis Areas (CAAs) and Regional Statistical Areas (RSAs). A second listing in Appendix "A" shows the relationship between NBTM TAZs and NBTM Traffic Analysis Districts. Traffic Analysis Districts group areas with similar characteristics for use in traffic source analysis, Fratar Modeling (a trip generation/distribution adjustment process), and occupancy adjustments. Traffic Analysis Districts are shown on Exhibit 1-F. 1.2.2 Land Use to Socioeconomic Data Conversion Process The conversion of land use to SED is the first step in the NBTM modeling process. Exhibit 1-G illustrates the overall land use to SED conversion and trip generation process. The City of Newport Beach maintains land use data that is used for many purposes, including providing input data to the NBTM traffic forecasting process. Recently adopted regional modeling consistency requirements necessitate use of consistent input data that provides trip generation estimates that are also consistent with the regional modeling tool. OCTA uses the following variables as the input data for OCTAM 3.1: (Total) Population • Household Population • Employed Residents • (Non -Institutionalized) Group Quarters Population • Occupied Single -Family Households r t N EXHIBIT 1-F TRAFFIC ANALYSIS DISTRICTS NEWPORT REACH GENERA! PLAN UPDATETRAFFIC5FUDY, Nawpoli laarb, CaMomia-0123:MEMP2 M15PA : EXHIBIT 1-13 NEWPORT BEACH TRAFFIC MODEL (NBTM) TRIP GENERATION PROCESS NEWPORT BEACH ' LAND USE DATA TCCONVERT LAND USE CIOECONOMICSUPPLEMENTALATA (SED) BASED SED SED ' ADD SED DAILY TRIP RATES BY PURPOSE AND PRODUCTIONS/ GENERATE TRIPS FROM SED OVERALL SED ATTRACTIONS 1 DAILY TRIPS BY ' PURPOSE FROM SED ADD DAILY VEHICLE SPECIAL GENERATOR TRIPS BY PURPOSE 'DAILY VEHICLE TRIPS ' PRIMARY STUDY AREA LOCAL DAILY VEHICLE TRIPS BY PURPOSE AND PRODUCTIONS/ATTRACTIONS LEGEND: ' INPUT/OUTPUT CDECISIEON MODELING DATA PROCESS NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 01232:01 0 URBAN ' 1-13 • Occupied Multiple -Family Households (including all households other than single family households) • (Total Occupied ) Dwelling Units • Retail Employment • Service Employment Other Employment (Non -Service and Non -Retail) • Total Employment • Median Household Income • Elementary/High School Enrollment • (Non -Resident or Commuter Student) University Enrollment Many of these variables are self -descriptive. A brief explanation is provided for those variables which are not self -descriptive. Non -institutionalized Group Quarters Population: Non -institutionalized group quarters population refers to military personnel living in barracks and students living in dormitories. It also Includes similar populations, such as seminaries, convents, orphan homes, agricultural workers living in dormkodes/barracks, homes for unwed moth, and Institutional staff (at hospitals, prisons, etc.) who live on the premises where they work. Retail Employment: The definition is consistent with the definition presented In the documentation for the OCTAM 3.1 (OCTAM 3.1 Summary Documentation and Validation Report, June 2001). Per this definition, all employment failing into Standard Industrial Classification (SIC) codes 52 - 59 is considered retail employment. These codes include retail shops, eating and drinking establishments (SIC 58), etc. Service Employment: For the purposes of this modeling effort and consistent with OCTAM 3.1, all employment falling into Standard Industrial 1-14 I Classification (SIC) codes 70-89 is considered service employment. Examples of service employment include hotels and other lodging, personal services (dry cleaners, beauty salons, etc.), auto repair shops, medical/dental offices, educational services (schools, libraries, etc.), and social services. Conversion factors for each of the land use codes maintained in the city land use dataset have been developed by Urban Crossroads, Inc. staff. Table 1-1 shows the SED conversion factors that were the result of this calibration process. Initial factors were derived from previous modeling efforts, then refined to provide socio-economic data that more closely matches citywide summary data provided by City of Newport Beach staff, and regionally accepted Orange County Projections (OCP-2000) data. Occupancy factors and SED conversion factors have been differentiated for the "Balboa" area, corresponding to District 3, 9, and 10 on Exhibit 1-F. For instance, lower retail occupancy is experienced during the "shoulder" seasons represented by the NBTM. 1.2.3 Trip Generation Subarea models are now required to match (nearly exactly) regional trip generation estimates derived from socioeconomic data (SED) at the regional model traffic analysis zone (TAZ) level for base year and future year consistency scenarios. It has long been recognized that there are differences between land use and SED based trip generation approaches. These differences have been addressed and reduced in recent years. The approach taken for NBTM 3.1 is to convert land use to SED and generate traffic that is fairly consistent with the regional trip generation estimates (and controlled to the regional TAZ level totals for the consistency scenarios). NBTM trip generation data is developed for the following 7 trip purposes: 1-15 TABLE 1-1 LAND USE TO SOCIOECONOMIC DATA CONVERSION FACTORS NSTM LAND USE CODE NBTM LAND USE DESCRIPTION UNITS ACTIVITY LEVEL! OCCUPANCY RATE SINGLE FAMILY DWELLING UNITS MULTI- FAMILY DWEUJNG UNITS GROUP QUARTERS POPULATION POPU- LATION RESIDENT WORKERS RETAIL EMPLOY- MENT SERVICE EMPLOY- MENT OTHER EMPLOY- MENT TOTAL EMPLOY- MENT ELEMEN- TARYIHIGH SCHOOL STUDENTS UNIVERSITY STUDENTS 1 Res-Low(SFD)4alboa DU 0.90 1 0 0 2.20 1.00 0.02 0.15 0.03 0.20 0 0 1 Res -Low (SFD) DU 0.95 1 0 0 2.50 1.60 0.02 0.15 0.03 0.20 0 0 2 Res -Medium (SFA)-eatboa DU 0.90 0 1 0 2.10 0.90 0.00 0.02 0.01 0.03 0 0 2 Res -Medium (SFA) DU 0.95 0 1 0 2.40 1.50 0.00 0.02 0.01 0.03 0 0 3 Apadment4Iagwa DU 0.90 0 1 0 1.70 0.80 0.00 0.02 0.01 0.03 0 0 3 Apadnrent DU 0.95 0 1 0 1.70 1.30 0.00 0.02 0.01 0.03 0 0 4 ElderyReskenUal DU 1.00 0 1 0 1.40 025 0.00 0.00 0.00 0.00 0 0 5 Mobile Homeaalboa DU 0.90 0 1 0 1.70 0.60 0.00 0.00 0.00 0.00 0 0 5 Abhi*Horne DU 0.95 0 1 0 Z20 1.00 0.00 0.00 0.00 0.00 0 0 6 Motel ROOM 0.90 0 0 0 0.00 0.00 0.10 1.00 020 1.30 0 0 7 Hotel ROOM 0.90 0 0 0 0.00 0.00 0.10 120 0.50 1.80 0 0 9 ReyWnal Commercial TSF 0.80 0 0 0 0.00 0.00 1.30 0.34 0.44 2.08 0 0 10 General Commerclal TSF 0.90 0 0 0 0.00 0.00 2.00 020 020 2AO 0 0 11 CommJReaeation ACRE 1.00 0 0 0 0.00 0.00 1.00 4.00 0.00 5.00 0 0 13 Restaurant TSF 0.90 0 0 0 0.00 0.00 2.70 0.00 0.50 3.20 0 0 15 Fast Food Restaurant TSF 0.90 0 0 0 0.00 0.00 3.30 0.00 0.70 4.00 0 0 16 Auto DeatertSates TSF 1.00 0 0 0 0.00 0.00 1.50 0.30 1.00 7-80 0 0 17 YachtClub TSF 1.00 0 0 0 0.00 0.00 0.60 2.50 0.00 3.10 0 0 18 Health Club TSF 1.00 0 0 0 0.00 0.00 0.60 2.50 0.00 3.10 0 0 19 Tennis Club CRT 1.00 0 0 0 0.00 0.00 1.00 0.00 1.70 2.70 0 0 20 Marina SUP 1.00 0 0 0 0.00 0.00 0.10 0.00 012 0.22 0 0 21 Theater SEAT 1.00 0 0 0 0.00 0.00 0.01 0.02 0.02 0.05 0 0 22 Newport Dunes ACRE 1.00 0 0 0 0.00 0.00 0.90 020 0.25 1.35 0 0 23 General Office TSF 0.90 0 0 0 0.00 0.00 0.13 0.50 2.73 3.36 0 0 24 medical office TSF 0.90 0 0 0 0.00 0.00 0.30 2.50 1.00 3.80 0 0 25 R 3 D TSF 0.90 0 0 0 0.00 0.00 0.00 0.90 1.50 2.40 0 0 26 industrial TSF 0.90 0 0 0 0.00 0.00 0.00 0.00 220 2.20 0 0 • Home -Work • Home -Shop • Home -Other • Home-Elementary/High School • Home -University • Other -Other • Other -Work Examples of types of trips that fall into the "Other" category include social or entertainment related trips and recreational trips. These purposes are aggregated to the 5 regional model trip purposes available following mode choice: • Home-Work/University • Home-Elementary/High School • Home -Other • Other -Work • Other -Other Trip generation rates by socioeconomic data variable have been calibrated to provide validated city-wide traffic volumes. Initial rates were found in previous recent studies. Elates were then adjusted to reflect the unique characteristics of the City of Newport Beach. Production and attraction based trip generation rates are shown on Table 1-2. Please note that multi -family residential units do generate Home -Work attractions to account for relatively transient employment related to these uses. Subsequent steps convert production -attraction based trip ends into linked trips, then, via the time of day factoring process, into origin -destination trip tables. The number of trips generated by a typical dwelling unit (single-family detached, single-family attached, or apartment) is a function of the 1-18 TABLE 1-2 NBTM SOCIOECONOMIC DATA (SED) BASED TRIP RATES VARIABLES Single Family Residential Multi Family Residential Population Employed Residents Income Retail Employment Service Employment Other Employment EI./HS Enrollment University Coll. Enroll. UNITS DU DU POP E-R $MIL EMP EMP EMP Stu Stu PRODUCTION TRIP RATES H-W, 0 01 0 1.15 0 0 0 0 0 0 O-W 0 01 0 0 0- 1.6 0.7 0.54 0 0 H-O 1 0.6 0.2 0 11 0 0 0 0 0 H-Shop0.8 0.4 0.1 0 10 0 0 0 0 0 O-O 0.4 0.4 0 0 2 4.6 0.6 0.24 0 0.2 H-U 0 0 0.04 0 0 0 0 0 0 0 H-Schl 0 0 0.14 0 0 0 0 0 0 0 ATTRACTION TRIP RATES H-W 0.1 0.1 0 0 0 1.15 1.15 1.15 0 0 t O-W 0.2 0.2 0 0 0 1.6 0.6 0.54 0 0.2 m H-O 0.4 0.31 0 0 1 2 0.5 0.1 0 0 H-Shop0 0 01 01 0 5.2 0 0 0 0 O-O 0.4 0.4 01 0 2 4.5 0.6 0.2 0 0.2 H-U 0 0 0 0 0 01 0 0 0.91 H-Schl 0 0 01 01 01 of 01 0 0.88 0 DAILY 1 3.31 2.41 0.481 1.151 261 20.551 4.151 2.771 0.881 1.51 U:1UcJobs\012321Excell[01232-02.xis]T 1-2 dwelling unit population, the number of resident employed workers, employees (e.g. self-employed), income, and employees. Table 1-3 presents example calculations for single-family detached dwelling units, single-family attached dwelling units, and apartments and illustrate the similarity to the land use based trip generation rates used in the previous version of NBTAM. Although the overall number of trips generated by NBTM 3.1 do not exactly match ITE land use (driveway level) trip generation, the overall differential is relatively small. The differences are generally greatest for non-residential land use categories that are often part of a larger shopping center and/or are frequented by a relatively high percentage of pass -by trips (e.g., banks, gas stations, fast food restaurants, etc.) It may be appropriate to modify the traffic study guidelines to provide for a separate local access analysis to ensure that site access driveways are adequate to serve the projected traffic volumes. The (separate) local access analysis could then be based on ITE trip rates. Fratar factors are calculated within the City of Newport Beach to adjust the regional trip tables to match trip generation. There is a buffer area around the City in which trip generation is also adjusted in the Fratar process. This trip generation adjustment area is shown on Exhibit 1-H. 1.2.4 Trip Distribution Exhibit 1-1 illustrates the NBTM trip distribution process. Separate procedures are employed for consistent scenarios and for scenarios where the local model deviates from the subregional model inputs and assumptions. Trip distribution is required to match the regional model to within 10% at the Community Analysis Area (CAA) level for consistent scenarios. The NBTM structure is based directly on the regional trip 1-20 TABLE 1-3 TYPICAL NBTM 3.1 RESIDENTIAL TRIP GENERATION EXAMPLES ITE ng Units ation yed Residents Employment e Employment Employment e (Median Annual) ig Units ation yed Residents e Employment Employment a (Median Annual) -DU'(CODE = 220 -DU (CODE = 230 Units Quantity DUs 1 POP 2.5 E-R 1.6 RE 0.02 SE 0.15 OE 0.03 $MIL 0.12 Units Quantity DUs 1 POP 1.7 E-R 1.3 SE 0.02 OE 0.01 $MIL 0.08 U.\UcJobs\01232\Excel\[01232-02.x1s]T 1-3 NIT DAILY I KIPS Daily Trip Daily Rate Trips 3.3 3.3 0.48 1.2 1.15 1.84 20.55 0.411 4.15 0.623 2.77 0.083 26 3.12 10.58 Daily Trip Daily Rate Trips 2.4 2.4 0.48 0.816 1.15 1.495 4.15 0.083 2.77 0.028 26 2.08 EXtfIBI► 141 TRIP GENERATION ADJUSTMENT AREA LEGEND: -TRIP GENERATION ADJUSTMENT AREA BOUNDARY OCTAM TAZ BOUNDARY NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, CaTdomia - 01232:23 �►�': m m m m m ' ' m TRIP TABLES BY AND VEHICLE AGGREGATE PRIMARY STUDY AREA TRIPS TO FRATAR DISTRICTS EXHIBIT 1-1 NEWPORT BEACH TRAFFIC MODEL (NBTM) TRIP DISTRIBUTION PROCESS DISTANT PARTS OF TRIP TABLES FRATAR DISTRICT PRIMARY STUDY INTERMEDIATE AREA LOCAL DAILY REGIONAL TRIP TABLES VEHICLE TRIP BY I j PURPOSE AND CALCULATE FRATAI FACTORS - LOCAL TRIPS/ REGIONAL TRIPS CALCULATE AGGREGATI FACTORS FRATAR FACTORS APPLY FRATAR POST-FRATAR TRIP GENERATION/ INTERMEDIATE I'RIBUTION PROCEDURE REGIONAL TRIP TABLES LEGEND: INPUT/OUTPUT DECISION MODELING DATA RULE PROCESS TIER 1/2 INTERMEDIATE REGIONAL TRIP TABLES TRIPS) OCTAM TAZ OR FRATAR DISTRICT DISAGGREGATION FACTORS DISAGGREGATE TRIP TABLES TO NBTM TAZS BY PURPOSE (IN PRODUCTION/ ATTRACTION FORMAT) 1-23 distribution. The regional trip tables are disaggregated directly from the regional tool for those model scenarios required to demonstrate consistency. Alternative model scenarios are then developed from the consistent scenarios through a factoring process (the Fratar Model) that reflects changes in trip generation by TAZ. This approach results in substantial dependence on the regional model. For large changes in study area land use, it may be necessary to return to the regional model (OCTAM 3.1) and reevaluate regional changes In trip generation, trip distribution, and mode choice. 1.2.5 Mode Choice Most mode choice (e.g., transit, etc.) issues are regional in nature, superseding cities' boundaries. For this reason, the NBTM approach is to acknowledge the role of mode choice through data obtained from the regional mode choice model. This data may be used directly for minor adjustments to account for future system refinements. It Is necessary to return to the regional model for evaluation of major transit system changes. Adjustments to the NBTM are then reflected in terms of zonal vehicle trip generation adjustments. Regional mode choice survey data directly relevant to Newport Beach is presented to facilitate such minor adjustments. 