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HomeMy WebLinkAboutDEIR 582 JOHN WAYNE AIRPORT SETTLEMENT AGREEMENT AMENDMENT APPENDIX Elill lill 111111111111111111111111 lill III III *NEW FILE* DEIR 582 JWA SETTLEMENT AGREEMENT AMENDMENT APPENDIX E DRAFT ENVIRONMENTAL IMPACT NO.582 JOHN WAYNE AIRPORT SETTLEMENT AGREEMENT AMENDMENT APPENDIX E: TRAFFIC TECHNICAL REPORT 0 SCH NO.2001011068 COUNTY OF ORANGE John Wayne Airport 3160 Airway Avenue Costa Mesa, California 92626 Contact: Alan Murphy November 2001 I 11 I JOHN WAYNE AIRPORT ENVIRONMENTAL IMPACT REPORT I Traffic Impact Analysis fi NOVEMBER 2001 T iI I I IUST/N-F©UST ASSOCfsf7ES, INC. I I I lJ i I I I I I I I 11 I I I I k_I JOHN WAYNE AIRPORT ENVIRONMENTAL IMPACT REPORT TRAFFIC IMPACT ANALYSIS Prepared by: Austin -Foust Associates, Inc. 2020 North Tustin Avenue Santa Ana, California 92705-7827 (714) 667-0496 November 11, 2001 I I TABLE OF CONTENTS ' Page 1.0 INTRODUCTION r+ 1.1 Background......................................................................................................................1-1 1.2 Study Area........................................................................................................................1-1 1.3 Project Description...........................................................................................................1-2 1.4 Methodology....................................................................................................................1-2 1.5 Performance Criteria........................................................................................................1-5 1.5.1 Freeways.............................................................................................................1-7 1.5.2 Arterial Roads.....................................................................................................1-8 1.5.3 Freeway Ramps.................................................................................................1-10 1.6 Definitions......................................................................................................................1-10 1.7 Level of Service Descriptions........................................................................................1-13 1.8 References......................................................................................................................117 i11 2.0 TRANSPORTATION SETTING 2.1 Existing Conditions..........................................................................................................2-1 2.1.1 Existing Roadway System...................................................................................2-1 2.1.2 Existing Traffic Volumes and Levels of Service................................................2-5 2.1.3 On -Site Traffic....................................................................................................2-8 2.1.4 Public Transportation........................................................................................2-13 2.2 Year 2006 Transportation System..................................................................................2-14 3.0 PROJECT DESCRIPTION 3.1 Existing Traffic Characteristics........................................................................................3-1 1 3.2 Project Scenarios and Alternatives...................................................................................3-4 3.3 Trip Distribution...............................................................................................................3-4 4.0 IMPACT ANALYSIS 4.1 Year 2006 No -Project Traffic Conditions........................................................................4-1 4.2 Traffic Impacts — Project Scenario 1................................................................................4-4 4.3 Traffic Impacts —Project Scenario 2..............................................................................4-18 4.4 Traffic Impacts —Project Scenario 3..............................................................................4-18 4.5 Traffic Impacts — Project Alternative D.........................................................................4-37 4.6 Traffic Impacts — Project Alternative E.........................................................................4-37 4.7 Mitigation Measures.......................................................................................................4-50 4.8 Level of Significance After Mitigation..........................................................................4-57 ' APPENDICIES: A: Airport Trip Characteristics B: Year 2006 Traffic Forecasts C: Peak Hour Turning Movement Volume Illustrations D: Intersection Capacity Utilization Worksheets E: Peak Hour Freeway Ramp and Mainline Level of Service Calculations P I LIST OF FIGURES I Page 1-1 Project Site....................................................................................................................................1-3 2-1 Study Area Roadway System — Existing (2000) Conditions........................................................2-2 2-2 Intersection Lane Configurations — Existing (2000) Conditions (North Area) .............................2-3 2-3 Intersection Lane Configurations — Existing (2000) Conditions (South Area) .............................2-4 ' 2-4 ADT Volumes (000s) — Existing (2000) Conditions.....................................................................2-6 2-5 On -Site Circulation System..........................................................................................................2-12 2-6 Year 2006 Highway Network.....................................................................................................2-15 3-1 Project Trip Distribution Percentages — General Distribution......................................................3-6 3-2 Inbound Distribution (%) (North Area)........................................................................................3-7 3-3 Inbound Distribution (%) (South Area)........................................................................................3-8 3-4 Outbound Distribution (%) (North Area)......................................................................................3-9 3-5 Outbound Distribution (%) (South Area)...................................................................................3-10 4-1 ADT Volumes (000s) — 2006 No -Project Conditions.................................................................4-2 4-2 ADT Volumes (000s) — 2000 with TWA Scenario 1.....................................................................4-8 4-3 ADT Volumes (000s) — 2006 with TWA Scenario 1.....................................................................4-9 4-4 ADT Volumes (000s) — 2000 with TWA Scenario 2...................................................................4-19 4-5 ADT Volumes (000s) — 2006 with TWA Scenario 2...................................................................4-20 4-6 ADT Volumes (000s) — 2000 with TWA Scenario 3...................................................................4-29 4-7 ADT Volumes (000s) — 2006 with 7WA Scenario 3...................................................................4-30 4-8 ADT Volumes (000s) — 2000 with TWA Alternative D..............................................................4-40 1' 4-9 ADT Volumes (000s) — 2006 with TWA Alternative D..............................................................4-41 B-1 OCP-2000 Projections —By Community Analysis Areas (CAA's).............................................B-3 B-2 Socioeconomic Data Sub-Areas...................................................................................................B-5 C-1 through C-56 Peak Hour Turning Movement Volumes (Various) .......................X-2 through C-57 D-1 Intersection Study Locations........................................................................................................D-2 I I I I I I I LIST OF TABLES I Page 1-1 Analysis Scenarios and Alternatives ............ .................................................................................1-4 1-2 Volume/Capacity Ratio Level of Service Ranges ................................. ...... ..................................1-6 1-3 Freeway Mainline Performance Criteria.......................................................................................1-9 1-4 Arterial Intersection Performance Criteria.................................................................. ................1-11 1-5 Freeway Ramp Performance Criteria....................................................................................I.....1-12 1-6 Level of Service Descriptions —Urban Streets .. ............ ......................... ...... .......... ..... ........... ....1-14 1-7 Level of Service Descriptions— Signalized Intersections ............................................... ............ 1-15 1-8 bevel of Service Descriptions—Freeways..................................................................................1-16 2-1 ICU Summary —Existing (2000) Conditions...... .....................................................2-7 2-2 Freeway Level of Service Summary —Existing (2000) Conditions..............................................2-9 2-3 Freeway Level of Service Summary —Existing (2000) Congested Conditions ..........................2-10 3-1 TWA Trip Rate and Passenger Data......................................................................................3-2 3-2 Trip Generation - Existing (Peak Month) Average Day...............................................................3-3 3-3 Peak Month Average Day Trip Generation Summary..................................................................3-5 4-1 ICU Summary — Existing and 2006 No-Projeot Conditions.........................................................4-3 4-2 Freeway Level of Service Summary— Existing and 2006 No-Project..........................................4-5 4-3 Freeway Level of Service Summary — Year 2006 No -Project Congested Conditions..................4-7 4-4 ICU Summary — Existing Conditions Plus Scenario 1.............................. .................................. 4-10 4-5 ICU Summary— 2006 Conditions Plus Scenario 1. .......................................................4-11 4-6 Freeway Level of Service Summary— Existing Conditions Plus Scenario 1..............................4-12 4-7 Freeway Level of Service Summary— 2006 Conditions Plus Scenario 1..................................A-14 4-8 Freeway Level of Service Summary— Year 2000 Scenario 1 Congested Conditions ................4-16 4-9 Freeway Level of Service Summary— Year 2006 Scenario 1 Congested Conditions ...............A-17 4-10 ICU Summary —Existing Conditions Plus Scenario 2...............................................................A-21 4-11 ICU Summary-2006 Conditions Plus Scenario 2................................................................4 22 4-12 Freeway Level of Service Summary — Existing Conditions Plus Scenario 2............................. A 23 4-13 Freeway Level of Service Summary-2006 Conditions Plus Scenario 2...................................4-25 4-14 Freeway Level of Service Summary — Year 2000 Scenario 2 Congested Conditions ................4-27 4-15 Freeway Level of Service Summary— Year 2006 Scenario 2 Congested Conditions ................4-28 4-16 ICU Summary — Existing Conditions Plus Scenario 3............................. 4-31 4-17 ICU Summary-2006 Conditions Plus Scenario 3....................................................................4-32 4-18 Freeway Level of Service Summary —Existing Conditions Plus Scenario 3...................... ........ 4-33 4-19 Freeway Level of Service Summary— 2006 Conditions Plus Scenario 3.................................6.4-35 4-20 Freeway Level of Service Summary— Year 2000 Scenario 3 Congested Conditions ..... ........... 4-38 4-21 Freeway Level of Service Summary —'Year 2006 Scenario 3 Congested Conditions ................4-39 4-22 ICU Summary —Existing Conditions Plus Alternative D................................................6..........4.42 4-23 ICU Summary — 2006 Conditions Plus Alternative D........................................ ....................... A-43 4-24 Freeway Level of Service Summary— Existing Conditions Plus Alternative D........................A-44 4-25 Freeway Level of Service Summary— 2006 Conditions Plus Alternative D..............................4-46 4-26 Freeway Level of Service Summary — Year 2000 Alternative D Congested Conditions .,.........4-48 4-27 Freeway Level of Service Summary — Year 2006 Alternative D Congested Conditions ...........4-49 (Continued) I I I I LIST OF TABLES (Cont) I 4-28 Significant Impact Summary .......................................................................................................4-51 4-29 Mitigation Measures and Committed Improvement Summary ...................................................4-52 4-30 ICU Summary with Mitigation Measures and Committed Improvements.................................4-53 ' 4-31 Freeway Ramp with Mitigation LOS Summary Table...............................................................4-54 4-32 Freeway Mainline with Committed Improvements LOS Summary Table.................................4-56 4-33 Impacted Freeway Ramp Traffic Share Summary......................................................................4-58 A-1 JWA Trip Generation Rates .........................................................................................................A-4 A-2 Trip Rates — Peak Month.............................................................................................................A-5 B-1 Area Growth Trends.....................................................................................................................B-4 B-2 Year 2006 ADT Growth Factors..................................................................................................B-7 U I I I �J I I I I I CHAPTER 1.0 INTRODUCTION 1 This report presents the results of a traffic study carried out to evaluate the extension and modification of the settlement agreement pertaining to operations of John Wayne Airport (JWA) in Orange County. It provides the traffic and circulation material for the Environmental Impact Report (EIR) prepared for this project. 1.1 BACKGROUND A detailed description of the background to this project and the resulting California Environmental Quality Act (CEQA) requirements addressed here can be found in the Notice of Preparation and in the EIR itself. The actions involve the agreement between the County of Orange, the City of Newport Beach, and two citizen groups regarding the planned expansion of John Wayne Airport QWA). Under the terms of the 1985 settlement agreement, the County of Orange agreed for a period of approximately 20 years not to modify or amend various restrictions and limitations on aircraft operations and facilities development at JWA. These constraints expire on December 31, 2005. At this time, the tCounty of Orange and City of Newport Beach have agreed to prepare an EIR that will evaluate the possible extension and modification of the terms of the settlement agreement. Three project scenarios plus two project alternatives, each with a horizon year of 2006, are being considered for the extension and modification of the settlement agreement. Each have different implications with respect to air passenger volumes at JWA and hence with respect to traffic impacts on the surrounding circulation system. This traffic report addresses those impacts by analyzing the scenarios and alteratives compared to existing and future conditions. 