1.2.6 Time of Day Factoring The NBTM 3.1 time of day factors are summarized on Table 1-4. These factors have been derived from the regional model time of day factoring procedures and modified to reflect local knowledge. 1-24 ' TABLE 1-4 NBTM TIME OF DAY FACTORS TIME PERIOD DIRECTION HOME- WORK HOME- HOME- OTHER SCHOOL WORK- OTHER 01-HER- OTHER I AM PEAK (7:00 AM -10:00 AM) P-A 0.5093 0.2848 0.6567 0.0442 0.1046 A-P 0.0301 0.0686 0.0376 0.3245 0.1098 PM PEAK (2:45 PM - 6:45 PM) P-A 0.0792 0.2320 0.1581 0.5290 0.3766 ' A-P 0.3814 OA146 0.24,76 0.1023 OA090 PEAK TOTAL 1.0000 1.0000 1.0000 1.0000 1.0000 MID DAY (10:00 AM - 2:45 PM) P-A 0.2493 0.3030 0.2651 0.4404 0.3862 A-P 0.2043 0.2376 0.4073 OA354 0.4231 NIGHT TIME (6:45 PM - 7:00 AM) P-A 0.2835 0.1310 0.0235 0.0679 0.0910 A-P 0.2629 0.3284 0.3041 0.0563 0.0997 OFF-PEAK TOTAL 1.0000 1.0000 1.0000 I.To-001, 1.0000 ' U:\UcJobs\01232\Excel\[01232-02.xls]T 1-4 1-25 1.2.7 Roadway Network Representation The NBTM 3.1 network processing procedure replicates the OCTAM 3.1 coding conventions within the study area. The highway network is represented by roadway links. Table 1-5 summarizes the attributes that must be coded explicitly for each roadway link in the NBTM networks. The different types of facilities included in NBTM are shown in Table 1-6, including descriptions of their physical and usage characteristics. The link classification code is used to further describe the characteristics of a roadway. Roadways with the same basic cross-section (number of through lanes and median treatment) exhibit substantial differences in free flow speed and capacity. Factors that can Influence roadway speeds and capacities include the number of mid -block access points, signalized Intersections per mile, posted speed limit, mid -block traffic control devices such as stop signs, etc. The use code is intended for further use in future versions of the OCTAM subregional travel demand model. Table 1-7 defines the use codes that are included in the NBTM network Anition. These codes have been included to facilitate future model updates corresponding to the updated subregional model (future OCTAM versions). They are also used In conjunction with the facility type and area type codes to determine the speeds and capacities for freeway ramps and freeway to freeway connectors (these two distinct types of facilities share the same facility type code). They are also used In conjunction with the facility type and link classification codes to determine the speeds and capacities for freeway ramps and freeway to freeway connectors (these two distinct types of facilities share the same facility type code). 1-26 TABLE 1-5 NBTM LINK ATTRIBUTES' TRANPLAN FIELD NAME NBTM USAGE DESCRIPTION ANODE Identifies the "from" node of the link BNODE Identifies the "to" node of the link Assignment Group Code Identifies the facility characteristics (i.e., freeway, ramp, divided, undivided, etc.)(See Table 2-6). Link Distance Defines length of the link in miles Link Group 1 Two digit number = xy; x = Link classification code and y = use code (See Table 2-7). Link Group 2 Two digit number = xy; x = corridor capacity augment code and y = number of lanes Link Group 3 Used in conjunction with various post -processing utilities only Use of TRANPLAN fields is idential to OCTAM, except the tens column of Link Group 2 field (corridor capacity augment code). U:\UcJobs\01232\Excel\[01232-02.xls]T 1-5 1-27 TABLE 1-6 N13TM ROADWAY LINK FACILITY TYPE CODES' CODE FACILITY CLASS CHARACTERISTICS 0 roll Pay for use facilities 1 Freeway Limited Access 2 6 + Lane Divided 6 + Primarily serves through traffic with limited local access 3 2-5 Lane Divided 4 lane (or less) divided serves mostly through traffic with some local access allowed 4 3 + Lane Undivided Serves through and local traffic 5 2 Lane Undivided Serves mostly local traffic 6 Smart Street 6-8 lane divided, with possible signal coordination, intersection capacity Improvements and/or grade separation 7 High Occupancy Vehicle (HOV) Limited Access - Use by Carpools Only 8 Fwy-to-Fwy Connector or Fwy Ramp Interface between freeways and other freeways or roadways 9 CentroidConnector Zonal Access 1 All codes are identical to OCTAM codes. U:IUcJobs\012321Excell[01232-02.xls]T 1.6 1-28 TABLE 1-7 NBTM USE CODES' USE CODE DESCRIPTION 2 Mixed Flow Freeway, Toll Road 3 HOV 2+ 4 Surface Street/Centroid Connector 5 Ramp Meter 7 HOV 3+ 8 Ramps 9 F - Fwy Interchange ' 1 All codes are identical to OCTAM codes. ' U:\UcJobs\01232\Excel\101232-02.xis]T 1-7 1 1-29 The corridor capacity augment code is used to provide additional capacity for the roadways retained within the Tier 1 model coverage area. A code of 1 results in a 200% capacity Increase, while a code of 2 results in a 75% capacity increase. The number of lane code describes the number of travel lanes (one-way) available on each roadway link. The number of lanes directly affects roadway capacity in the NBTM tool. The traffic assignment procedure is dependent upon the characteristics of the roadway system that affect travel speeds and roadway capacities. The roadway characteristics that are of Interest include the facility type, the number of lanes, and the link classification variable. Table 1-8 and Table 1-9 summarizes the roadway link speed and capacity characteristics, respectively. 1.2.8 Traffic Assicnment The OCTAM 3.1 subregional model incorporates four time periods. The NBTM traffic assignment procedure therefore ,Also utilizes four time periods per regional model procedure, with conversion to AM and PM peak hour volumes directly from the AM and PM peak periods, respectively. Conversion factors using local traffic count data have been evaluated in the course of this work effort. The conversion factors specific to Newport Beach have been calculated in the model process and are presented with the count data. The assignment procedure uses the estimated traffic volumes, along with the free flow speeds and roadway capacities, to determine operating speeds during each time period. An iterative process Is employed that seeks to balance the traffic among all available travel paths between any 1-30 TABLE 1-8 NBTM ROADWAY LINK SPEED ASSUMPTIONS FACILITY CLASS FACILITY CODE I USE CODE LINK CLASSIFICATION CODE 1 2 3 4 5 6 7 8 9 Toll 0 2 65 70 75 N/A N/A N/A N/A N/A N/A Freeway1 2 65 70 75 N/A NIA N/A N/A N/A NIA 6 + Lane Divided 2 4 20 25 30 35 40 45 50 55 60 Prima 2-5 Lane.Divided 3 4 20 25 30 35 40 45 50 55 60 Seconds 3 + Lane Undivided 4 4 20 25 30 35 40 45 50 55 60 2 Lane Undivided 5 4 20 25 30 35 _ 40 45 50 55 60 Smart Street 6 4 20 25 30 35 40 45 50 55 60 High Occupancy Vehicle HOV. 71 N/A N/A N/A N/Al NIA FwyRamp 8 81 30 N/A N/A NIA N/A N/A N/A N/A N/A F -to-F Connector 8 91 45 N/A N/A NIA N/A N/A N/A N/Al N/A Centroid Connector 91 41 30 N/A N/A N/A N/A N/A N/A N/Al NIA U.\UCJobs\01232\Excel\[01232-02.xls]T 1-8 TABLET-9 NSTM ROADWAY LINK CAPACITY ASSUMPTIONS FACILITY CLASS FACILITY CODE USE I CODE LINK CLASSIFICATION CODE 1 2 3 4 I 5 6 8 9 CAPACITY PER LANE PER HOUR oll [FiriFe.Neway1 0 2 1,950 1,950 1,950 N/A NIA N/A N/A N/A N/ 2 1,950 1,950 1,950 N/A NIA N/A N/A NIA NI+ Lane Divided 2 4 1,000 1,000 1,000 1,000 1,000 1,000 1,000 1,000 1,000 ma 2-5 Lane Divided 3 4 850 850 850 850 850 850 850 850 850 Seconds 3 + Lane Undivided 4 4 750 750 750 750 750 760 750 760 750 Lane Undivided 5 4 650 650 650 650 650 650 650 650 650 Smart Street 6 4 11200 1,200 1,200 1,200 1,200 1,200 1,200 1200 1,200 High Occupancy Vehicle HOV 7 3 12 1,950 1,950 NIA NIA N/A N/A N/A N/ F Ram 9 8 WA WA N/A NIA WA NIA NIA N/ F -to-F Connector 8 9 11 WA N/A N/A NIA WA N/A N/A N/ ntroid Connector 91 m ol WAI WA WA N/A WA N/A N/A N/ U.\UcJobsW123ZEXCeRO1232-02xlsjT 1-9 an m � � mw '1 two origin -destination ,points. Exhibit W summarizes the NBTM roadway link volume/capacity ratio to travel speed relationships that are used during the assignment process to determine the shortest path between each origin -destination pair. The NBTM assignment procedure also incorporates static turn movement impedances, particularly for left turn movements, which are generally calibrated during the model development process (impedances may vary by future horizon year/AM or PM peak period). Turn prohibitors are also utilized to ensure the appropriate use of freeway ramps and enforcement of other turn prohibitions (e.g., right turn only intersections where left turns are prohibited/impossible due to center median, etc.). The general model parameters (e.g. coding procedures, time of day origin/destination factors, and traffic assignment procedures) were initially derived directly from the OCTAM model. Most of these parameters remain unchanged. Time of day factors have been modified to produce better traffic volume forecasts. 1.3 Data and Analysis Methodoloay The City of Newport Beach has a circulation system consisting of arterial roadways and local streets. State Route (SR-) 55, SR-73 and Highway 1 (Coast Highway) provide regional access to the City. Established transit service also connects the City to nearby communities. A trail system is also in place. For vehicular transportation,, a hierarchal roadway network is established with designated roadway types and design standards. The roadway type is linked to anticipated traffic levels. As growth within the City occurs, capacity analysis should be performed and improvements made to the roadway system. Because local circulation is linked with the regional system, the Circulation Element also focuses Li 1-33 100% 90% 80% 70% 0 60% W W CL 50% O 40% LL Lb W 30% u- ,_ 20% EXHIBIT 1-J NBTM TRAFFIC ASSIGNMENT ALGORITHM VOLUME/ CAPACITY RATIO TO TRAVEL SPEED RELATIONSHIPS f�Ql@11�111■RIIII�1 1111\kp� 1111�111111 1 11Y�111 11111�� a 111111��11�_ ii�!!1 I���II�III�IIIIN�� 11111�111�11111�� 0 0.5 1.0 1.5 VOLUME/CAPACITY RATIO 2.0 2.5 y 8.0 LEGEND: ••••••• EXPANDABLE ARTERIAL ^� �BUILT•OUTARTERIAL •�� r FREEWAY 1-34 I on participation in regional programs to alleviate traffic congestion and construct capacity improvements. ' Plans prepared by Caltrans, the County and other regional agencies guide developmenttimprovement of the regional transportation system. Strategies to handle anticipated traffic levels from future regional development are currently being developed as discussed hereafter. Existing conditions data has been collected by field verification. Analysts have identified existing roadway network characteristics, and vehicles have been counted at locations throughout the study area. Existing conditions land use data ' has been provided by City of Newport Beach staff. The existing land use data is combined with the existing roadway system in the Newport Beach Traffic Model (NBTM) development validation scenario. ' Future land use and roadway data has been provided by City of Newport Beach staff. Raw forecasts from the General Plan Buildout scenario of the NBTM have been refined using existing count data and validation model results. Dail roadway segment analysis (including freeways) requires calculating the daily Y Y 9 Y (� 9 Y) Q 9 Y ' traffic volume divided by the roadway segment capacity. The City of Newport Beach daily roadway capacities used in this analysis are presented in Table 1-10. For analysis purposes, the upper end of the approximate daily capacity range has been used. ' The daily capacity of a roadway correlates to a number of widely varying factors, including traffic peaking characteristics, traffic turning volumes, and the volume of ' traffic on crossing streets. The daily capacities are therefore most appropriately used for long range General Plan analysis, or as a screening tool to determine the ' need for more detailed peak hour analysis. 1-35 TABLE 1.10 ROADWAY SEGMENT CAPACITIES CLASSIFICATION RIGHT-OF-WAY CURB TO CURB WIDTH # OF LANES MEDIAN WIDTH APPROXIMATE DAILY CAPACITY 8 Lane Divided 158 Variable 8 14-18 60.68,000 MaorAugmented Variable Variable 6-8 Variable 52-58,000 Major 128.134 106.114 6 1418 45-51.000 P maryA mented Variable Variable 4-6 Variable 35-40 000 Prime 104-108 84 4 16-20 30-34 000 Secondary 84 64 4 0 20-23,0W Commuter 60-70 40-60 2 0 7-10 000 Couplets: Secondary couplet- 2 lanes for each leg Wmary couplet - 3 lanes for each leg Major couplet- 4lanes for each leg U:IUcJobd012321Exce11101232-02Y]SIT1.10 1-36 Intersection Capacity Utilization (ICU) analysis has been performed at sixty-three (63) study area intersections. ICU values are used to determine levels of service at study area intersection analysis locations. Public transportation and alternative modes of travel, such as bicycling, walking, air, and marine are an important component of a comprehensive circulation system. Public and alternative modes of transportation offer an alternative to the use of automobiles and help reduce air pollution and road congestion. To promote the increased usage of these modes of transportation, adequate facilities must be provided. 1-37 THIS PAGE INTENTIONALLY LEFT BLANK 1-38 2.0 EXISTING CONDITIONS Existing conditions data and analysis is important to provide a benchmark for comparison of future conditions forecasts. Existing data has been provided by City of Newport Beach staff and collected by Urban Crossroads, Inc.. 2.1 2001/2002 Land Use Data Land use data within the primary study area is a key input to the modeling process. The initial land use data was provided to Urban Crossroads, Inc. staff by the City of Newport Beach. Table 2-1 summarizes the overall 2002 land uses for the City of Newport Beach. Appendix "B" of this report includes a series of reports documenting the explicit land use data included in NBTM 3.1 for 2002 conditions. The first set of reports in Appendix "B" summarizes the City of Newport Beach land use (provided by City of Newport Beach staff) by NBTM traffic analysis zone (TAZ). The same data are presented again at increasing levels of aggregation, including aggregation to OCTAM TAZs and for the overall City. 2.2 2002 Socioeconomic Data SED that has been converted from land use is summarized in Table 2-2. A comparison of SED for the City (as provided by the model) to data received from City staff is shown in Table 2-3. The difference in dwelling unit totals (-6.5%) is attributable directly to a basic difference in the definition of dwelling units. The data provided by the City of Newport Beach includes all dwelling units, while the NBTM (and regional socioeconomic projections) only utilize occupied dwelling units. The population variable matches very closely, as there is no difference in the variable definition. The NBTM employment total closely matches the value provided by Applied Development Economics (ADE). Appendix "C" contains a discussion of employment in Newport Beach prepared by ADE. Table 2-4 compares the NBTM SED to OCP-2000 existing data by Traffic Analysis District. Table 2-4 includes all of Newport Beach (including recently annexed areas), as well as small,parts of adjacent cities (particularly the City of 2-1 TABLE 2-1 1 CITY OF NEWPORT BEACH 2O02 LAND USE SUMMARY' NBTM CODE' DESCRIPTION QUANTITY UNITS a 1 Low Density Residential 14,841 DU 2 Medium Density Residential 12,939 DU 3 A artment 7,62 DU 4 ElderlyResidential 348 DU 5 Mobile Home 894 DU TOTAL DWELLING UNITS 36 844 DU 6 Motel 210 ROOM 7 Hotel 2,745 ROOM 9 Regional Commercial 1,269.000 TSF 10 General Commercial 2,926.160 TSF 11 Commercial/Recrea0on 5.100 ACRE 13 Restaurant 640.520 TSF 15 Fast Food Restaurant 7&031 TSF 16 Auto Dealer/Sales 288.320 TSF 17 Yacht Club 54.580 TSF 18 Health Club 63.500 TSF 19 Tennis Club W CRT 20 Marine 1055 SLIP 21 Theater 5,489 SEAT 22 Newport Dunes 84.00 ACRE 23 General Woe 10.900.190 TSF 24 Medical Office 761.459 TSF 25 Research & Development 327.409 TSF 26 Industrial 1,042.070 TSF 27 Mini•Stora e/Warehouse 199.750 TSF 28 Pre-school/Day Care 55,820 TSF 29 Elementary/Private School 4.399 STU 30 Junior/High School 4,765 STU 31 Cultural/LearnIng Center 35,000 TSF 32 Library 78.849 TSF 33 Post Office 53.700 TSF 34 Hos ital 351 ED 35 Nursin /Conv. Home 661 BEDS 36 Church 377.760 TSF 37 1 Youth Ctr./Service 149.560 TSF 38 1 Park 113.970 ACRE 40 Golf Course 305.330 ACRE I Excludes Newport Coast and other recently annexed areas. ' Uses 8,12, and 14 are part of the old NBTAM model structure and are not currently utilized in the City land use datasets. 8 Units Abbreviations: DU = Dwelling Units TSF = thousand Square Feet CRT = Court STU = Students U:1UcJobs1012321Excell[01232-02.xls]T 2.1 M I 1 1 1 1 TABLE 2-2 CITY OF NEWPORT BEACH' LAND USE BASED 2002 SOCIOECONOMIC DATA SUMMARY VARIABLE QUANTITY occupied Single Family Dwelling Units 13,842 Occupied Multi -Family Dwelling Units 20,409 TOTAL OCCUPIED DWELLING UNITS 34,251 Group Quarters Population 661 Po ulation 75,817 Em to ed Residents 44,379 Retail Employee 11,211 Service Employees 17,150 Other Employees 37,077 OTAL EMPLOYMENT 65,438 Elem/Hi h School Students 9,164 ' Includes data converted from land use only. Excludes Newport Coast and recent annexation areas. ° U.\UcJobs\01232\Excel\[01232-02.xls]T 2-2 2-3 TABLE 2.3 11 COMPARISON OF EXISTING CITY AND EXISTING MODEL SOCIO-ECONOMIC DATA ' CITY OF NEWPORT DERIVED IN PERCENT CATEGORY BEACH/AED MODEL' DIFFERENCE DIFFERENCE TOTAL DWELLING UNITS 36,544 34,251 -2,393 -6.5 TOTAL POPULATION 75,662 75,817 155, 0.2 TOTAL EMPLOYMENT 65,337 65,438 101 0.2 I Assumes Occupancy Factors described In Table 2-2 U.,\UoJobs\01232\Excel\[01232-02.xls]T 2-3 2-4 N I TRAFFIC ANALYSIS DISTRICT _ l 1-Banning Ranch/W. Newport'C 1-Banning RanchM/. Newport _ 1-Banning RanchMl. Newport [ 2-Mariners Mile/Newport Heights C 2-Mariners Mile/Newportt Heights IN 2-Mariners Mile/Newport Heights E 3-Newport Bay C 3-Newport Bay IS 3-Newport Bay [ 4-Airport Area 4-Airport Area 4-Airport Area C 5-Ba iew C 5-Bayview t• 5-Bayview C 6-DoverMlestcliff 6-Dover/Westcliff t 6-DoverMestcliff 7-Eastbluff 7-Eastbluff IN 7-Eastbluff 8-Newport Center 8-Newport Center P 8-Newport Center t TABLE 2.4 (CONTINUED) SOCIO-ECONOMIC DATA COMPARISON OF INITIAL NEWPORT BEACH (2002) AND OCP 2000 (2000) DATA TRAFFIC ANALYSIS DISTRICT TYPE OCCUPIED SINGLE FAMILY DWELLING UNITS OCCUPIED MULTI- FAMILY DWELLING UNITS TOTAL OCCUPIED DWELLING UNITS GROUP QUARTERS POP. I POP. EMPLOYED RESIDENTS RETAIL EMP. SERVICE EMP. OTHER EMP. TOTAL EMP. ELEMIHIGH SCHOOL STUDENTS ' ea ideiBalboa island OCP 2752 2742 5494 102 11140 6660 1049 927 2436 4412 0 9-BaYsidetBalboa Island NB 2185 3083 5268 0 11028 4896 1142 767 991 2900 12 IdelBalboa-island Diff -587 341 -226 102 112 -1764 93 460 1445 4512 12 10-B2lbo2Peninsula OCP 1199 1677 2876 51 5525 3417 481 477 503 1461 476 10-Balboa Peninsula NB 1322 1384 2706 0 5669 2521 492 626 288 1406 38 10-Balboa Peninsula Diff 123 -293 -170 -51 1" -896 11 149 -215 -55 -8 11-Bonita Canyon OCP 469 1532 2001 34 3719 1980 156 541 1316 2013 43 11-Bonita Canyon NB 7531 1953 2706 0 5555 3845 330 564 744 1638 34 11-3onita Canyon Diff 284 421 705 -34 1836 1865 174 23 -572 -375 12-Harbor View HlilstNewport Ridge OCP 1866 1606 3472 92 10037 5033 373 248 897 1518 1720 12-HarborViewHilWNewportRidge NB 1929 1374 3303 16 7740 4738 296 593 636 1525 2424 12-Harbor View Hill Ridge Diff 63 -232 169 76 2297 -295 77 345 261 7 7 13 rt Coast WJCorona Del Mar OCP 2376 1322 3698 85 9076 4564 504 425 1205 2134 878 13-Newport Coast WJComna Del Mar NB 2140 1858 3998 22 9576 5692 651 716 859 2226 762 13-New rt Coast WJCorona Del Mar Diff 236 536 300 .63 500 1128 147 291 346 92 -11 14-N rtCoastE. OCP 100 344 444 9 1067 481 0 122 109 231 0 14-Newport Coast E. JNB 1001 3441 4441 9 1067 481 0 122 109 2311 0 t CoastE Diff 1 01 01 111 0 0 0 0 01 01 0 OCP TOTAL 18092 23195 41287 1068 94288 53378 14218 32005 33992 80215 11461 NSTM TOTAL 17048 24162 41210 $75 93628 54428 12977 19339 43431 75T47 12328 DIFFERENCE NBTM-0OCP) 4044 967 7T -193 -680 1050 -1241 -12666 9439 -"68 867 DIFFERENCE -6X 4X 0% 18X 1X 2Y. -9% -40%1 235616X 8 ' Contains supplemental SED from outside the City of Newport Beach (e.g. OCTAM zone overlaps City boundary) U.NUcJobs1012321Exce11[01232-02.xlsjr 2-4 Costa Mesa) that are part of the same OCTAM TAZ as a portion of the City of Newport Beach. The totals on Table 2-4 do not match the totals on Table 2-3 for this reason. As shown on Table 2-4, the overall difference in total dwelling units and population is 1 % or less. The total employment data closely matches data provided by AIDE resulting in a 6% total employment difference from the regionally adopted socioeconomic data for existing conditions. There are somewhat larger discrepancies when the various categories are further disaggregated, either spatially (e.g., for the 14 individual districts) or by type of housing or employment. Appendix "D" presents the SED resulting from the conversion of land use to SED using the factors previously presented on Table 1- 1. The SED from land use is again presented by NBTM TAZ, OCTAM TAZ, and overall City of Newport Beach. The same set of reports is included for supplemental SED (not derived from land use), and for the overall SED (the sum of the SED from land use and the supplemental SED). Socioeconomic data for the remainder of the Tier 3 area (and for Newport Coast, where land use data was unavailable) has been disaggregated from OCP-2000 data for year 2000. No growth was assumed from Year 2000 to 2002 because of the recession in California. The data itself is contained in Appendix "D" of this report. The City should coordinate with regional demographers to minimize these differences in future data sets. 2.3 TOP Generation i' Table 2-5 summarizes the overall trip generation for 2002 conditions for the City of Newport Beach. Appendix "E" contains a report of trip generation by NBTM, II' TAZ for the City of Newport Beach, broken down by NBTM TAZ and OCTAM TAZ. Most of these trips have been calculated from the final 2002 SED presented previously. The four land use codes listed below had been special generators in the previous NBTAM model: III' 2-7 TABLE 2-5 CITY OF NEWPORT BEACH 2O02 TRIP GENERATION TRIP PURPOSE PRODUCTIONS ATTRACTIONS PRODUCTIONS- ATTRACTIONS PRODUCTIONS /ATTRACTION Home Based Work 57,568 82,177 -24,609 0.70 Home Based School 11,424 8,730 2,694 1.31 Home Based Othe 125,826 111,273 14,553 1.13 Work Based Other 52,483 57,381 -4 898 0.91 Other -Other 92,237 90,749 1,488 1.02 OTAL 339,538 350,310 -10,772 0.9,7 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.kUcJobs\01232\Excell[01232-02.xls]T 2-5 ' 2-8 1 • Tennis Club ' Marina • Newport Dunes ' • Hospital. ' For each of these land use categories, supplemental trips have been added to increase the daily trip generation to match the previous rate (see Appendix "E"). The overall trip generation for the City of Newport Beach is an estimated 689,850 daily vehicle trips. 2.4 Home -Work Trip Mode Choice Data The home -work trip mode choice data provided by SCAG to Urban Crossroads, Inc. initially included mode choice data (travel method used) for home -work (either end in Newport Beach) trips. This mode choice data has been summarized in the form of a spreadsheet listing the names of cities/geographic areas, along with quantities of trips in the following categories: Drive Alone • 2 Person Carpool • 3 Person Carpool • 4 Person Carpool • 5 Person Carpool • 6 Person Carpool • 7-9 Person Carpool • 10 or more Person Carpool Bus • Streetcar • Subway • Railroad • Ferry M • Taxi • Motorcycle • Bike • Walk • Other Means Appendix "F" includes the initial data summaries in the form of two separate tables. The first table in Appendix "F" lists the mode choice data for survey respondents living in Newport Beach, while the second table Includes the home- work mode choice data for survey respondents whose workplace is in Newport Beach. The initial mode choice categories have been compressed into: • Drive Alone • 2 Person Carpool • 3 or more Person Carpool • Public Transportation • Motorcycle • Non -Motorized • Other Means The data has been further grouped into logical geographic areas. Cities/geographic areas have been grouped by overall County outside Orange County. Within Orange County, cities have been identified as adjacent to Newport Beach, or generally located north of (North County) or south of (South County) the City of Newport Beach. Adjacent cities include Costa Mesa, Huntington Beach, Irvine, and Laguna Beach. The division between North County and South County cities used for this analysis is the SR-55 Freeway. Tables 2-6 and 2-7 show the results of this analysis for Newport Beach origin trips (residents) and Newport Beach destination trips (persons that work in Newport Beach), respectively. Exhibits 2-A and 2-13 depict these results 2-10 CI 1 TABLE 2-6 MODE CHOICE PERCENTS FOR WORK TRIPS OF NEWPORT BEACH RESIDENTS DRIVE 1ALONEICARPOOLl 2 PERSON3+ PERSON PUBLIC MOTOR- NON - WORKPLACE TRIPS CARPOOL TRANSPORTATION CYCLE MOTORIZED OTHER Newport Beach 11,686 84% 5% 1% 1% 0% 9% - 1% Adjacent Cities 11,420 90% 6% 0% 1 % 0% 2% 0% North Orange County 7,522 92% 6% 0% 1% 0% 0% 0% South Orange County 2,103 93% 6% 0% 1% 0% 0% 0% Los Angeles Coun 3,460 92% 6% 1% 1% 0% 0% 0% Riverside County 282 92% 8% 0% 0% 0% 0% 0% San Bernardino County 229 97% 3% 0% 0% 0% 0% 0% Ventura Coun 10 0% 100% 0% 0% 0% 0% 0% Outside SCAG Re ion 245 70% 14% 0% 2% 0% 0% 13% TOTAL 36,957 88% 6% 1 1% 1% 0% 30/:6 0% 1 Adjacent Cities = Huntington Beach, Costa Mesa, Irvine, and Laguna Beach. U.\UcJobs\01232\Excel\[01232-02.xis]T 2-6 II 2-11 I TABLE 2.1 MODE CHOICE PERCENTS FOR HOME -WORK TRIPS OF NEWPORT BEACH WORKERS , RESIDENCE TRIPS DRIVE ALONE 2 PERSON CARPOOL 3+ PERSON CARPOOL PUBLIC TRANSPORTATION MOTOR- CYCLE NOW MOTORIZED OTHER Newport Beach 11,686 84% 5% 1% 1% 0% 9% 1% scent Cities 19,923 86% 8% 1% 3% 0% 1% 0% North Orange County 139729 77% 12% 4% 5% 0% 0% 1% South orange County 9,835 88% 8% 2% 1% 0% 0% Oo/u Los Angeles County 3,667 86% 7% 5% 0% 0% 0% 0% Riverside County 1,277 69% 20% 10% 0% 1% 0% 0% San Bernardino County 620 72% 22% 4% 1% 1% 0% 0% Ventura County 40 100% 0% 0% 0% 0% 0% 0% Outside-SCAG Region 1,426 89% 7% 1% 2% 0% 0% 1% OTAL 62,203 82% 8% 2% 2% 0% 2% 00 Adjacent Cities = Huntington Beach, Costa Mesa, Irvine, andlaguna Beach. U.XUcJobs1012321Exceh[01232-02.xls]T 2-7 2-12 EXHIBIT 2-A MODE CHOICE FOR WORK TRIPS OF NEWPORT BEACH RESIDENTS 12000 ■DRIVE ALONE 02PERSON CARPOOL ©3+ PERSON CARPOOL 10000 ❑ PUBLIC TRANSPORTATION ® MOTOR -CYCLE O NON -MOTORIZED 8000 ■ OTHER N 6000 r f— w 4000 L --- 2000 -- 0 ERL- Newport Adjacent North Orange South Orange Los Angeles Riverside San Ventura Outside Beach Cities County County County' County Bernardino County SCAG County Region Workplace NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY Newport Beach Cal'rfomia • 01232.04 URSA#N EXHIBIT 2-B MODE CHOICE FOR HOME -WORK 'TRIPS OF NEWPORT BEACH WORKERS 2owu 3000 8000 4000 MDRIVE ALONE 11112 PERSON CARPOOL M3+PERSON CARPOOL ❑PUBLIC TRANSPORTATION 13MOTOR-CYCLE ■NON -MOTORIZED MOTHER 2000 D000 --- -- - - 6000 6000 4000 2000 n Newport Adjacent North Orange South Orange Los Angeles Riverside San Beach Cities County County County County Bernardino County Residence Ventura Outside County SCAG Region L� graphically. The majority of trips are drive alone. The second -most used mode for trips with only one end in Newport Beach is 2-person carpool, while the second -most popular mode for Home -Work trips with both ends in the City is non -motorized. Generally, it appears that the accessibility of the City of Newport Beach via transit is most utilized by North Orange County residents who work in the City of Newport Beach. The second highest percentage of workers that utilize transit to travel to the City of Newport Beach is associated with the adjacent cities. Public transportation accounts for less than 2% of all home -work travel to and from the City of Newport Beach for all other geographic areas within the SCAG region. The percentage is actually higher for locations outside the SCAG region, most likely associated with the use of John Wayne airport to travel to and from the City of Newport Beach for more distant destinations. 