1.2 STUDY AREA The JWA site is located south of Interstate 405 (1-405), north of State Route 73 (SR-73), west of MacArthur Boulevard, and east of Red Hill Avenue. The study area includes portions of the Cities of Newport Beach, Irvine and Costa Mesa as well as unincorporated Orange County, including the John Wayne Airport 1-1 Austin Foust Associates, Inc. Environmental Impact Report 059020rpt doc community of Santa Ana Heights. The extent of the traffic analysis study area is provided in Figure 1-1. The illustration also indicates the location of the JWA site. 1.3 PROJECT DESCRIPTION The aviation activities at JWA are located on approximately 504 acres in primarily unincorporated Orange County. As noted in the background section above, the proposed project is the possible extension and modification of the terms of the JWA settlement agreement. Currently a maximum of 8.4 million annual passengers (MAP) is to be served at JWA. The scenarios and alternatives evaluated in the EIR are outlined in Table 1-1. Of importance as far as the traffic analysis is concerned are the MAP levels since these are the primary measure of the trips generated by the airport and hence determine the off -site traffic impacts of each scenario and alternative. The current 8.4 MAP ceiling would increase to 9.8 and 10.8 MAP in Scenarios 1 and 21 respectively. Scenario 3 would serve 12.3 MAP, and Alternatives D and E would serve 13.9 and 8.8 MAP, respectively. Scenarios 2 and 3 and Alternative D would also increase cargo operations from two to four per day. A detailed project description in terms of trip generation and distribution can be found in Chapter 3.0. 14 METHODOLOGY The traffic analysis compares each of the project scenarios and project alternatives with existing conditions and a year 2006 forecast of No -Project conditions. For the existing comparison, background conditions consist of the current operation of the airport and the actual traffic volumes as measured on roadways within the defined study area. Year 2006 No -Project conditions were established by preparing year 2006 traffic forecast data for a defined study area and assuming the activity ceiling at JWA under the existing settlement agreement. This represents an increase from 7.7 MAP today (as measured between April 2000 and April 2001) to 8.4 MAP. The incremental changes'in traffic resulting from each scenario or alternative were then analyzed. Donn Wayne Auport 1.2 Ansan-Foust Associates, Inc. Environmental Impact Report 059020mtdee n J 1 1 1 I 1 i 1 1 1 1 I I 1 F] I 1 Legend Figure 1-1 ._ . _ . _ . _ . _ Project Site PROJECT SITE ... a.... Study Area Boundary John Wayne Airport 1-3 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt6gl-1.dwg F Table 1.1 ANALYSIS SCENARIOS AND ALTERNATIVES Curfew MAP Ca of Msting Conditions YES 7.7 2 No -Project YES 8.4 2 Scenario 1 YES 9.8 2 Scenario 2 YES 10.8 4 Scenario 3 YES 12.3 4 AltetnativeD YES 13.9 4 Alternative E YES 8.8 2 'Cargo Operations perDa Jolm Waync Airpott 1.4 Absttn•Foust Associst6, Inc. Environmental Impact Report 059020tptdoc I ' To derive those incremental changes, trip generation relationships for ground transportation trips to and from JWA were established. A year 2001 validation was made to verify the trip generation methodology, and then the increases associated with the scenarios and alteratives were estimated (Appendix.A contains a discussion on airport trip generation methodology). The impact analysis then examined existing conditions and year 2006 peak hour volumes on the study area roadway network using specific performance criteria (see next section). Appendix B describes the development of the year 2006 database for the study area. Where appropriate, mitigation measures are identified for those scenarios and alteratives in which one or more locations do not meet the performance criteria. Most of the assumptions used in this analysis with respect to air passenger ground transportation at JWA have been taken from the Ground Access and Trip Generation report that was prepared for the MCAS El Toro Master Development Program (see Reference 2 at the end of this chapter). Any changes from those assumptions, such as the refinement in trip generation, is clearly noted in the appropriate section of this report. 1.5 PERFORMANCE CRITERIA For CEQA purposes, defined performance criteria are utilized to determine if a proposed project causes a significant impact. In most traffic studies, performance criteria are based on two primary measures. The first is "capacity" which establishes the vehicle carrying ability of a roadway and the ' second is "volume." The volume measure is either a traffic count (in the case of existing volumes) or a forecast for a future point in time. The ratio between the volume and the capacity gives a volume/capacity (V/C) ratio and based on that V/C ratio, a corresponding level of service (LOS) is defined. The end of this chapter contains level of service descriptions for arterial roadways and freeways as contained in the 2000 13ighway Capacity Manual (see Reference 1 at the end of this chapter and referred to as "HCM 2000" in this report). Table 1-2 summarizes the V/C ranges that correspond to LOS "A" through "F" for arterial roads and freeway segments. The V/C ranges listed for arterial roads are designated in the Orange County Congestion Management Program (CMP) as well as the General Plans for the County of Orange and the Cities within the study area. The V/C ranges listed for freeway segments are based on the V/C and LOS relationships specified in the HCM 2000 for basic freeway sections. John Wayne Airport 1-5 Austin -Foust Associates, Inc. Environ rental Impact Report 059020rpt.dac Table 1.2 VOLUMEICAPAC)TY RATIO LEVEL OF SERVICE RANGES Valume/CaeacitY (VIC) Ratio Range Level of Srrvica (LOS) ARTERIAL ROADS 0.00-0.60 A 0.61-0.70 B 0.71-0.80 C 0.81-0.90 D 0.91-1.00 E Above 1.00 F FREEWAYSEGMENTS 0.00-0.30 A 0J1-0.50 B 0.51-0.71 C 0.92-0.89 D 0.90-1.00 E Above 1.00 F John Wayne Airport 1.6 Austin-FoustAssaebnes, Inc. Environmental Impact Report 059020rpLdoe t I i I I I I I LJ I Both the V/C ratio and the LOS are used in determining impact significance. Certain LOS values are deemed acceptable by the various governing jurisdictions within the traffic analysis study area and increases in the V/C ratio which cause or contribute to the LOS being unacceptable are defined as a significant impact. In establishing V/C based performance criteria, there are certain issues which need to be addressed to obtain suitable V/C estimates and relate them to LOS. For instance, while average daily traffic (ADT) is a useful measure to show general levels of traffic on a facility and to provide data for other related aspects such as noise and air quality, ADT is not used here as the basis for capacity evaluation. The reason is that highway congestion is largely a peak hour or peak period occurrence and ADT does not reflect peak period conditions very effectively. As a result, this evaluation focuses on those parts of the day when such congestion can occur, specifically the AM and PM peak hours. The performance criteria are separated according to three fundamental components of the circulation system, freeway mainline segments, freeway ramps, and arterial roads. Peak hour data (AM and PM) is used in all cases to establish V/C and LOS measures and to define what constitutes a significant impact. The following sections outline the impact criteria for each of the three components. 1.5.1 Freeways The impact analysis for freeway mainline segments uses peak hour volumes by direction as the basis for the analysis. Capacities for calculating peak hour V/C ratios for freeway mainline segments are based on information contained in the July 1995 Caltrans Highway Design Manual and have been verified through discussions with Caltrans staff. A capacity of 2,000 vehicles per hour per lane (vphpl) is used for mixed -flow (general purpose) mainline freeway lanes, a capacity that corresponds to LOS E conditions. Consistent with Caltrans' guidelines for high occupancy vehicle (HOV) facilities, a desirable operating capacity of 1,600 vphpl is applied for a one -lane "buffer -separated" HOV facility. These HOV capacities are lower than the capacity for a mixed -flow freeway lane and reflect Caltrans' objective for HOV facilities to operate better than LOS E. John Wayne Airport 1-7 Ausdn-Foust Associates, Inc. Environmental Impact Report 059020tptdoc i The capacity of a freeway auxiliary lane is difficult to define since auxiliary lanes are typically implemented to preserve standard freeway capacities at locations where the geometric design is below ' standard (for example, between interchanges that are spaced less than one mile apart or where heavy on/off ramp volumes occur between interchanges). While an auxiliary lane can increase the overall capacity of a mainline freeway segment, the practical increase depends on such key factors as the length of the auxiliary lane and the onloff ramp volumes at the beginning and end of the auxiliary lane. Based on discussions with Caltrans staff, a method by which the capacity of an auxiliary lane varies according to r these factors has been developed for use in this analysis. 1 The capacity assumptions for freeway mixed -flow, HOV and auxiliary lanes are summarized in Table 1-3 together with the overall impact criteria for analyzing freeway mainline segments within the traffic analysis study area. It should be mentioned that when evaluating existing freeway conditions (i.e., based on traffic count data), the V/C and LOS criteria is applicable only in situations where the observed traffic volume occurs in stable flow (freeway capacities can be significantly reduced under unstable congested conditions in which standard freeway operations are not preserved). For locations where unstable flow (congested conditions) has been reported based on observed conditions, additional analysis is performed that takes into account the lower effective capacity. This analysis is practical due to the relatively limited extent of the traffic analysis study area and the project's near -term (2006) horizon. The LOS E performance standard listed here has been established by Caltrans as the operating standard for freeway mainline segments and is also consistent with Orange County Congestion Management Program (CUP) requirements. , 1.5.2 Arterial Roads r For the arterial system, the peak hour is the accepted time period used for impact evaluation and a number of techniques are available to establish suitable V/C ratios and define the corresponding LOS's. ' These definitions and procedures are established by individual local jurisdictions or by regional programs such as the CMP and the countywide Growth Management Plan (GMP). The analysis of the arterial road system is based on intersection capacity since this is the defining capacity limitation on an arterial highway system. Levels of service for arterial roadway intersections are determined based on operating conditions during the AM and PM peak hours. The intersection capacity utilization (ICU) methodology is applied using peak hour volumes and the geometric configuration of the r +aamine , Mg. 059020rptdoc I 11 I I I I 1 I I I FA, L_.i i Table 1-3 FREEWAY MAINLINE PERFORMANCE CRITERIA V/C Calculation Methodology Level of service to be based on peak hour volume/capacity (V/C) ratios calculated using the following capacities: 2,000 vehicles per hour per lane (vphpl) for mixed -flow (general purpose) lanes under stable flow conditions. 1,600 vphpl for a one -lane high occupancy vehicle (HOV) facility under stable flow conditions. 0 vehicles per hour (vph) added capacity for an auxiliary lane that is one-half mile or less in length, an auxiliary lane that is between one-half mile and one mile in length carrying less than 1,000 vph of total on/off ramp volume at the beginning and end of the lane, or an auxiliary lane that acts as a climbing lane. 500 vph added capacity for an auxiliary lane that is between one-half mile and one mile in length carrying between 1,000 and 2,000 vph of total on/offramp volume at the beginning and end of the lane. 1,000 vph added capacity for an auxiliary lane that is between one-half mile and one mile in length carrying more than 2,000 vph of total on/offramp volume at the beginning and end of the lane. 2,000 vph added capacity for an auxiliary lane that is more than one mile in length. Performance Standard Level of Service E (peak hour V/C less than or equal to 1.00). Threshold of Significance If based on a comparison with existing conditions, a project related V/C increase is greater than 0.03 (the impact threshold specified in the CMP) for a freeway mainline segment that is forecast to operate worse than the performance standard, then the impact of thatproject scenario or alternative is considered significant Abbreviations: CMP—Orange County Congestion Management Program Environmental 1-9 Anatin-reust Associates, me. 059020iptdoc i intersection. This methodology sums the V/C ratios for the critical movements of an intersection and is generally compatible with the intersection capacity analysis methodology outlined in the HCM 2000. The ICU calculation methodology and associated impact criteria proposed for the study area , arterial system are summarized in Table 1-4. Most jurisdictions in the study area utilize LOS D (ICU not to exceed 0.90) as the accepted standard. Exceptions are noted in the table for local jurisdictions that accept a different LOS standard for a certain area and for CMP locations which have a different LOS standard. 1.5.3 Freeway Ramps Similar to the arterial system evaluation, the peak hour is also the accepted time period used for impact evaluation of freeway interchange ramps. For this study, levels of service for freeway ramps ' within the traffic analysis study area are based on AM and PM peak hour VIC ratios. Carrying capacities for the various ramp configurations that either exist or are anticipated on the freeway system within the traffic analysis study area are based on information contained in the July 1995 Caltrans Highway Design Manual and the January 2000 Caltrans Ramp Meter Design Manual and have been verified through discussions with Caltrans staff. The capacities for calculating ramp V/C ratios ate summarized in Table 1-5 together with the overall impact criteria for freeway ramps within the study area. The LOS E performance standard listed in the table has been established by Caltrans as the operating standard for freeway ramps. 