2.4.1 Trip Distribution Survey Data Data provided by SCAG related to the origins and destinations of trips made to and from the City of Newport Beach. The trip distribution data was collected in the form of trip diaries in 1991. The trip distribution data was organized into six (6) trip purposes for trips ending or beginning in Newport Beach and summarized by geographic area at the other end of the trip. Table 2-8 summarizes the geographic data by adjacent cities, north Orange County, south Orange County, and each other county in Southern California represented in the dataset for trips originating in Newport Beach. Exhibit 2-C shows the same data graphically. Appendix "G" contains the background data supporting Table 2-8 and Exhibit 2-C. As might be expected, the highest totals are for trips with both ends within the City of Newport Beach, followed by trips with one end in an adjacent city. As shown in Table 2-8, 52% of the trips surveyed are contained within Newport Beach and 80% of the trips originating in Newport Beach are F, 2-15 TABLE 2-8 PURPOSES OF TRIPS ORIGINATING IN NEWPORT BEACH (REGIONAL SURVEY DATA) DESTINATION HOME- OTHER HOME- SHOP HOME- WORK OTHER- OTHER OTHER- WORK WORK AT HOME TOTAL % OF TRIPS Newport Beach 56,407 10,799 11,529 19,328 15,677 1,034 114.774 52.17% Adjacent Cities' 18,380 6,903 13,629 10,788 12,799 223 61,122 28,05% North Orange County 4,663 900 10.938 3.529 3,795 163 23,988 10.90% South Orange County 2.3501 01 4.690 737 1 1.165 0 8,9421 4.06% Los Angeles Coun 1,337 0 1,773 1591 3,593 0 6,862 3.12% San Bernardino County 847 0 1,233 4161 0 0 2 496 1.13% Riverside County 705 0 208jE0 104 0 1,017 0.46% entura Coun 208 0 00 0 0 208 0.09% TOTAL 84,897 17 602 44 000 37133 1 420 220,009 100% PERCENTAGE 38% 8% 20% 17% 1% ' AdJacent Citles = Huntington Beach, Costa Mesa, Irvine, and Laguna Beach. U:1UcJobs1012321Excell[01232-02.xis]T 2-8 2-16 M M M= M M M M = = M M M&HI"2 doW PURPOSE FOR TRIPS ORIGINATING IN NEWPORT BEACH BY DESTINATION N M r LL J 't Newport Adjacent Noith South Los Angelus. San Riverside Venture Beach Cities Orange Orange County Bernardino County County County County County Destination HOME -OTHER HOME -WORK IOTHER-OTHER IOTHER-WORK NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY Newport Beach Cel'ifomia - 01232:06 2.5 contained entirely in Newport Beach and the adjacent cities. Exhibit 2-D depicts the overall trip purposes summary for trips beginning in Newport Beach. Most trips are Home -Other (38%), with a high number of Home - Work (20%). The categories with fewest trips are Work at Home and Home -Shop. Exhibit 2-E shows the City or County at the other end of the trip for trips originating in Newport Beach. Areas closest to Newport Beach have the most interactions with the City. Table 2-9 summarizes the geographic data by County (outside Orange County) or portion of Orange County for trips destined for Newport Beach. Exhibit 2-F shows the same data graphically. Appendix "H" contains the supporting background data for Table 2-9 and Exhibit 2-F. The highest totals are for trips with both ends in the City of Newport Beach (52%), followed by trips from an adjacent city (28%). Exhibit 2-G depicts the overall purposes for trips ending in Newport Beach. Most trips are Home - Other (38%), followed by Home -Work (22%). The fewest trips are Work at Home and Home -Shop. Exhibit 2-H shows the origin City or County for trips destined for Newport Beach. Areas closest to Newport Beach have the most interactions with the City. General Model Trio Distribution Results Model trips with at least one end in the City of Newport Beach have been further analyzed and compared to the regional origin -destination survey data related to the City of Newport Beach. Table 2-10 summarizes this analysis. Model trips which both start and and in the City comprise approximately forty-two (42) percent of the total City of Newport Beach trips (about 290,000 trip ends). The regional survey data indicated 52% capture of trips within the City of Newport Beach. All trips which are contained in the City of Newport Beach and the adjacent four cities (Huntington Beach, Costa Mesa, Irvine, and Laguna Beach) make up approximately sixty-six (66) percent of the total trips with at least one 2-18 EXHIBIT 2-D PURPOSE OF TRIPS ORIGINATING IN NEWPORT BEACH WORK AT HOME 1°% 2-19 SOUTH ORANGE 4% L EXHIBIT 2-E DESTINATIONS OF TRIPS ORIGINATING IN NEWPORT BEACH OTHER 2% 1 1 1 2-20 60.0M 50,WO 40.OW N • N 30.000 N �.. 20,000 10.000 0 PURPOSE OF TRIPS DESTINED FOR NEWPORT Newport Adjacent North South Los Angeles San Riverside Ventura Beach Cities Orange Orange County Bernardino County County County County County Origin EXHIBIT 2-F BY OR161H ■HOME -OTHER D HOME -SHOP m m m m IM i m m m m m m m m m m m m t EXHIBIT 2-G PURPOSES OF TRIPS DESTINED FOR NEWPORT BEACH WORK AT HOME 1% 0 NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY Newport Beach California-01232:18 URBAN 1 2-23 SOUTH ORANGE 4% LOSA aT OTHER 2% EXHIBIT 2-H ORIGINS OF TRIPS DESTINED FOR NEWPORT BEACH 2-24 TABLE 2-10 TRIP DISTRIBUTION COMPARISON ' NBTM PERCENTAGE SURVEY DATA PERCENTAGE WITHIN NEWPORT BEACH 41.65% 52.17% WITHIN ADJACENT CITIES' 24.82% 28.05% SUBTOTAL NEWPORT ' BEACH AND ADJACENT CITIES 66A7% 80.22 REMAINDER OF REGION 33.53% 19.78% i t I Adjacent cities are -Huntington Beach, Costa Mesa, Irvine, and Laguna Beach. U-.\UcJobs\01232\Excel\[01232-02.xis]T 2-10 2-25 1! 2.6 2.7 end in Newport Beach. The regional survey data again indicates a higher percentage (80%) within this local area. These lower values suggest that the , regional socio-economic data (SED) based models generate fewer trips, then distribute the trips over longer distances. ' Roadway Network Field review of existing roadways was performed. Exhibit 2-1 shows existing through lanes on Newport Beach roadways. The existing model network , matches these configurations. Shoulder Season Daily Traffic Volume Data 1 Daily traffic volume data for locations counted as part of this study effort were collected in Spring/Fall of 2001/2002, and are Included as Appendix "I" of this report. Freeway data comes from the Caltrans Publication, Traffic Volumes on State Highways. Exhibit 2-J presents the daily traffic volumes, which have been used to validate the NBTM. Daily traffic count data has been collected and/or compiled for 64 locations in the City of Newport Beach. Additional daily volume data reported by the California Department of Transportation has been incorporated into the NBTM update work effort. The SR-55 Freeway north of the SR-73 Freeway carries the highest daily traffic volume (approximately 165,000 vehicles per day) In the NBTM primary modeling area. The arterial roadways carrying the highest traffic volume in the NBTM primary modeling area are Coast Highway and MacArthur Boulevard. A daily traffic count of approximately 63,000 vehicles per day was estimated on Coast Highway between Dover Drive and Bayside Drive and on MacArthur Boulevard between Bison Avenue and Ford Road. Other roadways carrying traffic volumes in excess of 50,000 vehicles per day (VPD) include: 2-26 EXHIBIT 2-1 NEWPORT BEACH EXISTING THROUGH LANES N N J 6D LEGEND: 14 4D D -- 4 = NUMBER OF THROUGH LANES D ° D ° D = DIVIDED \ 4D 6 D PACIFIC U =UNDIVIDED \TR 6D 8 Laoq 8 0 4 D OCEAN 4D NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Califomia - 01232:27 URBAN 2-J EXISTING COUIFF 1 5 SEASON AVERAGE DAILY TRAFRC 554 anne ocux LEGEND: 10 -VEHICLES PER DAY (1000'S) [__� � m m m� m m m m m� m m m m m m m L' Newport Boulevard (maximum volume of 53,000 VPD south of Coast Highway). Coast Highway (53,000 VPD east of Newport Boulevard). All of the counted daily traffic volume data was input into a roadway segment traffic volume analysis database in 15 minute intervals. A sample size of 55 24-hour traffic counts was evaluated in this study effort. The study areawide volumes were analyzed to determine the peak characteristics for the study area (see Appendix "J"). The results of this analysis are summarized on Table 2-11. The peak hour was determined within typical peak periods (6-9AM and 3-7 PM). For the entire primary study area, the AM peak hour begins at 7:30 AM, and the PM peak hour begins at 4:45 PM. Individual locations have various peak hour start times, as seen in Appendix "J". Within Newport Beach, the total volume percent in the peak hours of traffic is approximately 19%. This is higher than the typical value of 16 percent that Urban Crossroads, Inc. staff has observed in various other studies in Orange County and is probably related to the relatively high proportion of employment oriented land uses in the City of Newport Beach. 2.8 Peak Season Daily Traffic Volume Data Peak season daily traffic volumes have been collected for select locations (primarily in coastal areas) of the City of Newport Beach. Daily traffic volume counts were collected over a one week period in August of 2003 for each selected roadway segment, and are included in Appendix ' K". For each roadway segment selected for summertime counts, the highest typical weekday (Tuesday through Thursday) volume has been compared to the shoulder season count volume at the same location. Table 2-12 contains the results of this analysis. The only decrease in peak season volume from shoulder season conditions occurs on MacArthur Boulevard north of San Joaquin Hills Road. Shoulder season data for this location was collected in early November of 2001. All other segments increase for summer 2-29 TABLE 2-11 24-HOUR TRAFFIC VOLUME PEAK PERIOD AND HOUR RELATIONSHIPS HOUR PERCENT OF PERIOD I PERIOD PERCENT OF DAY HOUR PERCENT OF DAY AM PM AM I PM AM I PM 44.73 29.14 19.43 1 35.54 6.67 1 10.36 AM PEAK HOUR = PM PEAK HOUR = 7:30.8:30 AM 4.45 - 5:45 PM U:\UeJobs\01232\Excel\[01232-02,xls)T 2-11 2-30 TABLE 2-12 SUMMER TIME ADT COMPARISON COUNTS ID ROAD NAME ROAD SEGMENT DELTA W DIFFERENCE SHOULDER SEASON SUMMERTIME 3 Su erior Av. n10 Coast Hw. I 23,535 30,533 6.998 29.733/o 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 BI. s/o Coast Hw. 19,227 21,906 2,679 13.93% 157 Coast Hw. e% Dover Dr. 62,526 70,303 7,777 12.44% 195 Coast Hw. e%o Newport Coast Dr 35,375 41,9.17 6,542 18.49% 223 as Hw. e% Santa Ana River 46,000 48,513 2.513 5A6% 261 Balboa BI. e/o 20th St. 1 11,451 30,427 12,976 74.36% OTAL1 1 364,645 423,933 59 268 16.26% IU,.\UcJobs\01232\E i1 conditions by at least 5% and as much as 76%. The locations with volume Increase of more than thirty (30) percent are on Newport Boulevard south of Coast Highway and Balboa Boulevard east of 20th Street on the Peninsula. Review of the data clearly indicates that Newport Boulevard is the most popular and heavily impacted access route to the beach for summertime traffic. Jamboree Road and MacArthur Boulevard appear to be the least affected routes, with increases In traffic of between 5 and 10 percent. Newport Coast Drive experiences a higher percentage increase in summertime traffic, but the magnitude of the increase (approximately 3,400 vehicles per day) is very similar to the increase on MacArthur Boulevard north of Coast Highway. The traffic increases along Coast Highway itself are also less than the Increases on routes leading to the beach, suggesting that people are oriented towards traveling to the beach/coast, rather than along It. For one special case (Newport Boulevard in front of City Hall), daily traffic volume data was collected every day for three weeks. Appendix "L" contains the count data for Newport Boulevard between 32hd Street and Finley Avenue. Although the count collection instrument was on the street forthree weeks, a few days had to be removed from the sample for various reasons (e.g. count tube was displaced). A graphic depiction of the variation in daily volume is included in Appendix "M". As seen in Appendix "M", daily volumes range from approximately 35,000 to 50,000 with definite peaking trends on weekend days. Table 2-13 provides analysis of daily traffic volume patterns over the three weeks collected on Newport Boulevard in front of City Hail. The average typical weekday volume Is approximately 40,500 vehicles per day (vpd). The Monday volume is very near this same volume, but traffic is more evenly spread throughout the day. Saturday has the highest average volume with 48,144 vpd. The average Friday volume is approximately 2,500 vpd greater than the average Sunday volume. 2-32 I TABLE 2-13 DAILY VOLUME VARIATION OVER THREE WEEKS DAY WEEK1 I WEEK2 WEEK3 I WEEK AVERAGE Sunday 45,099 42,982 41,796 43,292 Monday 40,779 40,779 Tuesday 43,708 39,542 36,999 40,083 Wednesday 42,412 40,487 36,994 39,964 Thursday 43,248 40,301 41,775 Friday 47,683 45,437 44,077 45,732 Saturday 49,611 47,766 47,0521 48,144 Average of Monday and Friday 44,494 Average Typical Weekday (Tu-Th) 40,461 Average Weekend Day 45,718 U:' 11 2.9 Daily Roadway Segment Analysis The ratio of daily roadway segment volumes to daily planning level capacities (presented in Table 1-10) provides a measure of the roadway segment service. Volume/Capacity (v/c) Ratios for existing conditions are shown on Bxhibit 2-K. Roadway segments with v/c ratios greater than 0.90 are: • Newport Boulevard north of Via Lido • Irvine Avenue north of University Drive • Jamboree Road north of Bayview Way • Jamboree Road north of University Drive • MacArthur Boulevard north of Ford Road • MacArthur Boulevard north of Coast Highway • Irvine Avenue south of University Drive • Bristol Street South east of Birch Street • Coast Highway east of Dover Drive • Coast Highway east of MacArthur Boulevard • Coast Highway east of Goldenrod Avenue • Coast Highway east of Marguerite Avenue • Coast Highway west of Riverside Drive • Bristol Street North west of Campus Drive • Bristol Street South west of Campus Drive • Bristol Street South west of Jamboree Road 2.10 Traffic Source Analysis Traffic source evaluation was performed in the City of Newport Beach using car following techniques to determine their destinations in late spring of 2002. Three locations were evaluated in this process: • Northbound Coast Highway, south of Newport Coast Drive • Southbound Coast Highway, south of the Santa Ana River • Southbound MacArthur Boulevard, north of Bonita Canyon Drive 2-34 .38 EXHIBIT 2-K EXISTING _ VOLUME/CAPACITY (V/C) RATIOS .06 W' .32 1.15";U 1.03 � m 6 - LEGEND: .� ,71 84 z .82=VOLUME/CAPACITYRATIO 71.30 PACIFIC '90 SL .57 OCEAN NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Califomia • 01232:75 rev.12/05/03 U�RBAM TABLE 244 TRAFFIC SOURCE ANALYSIS CONFIDENCE INTERVALS EXISTING ONE WAY SAMPLE SAMPLE LOCATION ADT ADT SIZE PERCENTAGE NB Coast HW. south of Newport Coast Dr. 35,000 17,500 100 0.57% SB Coast Hw. south of the Santa Ana River 46,000 23,000 100 0.43% Stl MacArthur BI. North of Bonita Can on Dr. 39,000 19 500 100 0.51% U:1UcJobs1012321Excell[01232-02.xis]T 2-14 2.36 At each of the three locations, 100 cars were followed until they left the arterial system or the City of Newport Beach. The predictive value or accuracy of a sampling process is best evaluated in terms of the sample's confidence interval. The confidence interval for a sample size of 100 is 10%. Table 2-14 shows the sample percentage of daily (one-way) volume for each source analysis location. For each vehicle followed, the data includes start time (when the vehicle was on the analysis location), end time (when the vehicle left the City or the arterial system), destination (interim traffic analysis zone or cordon location), vehicle type(brief description of the vehicle), initials, and date. Analysts were directed to select vehicles from each lane, and a variety of vehicle types. The resulting data from this exercise appears in Appendix "N". As requested by City of Newport Beach staff, data was primarily collected during the peak periods (from 7:00 to 9:00 AM and from 4:30 to 6:30 PM). Appendix "O" contains graphs showing time distribution of sample data. This does not correspond to traffic flow patterns in Newport Beach, only to the time of collection. The graphs are provided to demonstrate that the data does reflect at least 30% of samples taken within each of the AM and PM peak periods for each of the three (3) starting point locations. The City of Newport Beach has been divided into fourteen (14) traffic analysis districts, as shown previously on Exhibit 1-F. For the purpose of this analysis, districts 3 and 10 have been combined. Exhibit 2-L shows through trip destinations (cordon locations). Each cordon location is a roadway segment where vehicles can exit the City. Once a vehicle has left the City of Newport Beach, it is considered an external trip and is not further studied. Table 2-15 contains a summary of the results for the northbound Coast Highway south of Newport Coast Drive. Internal traffic (with destinations in the City of Newport Beach) accounts for 64% of the vehicles studied. This percentage is slightly lower in the AM peak (60%) and higher in both the PM peak and off peak time frames. The top three traffic districts attracting vehicles from this location 2-37 N t w EXHIBIT 2-L NEWPORT BEACH TRAFFIC SURVEY CORDON LOCATIONS 1 NEWPORT BEACH GENMAL PLAN UPDATE TRAFFIC STUDY, Newport Beach C31ifomia-0123224 MARM m m m m m m m m m m m m m i m m m m m TABLE 2.15 ' TRAFFIC SURVEY RESULTS FOR NORTHBOUND COAST HIGHWAY SOUTH OF NEWPORT COAST DRIVE DESTINATION AM PEAK PM PEAK OFF-PEAK TOTAL 1 1 2 0 3 2 3 1 1 5 3 0 0 1 1 4 0 0 0 0 5 0 0 0 0 6 2 2 0 4 7 0 2 0 2 g 4 5 2 11 9 1 7 1 9 10 0 0 0 0 11 0 2 0 2 12 3 0 0 3 13 6 11 5 22 14 1 1 01 2 INTERNAL SUBTOTAL 211 33 10 64 A 1 4 2 7 B 0 0 0 0 C 0 1 0 1 D 0 1 0 1 E 0 0 0 0 F 0 0 0 0 G 0 0 0 0 H 0 0 0 0 0 0 0 0 1 1 0 0 0 0 K 0 0 0 0 L 0 0 0 0 M 0 0 0 0 N 0 0 0 0 O 1 3 1 5 p 0 0 0 0 Q 0 0 0 0 R 0 0 0 0 S 0 2 0 2 T 3 1 1 5 U 3 2 1 6 V 0 0 0 0 W 4 3 0 7 X 1 0 0 1 Y 0 0 0 0 Z 1 0 0 1 EXTERNAL SUBTOTAL 14 17 5 36 TOTAL 35 50 15 100 INTERNALPERCENT 60% 66% 67% 64% EXTERNAL PER 40% 34% 33% 36% ' U:\UcJobs\01232\Excel\[01232-1 are 13, 8, and 9. District 13 roughly corresponds to Newport Coast West / Corona Del Mar. District 8 is approximately Newport Center. District 9 is Bayside/Balboa Island. Through traffic from northbound Coast Highway south of Newport Coast Drive travels primarily to cordons A, W, and U. Each of these cordons was the destination of more than 5 of the 100 vehicles followed. Cordon A is Coast Highway at the Santa Ana River and received seven percent (7%) of the vehicles studied. Cordon W is Newport Coast Drive northeast of the SR-73 freeway and was the destination of seven percent (7%) of vehicles involved. Cordon U (the destination of six percent (6%) of the vehicles followed) is Bison Avenue northeast of the SR-73 freeway (towards University of California, Irvine). Exhibit 2-M graphically depicts generalized trip distribution patterns for vehicles traveling northbound on Coast Highway south of Newport Coast Drive. Survey results for southbound Coast Highway south of the Santa Ana River are summarized in Table 216. Internal (City of Newport Beach) traffic comprises 66% of the 100 trips analyzed. In the off-peak time frame, this percentage is much lower, but the off-peak sample size is small (8 vehicles). Primary destinations include traffic analysis districts 2, 8, 3/10, and 9. District 2 is Mariner's Mile/Newport Heights. Newport Center is district 8, District 3/10 is Newport Bay and the Balboa Peninsula, and district 9 is Bayside/Balboa Island. Through traffic from the starting point on Coast Highway south of the Santa Ana River primarily exits the City of Newport Beach either at cordon C (Superior Boulevard north of 15th Street), or at cordon Y (Coast Highway south of Newport Coast Drive). Cordon C captured eleven percent (11 %) of traffic studied, while Cordon Y was the destination of seven percent (7%) of vehicles followed. All other cordons had fewer than 5 of the 100 vehicles studied leaving. A graphic depiction of travel patterns for vehicles traveling into the city on Coast Highway south of the Santa Ana River is shown on Exhibit 2-N. 2-40 m m m m m m m m � m m m m m m m m m m EXHIBIT 2-M TRAFFIC SURVEY RESULTS FOR NB COAST HIGHWAY SOUTH OF NEWPORT COAST DR. A �✓JAV\VYVGA NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Califomia - 01232:20 TABLE 2.16 1 TRAFFIC SURVEY RESULTS FOR SOUTHBOUND COAST HIGHWAY ' SOUTH OF THE SANTAANA RIVER DESTINATION AM PEAK PM PEAK OFF-PEAK TOTAL 1 3 5 8 2 13 1 1 15 3 6 3 9 4 1 1 5 0 6 1 1 7 1 1 8 9 2 11 9 3 4 2 9 10 0 11 2 2 12 2 2 13 3 4 7 14 0 INTERNAL SUBTOTAL 42 21 3 66 A 1 1 B 1 1 2 C 6 5 11 D 0 E 0 F 0 G 1 1 H 1 1 1 0 J 0 K 0 L 0 M 0 N 0 O 1 1 2 P 0 Q 0 R 0 S 2 2 T 1 1 2 U 0 V 0 W 0 X 1 1 Y 4 3 7 Z 3 1 4 EXTERNAL SUBTOTAL 17 12 5 34 TOTAL 59 33 6 100 INTERNAL PERCENT 71% 64% 38% 66% EXTERNAL PERCENT 29% 36% 1� U:1UcJobs1012321Excell[01232-02.xls]T 2-16 2-42 m m m m m m m m m m m m m m m m EXHIBIT 2-N TRAFFIC SURVEY RESULTS FOR SB COAST HIGHWAY SOUTH OF SANTA ANA RIVER A �U15I RICI NUMBER Table 2-17 contains survey results for southbound MacArthur Boulevard north of Bonita Canyon Drive. Almost 90% of traffic on this segment remains in the City of Newport Beach. Major destinations include districts 8, 13, 9, and 12. District 8 (Newport Center) was the destination of 37 vehicles. 32 total vehicles ended their trips in districts 13 and 9 (Newport Coast West/Corona Del Mar and Bayside/Balboa Island, respectively). District 12 Is Harbor View Hills/Newport Ridge (the destination of 11 vehicles). During the peak hours, 11 of the 100 vehicles did travel through the City. Their primary cordon destination was Y (Coast Highway south of Newport Coast Drive) to which seven percent (7%) of vehicles traveled. Exhibit 2-0 shows generalized trip distribution patterns for vehicles studied on MacArthur Boulevard north of Bonita Canyon Drive. 2.10.1 Model Traffic Source Analysis Each facility of interest in the traffic source analysis has been evaluated to determine corresponding model trip distribution representation. Travel patterns in the existing validation model generally reflect the results of the traffic survey. The model does reflect more through traffic. This is probably related to the longer trip lengths in socio-economic data based models. Exhibit 2-13 shows the percent of traffic on each roadway segment from Coast Highway (northbound) south of Newport Coast Drive. Much of the model traffic exits the City of Newport Beach on SR 73 northbound (near John Wayne Airport). Coast Highway at the Santa Ana River into Huntington Beach (6%) and Bonita Canyon Drive north of Newport Coast Drive into Irvine (9%) were the destinations of most of the rest of the through traffic, well correlated to observed actual traffic. The larger proportion of through traffic is most likely related to the longer trip lengths in socio-economic data based models. Much of the traffic that remained In 2-44 II TABLE 247 TRAFFIC SURVEY RESULTS FOR SOUTHBOUND MACARTHUR BOULEVARD NORTH OF BONITA CANYON DRIVE DESTINATION AM PEAK PM PEAK OFF-PEAK TOTAL 1 0 2 1 2 1 4 3 0 4 0 5 0 6 0 7 0 8 17 12 8 37 9 8 5 2 15 10 0 11 0 12 1 7 3 11 13 8 6 3 17 14 1 41 11 5 INTERNAL SUBTOTAL 39 32 18 89 A 1 1 B 0 C 1 1 D 0 E 0 F 0 G 0 H 0 0 0 K 0 L 0 M 0 N 0 O 0 p 0 Q 0 R 0 S 0 T 0 U 1 1 V 0 w 0 X 1 1 Y 2 5 7 z 0 EXTERNAL SUBTOTAL 4 7 0 11 TOTAL 43 39 18 100 INTERNAL PERCENT 91% 82% 100% 89% EXTERNAL PERCENT 9% 18% 0% 11% U:\UcJobs\01232\Excel\[01232-02.xls]T 2-17 2-45 EXHIBIT ZO TRAFFIC SURVEY RESULTS FOR SB MACARTHUR BLVD. NORTH OF BONITA CANYON DR. NE*W" SFACH GENMAL MM UPDATE TMFfKUPDATE STUOY.�laad4 CaMm"-012=1CaMm"-012=1 � m m m m i m m m m m m m m m t m t m EXHIBIT 2-P GENERAL DISTRIBUTION OF MODEL TRAFFIC FROM COAST HIGHWAY .. 1 �5 g� .I SOUTH OF NEWPORT COAST DRIVE 37 37 5 / / I -- ^ ..... 69'ksa _l< LEGEND: 10 = VEHICLES PER DAY (1000'S) vmFlc oc� the City of Newport Beach was destined for Newport Center, Newport Coast West/Corona Del Mar, and Newport Bay/Balboa Peninsula. Exhibit 2-Q shows the trip distribution percents of traffic from Coast Highway southbound at the Santa Ana River. Much of the traffic was headed for Newport Bay/Balboa Peninsula. Other primary destinations included West Newport, Mariner's Mile/Newport Heights, and, to a lesser extent, Newport Center. Through traffic exits the City of Newport Beach via Superior Boulevard into Costa Mesa (18%), and Placentia Avenue Into Costa Mesa (7%), and on Coast Highway south of Newport Coast Drive towards Laguna Beach (4%). Traffic percents from MacArthur Boulevard southbound north of Bonita Canyon Drive are shown on Exhibit 2-R. The only significant through traffic leaves the City of Newport Beach traveling southbound on Coast Highway south of Newport Coast Drive (19%). Primary destinations within the City of Newport Beach include Harbor View Hills/Newport Ridge, Newport Center, and Newport Coast West/Corona Del Mar. 2.11 Peak Hour Intersection Operations Peak period and hour traffic count data has been obtained from a variety of sources as well. Obtaining 2001/2002 data has been an emphasis of the validation effort. Peak period and hour turning movement traffic volume data have been compiled or counted at a total of 62 intersections throughout the City of Newport Beach, as shown on Exhibit 2-S. These locations were selected for analysis by City staff because of their locations along key travel corridors within the community. Appendix "P" contains the AM and PM 2 hour peak period traffic count data and the calculated one hour peak volumes. The data collected/compiled was input into a turning movement analysis database. Por each location, leg inbound and outbound volumes were calculated. These were compared to those for surrounding intersections for conservation of flow. Some adjustments were necessary to 2-48 m m m M M = = M M = = M M M = = =tXAff 2-T GENERAL DISTRIBUTION OF MODEL TRAFFIC FROM COAST HIGHWAY NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, California - 01232:48 rev.12/1/03 URBAN N N O EXHIBIT 2-R GENERAL DISTRIBUTION OF MODEL TRAFFIC FROM MACARTHUR BOULEVARD .. I \ 11 .i I NORTH OF BONITA CANYON DRIVE Im LEGEND; 10 -VEHICLES PER DAY (1000'S) N N H EXHIBIT 2-S INTERSECTION COUNT LOCATIONS 9 1 M 9 r 3 '7's � Dp, o p o 1 4 ? Tuan� a vw m LEGEND: 0 5 • -INTERSECTION COUNT LOCATION 6 PACIFIC 65 -INTERSECTION ID 3 BA�DA6L 6� OCEAN provide reasonable flow conservation at adjacent intersections without significant Intervening access such as driveways or local residential streets. An example of this type of situation is a freeway interchange. All necessary flow conservation adjustments are shown explicitly in Appendix "P". An additional adjustment was to include a minimum of 1 vehicle for every allowed turning movement to ensure proper operation of the Intersection capacity utilization (ICU) calculator and the future turn forecast algorithm. Geometric data has been collected for the 62 existing Intersections selected for analysis. The geometric data was used to calculate existing (2002) intersection capacity utilization values (ICUs) at all 62 existing analysis intersections. Appendix "Q" contains the detailed ICU calculation worksheets for existing count conditions. The worksheets in Appendix "Q" summarize the intersection geometric data and the AM and PM peak intersection turning movement volumes. Table 2-18 summarizes the ICU and Level of Service (LOS) for existing counted conditions. Exhibit 2-T shows intersections with deficient operations. The following 7 intersections currently experience deficient (LOS "E" or worse) peak hour operating conditions based on 2002 traffic counts: • Riverside Drive (NS)/Coast Highway (EW) - PM • Campus Drive (NS)/Bristol Street (N) (EW) - PM • Irvine Avenue (NS)/Mesa Drive (EW) - PM • MacArthur Boulevard (NS)/Jamboree Road (EW) - PM • MacArthur Boulevard (NS)/San Joaquin Hills Road (EW) - PM • Goldenrod Avenue (NS)/Coast Highway (EW) —AM 2.12 Truck Facilities Where commercial vehicles weighing in excess of 3 tons are permitted on City of Newport Beach roads, truck routes are designated. Commercial vehicles 2-52 Ul 11 TABLE 2-18 INBTM EXISTING COUNT INTERSECTION ANALYSIS SUMMARY INTERSECTION NS & EW AM PEAK HOUR PM PEAK HOUR ICU I LOS ICU LOS 2. Superior Av. & Placentia Av. 0.66 BI 0.67 B 3. Superior Av. & Coast Hw. 0.84 D 0.90 D 4. Newport Bl. & Hospital Rd. 0.54 A 0.70 B 5. Newport Bl. & Via Lido 0.41 A 0.37 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 Bl. & Campus Dr. 0.61 B 0.85 D 10. MacArthur Bl. & Birch St. 0.49 A 0.66 B 11. Von Karman Av. & Campus Dr. 0.55 A 0.79 C 12. MacArthur BI. & Von Karman Av. 0.46 A 0.53 A 13. Jamboree Rd. & Campus Dr. 0.74 C1 0.85 D 14. Jamboree Rd. & Birch St. 0.55 A 0.60 15. Campus Dr. & Bristol St. N 0.77 C 0.94 E 16. Birch St. & Bristol St. N 0.66 B 0.61 B 17. Campus Dr./Irvine Av. & Bristol St. S 0.72 C 0.58 A 18. Birch St. & Bristol St. S 0.46 A 0.44 19. Irvine Av. & Mesa Dr. 0.701 B 0.94 E 0. Irvine Av. & University Dr. 0.82 D 0.89 D 1. Irvine Av. & Santiago Dr. '0.66 B 0.72 C 1122. Irvine Av. & Highland Dr. 0.57 A 0.60 A 3. Irvine Av. & Dover Dr. 0.72 C 0.64 B 4. Irvine Av. & Westcliff Dr. 0.57 Al0.77 C II TABLE 2-18 (CONTINUED) NBTM EXISTING COUNT INTERSECTION ANALYSIS SUMMARY INTERSECTION INS & EW AM PEAK HOUR PM PEAK HOUR ICU LOS ICU LOS 38. Jamboree Rd. & Santa Barbara dr. 0.47 A 0.63 B 39. Jamboree Rd. & Coast Hw. 0.68 B 0.74 C Santa Cruz Dr. & San Joaquin Hills Rd. 0.36 A 0.36 1. Santa Rosa Dr. & San Joaquin Hills Rd. 0.32 A 0.62 2. Newport Center Dr. & Coast Hw. 0.40 A 0.52 4. Avocado Av. & San Miguel Dr. 0.33 A 0.72 C 5. Avocado Av. & Coast Hw. 0.58 A 0.66 B 10. & 6. SR-73 NB Rams Bison Av. 0,31 A 0.37 7. SR-73 SB Ramps & Bison Av. 0.26 A 0.17 Al 8. MacArthur BI. & Bison Av. 0.63 B 0.60 9. MacArthur BI. & Ford Rd./Bonita Canyon Dr. 0.71 C 0.90 D 50. MacArthur BI. & San Joa uih Hills Rd. 0.64 B 0.93 E 51. MacArthur BI. & San M( uel Dr. 0,66 A 0.65 B 52. MacArthur BI. & Coast Hw. 0.60 Al0.71 C 53. SR-73 NB Ramps & Bonita Canyon Dr. 0.55 A 0.43 Al 54. SR-73 SB Ramps & Bonita Canyon Dr. 0.30 A 0.41 Al 55. Spyglass Hill Rd. & San Miguel Dr. 0.28 A 0.31 56. San Miguel Dr. & San Joa uln Hills Rd. 0.44 A 0.64 57. Goldenrod Av. & Coast Hw. 0.99 E 0.69 B 58. Marguerite Av. & San Joaquin Hills Rd. 0.31 A 0.35 59. Marguerite Av. & Coast Hw. 0.83 D 0.82 D 60. Spyglass Hill Rd. & San Joaquin Hills Rd. 0.44 A 0.30 Al 61. Poppy Av. & Coast Hw. 0.61 B 0.65 B 62. Newport Coast Dr. & SR-73 NB Rams 0.45 A 0.31 64. Newport Coast Dr. & San Joaquin Hills Rd. 0.37 A 0.29 65. New ort Coast Dr. & Coast Hw. 0.471 Al0.60 Average All Locationsi 8 Al0.63 B U,.