1.6 DEFINMONS I Certain terms used throughout this report are defined below to clarify their intended meaning: ADT Average Daily Traffic. Generally used to measure the total two -directional traffic volumes passing a given point on a roadway. CMP Congestion Management Program. A state mandated program administered by the Orange County Transportation Authority that provides a mechanism for coordinating land use and development decisions. GPM Growth Management Plan. A countywide program administered by the County , of Orange to assess and mitigate the impacts o£local land use decisions on the County's transportation network. ' Jobe Wayne Airport 1-10 Austin•FnWtAssociates,Inc. , Enviromental Im¢actReport 059020tptdoc L I I I I I I I I lJ I Table 1-4 ARTERIAL INTERSECTION PERFORMANCE CRITERIA V/C Calculation Methodology Level of service to be based on peak hour intersection capacity utiliiation (ICU) values calculated using the following assumptions: Saturation Flow Rate: 1,700 vehicles/hour/lane for City of Irvine and unincorporated County intersections, 1,600 vehicles/how/lane for the Cities of Newport Beach and Costa Mesa. Clearance Interval: 0.05 for City of Irvine and unincorporated County intersections, 0.00 for the Cities of Newport Beach and Costa Mesa. Performance Standards Level of Service D (peak hour ICU less than or equal to 0.90) for locations other than CMP intersections and intersections in the Irvine Business Complex (IBC). Level of Service E (peakhour ICU less than or equal to 1.00) for CMP intersections and IBC intersections. Thresholds of Significance For an intersection that is forecast to operate worse than the performance standard, the impact of a given project scenario or alternative is considered to be significant if the project's ICU increase over existing conditions is as follows: 0.01 or greater at unincorporated County, City of Newport Beach' and City of Costa Mesa intersections (the impact threshold specified in the County GMP and the Cities guidelines, respectively). Greater than 0.0lat City of Irvine intersections (the impact threshold adopted by the City). Greater than 0.03 at CMP intersections (the impact threshold specified in the CMP). 'Consistent with the City of Newport Beach Traffic Phasing Ordinance (TPO), ICU calculations are carried out to three decimal places at Newport Beach intersections where rounding to two decimal places would not yield a definitive indication of an impact greater than 0.01. Abbreviations: V/C— Volume/Capacity Ratio CMP— Orange County Congestion Management Program GMP — Orange County Growth Management Plan John Wayne Airport 1-11 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptdm I Table I-S FREEWAY RAMP PERFORMANCE CRITERIA V/C Calculation Methodology Level of service to be based on peak hour volume/capselty (V/C) ratios calculated using the following ramp capacities: Freeway to Arterial Road Interchanges Metered On -Ramps A maximum capacity of 900 vehicles per hour (vph) for a one -lane metered on -tamp with only one mixed -flow lane at the meter. A maximum capacity of 1,080 (20 percent greater than 900) vph for a one -lane metered on -ramp with one mixed -flow lane at the meter plus one HOV preferential lane at the meter. A maximum capacity of 1,500 vph for a one -lane metered on -ramp with two mixed -flow, lanes at the meter. A maximum capacity of 1,800 vph for a two-lane metered on -ramp with two mixed -flow lanes at the meter. Non -Metered On -Ramps and Off -Ramps A maximum capacity of 1,500 vph for a one -lane ramp. A maximum capacity of 200 (50 percent greater than 1,500) vpb for a two-lane on -ramp that tapers to one merge lane at or beyond the freeway mainline gore point and for a two-lane ofr-ramp with only one auxiliary lane. A maximum capacity of 3,000 vph for a two-lane on -ramp that does not taper to one merge lane and for a two-lane off -ramp with two auxiliary lanes. Performance Standard Level of Service E (peak hour V/C less than or equal to 1.00). Threshold& of Significance For a freeway ramp thatis forecast to operstoxrorse than the performance standard, the impactora givenproject scenario or alternstive is considered to be significant If the projeces VIC increase over existing conditions is as follows: 0.01 or greeter for amps at unincotporated Countyintersections (the impact threshold speciBpd in the GNP). Greater than 0.01 for ramps at Cities of Newport Beach and Irvine (the impact threshold adopted by those Cities). Greater Gan 0.03 for ramps at CM? intersections (the impact threshold specified in the CMP). Abbreviations: CMP— Orange County Congestion Management Progtam OMP—Orange County Growth Management Plan I I i i I t John Wayne Airport 1.12 Austin•FobstAssociates, Inc. Environmental Impact Report 059020rptdoc H ' IBC Irvine Business Complex. A general area of the City of Irvine adjacent to 7WA that is predominately office land use. ICU Intersection Capacity Utilization. A measure of the volume to capacity ratio for an intersection. Typically used to determine the peak hour level of service for a given set of intersection volumes. IWA John Wayne Airport LOS Level of Service. A scale used to evaluate circulation system performance based ' on intersection ICU values or volume/capacity ratios of arterial segments. MAP Million Annual Passengers. A designation used to quantify the number of annual ' embarking passengers from an airport. Peak Hour This refers to the hour during the AM peak period (typically 7 AM - 9 AN or the PM peak period (typically 3 PM - 6 PM) in which the greatest number of vehicle trips are generated by a given land use or are traveling on a given roadway. Tripend A trip generation measure which represents the total trips entering and leaving a location. ' V/C Volume to Capacity Ratio. This is typically used to describe the percentage of capacity utilized by existing or projected traffic on a segment of an arterial or intersection. rVPH Vehicles Per Hour. Used for roadway volumes (counts or forecasts) and trip generation estimates. Measures the number of vehicles in a one hour period, ' typically the AM or PM peak hour. VPHPL Vehicles Per Hour Per Lane. Similar to VPH but with the roadway volume iaveraged to the total number of roadway lanes. 1 1.7 LEVEL OF SERVICE DESCRIPTIONS Tables 1-6, 1-7, and 1-8 summarize the level of service descriptions for arterial highways, intersections and freeways, respectively. These descriptions are taken from material contained in HCM ' 2000. Environmental Impact Report 059020rlidoc Table 1-6 LEVEL OF SERVICE DESCRIPTIONS —URBAN STREETS The average travel speed along an urban street is the determinant of the operating level of service (LOS). The travel speed along a segment, section, or entire length of an urban street is dependent on the running speed between signalized intersections and the amount of control delay incurred at signalized intersections. The following general statements characterize LOS along urban streets and show the relationship to free flow speeds (FFS) A LOS A describes primarily free -flow operations at average travel speeds, usually about 90 percent of the FFS for the given street class. Vehicles are completely unimpeded in their ability to maneuver within the traffic stream Control delay at signalized intersections is normal. B LOS B describes reasonably unimpeded operations at average travel speeds, usually about 70 percent of the FFS for the street class. Vehicles are completely unimpeded in their ability to maneuver with the traffic stream Control delay at signalized intersections is minimal. C LOS C describes stable operations; however, ability to maneuver and change lanes in midblock locations may be more restricted that at LOS B, and longer queues, adverse signal coordination, or both -may contribute to lower average travel speeds of about 50 percent of the FFS for the street class. D LOS D borders on a range in which small increases in flow may cause substantial increases in delay and decreases in travel speed. LOS D may be due to adverse signal progression, inappropriate signal tuning, high volumes, or a combination of these factors. Average travel speeds are about 40 percent of FFS E LOS E is characterized by significant delays and average travel speeds of 33 percent or less of the FFS. Such operations are caused by a combination of adverse progression, high signal density, high volumes, extensive delays at critical intersections, and inappropriate signal timing. F LOS F is characterized by urban street flow at extremely low speeds, typically one-third to one- fourth of the FFS. Intersection congestion is likely at critical signalized locations, with high delays, high volumes, and extensive queuing. Source: Highway Capacity Manual 2000, TransportationReuarch Board, National Research Council PERCENT 90 70 50 40 33 25 r John Wayne Airport 1-14 Austin-FoustAssociates,Inc. , Environmental Impact Report 0590201ptdw I I I] I I I h Table 1-7 LEVEL OF SERVICE DESCRIPTIONS — SIGNALIZED INTERSECTIONS Levels of service (LOS) for signalized intersections are defined in terms of control delay as follows: DELAY PER A LOS A describes operations with low control delay, up to 10 seconds per vehicle. This LOS < 10 occurs when progression is extremely favorable and most vehicles arrive during the green phase. Many vehicles do not stop at all. Short cycle lengths may tend to contribute to low delay values. B LOS B describes operations with control delay greater than 10 and up to 20 seconds per vehicle. 10-20 This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than the LOS A, causing higher levels of delay. C LOS C describes operations with control delay greater than 20 and up to 35 seconds per vehicle. 20-35 Tbese higher delays may result from only fair progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at this level. Cycle failure occurs when a given green phase does not serve queued vehicles, and overflows occur. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping. D LOS D describes operations with control delay greater than 35 and up to 55 seconds per vehicle. 35-55 At LOS D, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, and high V/C ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. E LOS E describes operations with control delay greater than 55 and up to 80 seconds per vehicle. 55-80 These high delay values generally indicate poor progression, long cycle lengths, and high V/C ratios. Individual cycle failures are frequent. F LOS F describes operations with control.delay in excess of 80 seconds per vehicle. This level, > 80 considered unacceptable to most drivers, often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of lane groups. It may also occur at high VIC ratios with many individual cycle failures. Poor progression and long cycle lengths may also contribute significantly to high delay levels. Source: Highway Capacity Manual 2000, Transportation Research Board, National Research Council ' John Wayne Airport 1-15 Austin -Foust Associates, Inc. Environmental Impact Report 0590201pt.doc r Table 1-8 LEVEL OF SERVICE DESCRIPTIONS — FREEWAYS LOS DESCRIPTION A LOS A describes free -flow operations. Free -flow speeds (FFS) prevail, Vehicles are almost completely unimpeded in their ability to maneuver with the traffic stream The effects of incidents or point breakdowns are easily absorbed at this level. B LOS B represents reasonably free -flow, and FPS are maintained. The ability to maneuver with the traffic stream is only slightly restricted, and the general level of physical and psychological comfort provided to drivers is still high. The effects of minor incidents and point breakdowns are still easily absorbed. C LOS C provides for flow with speeds at or near the FPS of the freeway. Freedom to maneuver within the traffic stream is noticeably restricted, and lane changes require more care and vigilance an the part of the driver. Minor incidents may still be absorbed, but the local deterioration in service will be substantial. Queues may be expected to form behind any significant blockage. D LOS D is the level at which speeds begin to decline slightlywith increasing flows and density begins to increase somewhat more quickly. Freedom to maneuver within the traffic stream is more noticeably limited, and the driver experiences reduced physical and psychological Comfort levels, Even minor incidents can be expected to create queuing, because the traffic stream has little space to absorb disruptions. E At its highest density value, LOS E describes operation at capacity. Operations at this level are volatile, because there are virtually no usable gaps in the traffic stream Vehicles are closely spaces, leaving little room to maneuver with the traffic stream at speeds that still exceed 49 miles per hour. Any disruption of the traffic sream, such as vehicles entering from a ramp or a vehicle changing lanes, can establish a disruption wave that propagates throughout the upstream traffic flow. At capacity, the traffic stream has no ability to dissipate even the most minor disruption, and any incident can be expected to produce a serious breakdown with extensive queuing. Maneuverability with the traffic stream is extremely limited, and the level of physical and psychological comfort afforded the driver is poor. F LOS F describes breakdowns in vehicular flow. Such conditions generally exist within queues forming behind breakdown points, and are the result of a bottleneck downstream point LOS F is also used to describe conditions at the point of the breakdown or bottleneck and the queue discharge flow that occurs at speeds lower than the lowest speed for LOS B, as well as the operations within the queue that forms upstream Whenever LOS F conditions exist, they have the potential to extend upstream for significant distances. Source: Highway Capacity Manual 2000, Transportation Research Board, National Research Council i 1 r r 1 r r I r r John Wayne Airport 1-16 Austin•roustAssobiates,Inc. , Environmental Impact PAwrt 059020tptdoe 1.8 REFERENCES 1. "Highway Capacity Manual 2000," Transportation Research Board, National Research Council. 2. "MCAS El Toro Master Development Program Airport System Master Plan Ground Access Traffic and Trip Generation," The OCAA Team, April 15, 1999. 3. "Fall 1999 Congestion Monitoring Data on Orange County Freeways," Caltrans District 12, December 14, 1999. 4. "Caltrans Highway Design Manual," Caltrans, July 1995. 5. "Caltrans Ramp Meter Design Manual," Caltrans, January 2000. 6. "City of Irvine 1998 Circulation Phasing Analysis Report," RKJK and Associates, Inc., 1999. John Wayne Airport 1-17 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc CHAPTER 2.0 TRANSPORTATION SETTING This chapter describes the transportation setting for the traffic analysis. Existing conditions are first discussed, followed by a description of the circulation system changes anticipated to occur within the study area over the next five years. 2.1 EXISTING CONDITIONS The following section describes existing traffic conditions in the study area. It includes a ' description of the study area roadway system, existing traffic volumes and corresponding levels of service as defined by the performance criteria outlined in the previous chapter. 