\UcJobs\01232\Excell[01232.02.xls]T 2-18 2-54 EXHIBIT 2-T EXISTING INTERSECTION O LEGEND: C =AM DEFICIENCY \ = \ZRDEFICIENCY . '�" °C�" • = A AM/PM DEFICIENCY (ALL LOS V) URBAN NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Califomia-01232A1 rev.12/05/03 weighing in excess of 6,000 pounds are prohibited from certain study area roadways, as signed. Exhibit 2-U identifies the roadways where commercial vehicles are prohibited. 2.13 Parkino Parking availability is limited in certain portions of Newport Beach, especially during the peak months (summer). Mariner's Mile is of particular concern, as is the Balboa area. A Balboa Peninsula parking management plan was produced for the City of Newport Beach, including parking surveys/studies and recommendations. It was found that over 10,000 parking spaces are currently available (excluding residential driveways and garages). Recommendations for short-term, mid -range, and long-term activities to optimize parking conditions are included In this study. 2.14 Trail System Trail systems, while providing alternates to automobile travel, also provide recreational opportunities for the community. The existing trail system in Newport Beach has been developed to provide access for commuter and recreational bicyclists, along with pedestrians. The Newport Beach bikeways system contains off-street bike paths, sidewalk bikeways, and on -street bike trails. Exhibit 2-V shows design cross -sections for bikeways, per the Caltrans Highway Design Manual, 5th Edition. According to the Manual on Uniform Traffic Control Devices Millennium Edition (US Department of Transportation, 2001), bicycle signs shall be standard in shape, legend, and color. All signs shall be retroreflectorized for use on bikeways, including shared -use paths and bicycle lane facilities. On shared -use paths, lateral sign clearance shall be a minimum of 2-56 EXHIBIT 2-U FACILITIES WHERE COMMERCIAL VEHICLES IN EXCESS OF 6,000 POUNDS N Ln v NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Califomia - 01232:53 rev.12/02/03 URBAN I EXHIBIT 2-V STANDARD BIKE PATH CROSS -SECTIONS CLASS I TWO-WAY BIKE PATH ON SEPARATE RIGHT-OF-WAY CLASS it TYPICAL CROSS-SECTION OF BAKE WAY ALONG HIGHWAY SOURCE: CALTRANS HIGHWAY DESIGN MANUAL 5 "EDITION 0 NEWPORTBEACHGENERALPLANUPDATETRAFFICSTUDY,Newport- beach, CalRornla-01232,54 Milli ti 2-58 LJ 0.9 m (3 ft) and a maximum of 1.8 m (6 ft) from the near edge of the sign to the near edge of the path. Mounting height for ground -mounted signs on shared -use paths shall be a minimum of 1.2 m (4 ft) and a maximum of 1.5 m (5 ft), measured from the bottom edge of the sign to the near edge of the path surface. When overhead signs are used on shared -use paths, the clearance from the bottom edge of the sign to the path surface directly under the sign shall be a minimum of 2.4 m (8 ft). The existing bikeway facilities in the study area are shown on Exhibit 2-W. Newport Beach has off-street bike paths primarily along parts of Coast Highway, Irvine Avenue, University Drive, Jamboree Road, Spyglass Hill Road and San Joaquin Hills Road. Additional off -road facilities are located in the San Diego Creek Channel along Newport Bay and through Buffalo Hills Park. Sidewalk bikeways include the access roads to Fashion Island and : • Coast Highway west of Riverside Drive, from Irvine Avenue to Jamboree Road • Balboa Boulevard • Campus Ddvellrvine Avenue • Dover Drive • MacArthur Boulevard • Von Karman Avenue • Jamboree Road • Bristol Street • Eastbluff Drive • Bayside Drive • Bison Avenue • Ford Road • Spyglass Hill Road 2-59 EXHIBIT 2-W NEVMRT BEACH EXISTING BICYCLE FACILITIES N OD O SOURCE: BIKEWAYS: AMA TRAILS IN NEWP \y ANDVICINITY(1 R v NEWPORT BEACH GENERAL PLAN UPDA7E TRAFFIC STUDY, Newport Beach, CarioWsa - 01232:51 rev.12/05/03 P►-aiIM Marguerite Avenue • San Joaquin Hills Road On -street bike trails occur on San Miguel Drive, Newport Coast Drive, Irvine Avenue, Coast Highway and other minor streets throughout the City. Recreational use of alternative travel modes (especially bicycle and pedestrian) is prevalent in the City of Newport Beach. The Back Bay trail is particularly popular among recreational travelers. 2.15 Public Transit Public bus service is provided by OCTA. An established network of bus routes provides access to employment centers, shopping and recreational areas within the City. OCTA periodically updates a county -wide Bus Service Implementation Program (BSIP) which includes changes to service levels and route configurations. Exhibit 2-X shows existing public -transit service in Newport Beach. Local bus routes in the City of Newport Beach include: • Route 1 (along Coast Highway) • Route 47 (provides access from Balboa Boulevard north of Fairview Street) • Route 55 (from 17th Street in Costa Mesa providing access to Newport Center/Fashion Island) • Route 57 (along Bristol Street and Jamboree Road to Newport Center) • Route 71 (from the Balboa Fun Zone north along the SR-55 freeway) 2-61 EXHIBIT 2-X EXISTING PUBLIC TRANSIT ROUTES MEW O"MAUITRAFM MWELUPDATEBASELINE DATA AND ANALYSIS, NftwpoKMadt CWcu a-012ntn itmxd I_ m = = = m m I_ m m m m ' . Route 75 (from Newport Center up Jamboree Road) ' • Route 76 (along San Miguel Drive and MacArthur Boulevard) • Route 79 (from Newport Center along Eastbluff Drive to University Drive) The Newport Transportation Center and Park -and -Ride facility is located at MacArthur Boulevard and San Joaquin Hills Road in Newport Center. ' Community bus route 178 passes through the Airport Area of Newport Beach before entering Santa Ana Heights. Additional bus service passes very near to ' Newport Beach, particularly in the vicinity of John Wayne Airport and the University of California at Irvine. ' 2.16 Air Travel Air Travel for residents, workers, and visitors in Newport Beach is served by John Wayne Airport (located just northwest of Campus Drive along the City boundary). SNA is a local airport, acting as a secondary facility to Los Angeles International ' Airport (LAX). ' 2.17 Marine Transport ' The proximity of the City of Newport Beach to the Pacific Ocean creates a unique ' opportunity for transportation solutions. Transportation related to maritime uses increases the potential for traffic problems around Newport Bay. Specific ' examples of alternative travel modes in Coastal Newport Beach include the Santa Catalina Ferry (providing access from the Balboa Pavilion to Santa ' 2-63 n Catalina Island), and the Balboa Ferry (connecting Balboa Island to the Balboa I Peninsula). 2-64 3 0 CURRENTLY ADOPTED GENERAL PLAN BUILDOUT (POST-2025) SCENARIO ' This chapter presents currently adopted General Plan Buildout (Post-2025) conditions. General Plan Buildout model inputs are discussed and refined forecast volumes are ' presented. Data are compared to existing conditions to show reasonable growth. Alternative travel modes plans are discussed, and special issues are identified. 3.1 Land Use and Socioeconomic Data (SED) ' This section discusses the land use and socioeconomic data inputs. 3.1.1 General Plan Buildout Land Use Data The General Plan Buildout land use data was provided to Urban Crossroads, Inc. staff by the City of Newport Beach. Table 3-1 summarizes the overall General Plan Buildout land uses for the City of Newport Beach. An overall comparison to existing (2002) land use is also shown in Table 3-1. Land uses generally increase for the City General Plan Buildout scenario. Reductions in specific uses (e.g., mobile homes, movie theaters) are caused by redevelopment in the City. Appendix "R" of this ' report includes a series of reports documenting the explicit land use data included in NBTM 3.1, for General Plan Buildout conditions. The first set of ' reports summarizes the City of Newport Beach land use (provided by City of Newport Beach staff) by NBTM traffic analysis zone (TAZ). The same ' data are presented again at increasing levels of aggregation, including aggregation to OCTAM TAZs and for the overall City. 3.1.2 General Plan Buildout Socioeconomic Data (SED) ' General Plan buildout SED that has been converted from land use is ' summarized in Table 3-2. Table 3-2 also contains a comparison of General Plan Buildout SED to existing (2002) SED for the City of Newport Beach. Appendix "S" presents the SED resulting from the conversion of ' 3-1 TABLE 3.1 CITY OF NEWPORT BEACH GENERAL PLAN BUILDOUT LAND USE SUMMARY NBTM CODE' DESCRIPTION UNITS 2002 QUANTITY BUILDOUT QUANTITY GROWTH %GROWTH 1 Low Densi Residential DU 14,641 15 213 372 2.5176 2 Medium Density Residential DU 12,939 17,723 4,784 36.97% 3 A artment DU 7,622 8,468 846 11.10% 4 Elded Residential DU 348 348 0.00% 5 Mobile Home DU 894 749 -145 -16.22% TOTAL DWELLING UNITS OU 36,644 42 501 5 857 15.98% 6 Motel ROOM 210 256 46 21.90% 7 Hotel ROOM 2,745 3,270 525 19.13% 9 Regional Commercial TSF 1,259.000 1,633.850 374,850 29.77% 10 General Commercial TSF 2 928.180 3,692.980 766.820 26.21% 11 Commercial/Recreation ACRE 5.100 5.100 0.00% 13 Restaurant TSF 640.520 859.800 219,280 34.23% 15 Fast Food Restaurant TSF 78.031 94.540 16.509 21.16% 16 Auto Dealer/Sales TSF 288.320 323.290 34.970 12.13% 17 Yacht Club TSF 54.580 73,060 18.480 33.86% 18 Health Club TSF 63.500 108.070 44.570 70.19% 19 Tennis Club CRT 60 60 0.00% 20 Marina SLIP 1,055 1055 0.00% 21 Theater SEAT 5,489 5475 -14 -0.26% 22 Newport Dunes ACRE 64.00 64.00 0.00% 23 General Office TSF 10 900.190 12,153.473 1,253,283 11.50% 24 Medical Office TSF 761,459 895A20 133.961 17.599° 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% 27 Mini-Storage/Warehouse TSF 199.750 199,750 0.00% 28 Pte-school/Day Care TSF 55.820 56.770 0.950 1.70% 29 Elementary/Private School STU 4,399 4,456 56 1.27% 30 Junlor/Hi h School STU 4.765 4.765 0.00% 31 Cultural/Leaming Center TSF 35.000 40.000 5.000 14.29% 32 Library TSF 78.840 78.840 0.00% 33 Post Office TSF 53.700 73.700 20.000 37.24% 34 Hospital BED 351 1 265 914 260.40% 35 NUrsln /Conv. Home BEDS 661 661 0.00% 36 Church TSF 377.760 467.210 89.450 23.68% 37 Youth Ctr./Service TSF 149.560 166.310 16.750 11.20% 38 1 Park ACRE 1 113.970 94.910 19.060 16.72% 39 Regional Park ACRE 45.910 45.910 IN! 40 Golf Course I ACRE 305.330 1 298.330 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 Abbrevia0cns: DU = Dwelling Units TSF = Thousand Square Feet CRT = Court STU = Students U:1UcJtbsW1232acoNOi232-02.zls1T 3.1 3-2 1 1 TABLE 3-2 CITY OF NEWPORT BEACH' LAND USE BASED OCIOECONOMIC DATA SUMMARY/COMPARISON VARIABLE 2002 QUANTITY 1 BUILDOUT QUANTITY GROWTH %GROWTH Occupied Single Family Dwelling Units 13,8421 14,250 408 3% Occupied Multi -Family Dwelling Units 20,4091 25,4531 5,044 25% TOTAL OCCUPIED DWELLING UNITS 34,2511 39,7031 5,452 16% Group Quarters Population 661 6611 01 0% Population 75,8171 87,8861 12,069 16% Employed Residents 44,3791 51,2681 6,889 16% Retail Employees 1 11,2111 13,552 2,341 21% Service Employees 1 17,1501 21,1371 3,987 23% Other Employees 1 37,0771 44,327 7,250 20% TOTAL EMPLOYEES 65,438 79,016 13,578 21% Elem/Hi h School Students 9,1641 9,220 56 1% 1 Includes data converted from land U:\UcJobs\012321Excell[01232-02.x1s]T 3-2 3.2 land use to BED using the factors previously presented on Table 1-1. The BED from land use is again presented by NBTM TAZ, OCTAM TAZ, and overall City of Newport Beach. The same set of reports is included for supplemental BED (not derived from land use), and for the overall BED (the sum of the BED from land use and the supplemental BED). The total number of dwelling units are projected to Increase by 5,857 units (16%) per the currently adopted General Plan. For total employment, an Increase of 13,678 employees (21 %) is Included in the currently adopted General Plan. Socioeconomic data for the remainder of the Tier 3 area (and for Newport Coast, where land use data was unavailable) has been disaggregated' from OCP-2000 data for year 2025. No further growth beyond 2025 is assumed since the parent (OCTAM 3.1) model does not include a horizon year beyond 2025 and no such comprehensive database is currently available. Trio Generation Table 3-3 summarizes the overall trip generation for General Plan Buildout conditions for the City of Newport Beach. Appendix "T" contains a report of trip generation by NBTM TAZ for the City of Newport Beach, broken down by NBTM TAZ and OCTAM TAZ. Most of these trips have been calculated from the final General Plan Buildout BED presented previously. The four land use codes listed below had been special generators In the previous NBTAM model: • Tennis Club • Marina • Newport Dunes • Hospital For each of these land use categories, supplemental trips have been added to increase the daily trip generation to match the previous rate (see Appendix "T"). 