2.1.1 Existing Roadway System ' The existing roadway network in the study area is illustrated in Figure 2-1 in the form of midblock lanes and in Figures 2-2 and 2-3 which illustrate intersection lane configurations for the northern and southern portions of the study area. Arterial street access to John Wayne Airport (JWA) from the freeway network is provided by MacArthur Boulevard via an interchange with the I405 ' Freeway and by Campus Drive via ramps to and from the SR-73 Freeway. In addition, there are direct ramps connecting the airport roadway system to SR-55 north of I-405. The I405 Freeway provides regional access for airport users along the coastal corridor. It has interchanges with the SR-55 Freeway, the SR-73 Freeway, and with several arterials which provide access to the airport. The most direct access to JWA from the I-405 Freeway is via the MacArthur Boulevard interchange. On- and off -ramps to and from the southbound freeway lanes are located directly opposite the Airport Way North access road. On- and off -ramps to and from the northbound freeway lanes are located on the north side of the freeway. The SR-55 Freeway provides direct access to JWA to and from the north. This freeway has interchanges with the I-405 and SR-73 Freeways, as well as on- and off -ramps at Baker Street and ' John Wayne Airport 2-I Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doe I H I 1 1 Legend Figure 2.1 X m Arterial Roadway Midblock Lanes STUDY AREA ROADWAY SYSTEM X+YH+ZA 5 Freeway Lanes where: X=Mainline Y.IiOV .EXISTING} (2000) CONDITIONS Z-Auxffluy John Wayne Airport 2.2 Austin-FoustAssociates, Inc. Environmental Impact Report 05902orpt0pi.dwg 1 ' 44 1 Y � ' O ' VV r > Moo � S I 1 AW" = VVMICHELSONaa CAMPUS �. Ar-E `y` 1 �-- ` BIRCH I Q r y � t y Lh, a cai � y90s,P j � \ 1 S � N. BRISTOL S. BRISTOL �G PQJ MESA z ' Legend Figure 2-2 INTERSECTION LANE CONFIGURATIONS z. Free -Flow Right -Turn Lane -EXISTING (2000) COMMONS (NORTH AREA) ' John Wayne Airport 2-3 Austin -Foust Associates, Inc. ' Environmental hnpact Report 059020:ptiig2-2thru3.dwg Legend Figure 2.3 t Free -Flow Right -Tarn Lane INTERSECTION LANE CONFIGURATIONS EXISTING (2000) CONDITIONS (SOUTH AREA) I 1 I I I 1 I r I John WayneAirport 2-4 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptIIg2.2thra3.dwg , I I I I I Newport Beacb/Irvine where it becomes the SR-73 toll road which continues through various south Orange County cities to a connection with I-5 south of Avery Parkway. Primary arterial street access to the airport on the east side is provided by MacArthur Boulevard, an eight -lane arterial allowing access to Airport Way North from Newport Beach to the south and Irvine and Santa Ana to the north. Campus Drive, a six -lane road, provides direct access to both Airport Way North (the middle airport access point) and Airport Way South. Campus Drive links the airport with Jamboree Road to the east and the SR-73 Freeway to the south. Access to the airport on the west side is provided by Paularino Avenue in combination with Red Hill Avenue. 2.1.2 Existing Traffic Volumes and Levels of Service The existing average daily traffic (ADT) volumes on the study area roadway system are illustrated in Figure 2.4. Illustrations of peak hour turning movement volumes for each study area intersection can be found in Appendix C. These represent year 2000/2001 data collected during the past 18 months. Counts taken in 2001 have been reduced by one percent (the estimated rate of traffic growth from 2000 to 2001 on the study area circulation system) to reflect 2000 conditions in order to provide a consistent baseline for derivation of forecasts of future conditions. As discussed in the section on performance criteria in Chapter 1.0, level of service (LOS) is a concept developed to quantify the degree of comfort afforded to drivers as they travel on a given roadway. The degree of comfort includes such elements as travel time, number of stops, total amount of stopped delay, etc. As defined in the HCM 2000, six grades are used to denote the various LOS's. The six are denoted A through F and a discussion on these was also given in Chapter 1.0. The results of the ICU LOS analyses for project area intersections are shown in Table 2-1 (intersection turn volume illustrations are provided in Appendix C and ICU worksheets are provided in ' Appendix D). J !J J As will be seen in the impact analysis (Chapter 4.0), JWA traffic contributions to traffic conditions in the study area are highest at intersections and freeway facilities immediately adjacent to the airport. Further from the airport, the contributions are lower as airport -related traffic becomes more dispersed on the road network. 1 .�.....-,..-._r-.. Environmental Impact Report Aa50etatea, Inc. 059020rpt.doe I I I r Figure 2.4 ADT VOLUMES (OOOs) -EXISTING (2000) CONDITIONS John Wayne Airport 2,6 Austin -Foust Associates, Inc. Environmental Impact Report 0590201ptfig2.4.dwg Table 2-1 ' ICU SUMMARY -EXISTING (2000) CONDITIONS ' AM PEAK HOUR PM PEAK HOUR INTERSECTION ICU LOS ICU LOS IRVINE (IBC) 1. MacArthur &Main .61 B .86 D ' 2. MacArthur & I.405 NB Ramps' .60 A .59 A 3. MacArthur & I405 SB Ramps' .61 B .83 D 4. MacArthur & Michelson .80 C .53 A 5. MacArthur & Campus .60 A .72 C ' 7. Jamboree & 1-405 NB Ramps .56 A .61 B S. Jamboree & 1405 SB Ramps .79 C .62 B 9. Jamboree & Michelson .68 B .78 C 10. Jamboree & Campus .79 C .69 B ' ' 14. VonKanmm & Michelson .54 A .72 C 21. Red Hill & MacArthur .81 D .89 D 22. Red Hill & Main .71 C .93 E NEWPORTBEACH ' 6. MacArthur & Birch .48 A .63 B 11. Jamboree & MacArthur' .83 D .90 D 12. Jamboree & Bristol North .53 A '.58 B 13. Jamboree & Bristol S .64 B .64 B 15. Campus & Airport N .28 A .80 C 16. Campus & Quail .57 A .56 A 17. Campus & Bristol North' .66 B .93` E 18. Campus & Bristol South' .67 B .62 B ' 19. Birch & Bristol North .61 B .76 C 20. Bitch & Bristol South .42 A .54 A 26. Irvine &Mesa' .71 C 1.13• F 27. Irvine & University' .63 B .63 B 28. Irvine & 22nd 29. Irvine & 20th .60 B A .70 .76 B C 30. Irvine & 19th .47 .55 A .62 B 31. Irvine & 17th .45 A .74 C ' COSTA MESA B 23. Santa Ana & Bristol .40 A .67 24. Santa Ana & Mesa' .44 A .62 B 25. Santa Ana & Del Mar' .39 A .65 B ' 32. Newport SB & Mesa .23 A .71 C 33. Newport NB&Mesa .35 A .48 A 34. Newport SB & Del Mar .37 A .55 A 35. Newport NB & Del Mar .82 D .50 A ' • Table 1.4) Exceeds performance standard (see ' Congestion Management Plan (CMP) Intersection ' Shared City/County jurisdiction Level of service ranges:.00 - .60 A .61 - .70 B .1 - .0 C .81 - .90 D .91-1.00 E Above 1.00 F John Wayne Airport 2-7 Austin -Foust Associates, Inc. ' Environmental Impact Report 059020rpt.doc i The results of the LOS analysis for project area freeway locations are shown in Table 2-2. This table shows existing freeway ramp and mainline volume to capacity (V/C) ratios and LOS calculated using the performance criteria presented in the previous chapter. As stated there, the V/C and LOS criteria is applicable only in situations where the actual traffic volume occurs in stable flow. This is due to the significant reduction in freeway capacity that can occur with unstable conditions, w V/C ratios alone cannot indicate the location of congested freeway segments. For this reason, , special analyses are performed that utilize observation vehicles that record actual travel times while operating within the regular traffic flow. These studies are performed by Caltrans and documented in ' Caltrans' Congestion Monitoring Reports (see Reference 3 in Chapter 1). Table 2-3 lists the locations identified by Caltrans that currently experience peak hour congestion (defined as travel speeds less than ' 35 mph) on typical incident free weekdays, Included in the table is a reiteration of the uncongested (stable conditions) capacities shown previously, along with the congested (unstable conditions) capacity ' that has been derived from the measured traffic volumes. 2.1.3 On -Site Traffic On -site circulation within JWA can be seen in Figure 2-5 togetherwith existing ADT volumes. Airport Way North and South is a continuous roadway connecting the airport facilities with the off -site , roadway system. Airport Way North intersects MacArthur Boulevard on the north end of the•airport at a signalized intersection directly opposite the I.405 Freeway southbound on/off ramps. Two lanes are ' provided into and out of the airport, A second access point off MacArthur Boulevard occurs at a signalized intersection opposite Michelson Drive, The southern end of Airport Way North intersects Campus Drive (the middle airport access point) approximately 500 feet south of MacArthur Boulevard, forming a T-intersection. Two lanes are provided ' for both entering and exiting the airport. A second access point is provided on Campus Drive at the southern terminus of Airport Way South, opposite Quail Street. This road provides one lane in each ' direction at its approach to Campus Drive and is controlled by a traffic signal. I John Wayne Airport 2,8 Auatin•FmtAa/ociates, Inc. EnvironmentallmpactReport 059020rpt.doc , Table 2-2 FREEWAY LEVEL OF SERVICE SUMMARY -EXISTING (2000) CONDITIONS EXISTING (2000) CONDITIONS LOCATION CAPACITY VOLUME V/C LOS I. AM PEAK HOUR A. Freeway Ramps I-405 at MacArthur NB On 1,500 459 .31 A SB On 1,080 530 A9 A NB Off 1,500 1,648 1.10* F SB Off 3,000 2,509 .84 D I.405 at Jamboree[ NB Direct On 2,250 1,228 .55 A NB Loop On 1,500 285 .19 A SB Direct On 2,250 450 .20 A SB Loop On 1,500 122 .08 A NB Off 2,250 1,730 .77 C SB Off 2,250 2,317 LOP F SR-73 at Jamboree NB Loop On 1,500 689 .46 A SB On 1,500 567 .38 A SR-73 at Campus&Ane NB On 1,500 1,130 .75 C SB Off 2,250 2,364 1.05* F SR-55atJWA NB On from JWA 1,500 262 .17 A SBOff toJWA 1,500 269 .18 A B. Freeway Mainline Segments I.405 w/o SR-55 NB 11,600 8,905 .77 D I.405 w/o MacArthur NB 10,600 10,142 .96 E 1-405 w/o Jamboree NB 12,600 11,331 .90 E SR-55 n/o 1405 NB 9,000 8,979 1.00 E' SR-55 n/o SR-73 NB 6,500 6,448 .99 E2 SR-55 n/o Mesa NB 6,500 6,365 .98 E2 SR-73 w/o SR-55 NB 6,000 6,237 I.G4* F SR 73 do SA 55 NB 6,500 5,918 .91 E SR-73 eta Campus NB 6,000 4,788 .80 D I405 w/o SR 55 SB 9,600 6,490 .68 C I405 w/o MacArthur SB 12,600 11,292 .90 Er 1405 w/o Jamboree SB 12,600 9,313 .74 D SR-55ntoI405 SB 8,000 6,802 .85 D SR-55 n/o SR-73 SB 6,500 3,813 .59 C SA 55 n/o Mesa SB 8,000 3,764 .47 B SR 73 w/o SR 55 SB 6,000 5,940 .99 E SR-73 eta SR-55 SB 8,000 5,605 .70 D SR-73 eta Campus SB 6,000 3,242 .54 C Continued 1 ' John Wayne Airport 2-9 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc Table2.2 (cat) FREEWAY LEVEL OF SERVICE SUMMARY -EXISTING (2000) CONDITIONS EOGSTING (2000) CONDITIONS LOCATION CAPACITY VOLUME V/C LOS H. PMPICAKHOUR A. Freeway Ramps 1.405 at MacArthur NB On 11500 1,758 1.17* F SB On 1,080 1,517 1.40* F NB Off 1.500 869 .58 A SB Off 3,000 1,297 .43 A 1405atJamboreer NB Direct On 2,250 999 .44 A NB Loop On 1,500 470 .31 A SBDirect On 2,250 1,407 .63 B SB Loop On 1500 741 .49 A NB Off 2=0 801 36 A SB Off 2950 1,584 .70 B SR 73 atlamlwrae NB Loop On 1,500 810 .54 A SB On 1,500 11011 .67 B SR 73 at Campus/Irvine NB On 1,500 2,258 1.510 F SB Off 2,250 1,084 .48 A SR-55atJWA NB On from JWA 1,500 600 All A SBOff toJWA 1,500 244 .16 A B. FreewayMalullueSegments 1405 w/o SR 55 NB 11,600 9,059 .78 D' 1405 w/o MacArthur NB 10,600 9,161 .86 D2 1405 w/o Jamboree NB 12,600 8,272 .66 C' SR 55 n/o 1405 NB 9.000 1,046 .78 D= SR-55n/a SR-73 NB 61500 4,309 .66 C SR55n/oMess NB 6,500 4,253 .65 C SR 73 w/o SR-55 NB 61000 6,831 1.14* F, SR-73 elo SR-55 NB 7,000 6,502 .93 E_ SR-73 do Campus NB 6,000 4,243 .71 C 1.405 w/o SR-55 SB 9,600 5.671 .59 C 1-405 w/o MacArthur SB 12,600 9,497 .75 D= 1.405 W/o Jamboree SB 12,600 9,717 .77 D= SR-55 n/o 1.40$ SB $,000 8,247 1.03* F% SR-55 n/o SR 73 SB 7,000 6,433 .92 E SR-55 n/o Mesa SB 81000 6,350 .79 D SR-73w/o SR-S5 SB 6,000 6,633 1.11* F SR-73 do SR 55 SB 81000 6,320 .79 D SR-73 e/o Campus SD 61000 5,235 .87 D *Exdeeds performance standard (See Tables 1-3 and 1.5) hCMP Interchange aldentiRed as a congested location (see Table 2.3) John Wayne Airport 2.10 AWdn-Foust Associates, Inc. , Environmental Impact Report 059020@tdoe Table 2-3 FREEWAY LEVEL OF SERVICE SUMMARY —EXISTING (2000) CONGESTED CONDITIONS UNCONGESTED CONGESTED (STABLE) (UNSTABLE) LOCATION LANES' CAPACITY CAPACITY L AM PEAK HOUR SR-55 n/o I-405 NB 4+1A 9,000 8,970 SR-55n/o SR-73 NB 3+1A 6,500 6,440 SR-55 n/o Mesa NB 3+2A 6500 6,360 I.405 w/o MacArthur SB 5+1H+lA 12,600 11,290 U. PM PEAK HOUR I.405 w/o SR 55 NB 5+1H+lA 11,600 9,050 I-405w/o MacArthur NB 4+11f+2A 10,600 9,160 1.405 w/o Jamboree NB 5+IH+lA 12,600 V70 SR 55 n/o I-405 NB 4+1A 9,000 7,040 SR-73 w/o SR-55 NB 3 6,000 6,000 SR-73c/o SR-55 NB 3+IA 7,000 6,500 1405 w/o MacArthur SB 5+1H+lA 12,600 9,490 1405 w/o Jamboree SB 5+1H+1A 12,600 9,710 SR-55 n/o I405 SB 4+IA 8,000 8,000 'Format: X+YH+ZA, where X = Mainline Lanes, Y = HOV Lanes and Z = Auxiliary Lanes John Wayne Airport 2-11 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc Legend Figure 2-5 X = July 2001 AOT (One -Way Volumes) ON -SITE CIRCULATION SYSTEM John Wayne Airport 2-12 Austin -Foust Associates. Inc. Environmental Impact Report 059020rptHg2-S.dwg M M M� M M M M M M i M M M i M M M M I I I 1 F F F Public parking is provided in the parking structure serving the terminal. The Employee Lot is located on level "0" of the east parking structure (access to this lot is controlled by an employee card - actuated gate) as is the Rental Car Lot. The valet parking lot is directly south of the circulation loop road and the Taxi Cab and Van Lot is located at the southern end of Airport Way, between Airport Way and Campus Drive. The Public Overflow Lots are located in the clear zone immediately north of the I-405 Freeway and with access from Main Street. Shuttle bus service operates on a continual basis between the remote lots and the terminal building. 2.1.4 Public Transportation The Orange County Transportation Authority (OCTA) currently operates two fixed -route transit lines (Routes 76 and 212) which provide access to the airport. Route 76 runs between Huntington Beach and Newport Beach, stopping at John Wayne Airport on an hourly headway (30 minute headway during peaks), from 5:30 AM to 10:30 PM on Monday through Friday. Route 76 operates on a hourly basis between 6:30 AM and 6:30 PM on Saturday and Sunday. Route 212, which provides express service between the airport and San Juan Capistrano, stops directly in front of the airport terminal building at 6:55 AM, 7:30 AM, 4:00 PM and 5:14 PM, Monday through Friday. Route 212 does not operate on Saturdays and Sundays. Airport bus transit service is also provided by Airport Service Incorporated, a private company, which serves limited destinations in Orange County and Los Angeles County. Service is provided primarily to Los Angeles International Airport and to other major visitor attractions. Various operators provide limousine and van service to and from major hotels and private corporations within the Orange County area. CI Report 059020rptdoe YEAR 2006 TRANSPORTATION SYSTEM A limited number of transportation improvements in the study area are committed and will be constructed over the next five years. These are listed below: Red.10 & MacArthur' Jamboree & MacArthurt Irvine between Bristol & University' SR-55 north of I405' 'City of Irvine project Intersection improvements to add a 2nd Northbound Left-Tum Lane, convert Northbound Right Tum Iane to 3rd Northbound Through Lane, add 3rd Southbound Through Lane, convert Eastbound Right -Turn Lane to 3rd Eastbound Through Lane and add a 3rd Westbound Through Lane. Intersection improvements to add a 2nd Westbound Let' Tum Lane, 2nd Eastbound Left-Tum lane, and a Westbound RighaTum Lane. Intersection impmVcnms to add it 3rd Northbound Through Lane, 3rd Southbound Through Lane, and separate Northbound and Southbound Right-Tum Lanes. Roadway improvements to add a3rd Tbrough Iane in each direction. Construct high occupancy vehicle (HOV) lanes connecting SR 55 to existing 1405 HOV lanes The City of h-vine improvement at the Red HilliMacArthur intersection is listed in the City's 1998 Circulation Phasing Analysis Report (see Reference 6 at the end of Chapter 1.0) as a project to be constructed by the year 2005. The County/City of Newport Beach projects have been confirmed in written correspondence with the City. The Caltrans project is currently under construction and will be completed by 2004. The year 2006 highway network is illustrated in Figure 2-6 together with notations for the locations of these improvements. The year 2006 transportation system is used in the analysis of the impacts of project scenarios and alternatives in 2006. John Wayne Airport 2.14 Austin-rorttAssociates,Inc. Environmental Impact Report 059020rpt.doc 1 1 . 1 p� la¢son � cnnrca ri r uuws 1 BIRg 1 -,, - 1 DU YM I 1 SMTA IS186 1 . MC snimm 1 wa D ,arn 1 Legend Figure 2-6 — Ddsnng Lane YEAR 2006 HIGHWAY NETWORK a-- Committed Improvement (2006) 1 John Wayne Airport 2-15 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptfig2-6.dwg 1 I CHAPTER 3.0 PROJECT DESCRIPTION ' This chapter describes the project in terms of its ground transportation characteristics. Existing operations are first discussed followed by descriptions of the No -Project Alternative, the three project scenarios and the project alternatives. ' 3.1 EXISTING TRAFFIC CHARACTERISTICS ' A detailed discussion on John Wayne Airport (JWA) trip generation can be found in Appendix A. ' As outlined there, information from a number of sources was used to derive total daily and peak hour (adjacent roadway system) vehicle trip generation rates for the JWA site. To confirm the trip generation 1 characteristics, comparisons were made with existing ground counts taken in July 2001 at all JWA access points (summaries of this traffic count data can be found in Appendix A). ' A summary of existing vehicle trip generation for JWA is shown in Table 3-1. The total JWA site vehicle trip generation is approximately 47,000 vehicle trips per day (note that a vehicle trip is tdefined as one vehicle either entering or leaving the airport site.) The adjacent street peak hours are 7:30 — 8:30 AM and 5:00 — 6:00 PM. The existing trip generation during these hours is approximately 2,400 vehicle trips in the AM peak hour and approximately 3,800 vehicle trips in the PM peak hour. These trip generation values depict traffic levels for an average weekday during the summer months and correspond to the 7.7 million annual passengers (MAP) served by the airport between April 2000 and April 2001. Table 3-2 provides a detailed trip generation summary with each trip generation component shown ' separately. ' The airport generated trips are currently distributed between the five access points as follows: LOCATION AMOUNT IB OB NB SR-55 on -ramp 25% SB SR 55 off -ramp 18% — Airport Way North at I.405 SB Ramps 38% — Airport Way North at Michelson 16% 460% ' Airport Way South at Campus 28% 29% n ' John Wayne Airport 3-I Austin -Foust Associates, Inc. Environmental Impact Report 059020rptdoc Table 3-1 JWA TRIP RATE AND PASSENGER DATA MAP Peak Month 10.2 % of MAP Average Day (Peak Month) 0,333%of MAP TRIP GENERATION AircrageDay (PeakMonth) 1.84Trips/DollyPassengers AM Peak Hour (PeakMonth) 5% of Daily PM Peak Hour (Peak Month) 8%of Daily MAP . Million Annual Passengers TDP - Thousand Daily (non -connecting) Passengers Tripend - One entering or exiting vehicle 7.7 MAP 785 TDP 25.7 TDP 47,000 Tripends 2,400 Tripends 3,800 Trlpends John Wayne Airport 3.2 Awtin-Foust Associates, Inc. Environmental impact Report 059020rptdoc AIRPORT COMPONENT Table 3-2 TRIP GENERATION EXISTING (PEAK MONTH) AVERAGE DAY AM PEAK HOUR AMOUNT IN OUT TOTAL IN PM PEAK HOUR OUT TOTAL ADT COMMERCIAL AIR TERMINAL Employee Parking 25.7 TDP' 31 21 52 16 25 41 1,028 Public Parking 25.7 TDP' 295 126 421 316 316 632 10,537 Rental Car Traffic 25.7 TDP' 486 208 694 888 222 1,110 13,878 Other Traffic 25.7 TDP' 422 776 1,198 646 1,312 1,958 21,845 Sub -Total (Terminal) 1,234 1,131 2,365 1,866 1,875 3,741 47,289 AHt CARGO HANDLING FACILITY Domestic Cargo (Autos) .02 TDCT 2 1 3 2 1 3 66 Air Express Cargo (Autos) .04 TDCT 2 4 6 4 2 6 64 Sub -Total (Autos) 4 5 9 6 3 9 130 Domestic Cargo (Trucks) .02 TDCT 1 0 1 1 0 1 28 Air Express Cargo (Trucks) .04 TDCT 1 2 3 2 1 3 28 Sub-Tatal(Trucks) 2 2 4 3 1 4 56 Sub-Total(Cargo) 6 7 13 9 4 13 186 TRIP GENERATION TOTAL 1,240 1,138 2,378 1,875 1,879 3,754 47,474 TDP = Thousand Daily Passengers TDCT =Thousand Daily Cargo Tons Note: See Tables A-1 and A-2 for Trip Generation Rates John Wayne Airport 3-3 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc 3.2 PROJECT SCENARIOS AND ALTERNATIVES Estimates of vehicle trip generation for the project scenarios and the project alternatives were prepared based on the number of annual airline passengers and the cargo activities for each project 1 scenario or alternative. Detailed trip generation calculations are provided in Appendix A and Table 3-3 summarizes the results. The incremental changes from existing conditions to each project scenario and project alternative represent the trip generation used in the impact analysis. While on -site parking is not of direct concern in this analysis, some generalized observations can be made regarding the scenarios and alternatives. There is a direct correlation between passenger activity and parking demand. Therefore, for each scenario and alternative that increases passenger activity at the airport, an increase in parking demand will occur. 3.3 TRIP DISTRIBUTION 1 The future distribution of JWA generated air passenger trips was estimated from regional air passenger allocations as developed for studies of airports in Orange County. These in turn were based upon projected county population and employment distributions. Figure 3-1 shows the generalized 2006 trip distribution of JWA trips on the study area roadway network This same trip distribution has been used for all the project scenarios and the project 1 alternatives. Detailed trip distribution factors covering each study area intersection are illustrated in Figures 3-2 and 3-3 for inbound traffic and in Figures 34 and 3-5 for outbound traffic. ' 1 J H J 1 1 John Wayne Airport 3.4 Austin-FoustAuodRtes,Inc. Environmental ImpactReport 059020tpt.doe Table 3-3 PEAK MONTH AVERAGE DAY TRIP GENERATION SUMMARY THOUSAND DAILY AM PEAK HOUR PM PEAK HOUR MAP PASSENGERS' IN OUT TOTAL IN OUT TOTAL ADT Existing (April 2000 - April 2001) Conditions 7.7 25.7 1,240 1,138 2,378 1,875 1,879 3,754 47,474 No -Project 8A 28.0 1,350 1,239 2,589 2,043 2,047 4;090 51,706 Increase from Existing I10 101 211 168 168 , 336 4,232 Scenario 1 9.8 32.7 1,575 1,446 3,021 2,384 2,390 4,774 60,354 Increase from Existing 335 308 643 509 511 1,020 12,880 Increase fromNo-Project 225 207 432 341 343 684 8,648 Scenario 2 10.8 36.0 1,740 1599 3,339 2,631 2,637 5,268 66,612 Increase from Existing 500 461 961 756 758 1,514 19,138 Increase fromNo-Project 390 360 750 588 590 1,178 14,906 Scenario 3 12.3 41.2 1,991 1,828 3,819 3,009 3,017 6,026 76,180 Increase from Existing 751 690 1,441 1,134 1,138 2,272 28,706 Increase fromNo-Project 641 589 1,230 966 970 1,936 24,474 Alternative 13.9 46.4 2,241 2,056 4,297 3,387 3,396 6,783 85,748 Increase from Existing 1,001 918 1,919 1,512 1,517 3,029 38,274 Increase from No -Project $91 817 1,708 1,344 1,349 2,693 34,042 Alternative 8.8 29.3 1,412 1,295 2,707 2,138 2,141 4,279 54,098 'Increase from Existing 172 157 329 263 262 525 6,624 Increase from No -Project 62 56 118 95 94 189 2,392 ' Thousand Dail non-connecting)Passengers based on Averse Day of the Peak Month of August .333% of MAP John Wayne Airport 3.5 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptdoc I I I I I i n I j I I I I i 1 Figure 3.1 PROJECTTRIP DISTRIBUTION PERCENTAGES -GENERAL DISTRIBUTION John Wayne Airport 3-6 Austin -Foust Associates, Inc. Environmental Impact Report 059020rtpV.I.dwg , I I I I P- I u 1 I i 1 .N I I I I I i I i I I 1 M .1 H 1 Legend Figure 3-3 X.X = PERCENT OF PROJECT TRAFFIC INBOUND DISTRIBUTION (%) (10.5=10.5%) (SOUTHAREA) John Wayne Airport 3 8 Austio-Foust Associates, Inc. Environmental Impact Report 059020rpt0g3.2thnt5.dwg I ,I I i I I d I 1 I Legend Figure 3-4 X.X = PERCENT OF PROJECT TRAFFIC OUTBOUND DISTRIBUTION (%) (10.5=10.590) (NORTH AREA) John Wayne Airport 3-9 Austin -Foust Associates, Inc. 0g3 Environmental Impact Report 059020rpt-2thrn5.dwg Legend Figure 3-5 X.X = PERCENT OF PROJECT TRAFFIC OUT901JND DISTRIBUTION (95) (10.5 =10.5%) (SOUTH AREA) John Wayne Airport 340 Auaiin-Foust Associates, Inc. Environmental Impact Report 059020rpt1Ig3.2thn5.dwg I I u 1 I Z CHAPTER 4.0 IMPACT ANALYSIS IJ This chapter addresses the traffic impacts of the proposed project. As discussed in Section 1.3, existing conditions and a forecast year of 2006 are the time frames used for this analysis. Traffic conditions for existing conditions were presented in Section 2.1. Traffic conditions for year 2006 no - project conditions are described in the following section. The project scenarios and project alternatives are then analyzed and project impacts are identified using the criteria outlined in Chapter 1.0. 4.1 YEAR 2006 NO -PROJECT TRAFFIC CONDITIONS The year 2006 "No -Project" traffic conditions are based on existing roadway conditions plus improvements committed by year 2006 and development growth projected by year 2006 with JWA under current operating constraints. This forms the basis for identifying the year 2006 potential traffic impacts of the project scenarios and alternatives. Appendix B provides a detailed discussion on the derivation of the year 2006 traffic volumes. As described there, the existing (2000) background traffic volumes were increased to 2006 based on data from traffic forecasting sources such as the City of Irvine traffic model. Overall growth in the area is around six percent between year 2000 and 2006, and the volumes generally reflect this with individual roadways showing higher or lower increases depending on location. The year 2006 No -Project ADT volumes on the study area network are shown in Figure 4-1. These correspond to 8.4 MAP at JWA. The corresponding 2006 peak hour levels of service for the intersections in the study area are summarized in Table 4-1 (intersection turn volume illustrations are provided in Appendix C and ICU worksheets are provided in Appendix D). Listed here for comparison purposes are the existing conditions ICUs. The ICU tabulations indicate no additional deficiencies are forecast to occur by 2006 compared to existing conditions. The corresponding year 2006 No -Project levels of service at selected locations on the regional John Wayne Airport 4-1 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc Figure 4-1 ADT VOLUMES (000s) -2006 NO-PROJL'CP CONDITIONS John Wayne Airport 4-2 Austin•Fomst Associates, Inc. Environmental Impact Report 659020rpttlg4-lthtuUW8 u l ,1 I ,1 r I I ,m I I Table 4-1 ICU SUMMARY -EXISTING AND 2006 NO -PROJECT CONDITIONS EXISTING 2006 NO -PROJECT I. MacArthur & Main .61 .86 66 .94 2. MacArthur & I.405 NB Ramps' .60 .59 .68 .64 3. MacArthur & I-405 SB Ramps' .61 .83 .67 .93 4. MacArthur & Michelson .80 .53 .89 .58 5. MacArthur&Campus .60 .72 .64 .79 7. Jamboree & I-405 NB Ramps .56 .61 .63 .69 8. Jamboree & I-405 SB Ramps .79 .62 .88 .68 9. Jamboree & Michelson .68 .78 .75 .88 10. Jamboree & Campus .79 .69 .84 .76 14. VonKamran & Michelson .54 .72 .57 .76 21. Red Hill & MacArthur' .81 .89 .77 .77 22. Red Hill & Main .71 .93 .76 .99 NEWPORTBEACH 6. MacArthur & Birch .48 .63 .50 .66 11. Jamboree & MacArthur',' .83 .90 .81 .89 12. Jamboree & Bristol North .53 .58 .55 .63 13. Jamboree & Bristol S .64 .64 .70 .71 15. Campus & Airport N .28 .80 .31 .86 16. Campus & Quail .57 .56 .63 .60 17. Campus & Bristol North' .66 .93 * .70 1.00" 18. Campus & Bristol South' .67 .62 .81 .67 19. Birch & Bristol North .61 .76 .62 .78 20. Birch & Bristol South .42 .54 .44 .56 26. Irvine &Mesa;' .71 1.13• .49 .94' 27. Irvine & University' .63 .63 .69 .68 28. Irvine & 22nd .60 .70 .63 .72 29. Irvine & 20th .47 .76 .48 .80 30. Irvine & 19th .55 .62 .60 .65 31. Irvine & 17th .45 .74 .45 .75 COSTA MESA 23. Santa Ana & Bristol .40 .67 .41 .72 24. Santa Ana & Mesa' .44 .62 A3 .62 25. Santa Ana & Del Mar' .39 .65 .45 ' .68 32. Newport SB & Mesa .23 .71 .28 .82 33. Newport NB & Mesa .35 AS .37 .51 34. Newport SB & Del Mar .37 .55 .38 .55 35. Newport NB & Del Mar .82 .50 .85 .51 • Exceeds performance standard (see Table 1-4) Congestion Management Plan (CPO) Intersection ' Shared City/Countyjurisdiction ' 2006 forecasts include committed improvements shown in Chapter 2.0 Level of service ranges:.00 - .60 A .61 - .70 B .71 - .80 C .81 - .90 D .91-1.00 E Above 1.00 F John Wayne Airport nwI.., u., Environmental Impact Report 059020rptdoc highway network (freeway links and interchange ramps) are summarized in Table 4-2 together with the existing volumes and V/C ratios, These values have been calculated using the criteria outlined in Chapter 1.0. A summary of the freeway mainline locations identified as congested under existing conditions is provided in Table 4-3. These tables indicate that several freeway ramps and freeway links are forecast to exceed the performance standards under 2006 No -Project conditions. Note that the segments of SR 55 just north of I-405 are not listed as congested in 2006 No -Project conditions due to the current construction project that will add capacity to the SR 55 mainline. 