3-4 TABLE 3-3 CITY OF NEWPORT BEACH'GENERAL PLAN BUILDOUT TRIP GENERATION TRIP PURPOSE PRODUCTIONS ATTRACTIONS PRODUCTIONS - ATTRACTIONS PRODUCTIONS / ATTRACTIONS Home Based Work 70,469 100,684 -30,215 0.70 Home Based School 14,126 8,845 5,280 1.60 Home Based Other' 167,202 136,553 30,649 1.22 Work Based Other 64,755 70,186 -5,431 0.92 Other- Other 114.657 112,882 1,675 1.01 TOTAL 431,1081 429,1501 1,9581 1.00 OVERALL TOTAL 860,258 1 Home -Work inclu 2 Home -Other inciL UAUcJobs\012321Exceh L1 3.3 The overall trip generation for the City of Newport Beach is an estimated 860,258 daily vehicle trips. Table 3-4 compares General Plan Buildout trip generation to existing. Total trip generation increases by approximately 170,000 daily trips over existing (or 25%). Fratar factors are calculated within the City of Newport Beach and the trip generation adjustment area to adjust the 2025 regional trip tables to match Buildout trip generation. Regionally, total trip generation is projected to Increase by approximately one-third. Traffic Assignment Exhibit 3-A shows General Plan Buildout through lanes on Newport Beach roadways. Appendix "U" shows roadway segment and intersection lane improvements from existing through General Plan buildout conditions. The General Plan Buildout model network matches these configurations. The network contains OCTAM roadway characteristics outside the Tier 3 area. Within the Tier 3 area, the existing network has been modified to reflect the currently adopted Orange County Master Plan of Arterial Highways (MPAH). Tolls have been retained on toll roads to provide a conservative worst case scenario. Regionally, the total vehicle -miles of travel are projected to increase by 45%, reflecting the tendency for growth to occur in the outlying, less urbanized areas of the region. Exhibit 3-B summarizes the NBTM 3.1 refined General Plan Buildout daily traffic volumes throughout the City of Newport Beach, Table 3-5 compares these refined forecasts to existing counted volumes (presented previously). Decreases are generally due to newly constructed parallel facilities. The highest daily traffic volume increase occurs on Coast Highway. Between Dover Drive and Newport Boulevard, traffic increases by 15,000 or more vehicles per day (VPD). This increase is caused partly by land use increases in the Balboa area. The capacity increase of 50% (4 lanes to 6 lanes) on Coast Highway west of 3-6 CITY TRIP PURPOSE Home Based Work Producl Home Based Work Attract!( Home Based School-Produ Home Based School Attrac Home Based Other Produc Home Based Other Attractii Work Based Other Product Work Based Other Attractic Other. Other Productions Other - Other Attractions TOTAL PRODUCTIONS TOTAL ATTRACTIONS OVERALLTOTAL 1 Home -Work includes Horr 2 Home -Other includes Hon UAUcJObsX012321Exce11[01232.02.; 'I rAnl o o e 0 EXHIB NEWPORT BEACH GENERAL PLAN BUILDOUT THROUGH LANES 4D m 40 u etl / Q LEGEND: , 4 i 4 b 40 ° .� o 4 = NUMBER OF THROUGH LANES \ ° D —DIVIDED 40 ftaK 6 6° PACIFIC U =UNDIVIDED ED OCEAN NEWPORTBEACH TRAFFIC MODEL UPDATE, Newport Beach. CaGfomia-0046032 mv.OWII/03 ¢ m m m m m m m r m S m m ' m EXHIBIT 3-13 GENERAL PLF.AN BUILDOUT AVERAGE DAILY TRAFFIC (ADT) 8 24 iew 10 72 68 cdw 118 LEGEND: 2 61 0 20 =VEHICLES PER DAY (1000'S) 43 51 �49 21 6 PACIFIC as ---------& OCEAN NEWPORr BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Califomia - 01232:50 rev.12/05/03 uRBN TABLE 3.5 GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC COMPARISON LOCATION EXISTING (2001/2002) COUNT BUILDOUTFOROWTH FORECAST % GROWTH 15th St. (Coast Hwy. to Bluff Rd.) 0 9,0015th St. (Bluff Rd, to Monrovia Ave.) 0 8,0016th St. (Irvine Ave. to Dover Dr.) 5,000 6,00 20.0% 17th St. (Bluff Rd. to cast city limit) 0 10,00 32nd St. (west of Newport Blvd.) 8,000 8,000 0 0.0% 32nd St. (east of Newport Blvd.) 3,000 5,000 2,000 66.7% Avocado Ave. (north of San Miguel Dr.) 5,000 5,000 0 0.0% Avocado Ave. (south of San Miguel Dr.) 12,000 11,000 -1,000 -8.5 Avocado Ave. (north of Coast Hwy.) 11,000 10,000 -1,000 -9.1% Balboa Blvd. (south of Coast Hwy.) 18,000 21,000 3,000 16.7% Bayside Dr. (south of Coast Hwy.) 101000 13,000 3,000 30.0% Birch St. (Jamboree Rd. to Von Farman Ave.) 12,000 18,000 6,000 50.0% Birch St. (Von Karman Ave, to MacArthur Blvd.) 15,000 20,000 51000 33.3% Birch St. (west of MacArthur Blvd.) 16,000 20,000 4,000 25.0% Birch St. (north of Bristol SL North) 23,000 27,000 4,000 17A% Birch St. (Bristol St. North to Bristol St. South) 19,000 20,000 11000 5.3% Birch St. (south of Bristol St, South) 15,000 16,000 11000 6.7% Bison Ave. (Jamboree Rd. to MacArthur Blvd.) 13,000 17,000 4,000 30.8% Bison Ave. (MacArthur Blvd. to SR-73 Fwy.) 7,000 11,000 4,000 57.1% Bluff Rd. (Coast Hwy. to 15th St.) 0 7,000 7,000 Bluff Rd. (15th St. to 17th St.) 0 7,000 7,000 Bluff Rd. (17th St. to 19th St.) 0 13,000 13,000 Bonita Canyon Dr. (east of MacArthur Blvd.) 26,000 33,000 7,000 26.9% Bonita Canyon Dr. (west of SR-73 Fwy.) 17,000 25,000 8,000 47.1% Bristol St. North (west of Campus Dr.) 28,000 32,000 4,000 14.3% Bristol St. North (Campus Dr. to Birch St.) 23,000 28,000 5,000 21.7% Bristol St. North (cast of Birch St.) 22,000 27,000 5,000 22.7% Bristol St. North (west of Jamboree Rd.) 16,000 18,000 2,000 12.5% Bristol St. South (west of Campus DrJJrvine Ave.) 28,000 32,000 4,000 14.3% Bristol St. South (Campus Dr, to Birch St.) 17,000 22,000 5,000 29.4°/ Bristol St. South (east of Birch St.) 16,000 21,000 5,000 31.3°/ Bristol St. South (west of Jamboree Rd.) 31,000 37,000 6,000 19.4% Campus Dr. (Jamboree Rd. to Von Farman Ave.) 16,000 21,000 5,000 31.3% Campus Dr. (Von Karman Ave. to MacArthur Blvd.) 20,000 31,000 11,000 55.0% Campus Dr. (west of MacArthur Blvd.) 26,000 38,000 12,000 46.2% ampus Dr. (north of Bristol St. North) 28,000 38,000 10,000 35.7% ampus Dr. (Bristol St. North to Bristol St. South) 30,000 39,000 91000 30.0% oast Hwy. (west of 15th St.) 46,000 43,000 -3,000 -6.5% oast Hwy. (15th St. to Bluff Rd.) 46,000 51,000 5,000 10.9019 oast Hwy. (Bluff Rd. to Superior AvcJBalboa Blvd.) 46,000 49,000 3,000 6.50 oast Hwy. (Superior Ave. to Newport Blvd.) 28,000 38,000 10,000 35.7% oast Hwy. (Newport Blvd. to Riverside Ave.) 53,000 72,000 19,000 35.8% oast Hwy. (Riverside Ave. to Tustin Ave.) 45,000 63,000 18,000 40.0% oast Hwy. Tustin Ave. to Dover Dr. 42 000 59 000 17,000 40.5% 3-10 TABLE 3-5 (CONTINUED) GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC COMPARISON LOCATION EXISTING (2001/2002) COUNT BUILDOUT FORECAST GROWTH GROWTH Coast Hwy. (Dover Dr. to Bayside Dr.) 63,000 77,000 14,000 22.2% Coast Hwy. (Bayside Dr. to Jamboree Rd.) 51,000 62,000 11,000 21.6% Coast Hwy. (Jamboree Rd. to Newport Center Dr.) 42,000 51,000 9,000 21.4% Coast Hwy. (Newport Center Dr. to Avocado Ave.) 35,000 42,000 7,000 20.0% Coast Hwy. (Avocado Ave. to MacArthur Blvd.) 36,000 45,000 9,000 25.0% Coast Hwy. (MacArthur Blvd, to Goldenrod Ave.) 40,000 47,000 7,000 17.5% Coast Hwy. (Goldenrod Ave. to Marguerite Ave.) 39,000 46,000 7,000 17.9% Coast Hwy. (Marguerite Ave. to Poppy Ave.) 35,000 42,000 7,000 20.0% Coast Hwy. (Poppy Ave, to Newport Coast Dr.) 28,000 35,000 7,000 25.0% Coast Hwy (east of Newport Coast Dr.) 35,000 45,000 10,000 28.6% Dover Dr. (Irvine Ave. to Westcliff Dr.) 9,000 11,000 2,000 22.20/c Dover Dr. (Westcliff Dr. to 16th St.) 22,000 24,000 2,000 9.1% Dover Dr. (16th St. to Cliff Dr.) 25,000 28,000 3,000 12.0% Dover Dr. (Cliff Dr. to Coast Hwy.) 29,000 31,000 2,000 6.9% astbluff Dr. (west of Jamboree Rd. at University Dr.) 10,000 10,000 0 0.0% Eastbluff Dr. (west of Jamboree Rd. at Ford Rd.) 15,000 15,000 0 0.0% Ford Rd. (Jamboree Rd, to MacArthur Blvd.) 9,000 12,000 3,000 33.3% Goldenrod Ave. (north of Coast Hwy.) 2,000 2,000 0 0.0% Highland Dr. (east of Irvine Ave.) 21000 2,000 0 0.0% Hospital Rd. (Placentia Ave. to Newport Blvd.) 13,000 23,000 10,000 76.9% Hospital Rd. (east of Newport Blvd.) 7,000 9,000 2,000 28.6% fi-vine Ave. (Bristol St. South to Mesa Dr.) 27,000 36,000 9,000 33.3% Irvine Ave. (Mesa Dr. to University Dr.) 31,000 38,000 7,000 22.6% Irvine Ave. (University Dr. to Santa Isabel Ave.) 33,OOQ 34,000 1,000 3.0% Irvine Ave. (Santa Isabel Ave. to Santiago Dr.) 29,000 27,000 -2,000 -6.9% Irvine Ave. (Santiago Dr. to Highland Dr.) 27,000 25,000 -2,000 -7.4% Irvine Ave. (Highland Dr. to Dover Dr.) 27,000 25,000 -2,000 -7.4% ' eAve. (Dover Dr. toWestcliffDr.) 22,000 19,000 -3,000 -13.6% Irvine Ave. (Westcliff Dr. to 16th St.) 12,000 10,000 -2,000 -16.7% Jamboree Rd. (Campus Dr. to Birch St.) 36,000 47,000 11,000 30.6% Jamboree Rd. (Birch St. to MacArthur Blvd.) 42,000 54,000 12,000 28.6% Jamboree Rd. (MacArthur Blvd. to Bristol St. North) 36,000 44,000 8,000 22.20% Jamboree Rd. (Bristol St. North to Bristol St. South) 47,000 52,000 5,000 10.6% Jamboree Rd. (Bristol St. South to Bayview Wy.) 47,000 58,000 I1,000 23.4% amboree Rd. (Bayview Wy. to University Dr.) 47,000 58,000 11,000 23.4% amboree Rd. (University Dr. to Bison Ave.) 37,000 42,000 5,000 13.5% Jamboree Rd. (Bison Ave. to Ford Rd.) 39,000 45,000 6,000 15.4% Jamboree Rd. (Ford Rd. to San Joaquin Hills Rd.) 46,000 53,000 7,000 15.2% Jamboree Rd. (San Joaquin Hills Rd. to Santa Barbara Dr.) 34,000 40,000 6,000 17.6% Jamboree Rd. (Santa Barbara Dr. to Coast Hwy.) 32,000 39,000 7,000 21.9% Jamboree Rd. ( Coast Hwy. to Bayside Dr.) 12,000 14,000 2,000 16.7% ecArthur Blvd. (Campus Dr. to Birch St.) 27,000 33,000 6,000 22.2% MacArthur Blvd. (Birch St. to Von Karman Ave.) 22,000 26,000 4,000 18.2% MacArthur Blvd. Von Karman Ave. to Jamboree Rd. 26,000 32,000 6,000 23.1% TABLE 3.5 (CONTINUED) GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC COMPARISON LOCATION EXISTING (2001/2002) COUNT BUILDOUT FORECAST GROWTH % GROWTH MacArthur Blvd. (south of Jamboree Rd.) 27,000 35,000 8,000 29.6% MacArthur Blvd. (north of Bison Ave.) 61,000 71,000 10,000 16.4% MacArthur Blvd. (Bison Ave. to Ford Rd.) 63,000 72,000 9,000 14.3% MacArthur Blvd. (Ford Rd. to San Joaquin Hills Rd.) 54,000 58,000 4,000 7.4% MacArthur Blvd. (Salt Joaquin Hills Rd. to San Miguel Rd.) 35,000 37,000 2,000 5.7% MacArthur Blvd. (San Miguel Rd. to Coast Hwy.) 31,000 37,000 6,000 19.4% Marguerite Ave. (south of San Joaquin Hills Rd.) 7,000 81000 1,000 14.3% Marguerite Ave. (north of Coast Hwy.) 6,000 7,000 1,000 16.7% Mesa Dr. (east of Irvine Ave.) 12,000 13,000 1,000 8.3% ewport Blvd, (north of Hospital Rd.) 36,000 49,000 13,000 36.1% ewport Blvd. (hospital Rd. to Coast Hwy.) 43,000 54,000 11,000 25.6% ewport Blvd. (Coast Hwy. to Via Lido) 48,000 55,000 7,000 14.6% Newport Blvd. (Via Lido to 32nd St.) 36,000 40,000 4,000 11.1% ewport Blvd. (south of 32nd St.) 29,000 32,000 3,000 10.3% Newport Center Dr. (north of Coast Hwy.) 14,000 17,000 3,000 21.46/a Newport Coast Dr. (SR-73 Fwy. to San Joaquin Hills Rd.) 17,000 28,000 11,000 64.7% Newport Coast Dr. (south of San Joaquin Hills Rd.) 151000 24,000 9,000 60.0% Newport Coast Dr. (north of Coast Hwy.) 12,000 18,000 6,000 50.0% Placentia Ave. (north of Superior Ave) 12,000 12,000 0 0.0% Placentia Ave. (Superior Ave, to Hospital Rd.) 7,000 13;000 6,000 85.7% Poppy Ave. (north of Coast Hwy.) lRivetside 2,000 2,000 0 0.0% Ave. (north of Coast Hwy.) 9,000 9,000 0 0.0% an Joaquin Hills Rd. (Jamboree Rd. to Santa Cruz Rd.) 16,000 18,000 2,000 12.5% San Joaquin Hills Rd. (Santa Cruz Rd. to Santa Rosa Rd.) 11,000 12,000 1,000 9.1% San Joaquin Hills Rd. (Santa Rosa Rd. to MacArthur Blvd.) 21,000 25,000 4,000 19.0°/ San Joaquin Hills Rd. (MacArthur Blvd. to San Miguel Rd.) 19,000 22,000 3,000 15.8% San Joaquin Hills Rd. (San Miguel Rd. to Marguerite Ave.) 18,000 23,000 51000 27.8% Son Joaquin Hills Rd. (Marguerite Ave. to Spyglass Hill Rd) 12,000 18,000 6,000 50.0% San Joaquin Hills Rd. (Spyglass Hill Rd. to Newport Coast Da) 12,000 18,000 61000 50.0% an Miguel Dr. (north of Spyglass Hill Rd.) 7,000 10,000 3,000 42.9% Son Miguel Dr. (south of Spyglass Hill Rd.) 7,000 10,000 3,000 42.9% San Miguel Dr. (north of San Joaquin Hills Rd.) 12,000 14,000 2,000 16.7% San Miguel Dr. (San Joaquin Hills Rd. to MacArthur Blvd.) 12,000 16,000 4,000 33.3% San Miguel Dr. (MacArthur Blvd. to Avocado Ave.) 19,000 19,000 0 0.0% San Miguel Dr. (west of Avocado Ave.) 10,000 11,000 1,000 10.0% Santa Barbara Dr. (cast of Jamboree Rd.) 10,000 11,000 1,000 1010% ante Cruz Dr. (south of San Joaquin Hills Rd.) 8,000 9,000 1,000 12.5% ante Rosa Dr. (south of San Joaquin Hills Rd.) 11,000 14,000 3,000 27.3% Santiago Dr. (Tustin Ave. to Irvine Ave.) 5,000 5,000 0 0.0 Santiago Dr. (east of Irvine Ave.) 3,(]00 2,000 -1,000 -33.3% Spyglass Hill Rd. (San Miguel Dr. to San Joaquin Hills Rd.) 4,000 5,000 1,000 25.0°/ Superior Ave. (north of Placentia Ave.) 17,000 21,000 4,000 23.5% Superior Ave. (Placentia Ave. to Hospital Rd.) 22,000 17,000 -5,000 -22.1% u 'or Ave. (Hospital Rd. to Coast H 24 000 21,000 -3,000 -12.5% 3-12 TABLE 3-5 (CONTINUED) GENERAL PLAN BUILDOUT AVERAGE DAILY TRAFFIC COMPARISON LOCATION EXISTING (200112002) COUNT BUILDOUT FORECAST GROWTH % GROWTH Tustin Ave. (north of Coast Hwy.) 2,000 2,000 0 0.00/0 University Dr. (east of Irvine Ave.) 3,000 3,000 0 0.0% University Dr. (east of Jamboree Rd.) 11,000 16,000 5,000 45.5% Via Lido (east of Newport Blvd.) 8,000 10,000 2,000 25.0% on Kerman Ave. (Campus Dr. to Birch St.) 14,000 18,000 4,000 28.6% Von Karman Ave. (Birch St. to MacArthur Blvd.) 12,000 15,000 3,000 25.0% Westcliff Dr. a Ave. to Dover Dr. 16,000 17,000 1,000 6.3% U:waotsX012321excenlo 3.4 Dover Drive makes the route more desirable and also contributes to the volume Increase. Finally, the SR-55 Freeway extension makes this section of Coast Highway more desirable to through traffic. This is reflected by the less substantial Increase in volume on Coast Highway west of Newport Boulevard (10,000 VPD Increase). Volumes on Coast Highway throughout the study area generally increase, with the one exception being west of 15th Street. The new Santa Ana River crossing of 19th Street draws traffic away from Coast Highway. Volumes on Coast Highway in Bayside and Corona Del Mar generally Increase by 7,000-11,000 VPD. Traffic volumes on Newport Boulevard increase substantially in General Plan buildout conditions. Land use increases in the coastal areas account for some of the Increase. Traffic is also drawn to Newport Boulevard in the City of Newport Beach because of the SR-55 freeway extension. Land use Increases In the Newport Coast area cause Newport Coast Drive to have large volume increases that grow approaching the SR-73 tollway. Increased traffic from Bonita Canyon and Harbor View Hills/Newport Ridge cause volumes on Jamboree Road, MacArthur Boulevard, and Bonita Canyon Drive to go up. Increased capacity on Irvine Avenue south of Bristol Street draws traffic to Campus Drive/Irvine Avenue. Daily Capacity Analysis Daily roadway segment capacity analysis has been performed at study area roadways, and is shown on Exhibit 3-0. The following roadway segments are expected to operate with daily v/c greater than 0.90: • Newport Boulevard north of Hospital Road • Newport Boulevard north of Via Lido • Jamboree Road north of Campus Drive • Jamboree Road north of Birch Street 3-14 EXHIBIT 3-C GENERAL PLAN BUILDOUT VOLUME/CAPACITY (V/C) RATIOS 2 tmi .26 1.