4.2 TRAFFIC IMPACTS - PROJECT SCENARIO 1 As discussed in Chapter 3.0, Scenario I would increase trip generation by 12,880 vehicle trips per day over existing conditions, with 643 in the AM peak hour and 1,020 in the PM peak hour. Scenario 1 would increase trip generation by 8,648 vehicle trips per day over year 2006 No -Project conditions, with 432 in the AM peak hour and 684 in the PM peak hour. Figure 4-2 shows the ADT volumes for existing conditions plus Scenario I and Figure 4-3 shows the ADT volumes for 2006 conditions plus Scenario 1. The corresponding comparison for peak hour ICU values can be found in Tables 4-4 and 4-5 for existing and 2006 conditions, respectively (intersection turn volume illustrations are provided in Appendix C and ICU worksheets are provided in Appendix D). One intersection shows a significant project impact compared to existing conditions and to 2006 no -project conditions. Tables 4-6 and 4-7 summarize the ramp and freeway segment impacts. These values have been calculated using the criteria outlined in Chapter 1.0. A summary of the freeway mainline locations identified as congested is provided in Tables 4-8 and 4-9. Four freeway ramps are significantly impacted by the project when compared to existing conditions and three freeway ramps are significantly impacted by the project when compared to 2006 no -project conditions. No freeway mainline segments are impacted for either time frame. Text contMued on page 4-18 John Wayne Airport 4-4 Austin-FoustAssociates,Inc. Environmental ImpactReport 059020rpt.doc ` LOCATION Table 4-2 FREEWAY LEVEL OF SERVICE SUMMARY- EXISTING AND 2006 NO -PROJECT EXISTING CONDITIONS YEAR2006 (NO -PROJECT) CAPACITY VOLUME V/C LOS CAPACITY VOLUME V/C LOS I. AM PEAK HOUR A. Freeway Ramps I405 at MacArthur NB On 1,500 459 .31 A 1500 516 .34 A SB On 1,080 530 .49 A 1,080 594 55 A NB Off 1,500 1,648 1.10*F 1,500 1,897 1.26* F ' SB Off 3,000 2,509 .84 D 3,000 2,736 .91 E 1405 at Jamboree' NB Direct On 2,250 1,228 .55 A 2,250 1,280 .57 A NB Loop On 1,500 285 .19 A 1,500 290 .19 A SB Direct On 2,250 450 .20 A 2,250 461 .20 A SB Loop On 1,500 122 .08 A 1,= 130 .09 A NB Off 2,250 1,730 .77 C 2,250 1,840 .82 D SB Off 2,250 2,317 1.03* F 2,250 2,460 1.09* F i SR-73 at Jamboree NB Loop On 1,500 689 .46 A 1,500 760 .51 A SB On 1,500 567 .38 A .1,500 613 .41 A SR-73 at Campus/Irvine NB On SB Off 1,500 2,250 1,130 2,364 .75 1.05* C F 1,500 2,250 1,183 2,695 .79 1.20* C F SR-55 at JWA NB On from JWA 1,500 262 .17 A 1,500 299 .20 A SBOff toJWA 1,500 269 .I8 A 1,500 310 .21 A B. Freeway Mainline Segments 1405 w/o SR-55 NB 11,600 8,905 .77 D 11,600 9,131 .79 D 1405 w/o MacArthur NB 10,600 10,142 .96 E 10,600 10,737 1.01* F 1405 w/o Jamboree NB 12,600 11,331 .90 E 12,600 11,926 .95 E SR-55 n/o 1.405 NB 9,000 8,979 1.00 Er 10,600 9,429 .89 D SR-55 n/o SR 73 NB 6500 6,448 .99 E= 6,500 6,781 1.04* Fr SR-55 n/o Mesa NB 6,500 6,365 .98 E' 6,500 6,550 1.01* Fr SR-73 w/o SR-55 NB 6,000 6,237 1.04* F 6,000 6,470 1.08* F , � SR-73 c/o SR-55 NB 6,500 5,918 .91 E 6,500 6,209 .96 E SR-73 e/o Campus NB 6,000 4,788 .80 D 6,000 5,123 .85 D I4o5 w/o SR-55 SB 9,600 6,490 .68 C 9,600 6,666 .69 C 1405 w/o MacArthur SB 12,600 11,292 .90 Er 12,600 11,964 .95 E_ IA05 w/o Jamboree SB 12,600 9,313 .74 D 12,600 9,803 .78 D SR-55 n/o 1.405 SB 8,000 6,802 .85 D 9,600 7,156 .75 D SR 55 n/o SR 73 SB 6,500 3,813 .59 C 6,500 4,009 .62 C SR-55 n/o Mesa SB 8,000 3,764 .47 ' B 8,000 3,874 .48 B SR-73 w/o SR 55 SB 6,000 5,940 .99 E 6,000 6,154 1.03* F SR 73 e% SR-55 SB 8,000 5,605 .70 D 8,000 5,873 .73 D SR-73 do Campus SB 6,000 3,242 .54 C 6,000 3,469 .58 C Continued Joint Wayne Airport 4-5 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc Table 4-2 (cont) FREEWAY LEVEL OF SERVICE SUMMARY -EXISTING AND 2006 NO -PROJECT EXISTING CONDITIONS LOCATION CAPACITY VOLUME V/C LOS YEAR2DO6 (NO -PROJECT) CAPACITY VOLUME VIC LOS II. PMPEAKJ30Ult A. Freeway lumps I405 atMocArthur NB On 1,500 1,759 1.17* F 1,500 1,930 1.29* F SB On 100 1,517 1.40* F 1,080 1,764 1.63* F NB Off 1,500 869 .58 A 1,500 1,185 .79 C SB Off 3,OD0 1,297 A3 A 3,WO 1,394 .46 A I-005 at Jamboreet Ni Direct On 2,250 999 .44 A 2,250 11050 .47 A NB Loop On 1,500 470 .31 A 1,500 510 .34 A SBDirect On 2,250 1,407 .63 B 2,250 1,482 .66 B SB Loop On 11500 741 A9 A 1,500 790 .53 A NB Off 2,250 801 .36 A 200 830 .37 A SB Off 2,250 1,594 .70 B 2,260 1,680 .75 C SR-73 at Jamboree NB Loop On 1,500 810 .54 A 1,500 900 .60 A SB On 1,500 f,011 .67 B 1,5DO 1,094 .73 C SR-734tCampuslWine NB On 11500 2,258 1.51* F 1,500 2,380 1.590 F SB Off 2A50 1,094 .48 A 2,250 I,166 .52 A SR-5$atJWA NBOnfrom JWA 11500 600 AO A 1,500 662 .44 A SB Off to JWA 11500 244 .16 A 11500 306 .20 A B. Freeway Mainline Segments 1-405 w/o SR-55 NB 11,600 9,059 .78 D2 11,600 9,293 .80 Dr 1.405w/oMacArthur Na 10,600 9,161 .86 0 10,600 = 4405w/oJamborce NB 12,600 8,272 .66 Cr 12,600 8,720 .69 0 SR-55 n/o 1405 NB 91000 7,046 .78 D2 101600 7,432 .70 C SR-55n/o SR-73 NB 6,500 4,309 .66 C 6400 4,532 .70 C SR55n/oMesa NB 6500 4,253 .65 C 6500 4,379 .67 C SR-73 w/o SR 55 NB 6,000 6.831 1.14* Fr 6,000 7,092 1.18* Ft SR-73 c/o SR-55 NB 7,000 6,502 .93 E2 7,000 6,828 .98 Er SR 73 do Campus NB 61000 4,24� .71 C 61600 4,540 .76 D 140S w/o SR-55 SB 9,600 5,671 .59 C 9,600 5,835 .61 C 1403 w/o MacArthur s0 12,600 9,497 .75 D' 12.600 10,073 .80 Dr 1405w/oJamboree SB 12,600 9,717 .77 W 12,600 loxi .81 D2 SR-55 n/o 1405 SB 81000 8,247 1.03* P2 9,600 81689 .91 E SR 55 n/o SR-73 SB 7,000 6,433 .92 E 7.000 6,765 .97 E SR 55 do Mesa SB 81000 6,350 .79 D 81000 6,536 .82 D SR-tw/o SR55 SB 6,000 6,633 1.11* F 61000 6,873 Ills* F SR 73 do SR 55 SB 8,000 6,320 .79 D 8,00D 6,624 .83 D SK73 e/o Campus SB 6,OOD 5,235 .87 D 61000 5,602 .93 E *Exceeds perfomuace standard (see Tables 1-3 and 1.5) t CMP Intercbangd 2Identified as a congested location (see Table 2-3 for Existing Conditions and Table 4-3 for Year2006 No -Project) See Appendix E for additional lane and capacity Infomution John Wayne Airport 4.6 Austin-FoustMsociates, Inc. Environmental Impact Report 059020rpt.doe Table 4-3 FREEWAY LEVEL OF SERVICE SUMMARY —YEAR 2006 (NO -PROJECT) CONGESTED CONDITIONS UNCONGESTED CONGESTED YEAR2006 (STABLE) (UNSTABLE) NO PROJECT CONGESTED I. AM PEAK HOUR SR-55n/oSR73 NB 3+1A 6,500 6,440 6,781 YES SR-55n/o Mesa NB 3+2A 6,500 6,360 6,550 YES I.405w/oMacArthur SB 5+1H+1A 12,600 11,290 11,964 YES H. PM PEAK HOUR I-405 w/o SR 55 NB S+iH+lA 11,600 9,050 9,293 YES I405 w/o MacArthur NB 4+1H+2A 10,60D 9,160 9,703 YES I.405 w/o Jamboree NB 5+1H+1A 12,600 8,270 8,720 YES SR-73 w/o SR 55 NB 3 61000 6,000 7,092 YES SR-73 c/o SR 55 NB 3+IA 7,000 6,500 6,828 YES 1.405 w/o MacArthur SB S+IH+lA 12,600 9,490 10,073 YES IA05w/oJamboree SB 5+1H+1A 12,600 9,710 10,237 YES Fermat: X+YH+ZA, where X = Mainline Lanes, Y = HOV Lanes and Z =Auxiliary Lanes 2 Based on observed existing congested conditions John Wayne Airport 4-7 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc Figure 4-2 ADTVOLUMES (OOOs) -2W W JWAS (O%)1OI John Wayne Airport 4-8 Austin -Foust Associates, Ina Environmental Impact Report 059020rptffg4-Ithru9.dwg I u I 11 1 MILSON uACM1NUR N 2 � c a y MNN e M 7 S N 4`49 34 22N0 0 n N 21ST 292 �i 9� 2O1x N m 8 7 r g15 m N m 19Tx 24 IcxEJSaN 37 32 30 }�14, t� to 19 19 A � �NNfdd NNE Al" 1 t) N fl i t l f BIROH Ia �3 m MUAL m 9 N. BRISTOL 16 30 75 5. BRISTd. 33 m $ m M n a 13 UNIVERSITY N�Ctp JR 4�� m � k SANTA ISABEL See Inset (Upper left Figure 4-3 ADT VOLUMES (000s) -2006 WITHJWASCENARIO 1 John Wayne Airport 4-9 Austin -Foust Associates, Inc. Environmental Impact Report 059D20zpt5g4-lthru9.dwg Table 4-4 ICU SUMMARY -EXISTING CONDITIONS PLUS SCENARIO EXISTING EXISTING PLUS SCENARIO I LOCATION AM PM AM DIFF PM DIFF IRVINE (IBC) 1. MacArthur&Main .61 86 .61 .00 .88 .02 2. MacArthur&1405NBRampsr .60 .59 .61 .01 .61 .02 3. MacArthur& 1-405 SB Ramps' .61 .83 .62 .01 .84 .01 4. MacArthur&Michelson .80 .53 .84 .04 .60 .07 S. MacArthur & Campus .60 .72 .60 .00 .74 .OZ 7. Jamboree & I.405 NB Ramps .56 .61 .56 .00 .61 .00 8. Jamboree & I405 SB Ramps .79 .62 .80 .01 .63 .01 9. Jamboree & Michelson .68 .78 .68 .00 .78 .00 10. Jamboree & Campus .79 69 .79 00 .69 .00 14. VonXarmart&Michelson .54 .72 .55 .01 .74 .02 21. Red Hill & MacArthur .81 .89 .81 .00 .89 .00 22. Red Hill & Main .71 .93 171 .00 .93 .00 NEWPORT BEACH 6. MacArthur&Birch All .63 .48 .00 .63 .00 11. Jamboree & MacArthurr .83 .90 .83 .00 .90 .00 12. Jamboree & Bristol North .53 .58 .53 .00 .58 .00 13, Jamboree & Bristol S .64 .64 .64 .00 ,65 .01 15. Campus & Airport N .28 .80 .30 .02 .84 .04 16, Campus & Quail 57 .56 .58 .01 .58 .02 17. Campus&Bristol North' .66 .93 .67 .01 .96 .03• 18. Campus & Bristol South2 .67 .62 .69 .02 .64 .02 19. Birch & Bristol North .61 .76 .61 100 .76 .00 20. Birch&Bristol South .42 .54 .42 .00 .54 .00 26. Irvine & Mesa= .71 1.141s .71 .00 1.1452 .0% 27. Irvine & University2 .63 .63 .63 .00 .63 .00 28, hvine&22nd .60 ,70 .60 .00 .70 .00 29. Irvine & 20th .47 .76 A7 .00 .76 .00 30. Irvine & 19th .55 .62 .55 .00 .62 .00 31. Irvine & 17th .45 .74 .45 .00 .74 .00 COSTA MESA 23, Santa Ana&Bristol .40 .67 .40 .00 .67 .00 24. Santa Ana &Mesa2 .44 .62 .44 .00 .62 .00 25. Santa Ana&DelMar2 .39 .65 .39 .00 .65 .00 32. Newport SB & Mesa .23 .71 .23 .00 .71 .00 33. NewportNB&Mesa .35 .48 .36 .01 All .00 34. Newport SB & Del Mar .37 .55 .37 .00 .55 .00 35. Newport NB & Del Mar .82 .50 .82 .00 .50 .00 • Significant Impact (See Table 14 for criteria) r Congestion Management Plan (CMP) Intersection Shared City/County juHxliction Calculations carried out to three decimal places atpotentially impacted City of Newport Beach intersections as described in the performance criteria (see Table 1.4) Level of service tinges: .00 - .60 A .61- .70 B .71- .80 C .81- .90 D .91-1.00 E Above 1.00 F John Wayne Airport 4.10 Austin -Foust Associates, Inc. EnvironmentallmpactReport 059020rptdoc Table 4-5 ICU SUMMARY -2006 CONDITIONS PLUS SCENARI0 I 2006 NO -PROJECT 1. MacArthur & Main .66 .94 2. MacArthur & I-405 NB Rampst .68 .64 3. MacArthur & I-405 SB Ramps' .67 .93 4. MacArthur & Michelson .89 .58 5. MacArthur & Campus .64 .79 7. Jamboree & 1-405 NB Ramps .63 .69 8. Jamboree & I.405 SB Ramps .88 .68 9. Jamboree&Michelson .75 .88 10. Jamboree & Campus .84 .76 14. VonKarman & Michelson .57 .76 21. Red Hill & MacArthurr .77 .77 22. Red Hill & Main .76 .99 NEWPORT BEACH 6. MacArthur & Birch .50 .66 11. Jamboree & MacArthur" .81 .89 12. Jamboree & Bristol North .55 .63 j 13, Jamboree & Bristol S .70 .71 15. Campus & Airport N .31 .86 16. Campus & Quail .63 .60 17. Campus & Bristol North'• .70 1.00 18. Campus & Bristol South .81 .67 19. Birch & Bristol North .62 .78 20. Birch & Bristol South .44 .56 26. Irvine & Mesaza .49 .94 27. Irvine & University" .69 .68 28. Irvine & 22nd .63 .72 29. Irvine & 20th .48 .80 30. Irvine & 19th .60 .65 31. Irvine & 17th .45 .75 COSTA MESA 23. Santa Ana & Bristol .41 .72 24. Santa Ana &Mesa= .43 .62 25. Santa Ana & Del Mar" .45 .68 32. Newport SB & Mesa 28 .82 33. Newport NB&Mesa .37 .51 34. Newport SB & Del Mar .38 .55 35. Newport NB & Del Mar .85 .51 " Significant Impact (See Table 1-4 for criteria) Congestion Management Plan (CMP) Intersection r Shared City/County jurisdiction 3 2006 forecasts include committed improvements shown in Chapter2.0. Level of service ranges: .00 - .60 A .61 - .70 B .71 - .80 C .81 - .90 D .91-1.00 E Above 1.00 F 2006 SCENARIO I .66 .01 .96 .02 .fib .00 .65 .01 .67 .00 .94 .01 .92 .03 .62 .04 .64 .00 .79 .00 .63 .00 .70 .01 .88 .00 .68 .00 .75 .00 .88 .00 .84 .00 .76 .00 .57 .00 .77 .01 .77 .00 .77 .00 .76 .00 1.00 .01 .50 .00 .66 .00 .81 .00 .89 .00 .55 .00 .63 .00 .70 .00 .71 .00 .32 .01 .88 .02 .63 .00 .61 .01 .71 .01 1.03 .03• .81 .00 .69 .02 .62 .00 .78 .00 .44 .00 .56 .00 .49 .00 .94 .00 .70 .01 .66 .00 .63 .00 .73 .01 All .00 .80 .00 .60 .00 .65 .00 .45 .00 .75 .00 .41 .00 .72 .00 .43 .00 .62 .00 .45 .00 .68 .00 .28 .00 .82 .00 .37 .00 .51 .00 .38 .00 .56 .01 .85 .00 .51 .00 John Wayne Airport 4-11 Environmental Impact Report Austin -Foust Associates, Inc. 059020rptdoc Table 4-6 FREEWAY LEVEL OF SERVICE SUMMARY -EXISTING CONDITIONS PLUS SCENARIO I EXISTING EXISTING PLUS SCENARIO I LOCATION CAPACITY VOLUME VIC LOS CAPACITY VOLUME VIC LOS I. AM PEAK HOUR A. Freeway Ramps 140S atMacArthur NB On 11500 459 .31 A 11500 477 .32 A SB On 1,080 530 .49 A 11080 573 .53 A NB Off 1,500 1,648 1.10 F 1,500 1,698 1.130 F SB Off 3,OOD 2,509 .84 D 3,000 2,557 .85 D I405atJamboree' NB Direct On 2,250 1,228 .55 A 2,250 1,228 .55 A NB Loop On l,SDD 285 .19 A 1,500 285 .19 A SB Direct On 2,250 450 .20 A 2,250 453 .20 A SB Loop On 1,500 122 .08 A 1,500 122 .08 A NB Off 2,250 1,730 .77 C 2,250 1,730 .77 C SB Off 2,250 2,317 1.03 F 2,250 2,317 1.03 F SR-73 at Jamboree NB Loop On 1,500 689 .46 A 1,500 689 .46 A SB On 11500 567 .38 A 1,500 575 .38 A SR-73 at Campu&Wne NB On 11500 1,130 .75 C 1,500 1,168 .78 C SB Off 2,250 2,364 1.05 F 2,250 2,377 1.06 F SR-55atJWA NBOnfromJWA 11500 262 .17 A 1,500 376 .25 A SBOff toJWA 1,500 269 .18 A 1,500 393 .26 A B. Freeway Mainline Segments I405 w/o SR-55 NB 11,600 81905 .77 D 1100 $1923 .77 D 1.405 w/o MacArthur NB 10,600 10,142 .96 B 10,600 10,160 .96 E 1405w/oJamborce NB 12,6W 11,331 .90 E 12,600 11,391 .90 E SR-55 n/o 1.405 NB 91000 8,979 1.00 V %000 9,093 1.01 FF SR-55 n/o SR73 NB 6500 6,448 .99 Es 6,500 6,449 .99 E_ SR-55n/o Mesa NB 6,500 6,365 .98 B2 6,500 6,312 .98 1? SR 73 w/o SR-55 NB 6,000 6,237 1.04 F 6,000 61268 1.04 F SR 73 c/o SR-55 NB 6,500 5,918 .91 E 6,$00 5,955 .92 E SR 73 c/o Campus NB 0000 4,788 .80 D 610W 4,788 .so D 1405 w/o SR-55 SB 916W 6,490 .68 C 9,600 6,537 .68 C 1405 w/o MacArthur SB 12,6W 11,292 .90 Es 12,6W 1040 .90 Er 1405 w/o Jamboree SB 12,600 9,313 .74 D 12,600 9,356 .74 D SR-55 n/o I405 SB $1000 6,802 .85 D $1000 6,926 .87 D SR-55 n/o SR-73 SB 6,500 3,813 .59 C 61500 3,813 .59 C SR55NoMesa SB 8,000 3,764 .47 13 8.000 3,770 .47 B SR-73 w/o SR-55 SB 6,000 5,940 .99 E 6100b 5,947 .99 E SR-73 eto SR-55 SB 8,000 5,605 .70 D 8,000 5,617 .70 C SR 73 eto Campus SB 610W 3,242 .54 C 61000 3,242 .54 C Continued John Wayne Airport 4.12 Austin -Foust Associates, Inc. Environmental impact Report 05902Drpt.doe Table 4-6 (cons) FREEWAY LEVEL OF SERVICE SUMMARY -EXISTING CONDITIONS PLUS SCENARIO 1 EXISTING LOCATION CAPACITY VOLUME V/C LOS EXISTING PLUS SCENARIO CAPACITY VOLUME VIC LOS II. PM PEAK HOUR A. Freeway Ramps I405 at MacArthur NB On 1,500 1,758 1.17 F 1,500 1,789 1.19* F SB On 1,080 1,517 1.40 F 1,080 1,589 1.47* F NB Off 1,500 869 .58 A 1,500 945 .63 B SB Off 3,000 1,297 .43 A 3,000 1,370 .46 A 1405 at Jamboree' NB Direct On 2,250 999 .44 A 2,250 999 .44 A NB Loop On 1,500 470 .31 A 1,500 470 .31 A SBDirect On 2,250 1,407 .63 B 2,250 1,412 .63 B SB Loop On 1,500 741 .49 A 1500 741 .49 A NB Off 2,250 801 .36 A 2,250 801 .36 A SB Off 2,250 1,584 .70 B 2,250 1,584 .70 B SA 73 at Jamboree NB Loop On U00 810 .54 A 1,500 810 .54 A SB On 1,500 1,011 .67 B 1,500 1,024 .68 B SR-73 at Campus/Irvine NB On 1,500 2,258 1.51 F 1,500 2,319 1.55* F SB Off 2,250 1,084 AS A 2,250 1,102 .49 A SR-55 at JWA NB On from IWA 1,500 600 .40 A 1,500 789 .53 A SB Off to JWA 1,500 244 .16 A 1,500 432 .29 A B. Freeway Mainline Segments I.405 w/o SR 55 NB 11,600 9,059 .78 D2 11,600 9,090 .78 D' 1-405 w/o MacArthur NB 10,600 9,161 .86 D2 10,600 9,192 .97 D2 1.405 w/o Jamboree NB 12,600 8,272 .66 C2 12,600 8,348 .66 0 SR-55 n/o I-405 NB 9,000 7,046 .78 D2 9,000 7,235 .80 D2 SR-55 n/o SR-73 NB 6,500 4,309 .66 C 6,500 4,311 .66 C SR-55 n/o Mesa NB 6,500 4,253 .65 C 6,500 4,264 .66 C SR-73 w/o SR-55 NB 6,000 6,831 1.14 172 6,000 6,882 1.15 F' SR-73 e%SR-55 NB 7,000 6,502 .93 E2 7,000 6,564 .94 E2 SR-73 c/o Campus NB 6,000 4,243 .71 C 6,000 4,243 .71 C I-405 w/o SR-55 SB 9,600 5,671 .59 C 9,600 5,742 .60 C I-405 w/o MacArthur SB 12,600 9,497 .75 D. 12,600 9,570 .76 D2 1.405 w/o Jamboree SB 12,600 9,717 .77 D2 12,600 9,789 .79 D2 SR-55 n/o I.405 SB 8,000 U47 1.03 F2 8,000 8,435 1.05 F2 SR-55 n/c SR-73 SB 7,000 6,433 .92 E 7,000 6,433 .92 E SR-55 n/o Mesa SB 8,000 6,350 .79 D 8,000 6,361 .80 D SR-73 w/o SR-55 SB 6,000 6,633 1.11 F 6,000 6,643 1.11 F SA 73 e% SR 55 SB 8,000 6,320 .79 D 8,000 6,339 .79 D SR-73 e%Campus SB 6,000 5,235 .87 D 6,000 5,235 .87 D *Significant impact ' CMP Interchange 2 Identified as a congested location (see Table 4-8) See Appendix E for additional lane and capacity information John Wayne Airport 4-13 Austin -Foust Associates, Inc. Environmental Impact Report 059020tpt.doc LOCATION Table 4.7 FREEWAY LEVEL OF SERVICE SUMMARY -2006 CONDITIONS PLUS SCENARIO 1 YEAR 2006 (NO -PROJECT) YEAR 2006 PLUS SCENARIO I CAPACITY VOLUME V/C LOS CAPACITY VOLUME VIC LOS I. AbtPEAKHOUR A. Freeway Ramps 1-405 at MacArthur NB On 1,500 516 .0 A 11500 528 .35 A SB On 11080 594 .55 A 1,080 623 .58 A NB Off 1,500 1,897 1.26 F 1500 1,930 1.29* F SB Off 31000 2,736 .91 E 3,000 2,768 .92 E I405atJamboreer NB Direct On 2,250 100 .57 A 2,250 1,280 .57 A NB Loop On 1,500 290 .19 A I,500 290 .19 A SIB Direct On 2,250 461 .20 A 2,250 463 .21 A SB Loop On 1 S00 130 .09 A 1500 130 .09 A NB Off 2,250 1.840 .82 D 2,250 1,840 .82 D SB Off 2,250 2,460 1.09 F 21250 2,460 L09 F SR-73 at Jamboree NB Loop On 1,500 760 .51 A 1500 760 .51 A SB On 1,500 613 .41 A 1,500 618 .41 A SR73atCampus/Irv(ne NB On 1,500 1,183 .79 C U00 1,208 .81 D SB Off 2,250 2,695 1.20 F 2,250 2,703 1.20 F SR-55atJWA NBOnfmmJWA 11500 299 10 A 1,500 376 .2S A SBOff toJWA 1,500 310 .21 A 1,500 393 .26 A B. FreewayMalnllnesegments 1405 w/o SR-55 NB 11,600 9,131 .79 D 11,600 9,144 .79 D 1405 w/o MacArthur NO 1016M 10,737 1.01 F 10,600 10,750 1.01 F 1.405 w/o Jamboree NB 12,600 11,926 .95 E 12,600 11,960 95 E SR-55 We 1405 NB I016M 9,429 .89 D 1016M 9,506 .90 E SR 55 a/o SR 73 NB 6,500 61781 1.04 Fr 6,500 6,782 1.04 V SR-55 n/o Mesa NB 6500 050 1.01 F= 6,500 6,555 1.01 Fr SR 73 w/o SK 55 NB 6,000 6,470 1.08 F 6,000 6,491 1.08 F SR-73 do SR 55 NB 6,500 61209 .96 E 000 6,234 .96 E SR 73 do Campus NB 6,000 5,123 .85 D 6,000 5,123 .85 D 1.405 w/o SR 55 SB 9,600 6,666 .69 C 9,600 6,697 .70 C 1405 w/o MacArthur SB 12,600 11,964 .95 E° 12,600 11,996 .95 E_ 1.405w/o Jamboree SB 12,600 9,803 .7g D 12,600 9,832 .78 D SR-55 No 1.405 SB 9,600 7,156 .75 D 916M 7,239 .75 D SR-55n/oSR-73 SB 6,500 4,009 .62 C 61500 4,009 .62 C SR-55 No Mesa SB 81000 3,874 As B 8,000 3,879 .48 B SR-73w/oSR-55 SB 6,000 6,154 1.03 F 6,000 6,159 1.03 F SR-73 do SR-55 SB 8,000 5,873 .73 D 81000 5,881 .74 D SR 73 do Campus SB 6,000 3,469 .58 C 6,000 3,469 .58 C Continued John Wayne Airport 4.14 Austin -Foust Associates, Inc. � Environmental Impact Report 059020rptdoc II Table 4-7 (cont) FREEWAY LEVEL OF SERVICE SUMMARY -2006 CONDITIONS PLUS SCENARIO 1 YEAR 2006 (NO -PROJECT) LOCATION CAPACITY VOLUME VIC LOS ' YEAR 2006 PLUS SCENARIO I CAPACITY VOLUME V/C LOS H. PM PEAK HOUR A. Freeway Ramps I405 at MacArthur NB On 1,500 1,930 1.29 F 1,500 1,951 1.30 F SB On 1,080 1,764 1.63 F 1,080 1,812 1.68* F NB Off 1,500 1,185 .79 C 1,500 1,236 .82 D SB Off 3,000 1,394 .46 A 3,000 1,443 AS A I405 at Jamboree` NB Direct On 2,250 1,050 .47 A 2,250 1,050 .47 A NB Loop On 1,500 510 .34 A 1,500 510 .34 A SB Direct On 2,250 1,482 .66 B 20250 1,485 .66 B SB Loop On 1,500 790 .53 A 1,500 790 .53 A NB Off 2,250 830 .37 A 2,250 830 .37 A SB Off 2,250 1,680 .75 C 2,250 1,680 .75 C SR-73 at Jamboree NB Loop On 1,500 900 .60 A 1,500 900 .60 A SB On 1,500 1,094 .73 C 1,500 1,103 .74 C SR-73 atCampus/Irvine NB On 1,500 2,380 1.59 F 1,500 2,421 1.61* F SB Off 2,250 1,166 .52 A 2,250 1,178 .52 A SR 55 at JWA NB On from JWA 1,500 662 .44 A 1,500 789 .53 A SB Off to JWA 1,500 306 .20 A 1,500 432 .29 A B. Freeway Mainline Segments I-405 w/o SR-55 NB 11,600 9,293 .80 D2 11,600 9,314 .80 D' 1405 w/o MacArthur NB 10,600 9,703 .92 E2 10,600 9,724 .92 E_ I405 w/o Jamboree NB 12,600 8,720 .69 C= 12,600 8,771 .70 C2 SR-55 n/o 1405 NB 10,600 7,432 .70 C 10,600 7,559 .71 C SR-55 n/o SR 73 NB 6,500 4,532 .70 C 6,500 4,533 .70 C SR-55 n/o Mesa NB 6,500 4,379 .67 C 6,500 4,386 .67 C SR 73 w/o SR 55 NB 6,000 7,092 1.18 Fz 6,000 7,127 1.19 Fl SR-73 do SR-55 NB 7,000 6,828 .98 E3 7,000 6,870 .98 E' SR-73 do Campus NB 6,000 4,540 .76 D 6,000 4,540 .76 D 1-405 w/o SR-55 SB 9,600 5,835 .61 C 9,600 5,882 .61 C I.405 w/o MacArthur SB 12,600 10,073 .80 D2 12,600 10,122 .80 D2 1-405 w/o Jamboree SB 12,600 10,237 .81 D' 12,600 10,285 .82 D' SR-55 n/o 1405 SB 9,600 8,689 .91 E 9,600 8,815 .92 E SR-55 n/o SR-73 SB 7,000 6,765 .97 E 7,000 6,765 .97 E SR-55 n/o Mesa SB 8,000 6,536 .82 D 8,000 6,543 .82 D SR-73 w/o SR-55 SB 6,000 6,873 1.15 F 6,000 6,890 1.15 F SR 73 do SR-55 SB 8,000 6,624 .83 D 8,000 6,636 .83 D SR 73 do Campus SB 6,000 5,602 .93 E 6,000 5,602 .93 E *Significant Impact r CMP Interchange 1 Identified as a congested location (see Table 4-9) Bee Appendix E for additional lane and capacity information John Wayne Airport 4-15 Austin -Foust Associates, Inc. Environmental Impact Report 059020tptdoc Table 4.8 FREEWAY LEVEL OF SERVICE SUMMARY — YEAR 2000 SCENARIO i CONGESTED CONDITIONS UNCONGESTED CONGESTED L AM PEAKHOUR SR-55 n/o 1-405 SR 55 We SR-73 SR-55 We Mesa 1.405 w/o MacArthur H.PMPEAKHOUR %OF NB 4+1A 9,000 8,970 114 1% NB 3+1A 6500 6,440 1 0% NB 3+2A 6,500 6,360 7 0% SB S+1H+lA 12,600 11,290 48 0% 1.405W/o SR-55 NB S+1H+lA 11,600 91050 I.405 w/o MacArthur NB 4+1H+2A 10,600 9,160 1.405w/o Jamlwree NB 5+1H+1A 12,600 8,272 SR 55 n/o 1405 NB 4+IA 91000 7,040 SR-73 w/o SR 55 NB 3 61000 61000 SR-73c/o SR-55 NB 3+1A 7,000 6,500 I.405w/o MacArthur SB 5+1H+IA 12,600 9,490 1405 w/o Jamboree SB S+1H+tA 12,600 9,710 SR-55n/oI405 SB 4+1A 81000 81000 Tormatc X+YH+ZA, where X- Mainline Lanes, Y m HOV Lanes and Z d Auuiliaty Lanes 'Based on observed existing congested conditions trhnient Timernthta to the inorementbetween existingaimortnn d0nv andandVitVenrrcmnnd 31 0% 31 0% 76 1% 189 3°% 51 1% 62 1% 73 1% 72 1% 188 2°.6 I John Wayne Airport 4-16 Ausdn-Foust Associates, Inc. Environmental Impact Report 059020rpt.doc Table 4-9 FREEWAY LEVEL OF SERVICE SUMMARY — YEAR 2006 SCENARIO CONGESTED CONDITIONS UNCONGESTED CONGESTED (STABLE) ([INSTABLE) PROJECT LOCATION LANES[ CAPACITY CAPACITY' TRAFFIC %OF CAPACITY I. AM PEAK HOUR SR-55 n/o SR-73 NB 3+1A 6,500 6,440 1 0% SR-55 n/o Mesa NB 3+2A 6,500 6,360 5 0% I405 w/o MacArthur SB 5+1H+lA 12,600 11,290 32 0% IL PM PEAK HOUR I405 w/o SR-55 NB 5+1H+tA 11,600 9,050 21 0% ' I-405w/o MacArthur NB 4+lH+2A 10,600 9,160 21 0% 1-405 w/o Jamboree NB S+IH+lA 12,600 8,272 51 1% SR-73 w/o SR-55 NB 3 6,000 6,000 34 1% SR-73 c/o SR-55 NB 3+IA 7,000 6,500 42 I% I-405 w/o MacArthur SB S+1H+lA 12,600 9,490 49 1% 1 405 w/o Jamboree SB S+lH+IA 12,600 9,710 48 0% 'Format: X+YH+ZA, where X = Mainline Lanes, Y = HOV Lanes and Z = Auxiliary Lanes Based on observed existing congested conditions rPm'ect Traffic refers to the increment between No -Project and Scenario i John Wayne Airport Environmental Impact Report 4.3 TRAFFIC IMPACTS - PROJECT SCENARIO 2 As discussed in Chapter 3.0, Scenario 2 would increase trip generation by 19,138 vehicle trips per day over existing conditions, with 961 in the AM peak hour and 1,514 in the PM peak hour. Scenario 2 would increase trip generation by 14,906 vehicle trips per day over -year 2006 No -Project conditions, with 750 in the AM peak hour and 1,178 in the PM peak hour. Figure 4-4 shows the ADT volumes for existing conditions plus Scenario 2 and Figure 4-5 shows the ADT volumes for 2tj06 conditions plus Scenario 2. The corresponding comparison for peak hour ICU values can be found in Tables 4-10 and 4-11 for existing and 2006 conditions, respectively (intersection turn volume illustrations are provided in Appendix C and ICU worksheets are provided in Appendix D). One intersection shows a significant project impact compared to existing conditions and to 2006 no - project conditions. Tables 4-12 and 4-13 summarize the ramp and freeway segment impacts for uncongested conditions and Tables 4-14 and 4-15 list the congested locations. Pour freeway rumps are significantly impacted by the project when compared to both existing and 2006 no -project conditions. Two freeway mainline segments are significantly impacted compared to existing conditions and no segments are significantly impacted compared to 2006 no -project conditions. 4.4 TRAFFIC IMPACTS - PROJECT SCENARIO 3 As discussed in Chapter 3.0, Scenario 3 would increase trip generation by 28,706 vehicle trips per day over existing conditions, with 1,441 in the AM peak hour and 2,272 in the PM peak hour. Scenario 3 would increase trip generation by 24,474 vehicle trips per day over year 2006 No -Project conditions, With 1,230 in the -AM peak hour and 1,936 in the PM peak hour. Figure 4-6 shows the ADT volumes for existing conditions plus Scenario 3 and Figure 4-7 shows the ADT volumes for 2006 conditions plus Scenario 3. The corresponding comparison for peak hour ICU values can be found in Tables 4-16 and 4-17 for existing and 2006 conditions respectively (intersection turn volume illustrations are provided in Appendix C and ICU worksheets are provided in Appendix D). Two intersections show a significant project impact compared to existing conditions and two intersections show a significant project impact compared to 2006 no -project conditions. Tables 4-18 and 4-19 summarize the ramp and freeway segment impacts. These values have been calculated using the Text conitnued onpage 4-37 John Wayne Airport 4-18 Austin -Foust Associates, Inc. Environmental Jmpact Report 059020rpt.doc I I I i__V I I I I I I I 1 11 Figure 4.5 ADT VOLUMLS (000s) •2006 WITSJWASMNARIO 2 John Wayne Airport 4-20 Austin Foust Associates, Inc. Environmental Impact Report 0$9020rpt0g4-Ithru9.dwg 11 rJ 1 I i F] i i i i i 1 1 I I i I I I I I I I I I I I I I I I Table 4-10 ICU SUMMARY- EXISTING CONDITIONS PLUS SCENARIO 2 EXISTING EXISTING PLUS SCENARIO 2 LOCATION AM PM AM DIFF PM DIFF Divm (IBC) 1. MacArthur & Main .61 .86 .61 .00 .88 .02 2. MacArthur & I-405 NB Ramps' .60 .59 .62 .02 .61 .02 3. MacArthur & I.405 SB Rampst .61 .83 .62 .01 .85 .02 4. MacArthur & Michelson .80 .53 .86 .06 .63 .10 5. MacArthur & Campus .60 .72 .60 .00 .73 .01 7. Jamboree & I-405 NB Ramps .56 .61 .57 .01 .61 .00 8. Jamboree & I.405 SB Ramps .79 .62 .80 .01 .63 .GI 9. Jamboree & Michelson .68 .78 .68 .00 .79 .01 10. Jamboree & Campus .79 .69 .79 .00 .69 .00 14. VonRartnan & Michelson .54 .72 .55 .01 .74 .02 21. Red Hill & MacArthur .81 .89 .81 .00 .89 .00 22. Red Hill & Main .71 .93 .72 .01 .93 .00 NEWPORTBEACH 6. MacArthur & Birch A8 .63 .48 .00 .63 .00 11. Jamboree & MacArthur' .83 .90 .83 .00 .90 .00 12. Jamboree & Bristol North .53 .58 .53 .00 .58 .00 13. Jamboree & Bristol S .64 .64 .64 .00 .65 .01 15. Campus & Airport N .28 .80 .32 .04 .85 .05 16. Campus & Quail .57 .56 .58 .01 .59 .03 17. Campus & Bristol North .66 .93 .68 .02 .97 .04" 18. Campus & Bristol South .67 .62 .69 .02 .64 .02 19. Birch & Bristol North .fit .76 .62 .01 .76 .00 20. Birch & Bristol South A2 .54 .42 .00 .54 .00 26. Wine & Mesa? .71 1.141' .71 .00 1.148' .007 27. Irvine & University? .63 .63 .63 .00 .63 .00 28. Irvine & 22nd .60 .70 .60 .00 .71 .01 29. Irvine & 20th .47 .76 .47 .00 .76 .00 30. Irvine & 19th .55, .62 .55 .00 .62 .00 31. Irvine & 17th .45 .74 .45 .00 .74 .00 COSTA MESA 23. Santa Ana & Bristol .40 .67 .40 .00 .67 .00 24. Santa Ana & Mesa2 .44 .62 .44 .00 .62 .00 25. Santa Ana & Del Mare .39 .65 .39 .00 .66 .01 32. Newport SB & Mesa 23 .71 .23 .00 .72 .01 33. NewportNB&Mesa .35 .48 .36 .01 .48 :00 34. Newport SB & Del Mar .37 .55 .37 .00 .55 .00 35. Newport NB & Del Mar .82 .50 .82 .00 .50 .00 • Significant Impact (See Table 14 for criteria) ' Congestion Management Plan (CMP) Intersection 2 Shared City/Countyjurisdiction ' Calculations carried out to three decimal places at potentially impacted City of Newport Beach intersections as described in the performance criteria (see Table 1.4) Level of service ranges: .00 - .60 A .61- .70 B .71 - .80 C .81 - .90 D .91-1.00 E Above 1.00 F John Wayne Airport 4-21 Austin -Foust Associates, Inc. IEnvironmental Impact Report 059020rpt.doe Table 4-11 ICU SUMMARY -2006 CONDITIONS PLUS SCENARIO 2 2006 NO -PROJECT 2006 SCENARIO 2 LOCATION AM PM AM DIFF PM DIFF IRVINE (IBC) 1. MacArthur&Main .66 .94 .67 .01 .96 .01 2. MacArthur & I405 Np Rampst .68 .64 .68 X .66 .02 3. MacArthur & I405 SB Rumps' .67 .93 .67 .00 .95 .02 4. MacArthur&Michelson .89 .58 .93 .04 .65 .07 5. MacArthur & Campus .64 .79 .64 .00 .79 .00 7. Jamboree & I-405 NB Ramps .63 .60 .63 .00 .70 .01' 8. Jaroiwree&1-405SBRamps .88 .68 .88 .00 .68 .00 9. Jamboree & Michelson .75 .88 .75 .00 .89 .01 10. Jamboree & Campus .84 .76 .84 .00 .76 .00 14. VonKsaow & Michelson .57 .16 .57 .00 .77 .01 21. Red Hill & MacArthur' .77 .77 .77 .00 .78 .01 22. Red Hill & Main .76 .99 .76 .00 1.00 .01 NEWPORT BEACH 6. MacArthur&Birch .50 .66 .50 .00 .67 .01 it. Jamboree & MacArthurU .81 .89 .82 .01 .89 .00 12. Jamboree & Bristol North .55 .63 .55 .00 .63 .00 13, Jamboree &Bristol S .70 .71 .70 .00 .71 .00 15. Campus & Airport N 31 .86 .33 .02 .90 .04 16. Campus &Quail .63 .60 64 .01 .62 .02 17. Campus&Bristol North' .70 1.00 .71 .01 1.04 .04• 18. Campus &Bristol South' .81 .67 .81 .00 .69 .02 19. Birch&BrismlNorih .62 .78 .63 .01 .78 .00 20. Basch&Bristol South .44 .56 .44 .00 .56 .00 26. Irvine &Mesa',' .49 .94 .49 100 .94 .00 27. Irvine & University' .69 .68 .70 .01 .68 .00 28. twine & 22id .63 .72 .63 .00 .73 .01 29. Irvine & 20* All .80 A8 .00 .80 .00 30. Irvine & 19* .60 .65 .60 .00 .65 .00 31. Irvine & 17° .45 .75 AS .00 .75 .00 COSTAMESA 23. Santa Ana&Bristol .41 .72 .41 .00 .72 .00 24. Santa Ana&Mesa' A3 .62 .43 .00 .62 .00 25, Santa Ana & Del Mar' .45 .68 .45 .00 .68 .00 32. Newport SB & Men .28 .82 .28 .00 .82 .00 33. Newport NB & Mesa .37 .51 .37 .00 .51 .00 34. Newport SB & Dal Mar .38 .55 .38 .00 .56 .01 35. Newport NB & Del Mar .85 .51 .85 .00 .51 .00 * Significant Impact (See Table 1.4 for criteria) Congestion Management Plan (CMP) Intersection ' SharctlCity/Countyjutisdiction ' 2006 forecasts include committed improvements shown in Chapter 2,0. Level of service ranges:.00 - .60 A .61- .70 B .71- .80 C .81- .90 D .91-1.00 B Above 1.00 F John Wayne Airport 4 22 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doe I I I I Table 4-12 FREEWAY LEVEL OF SERVICE SUMMARY -EXISTING CONDITIONS PLUS SCENARIO EXISTING EXISTING PLUS SCENARIO 2 LOCATION CAPACITY VOLUME V/C LOS CAPACITY VOLUME V/C LOS I. AM PEAK HOUR A. Freeway Ramps 1405 at MacArthur NB On 1,500 459 .31 A 1,500 487 .32 A SB On 1,080 530 .49 A 1,080 595 .55 A NB Off 1,500 1,648 1.10 F 1,500 1,723 1.15• F SB Off 3,000 2,509 .84 D 3,000 2,581 .86 D 1405 at Jamboree' NB Direct On 2,250 1,228 .55 A 2,250 1,228 .55 A NB Loop On 1,500 285 .19 A 1,500 285 .19 A SB Direct On 2,250 450 .20 A 2,250 455 .20 A SB Loop On 1,500 122 .08 A 1,500 122 .08 A NB Off 2,250 1,730 .77 C 2,250 1,730 .77 C SB Off 2,250 2,317 1.03 F 2,250 2,317 1.03 F SR-73 at Jamboree NB Loop On 1,500 689 A6 A 1,500 689 .46 A SB On 1,500 567 .38 A 1,500 579 .39 A SR-73 at Campus/Irvine NB On 1,500 1,130 .75 C 1,500 1,186 .79 C SB Off 2,250 2,364 1.05 F 2,250 2,381 1.06 F SR-55 at JWA NB On from JWA 1,500 262 .17 A 1,500 433 .29 A SB Off to JWA 1,500 269 .18 A 1,500 454 .30 A B. Freeway Mainline Segments I.405 w/o SR-55 NB 11,600 8,905 .77 D 11,600 8,933 .77 D I405 w/o MacArthur NB 10,600 10,142 .96 E 10,600 10,170 .96 E 1 405 w/o Jamboree NB 12,600 11,331 .90 E 12,600 11,406 .91 E SR-55 n/o 1-405 NB 9,000 8,979 1.00 E2 9,000 9,150 1.02 Ft SR-55 n/o SR-73 NB 6,500 6,448 .99 E2 6,500 6,450 .99 E2 SR-55 n/o Mesa NB 6,500 6,365 .98 E2 6,500 6,376 .98 E2 SR-73 w/o SR-55 NB 6,000 6,237 1.04 F 6,000 6,283 1.05 F SR-73 e%SR55 NB 6,500 5,918 .91 E 6,500 5,974 .92 E SR-73 c/o Campus NB 6,000 4,788 .80 D 6,000 4,788 .80 D I-405 w/o SR-55 SB 9,600 6,490 .68 C 9,600 6,560 .68 C I405 w/o MacArthur SB 12,600 11,292 .90 E2 12,600 11,364 .90 E2 I405 w/o Jamboree SB 12,600 9,313 .74 D 12,600 9,379 .74 D SR-55 n/o 1405 SB 8,000 6,802 .85 D 8,000 6,987 .87 D SR-55 n/o SR 73 SB 6,500 3,813 .59 C 6,500 3,813 .59 C SR-55 n/o Mesa SB 8,000 3,764 .47 B 8,000 3,774 .47 B SR-73 w/o SR-55 SB 6,000 5,940 .99 E 6,000 5,950 .99 E SR-73 eto SR-55 SB 8,000 5,605 .70 D 8,000 5,624 .70 C SR-73 c/o Campus SB 6,000 3,242 .54 C 6,000 3,242 .54 C Continued John Wayne Airport Environmental Impact Report 059020rpt.doc Table 4-12 (cont) FREEWAY LEVEL OF SERVICE SUMMARY- EXISTING CONDITIONS PLUS SCENARIO 2 EXISTING EXI.SITINOPLUSSCENARIO 2 LOCATION CAPACITY VOLUME V/C LOS CAPACITY VOLUME V/C LOS II. PMPEAKBOUR A. Freewayllamps I405 at MacArthur NB On 100 1,758 1.17 F 11500 1,803 1200 F SB On 1,086 1,517 L40 F 1,080 1.623 1.50+ F NB Off 1400 869 .58 A 1,500 982 .65 B SB Off 3,000 1.297 .43 A 3,000 IA06 .47 A 1405 at