°� / 41 LEGEND: .88=VOLUME/CAPACITYRATIO 7 .62 e�SL 35 sa PACIFIC ----------------- OCEAN NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Beach, Callfomla- 01232:77 rev. 12/05/03 URBAN . Irvine Avenue north of University Drive • Dover Drive north of Coast Highway • Jamboree Road north of San Joaquin Hills Road • MacArthur Boulevard north of Bison Avenue • MacArthur Boulevard north of Ford Road • Newport Coast Drive north of SR-73 NB Ramps • Newport Boulevard south of Hospital Road • Jamboree Road south of Birch Street • Irvine Avenue south of University Drive • Campus Drive east of MacArthur Boulevard Bristol Street North east of Birch Street • Bristol Street South east of Birch Street • Coast Highway east of Dover Drive . Coast Highway east of Bayside Drive • Coast Highway east of Jamboree Road • Ford Road east of MacArthur Boulevard . Coast Highway east of MacArthur Boulevard + Coast Highway east of Goldenrod Avenue • Coast Highway east of Marguerite Avenue • Coast Highway east of Poppy Avenue • Coast Highway west of Superior Avenue/Balboa Boulevard • Coast Highway west of Riverside Drive • Bristol Street North west of Campus Drive • Bristol Street South west of Campus Drive Bristol Street South west of Jamboree Road 3.5 Peak Hour Forecasts The final data required to support the General Plan Bulidout scenario of the NBTM update process was intersection geometric data for the 63 Intersections selected for 3-16 I analysis. The geometric data was provided by City staff and was used to calculate existing General Plan Buildout intersection capacity utilization values (ICUs) at all 63 analysis intersections. Table 3-6 summarizes the General Plan Buildout ICUs based on the AM and PM peak hour intersection turning movement volumes and the intersection geometric data. Appendix "V" contains the detailed ICU calculation worksheets. The worksheets in Appendix "V" summarize the intersection geometric data and the AM and PM peak intersection turning movement volumes. As shown in Table 3-6, ICU values generally increase in the General Plan Buildout conditions. The exceptions occur where new parallel facilities are available, or where an increase in lanes results in increased capacity. Table 3-7 summarizes intersection analysis for buildout conditions. Deficient intersections are shown on Exhibit 3-D. Intersections with ICU values greater than 0.90 (LOS "E" or worse) in either peak period are: • Bluff Road (NS)/Coast Highway (EW) (AM) • Superior Avenue (NS)/Coast Highway (EW) (AM) • Riverside Drive (NS)/Coast Highway (EW) (PM) •' MacArthur Boulevard (NS)/Campus Drive (EW) (PM) • Von Kerman Avenue (NS)/Campus Drive (EW) (PM) • Jamboree Road (NS)/Campus Drive (EW) (AM/PM) • Campus Drive (NS)/Bristol Street North (EW)-(AM/PM) • Birch Street (NS)/Bristol Street North (EW) (AM) • Campus Drive (NS)/Bristol Street South (EW) (AM) • Irvine Avenue (NS)/University Drive (EW) (AM/PM) • Bayside Drive (NS)/Coast Highway (EW) (PM) • MacArthur Boulevard (NS)/Jamboree Road (EW) (AM/PM) • Jamboree Road (NS)/Bristol Street South (EW) (AM) • MacArthur Boulevard (NS)/Ford Road/Bonita Canyon Drive (EW) (PM) • MacArthur Boulevard'(NS)/San Joaquin Hills Road (EW) (PM) • Goldenrod Avenue (NS)/Coast Highway (EW) (AM) • Marguerite Avenue (NS)/Coast Highway (EW) (AM/PM) I 3-17 11 TABLE 34 1 NBTM BUILDOUT INTERSECTION CAPACITY UTILIZATION (ICU) SUMMARY INTERSECTION NS/E1N AM PEAK HOUR PM PEAK HOUR EXISTING COUNT FUTURE FORECAST DELTA EXISTING COUNT FUTURE FORECAST DELTA 1. Bluff Rd. & Coast Hw. DNE' 1.01 1.01 DNE 0.76 0.76 2. Superior Av. & Placentia Av. 0.66 0.65 -0.01 0.67 0.55 -0.12 3. Superior Av. & Coast 14w. 0.84 1.01 0.17 0.90 0.80 -0.1 . Newport Bl. & Hospital Rd. 0.54 0.87 0.33 0.70 0.931 0.23 5. Newport Bl. & Via Lido 0.41 0.521 0.11 0.37 0.44 0.07 6. Newport Bl. & 32nd St. 0.73 0,67 -0.06 0.78 0.76 -0.02 7. Riverside Av. & Coast Hw. 0.84 0.83 .0.01 0.93 1.12 0.1 8. Tustin Av. & Coast Hw. 0.80 0.76 -0.04 0.67 0,87 0.2 9. MacArthur Bl. & Campus Dr. 0.61 0.72 0.11 0.85 1.21 0.3 10. MacArthur Bl. & Birch St. 0.49 0.71 0,22 0.66 0.80 0.14 11. Von Karman Av. & Campus Dr. 0.55 0,671 0.12 0.79 0.94 0.15 12. MacArthur Bl. & Von Kannan Av. 0.46 0.54 0.08 0.53 0.64 0.11 13. Jamboree Rd. & Campus Dr. 0.74 0.93 0.19 0.85 1.23 0.38 14. Jamboree Rd. & Birch St. 0.55 0.90 0.35 0.60 0.89 0.2 15. Campus Dr. & Bristol St. 0.77 0.97 0.20 0.94 1.09 0.15 16. Birch St. & Bristol St. M 0.66 0.93 0.27 0.61 0.71 0.1 17. Cam us Dr./Irvine Av. & Bristol St. S 0.72 0.91 0.19 0.58 0.76 0.18 18, Birch St. & Bristol St. S 0.46 0.52 0.06 0.44 0.53 0.09 19. Irvine Av. & Mesa Dr, 0.70 0.68 -0.02 0.94 0.90 -0.04 0. Irvine Av. &University Dr. 0.82 1.15 0.33 0.89 1.06 0.17 1. Irvine Av. & Santiago Dr. 0,66 0.58 -0.08 0.72 0.62 -0.1 2. Irvine Av. & Highland Dr. 0.57 0.51 -0.06 0.60 0.35 -0.05 3. Irvin Av. & Dover Dr. 0.72 0.75 0.03 0.64 0,65 0.01 4. Irvine Av. & Westeliff Dr. 0.57 0.49 -0.08 0.77 0.74 -0.03 25. Dover Dr. & Westeliff Dr. 0.38 0.26 -0.12 0.48 0AS 0.001 6. Dover Dr. & 16th St. 0.55 0.47 -0.08 0.57 0.55 .0.02 7. Dover Dr. & Coast liw. 0.70 0.71 0,01 0.14 0.74 0.00 8. Bayside Dr. & Coast Hw, 0.69 0.85 0.16 0.70 0.94 0.24 9. MacArthur Bl. & Jamboree Rd. 0.88 0.97 0.09 0.911 0.98 0.07 30. Jamboree Rd. & Bristol St. 0.55 0.07 -0.48 0;59 0.02 -0.57 1. Bayvlew Pl. & Bristol St. S 0.48 0,61 0.13 0.56 0.63 0.07 2. iamboree Rd. & Bristol St. S 0.75 0.95 0.20 0.72 0.83 P.11 3. Jamboree Rd. & Bayview W . 0.41 0.45 0.04 0.57 0.69 0.11 4. Jamboree Rd. & Eastbluff Dr. /Universit Dr. 0.60 0.58 -0.02 0.64 0.61 .0.03 Jamboree Rd. & Bison Av. 0.45 0.46 0.01 OS 1 0.54 0.03 15. 6. Jamboree Rd. & Eastbluff Dr./Ford Rd, 0.69 0.74 0.05 0.65 0.70 0.05 7. Jamboree Rd. &San Joa uin Hills Rd. 0.56 0,64 0.08 0.571 0.65 0.0$ 3-18 TABLE 3-6 (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 8. Jamboree Rd. & Santa Barbara Dr. 0.47 0.52 0.05 0.63 0.69 0.06 39. Jamboree Rd. & Coast Hw. 0.68 0.84 0.16 0.74 0.87 0.13 0. Santa Cruz Dr. & San Joaquin Hills Rd. 0.36 0.40 0.04 0.36 0.38 0.02 1. Santa Rosa Dr. & San Joaquin Hills Rd. 0.32 0.34 0.02 0.52 0.66 0.14 2. Newport Center Dr. & Coast Hw. 0.40 0.51 0.11 0.52 0.62 0.10 44. Avocado Av. & San Miguel Dr. 0.33 0.35 0.02 0.72 0.77 0.05 5. Avocado Av. & Coast Hw. 0.58 0.76 0.18 0.66 0.77 0.11 6. SR-73 NB Ramps & Bison Av. 0.31 0.46 0.15 0.37 0.56 0.19 7. SR-73 SB Ramps & Bison Av. 0.26 0.40 0.14 0.17 0.29 0.12 8. MacArthur BI. & Bison Av. 0.63 0.77 0.14 0.60 0.77 0.17 9. MacArhtur BI. & Ford Rd./Bonita Canyon Dr. 0.71 0.76 0.05 0.90 1.07 0.17 50. MacArthur BI. & San Joaquin Hills Rd. 0.64 0.71 0.07 0.93 0.96 0.03 51. MacArthur BI. & San Miguel Dr. 0.56 0.55 -0.01 0.65 0.70 0.05 52. MacArthur BI. & Coast Hw. 0.60 0.72 0.12 0.71 0.81 0.10 53, SR-73 NB Ramps & Bonita Canyon Dr. 0.55 0.62 0.07 0.43 0.47 0.04 54. SR-73 SB Ramps & Bonita 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 0.03 0.31 0.39 0.08 56. San Joaquin Hills Rd. & San Miguel Dr. 0.44 0.50 0.06 0.54 0.65 0.11 57. Goldenrod Av. & Coast Hw. 0.99 1.08 0.09 0.69 0.76 0.07 58. Marguerite Av. & San Joaquin Hills Rd. 0.31 0.37 0.06 0.35 0.50 0.15 59.Maz erite Av. & Coast Hw. 0.83 0.92 0.09 0.82 0.95 0.13 60. Spyglass Hill Rd. & San Joaquin Hills Rd. 0.44 0.57 0.13 0.30 0.44 0.14 61. Poppy Av. & Coast Hw. 0.61 0.71 0.10 0.65 0.75 0.10 62. Newport Coast Dr. & SR-73 NB Rams 0.45 0.52 0.07 0.31 0.36 0.05 64. Newport Coast Dr. & San Joaquin Hills Rd. 0.37 0.60 0.23 0.29 0.46 0.17 65. Newport Coast Dr. & Coast Hw. 0.47 0.59 0.12 0.50 0.61 0.11 1 DNE = Does Not E U:\UcJobs\01232\I TABLE 3d NSTM BUILDOUT INTERSECTION ANALYSIS SUMMARY INTERSECTION NSIEW AM PEAK HOUR PM PEAK HOUR 1. Bluff Rd. & Coast Hw. toll F 0.76 2. Superior Av. & Placentia Av. 0.65 B 0.55 A 3. Superior Av. & Coast Hw. 1.01 F 0.80 4. Newport BI. & Hospital Rd. 0.87 D 0.93 S. Newport Bl. & Via Lido 0.52 A 0.44 A 6. Newport B1. & 32nd St. 0.67 B 0.76 7. Riverside Av. & Coast Hw. 0.83 D 1.12 8. Tustin Av. & Coast Hw. 0.761 C 0.87 9. MacArthur III. & Campus Dr. 0.721 C 1.21 10. MacArthur B1. & Birch St. 0.71 C 0.80 11. Von Korman Av. & Campus Dr. 0.67 B 0.94 . E 12. MacArthur Bl. & Von Kerman Av. 0.54 A 0.64 13. Jamboree Rd. & Campus Dr. 0.93 E 1.23 14. Jamboree Rd. & Birch St. 0.90 D 0.89 15. Campus Dr. & Bristol St. 0.97 E 1.09 16. Birch St. & Bristol St. 0.93 E 0.71 17. Cam us DrArvine Av. & Bristol St. S 0.91 E 0.76 18. Birch St. & Bristol St S 0.52 A 0.53 A 19. Irvine Av. & Mesa Dr. 0.68 B 0.90 O.Irvine Av. &Universi Dr. 1.15 F 1.06 1. Irvine Av. & Santiago Dr. 0.58 A 0.62 B 22. Irvine Av. & Highland Dr. 0.511 A 0.55 A 23. Irvine Av. & Dover Dr. 0.751 C 0.651 B 24. Irvine Av. & Westeliff Dr. 0.49 A 0.74 5. Dover Dr. & Westcliff Dr. 0.26 A 0.481 A 6. Dover Dr. & 16th St. 0.47 A 0.55 A 7. Dover Dr. & Coast Hw. 0.71 C 0.74 28. Bayside Dr. & Coast Hw. 0.85 D 0.94 E 9. MacArthurBI. & Jamboree Rd. 0.97 E 0.98 30. Jamboree Rd. & Bristol St, 0.071 A 0.02 A 31. Bayview Pl. & Bristol St. S 0.611 B 0.63 2. Jamboree Rd. & Bristol St. S 0.951 E 0.83 3. Jamboree Rd. & Bayvicw W . 0.451 A 0.68 B 4. Jamboree Rd. & Eastbluff Dr. /University Dr. 0.58 A 0.61 B 35. Jamboree Rd. & Bison Av. 0.46 A 0.54 A 6. Jamborce Rd. & Eastbluff Dr./Ford Rd. 0.74 C 0.70 B 7. Jamboree Rd. & Son Joaquin Hills Rd. 0.64 B 0.65 B 8. Jamboree Pd. & Santa Barbara Dr. 0.52 A 0.69 B 3-20 TABLE 3-7 (CONTINUED) NBTM BUILDOUT INTERSECTION ANALYSIS SUMMARY INTERSECTION NS/EW AM PEAK HOUR PM PEAK HOUR 39. Jamboree Rd. & Coast Hw. 0.841 D 0.87 D 0. Santa Cruz Dr. & San Joaquin Hills Rd. 0.40 A 0.38 A 1. Santa Rosa Dr. & San Joaquin Hills Rd. 0.34 A 0.66 B 2. Newport Center Dr. & Coast Hw. 0.51 A 0.62 B 44. Avocado Av. & San Miguel Dr. 0.35 A 0.77 C 5. Avocado Av. & Coast Hw. 0.76 C 0.77 C 6. SR 73 NB Ramps & Bison Av. 0.46 A 0.561 A 7. SR-73 SB Ramps & Bison Av. 0.40 A 0.29 A 8. MacArthur BI. & Bison Av. 0.77 C 0.77 C 9. MacArhtur Bl. & Ford Rd./Bonita Canyon Dr. 0.76 C 1.07 50. MacArthur BI. & San Joaquin Hills Rd. 0.71 C 0.96 E 1. MacArthur BI. & San Miguel Dr. 0.55 A 0.70 B EXHIBIT 3-1) W N N 7:_ LEGEND: ' = 04 LOS "E" LOS "E" = AM LOS "F" PACIFIC , = PM LOS "F" 4 OCEAN LOS "F" 0Kr BEAGf GENERAL PLAN UPDATE TRAFFIC STUDY. Newport Beach, CardoWia- 01237-42 mv.12/05/03 M m m � � m r m so r m m M ' r 3.6 Truck Facilities Future truck facilities are consistent with existing truck facilities (presented in Section 2.11). 3.7 Parkinq According to the recommendations of the Balboa Peninsula parking management plan, future efforts will be made to provide a permit program, install parking meters, consolidate public parking, develop a shared parking program, develop a shuttle system for special events, and develop a parking enforcement and collection program, among other things. Valet services have been suggested in both the Balboa area and Mariner's Mile. Parking will be continually monitored by City staff and evaluated as necessary. 3.8 Trail System The City will continue to coordinate with OCTA to enhance the bikeway system. The goal is to link residential areas, schools, parks and commercial centers so that residents can travel within the community without driving. New development projects may be required to include safe and attractive sidewalks, walkways, and bike lanes, and homeowners associations will be encouraged to construct links to adjacent areas and communities where appropriate. Exhibit 3-E shows proposed bikeways in the Newport Beach area (including additional facilities in Banning Ranch, along MacArthur Boulevard, on the Balboa Peninsula, in Newport Center, and in Newport Coast. Pedestrian access is vital to encouraging alternative travel modes. Mariner's Mile (Coast Highway between Newport Boulevard and the Back Bay Bridge) has been raised as a particular concern. Effort should be made to provide frequent pedestrian access points from Coast Highway south to Newport Bay. 3-23 EXHIBIT 3-E NEWPORT BEACH PROPOSED BICYCLE FACILITIES SOURCE: MASTER P[AN O CITY OFNEWPOI \\S (1997) R v NEWPORT BEACH GENERAL PLAN UPDATE TRAFFIC STUDY, Newport Brach Californ6a-0123252 rev.12/05/03 Mmm � ' lm m m m m m m m 1 un � m 3.9 Public Transit The Centerline project, if approved, may run near to the City of Newport Beach and provide access to John Wayne Airport. The City of Newport Beach is committed to ensuring that public transportation remains a viable alternative to the automobile for residents. To achieve this objective, the City will coordinate with OCTA in developing future scheduling and route alignments to serve Newport Beach. The City will also participate in efforts to develop important transit support facilities, including park -and -ride lots, bus stops and shelters. To serve the needs of visitors, the City will collaborate with OCTA, neighboring cities and other providers to ensure that adequate public transit access is provided to areas of interest. Also, public improvements will be designed to promote the use of public transportation as an alternative to the automobile. 3.10 Air Travel Expansion of John Wayne Airport (SNA) has recently been approved to increase capacity from 8.4 (7.8 of which is used) to 10.8 million travelers (an increase of 38.5 percent over current passengers). SNA will continue to be a local airport, acting as a secondary facility to Los Angeles International Airport (LAX). 3.11 Marine Transport The City will continue to monitor the use of alternative (marine) travel modes and encourage alternative transportation solutions. 3-25 THIS PAGE INTENTIONALLY LEFT BLANK 3.26