Jamboree' NB Direct On 2,250 999 .44 A 2,250 999 .44 A NB Loop On 11500 470 .31 A 1,500 470 .31 A SBDirect On 2,250 1,407 .63 B 2,250 1,415 .63 B SB Loop On 1,500 741 A9 A 1,600 741 .49 A NB Off 2,250 301 .36 A 2,250 801 .36 A SB Off 2,250 1,584 .70 B 2,250 1,584 .70 B SR-73 at Jamboree NB Loop On L500 810 .54 A 1,500 810 .S4 A SB On 1,500 1.011 .67 B 1,500 1,031 .69 B SR 73 at Cempus/Wlne NB On 11500 2,258 1.51 F 1500 2,349 1.57* F SB Off 2,250 1,084 .49 A 2,250 1,l l2 A9 A SR-55atJWA NO On from AVA 1400 600 .40 A 11500 $80 .59 A SBOfftoJWA 11500 2" .16 A 11500 524 .35 A B. FreewayMalnllneSegments I405 w/o SR-55 NB 11,600 91059 .78 Dr 11,600 9,104 .78 D' I405 w/o MacArthur NB 10,600 9,161 .86 D' 101600 9,206 .87 E' 1-405 w/o Jamboree N13 12,600 8,272 .66 C' 12,600 U85 .67 C' SR 55 n/o I405 NE 91000 7,046 .78 D' 91000 7,326 .81 D' SR 55 n/o SR-73 NB 6,500 4,309 .66 C 6,500 4,312 .66 C SR-55 n/o Mesa NB 6,500 4,253 .65 C 61500 4,269 .66 C SP 73 w/o SP-55 NB 61000 6,831 1.14 F' 6,000 6,907 1.15 F' SR, 73 c/o SR 55 NB 7,000 6,502 .93 E' 7,000 6,594 .94 E' SR-73 c/o, Campus NB 6,000 4,243 .71 C 6,000 4,243 .71 C I.405 w/o SR-55 SB 916M 5,671 .59 C 9,600 5,777 60 C 1405 w/o MacArthur SB 12,600 9,497 .75 D' 12,6W 906 .76 D' I.405 w/o Jamboree SB IZ600 9,717 .77 D1 12,600 9,823 .78 W SR 55 n/o 1.405 SB 8,000 8.247 1.03 F' 8,000 8,527 1.07' F' SR-55 n/o SR-73 SB 7,000 6,433 .92 E 7,000 6,433 B2 E SR 55 n/oMesa SB 81000 6,350 .79 D 8,000 6,366 .80 D SR 73 w/o SR-55 SB 61000 6,633 1.11 F 6,000 6,648 1.11 F SR-73 do SR 55 SB 81000 6,320 .79 D 81000 6,348 .79 D SR 73 do Campus SB 6AW 5,235 .87 D 61000 5,235 .87 D *Significantlmpact ' CMP Interchange Identified as a congested location (see Table 4-14) See Appendix Eforadditionallineandcapacity information John Wayne Airport 4.24 Austin•FoustAssociates, Inc. Enviroamentd lmpactReport 059020tptdoo I LOCATION Table 4-13 FREEWAY LEVEL OF SERVICE SUMMARY- 2006 CONDITIONS PLUS SCENARIO 2 YEAR 2006 (NO -PROJECT) YEAR 2006 PLUS SCENARIO 2 CAPACITY VOLUME VIC LOS CAPACITY VOLUME V/C LOS I. AM PEAK HOUR A. Freeway Ramps I-405 at MacArthur NB On 1,500 516 .34 A 1,500 538 .36 A SB On NB Off 1,080 1,500 594 1897 .55 1.26 A F 1,080 1,500 645 1955 .60 130• A F SB Off 3,000 2736 .91 E 3,000 2792 .93 E I-405 at Jamboree' NB Direct On 2,250 1,280 .51 A 2,250 1,280 .57 A NB Loop On 1,500 290 .19 A 1,500 296 .19 A SB Direct On 2,250 461 .20 A 2,250 465 .21 A SB Loop On 1,500 130 .09 A 1,500 130 .09 A NB Off 2,250 1,840 .82 D 2,250 1,840 .82 D SB Off 2,250 2,460 1.09 F 2,250 2,460 1.09 F 1 SR-73 at Jamboree NB Loop On 1,500 760 51 A 1,500 760 .51 A SB On 1,500 613 .41 A 1,500 622 Al A SR-73 at Campus/Irvine NB On 1,500 1,183 .79 1.20 C F 1,500 2,250 1,226 2,707 .82 1.20 D F SB Off 2,250 2,695 SR-55 at JWA NB On from JWA 1,500 299 .20 A 1,500 433 .29 A SB Off toJWA 1,500 310 .21 A 1,500 454 .30 A B. Freeway Mainline Segments 1405 w/o SR 55 1405 w/o MacArthur NB NB 11,600 10,600 9;131 10,737 .79 1.01 D F 11,600 10,600 9,153 10,759 .79 1.02 D F T 405 w/o Jamboree NB 12,600 11,926 .95 E 12,600 11,985 .95 E SA 55 n/o I.405 55 SR-73 NB NB 10,600 6,500 9,429 6,781 .89 1.04 D Fa 10,600 6,500 9,563 6,782 .90 1.04 E F2 SR n/o SR 55 n/o Mesa NB 6,500 6,550 1.01 F= 6500 6558 1.01 F= SR-73 w/o SR-55 NB 6,000 6,470 1.08 F 6,000 6,506 1.08 F SR-73 e/o SR-55 NB 6,500 6,209 .96 E 6,500 6,252 .96 E SR-73e%Campus NB 6,000 5,123 .85 D 6,000 5,123 .85 D I405 w/o SR-55 I405 w/o MacArthur SB SB 9,600 12,600 6,666 11,964 .69 .95 C ' 9,600 12,600 6,720 12,020 .70 .95 C E2 1405 w/o Jamboree SB 12,600 9,803 .78 D 12,600 9,853 .78 D SR-55 n/o 1-405 SB 9,600 7,156 .75 D 9,600 7,300 .76 D SR-55 n/o SR 73 SB 6,500 4,009 .62 C 6500 4,009 .62 C SR-55 n/o Mesa SB 8,000 3,874 .48 B 8,000 3,882 .49' B SR-73 w/o SR-55 SB 6,000 6,154 1.03 F 6,000 6,162 1.03 F SR-73 e/o SR-55 SB 8,000 5,873 .73 D 8,000 5,887 .74 D SR-73 Jo Campus SB 6,000 3,469 .58 C 6,000 3,469 .58 C Continued John Wayne Airport 4-25 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc Table 4-13 (cant) FREEWAY LEVEL OF SERVICE SUMMARY -2006 CONDITIONS PLUS SCENARIO 2 YEAR2006(NO-PROJECT) LOCATION CAPACITY VOLUME V/C LOS YEAR 2006 PLUS SCENARIO 2 CAPACITY VOLUME V/C LOS H. PM PEAK HOUR A. Freeway Ramps I405gtMacArlhur NO On 1,500 1,930 1.29 F 1,500 1,965 131* F SO On 1,080 1,764 1.63 F 1,080 1,846 1.71* F NO Off 1,500 1,185 .79 C 11500 1,273 .85 D SO Off 31000 1,394 A6 A 3,000 1,479 .49 A 1405atlamboree' NO Direct On 2.250 110$0 .47 A 2,250 1,050 .47 A NO Loop On 1500 510 .34 A 1,500 510 .34 A SO Direct On 2,250 1,482 .66 B 2,250 1A88 .66 B SO Loop On 1,500 790 .53 A 1,500 790 .53 A NO Off 2,250 830 .37 A 2,250 830 37 A SE Off 240 11680 .75 C 200 11680 .75 C SR 73 at Jamboree NO Loop On 1,500 900 .60 A 11500 900 .60 A SO On 1,500 1,094 .73 C 1,500 1,110 .74 C SR-73atCempus/Wine NO On 1,500 2,380 1.59 F 1500 2,451 1.63* F SE Off 2,250 1,166 32 A 2,250 1,188 .53 A SR-55atJWA NO On from JWA 1,500 662 .44 A 1,500 ago .50 A SE Off toJWA 1,500 306 .20 A 1,500 524 35 A B. Freeway Mainline Segments 1405 w/o SR 55 NO 11,600 9,293 .so V 11,600 V28 .80 D' 1.405 w/o MacArthur NO 10,600 9,703 .92 E' 10,6W 9,739 .92 E_ I.405W/oJamboree NO 12,600 8,720 .69 C' 12,600 8,808 .70 e SA 55 n/o I405 NO 10,600 7,432 .70 C 1016M 7,651 .72 D SR55n/oSR-73 NO 61500 4,532 .70 C 6,$00 4,534 .70 C SR-55n/oMesa NO 6,500 4,379 .67 C 61500 4,391 .68 C SR 73 w/o SR-55 NO 6,000 7,092 1.18 F' 6,000 7,151 1.19 F' 6R-73 e%SR-55 NO 71000 6,828 .98 E' 71000 619M .99 E' SR-73 c/o Campus NO 6,000 4,540 .76 D 61000 4,540 .76 D 1405 wlo SR-55 SO 9,600 5,835 .61 C 9,6W 5,917 .62 C 1.405w/o MacArthur SB 12,600 10,073 .80 Dr 12,600 10,157 .81 IF 1-405 w/o Jambatee SO 12,600 10,237 .81 D' 12,600 10,319 .82 W SR.55n/oI405 SO 9,600 81699 .91 B 916M 89M .92 E SR-55 r✓o SR-73 SO 7,000 6,765 .97 B 7,000 6,765 .97 B SR 55 n/o Mesa SO 81000 61536 .82 D 81000 6,548 .82 D SR 73 w/o SR 55 SO 6,000 6,973 1.15 F 61000 61885 1.1$ F SR-73c/o SR-55 SO 8.600 6,624 .93 D 81000 6,645 .83 D SR-73c/o Campus SO 61000 51602 .93 B 6,000 5,602 .93 E *Significant Impact h CMP Interchange ' Identified as a congested location (see Table 4.15) See Appendix Bforadditionallaneandcapacity information John WsynoA Environmental Table 4-14 FREEWAY LEVEL OF SERVICE SUMMARY— YEAR 2000 SCENARIO 2 CON UNCONGESTED CONGESTED (STABLE) (UNSTABLE) I. AM PEAK HOUR SR 55 n/o 1.405 NB 4+1A 9,000 SR-55 n/o SR-73 NB 3+1A 6,500 SR-55 n/o Mesa NB 3+2A 6,500 I405 w/o MacArthur SB 5+lH+1A 12,600 H. PM PEAK HOUR I405 w/o SR 55 NB S+IH+IA 11,600 I-405 w/o MacArthur NB 4+1H+2A 10,600 I405w/o Jamboree NB S+1H+lA 12,600 SR-55 n/o I-005 NB 4+1A 9,000 SR-73 w/o SA 55 NB 3 6,000 SR 73 c/o SR-55 NB 3+IA 7,000 I405 w/o MacArthur SB S+IH+IA 12,600 1405 w/o Jamboree SB 5+1H+1A 12,600 SR-55 n/c, 1405 SB 4+IA 8,000 *Significant Impact 'Format: X+YH+ZA, where X = Mainline Imes, Y = HOV Lanes and Z = Auxiliary Lanes 'Based on observed existing congested conditions 'Project Traffic refers to the increment between existing airport opemdons and activity corn % OF 8,970 171 2% 6,440 2 0% 6,360 11 0% 11,290 72 1% 9,050 45 0% 9,160 45 0% 8,272 113 1% 7,040 280 40%' 6,000 76 1% 6,500 92 1% 9,490 109 1% 9,710 106 1% 8,000 280 40/,w 2 John Wayne Airport 4-27 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc Table4.15 FREEWAY LEVEL OF SERVICE SUMMARY —YEAR 2006 SCENARIO 2 CONGESTED CONDITIONS UNCONGESTED CONGESTED % OF I. AM PEAK HOUR SR-55u/oSR-73 NB 3+IA 61500 6,440 1 0% SR-55 n/o Mesa Na 3+2A 61500 6,360 8 0% 1.405w/oMacArthur SB 5+1H+IA 12,600 11,290 56 0% JL PM PEAK HOUR I405WIG SR-55 Na S+IH+IA 11.600 9,050 35 0% I.405w/oMacArthur NB 4+IH+2A 10,600 9,160 36 0% 1.405w/o lamborce NB S+IH+IA 12,600 8,272 88 10/0 SR-73w/oSR-55 NB 3 6,000 6,000 59 I% SR-73 c/o SR-55 NB 3+IA 71000 61500 72 1% L405w/o MacArthur SB 5+111+IA 12,600 %490 84 1% 1-405 w/o Jamboree SD 5+IH+1A 12,600 9,710 82 1% 'Forman X+YH+ZA, where X m Mainline Lanes, Y a HOV Lanes and Z. Atudliary Lanes 'Based on observed existing congested conditions aPmlectTralOc mlem to the increment between No-Prniect and Scenario 2 A John Wayne Airport 4-28 Austin -Foust Associates,lno. EnviroamerttalhrrpactReport 059020rptdoe , I LJ I 1 I I I i I LJ I I I I I Figure 4.7 ADTVOLUbM (OWs) -2006 WITH IWASCENARI0 3 John Wayne Airport 4-30 Austin -Foust Associates, Inc. Environmental Impact Report 059020tpt68441thru9,dwg I I r I 1 I 1 I I I 1 1 I I 1 I I I 1 I f r d L I L I I I Table 4-16 ICU SUMMARY - EXISTING CONDITIONS PLUS SCENARIO 3 EXISTING EXISTING PLUS SCENARIO 3 LOCATION AM PM AM DIFF PM DIFF IRVINE (IBC) 1. MacArthur & Main .61 .86 .62 .01 .90 .04 2. MacArthur & 1405 NB Ramps' .60 .59 .64 .04 .63 .04 3. MacArthur & 1 405 SB Ramps" .61 .83 .62 .01 .88 .05 4. MacArthur & Michelson .80 .55 .89 .09 .68 .15 5. MacArthur & Campus .60 .72 .61 .01 .73 .01 7. Jamboree & 1.405 NB Ramps .56 .61 .57 .01 .61 .00 8. Jamboree & I405 SB Ramps .79 .62 .80 .01 .63 .01 9. Jamboree & Michelson .68 .78 .68 .00 .79 .01 10. Jamboree & Campus .79 .69 .79 .00 .69 .00 14. VonKarman & Michelson .54 .72 .56 .02 .74 .02 21. Red Hill & MacArthur .81 .89 .81 .00 .89 .00 22. Red Hill & Main .71 .93 .72 .01 .94 .01 NEWPORTBEACH 6. MacArthur & Birch .48 .63 .48 .00 .64 .01 11. Jamboree & MacArthur' .83 .90 .83 .00 .91 .01 12. Jamboree & Bristol North .53 .58 .53 .00 .59 .01 13. Jamboree & Bristol S .64 .64 .64 .00 .65 .01 15. Campus & Airport N .28 .80 .34 .06 .88 .08 16. Campus & Quail .57 .56 .59 .02 .60 .04 17. Campus & Bristol North= .66 .93 .69 .03 .99 .06* 18. Campus & Bristol South" .67 .62 .69 .02 .65 .03 19. Birch & Bristol North .61 .76 .62 .01 .76 .00 20. Birch & Bristol South .42 .54 .42 .00 .54 .00 26. Irvine & Mesa" .71 1.141" .71 .00 1.151' .010* 27. Irvine &University" .63 .63 .63 .01 .63 .00 28. Irvine & 22nd .60 .70 .61 .01 .71 .01 29. Irvine & 20th .47 .76 .47 .00 .76 .00 30. Irvine & 19th .55 .62 .56 .01 .62 .00 31. Irvine & 17th .45 .74 .45 .00 .74 .00 COSTA MESA 23. Santa Ana & Bristol .40 .67 .40 .00 .67 .00 24. Santa Ana &Mesa2 .44 .62 .44 .00 .62 .00 25. Santa Ana & Del Mar" .39 .65 .40 .01 .66 .01 32. Newport SB & Mesa .23 .71 .23 .00 .72 .01 33. Newport NB & Mesa .35 .48 .36 .01 .48 .00 34. Newport SB & Del Mar .37 .55 .37 .00 .55 .00 35. Newport NB & Del Mar .82 .50 .83 .01 .50 .00 * Significant Impact (See Table 1-4 for criteria) ' Congestion Management Plan (CMP) Intersection " Shared City/Countyjurisdicdon " Calculations carried out to three decimal places at potentially impacted City of Newport Beach intersections as described in the performance criteria (see Table 1.4) Level of service ranges: .00 - .60 A .61 - .70 B .71 - .80 C .81- .90 D .91-1.00 E Above 1.00 F John Wayne Airport 4-31 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptdoc I Table 447 ICU SUMMARY-2006 CONDITIONS PLUS SCENARIO 3 2006 NO -PROJECT 2006 SCENARIO 3 LOCATION AM PM AM DIFF PM DIFF IRVJNE (IBC) L MacArthur & Main .66 .94 .67 .01 .97 .03 2. MacArthur & 1 405 NB Rampst .68 .64 .69 .01 .68 .04 3. MacArthur& 1405SB Ramps' .67 .93 .68 .01 .96 .03 4. MacArthur&Michelson .89 .58 .96 .07 .71 .13 S. MacArthur & Campus .64 .79 .64 .00 .70 .00 7. Jambcmc&I405NBRamps .63 .69 .64 .Ot .70 .01 8. Jamboree & 1-405 SB Ramps .88 .68 .88 .00 .68 .00 9. Jamboree&Michelson .75 188 .75 .00 .89 .01 10. Jamboree & Campus .94 .76 .84 .00 .78 .02 14. VonKamwn & Michelson .57 .76 .58 .01 .77 .01 21. Red Hill & MacArthur' .77 .77 .77 .00 .78 lot 22. Red Hilt & Main .76 .99 .76 .00 1.00 .01 NEWPORTBEACH 6. MacArthur & Birch .50 .66 .50 .00 .67 .01 11. Jamboree & MacArthur'-' .81 .89 .83 .02 .89 .00 12. Jamboree & Bristol North .55 .63 .55 .00 .63 .00 13. Jamboree & Bristol S .70 .71 .70 .00 .71 .00 15. Campus&AirportN .31 .86 .35 .04 .93 .07* 16. Campus & Quail .63 .60 .64 .0I .64 .04 17. Campus & Bristol North' .70 1.00 .71 .01 1.05 .05' 18. Campus & Bristol South' .81 .67 .82 .01 .70 .03 19. Birch & Bristol North .62 .78 .63 .01 .78 .00 20. Birch & Bristol South .44 .56 .44 .00 .56 00 26.Irvine&Mesa'•' A9 .943 A9 .00 .9474 .004 27. hvine & University' .69 .68 .70 .01 .68 .00 28. Irvine & 22nd .63 .72 .63 .00 .73 lot 29. Irvine & 20th .48 .80 .48 .00 .80 .00 30. Irvine & 19th .60 .65 .60 .00 .65 .00 31. Irvine & 17th .45 .15 AS .00 .75 .00 COSTAMESA 23. Santa Ana&Bristol Ai .72 .41 .00 .72 .00 24. Santa Ana&Mesa' .43 .62 A3 .00 .62 .00 25. Santa Ana&Del Mar' .45 .68 .46 .Ot .69 .01 32. Newport SB & Mesa .28 .82 .28 .00 .82 .00 33. Newport NB & Mesa .37 .51 .37 .00 .51 .00 34. Newport SB & Del Mar .38 .55 .38 .00 .57 .02 35. Newport NB & Del Mar .85 .51 .85 .00 .52 .01 * Significant Impact (See Table 14 for criteria) ' Congestion Management Plan (CMP) intersection ' StwredCity/Countyjudsdiction ' 2006 forecasts include corranitted improvements shown in Chapter 2.0. ' Calculations carried out to three decimal places atpotendidly impacted City of NewportBeach intersections as described in theperfomvnce criteria (see Table 1.4) Level of service tango: .00 - .60 A .61- .70 B .71- .80 C .81- .90 D .91-1.00 B Above 1.00 F I i I I I I 1 I 1 [1 Jobn Wayne Airport 4.32 Austin FoustAssoclates, Inc. Environmental Impact Report 059020rptdoe , I Table4-18 FREEWAY LEVEL OF SERVICE SUMMARY -EXISTING CONDITIONS PLUS SCENARIO 3 EXISIT'NO EXISTING PLUS SCENARIO 3 LOCATION CAPACITY VOLUME V/C LOS CAPACITY VOLUME V/C LOS I. AM PEAK HOUR A. Freeway Ramps I.405 at MacArthur NB On 1500 459 .31 A 1,500 Soo .33 A SB On 1,080 530 .49 A 1,080 627 .58 A NB Off 1,500 1648 1.10 F 1,500 1761 1.17* F SB Off 3,000 2509 .84 D 3,000 2617 .87 D 1405 at Jamboree' NB Direct On 2,250 1,228 .55 A 2,250 1,228 .55 A NB Loop On 1,500 285 .19 A 1,500 285 .19 A SB Direct On 2,250 450 .20 A 2,250 457 .20 A SB Loop On 1,500 122 .08 A 1,500 122 .08 A NB Off 2,250 1,730 .77 C 2,250 1,730 .77 C SB Off 2,250 2,317 1.03 F 2,250 2,317 1.03 F SR 73 at Jamboree NB Loop On 1,500 689 .46 A 1,500 689 .46 A SB On 1,500 567 .38 A 1,500 585 .39 A SR-73 at Campus/Irvine NB On 1,500 1,130 .75 C 1,500 1,213 .81 D SB Off 2,250 2,364 1.05 F 2,250 2,391 1.06* F SR-55atJWA NB On from JWA 1,500 262 .17 A 1,500 517 .34 A SB Off to JWA 1,500 269 .18 A 1,500 547 .36 A B. Freeway Mainline Segments 1405 w/o SR-55 NB 11,600 8,905 .77 D 11,600 8,946 .77 D I405 w/o MacArthur NB 10,600 10,142 .96 E 10,600 10,183 .96 E I.405 w/o Jamboree NB 12,600 11,331 .90 E 12,600 11,444 .91 E SR-55n/01405 NB 9,000 8,979 1.00 E? 9,000 9,234 1.03 F' SR-55 n/o SR-73 NB 6,500 6,448 .99 El 6,500 6,451 .99 E_ SR-55n/o Mesa NB 6,500 6,365 .98 E= 6,500 6,381 .98 E_ SR-73 w/o SR 55 NB 6,000 6,237 1.04 F 6,000 6,306 1.05 F SR-73 do SR-55 NB 6,500 5,918 .91 E 6,500 6,001 .92 E SR-73 do Campus NB 6,000 4,788 .80 D 6,000 4,788 .80 D 1405 w/o SR-55 SB 9,600 6,490 .68 C 9,600 6,595 .69 C I405 w/o MacArthur SB 12,600 11,292 .90 E= 12,600 11,400 .90 Er I405 w/o Jamboree SB 12,600 9,313 .74 D 12,600 9,410 .75 D SR-55 n/o I405 SB 8,000 6,802 .85 D 8,000 7,080 .89 D SR-55 n/o SR 73 SB 6,500 3,813 .59 C 6,500 3,813 .59 C SR-55n/oMesa SB 8,000 3,764 .47 B 8,000 3,778 .47 B SR-73 w/o SR-55 SB 6,000 5,940 .99 E 6,000 5,955 .99 E SR-73 do SR-55 SB 8,000 5,605 .70 D 8,000 5,633 .70 C SR-73 do Campus SB 6,000 3,242 .54 C 6,000 3,242 .54 C Continued John Wayne Airport 4-33 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptdoc I Table 4.18 (cont) FREEWAY LEVEL OF SERVICE SUMMARY -SCENARIO 3 LOCATION CAPACITY EXISTING VOLUME V/C LOS EXISTING PLUS SCENARIO 3 CAPACITY VOLUME V/C LOS U. PM PEAK HOUR A Freeway Ramps 1405 at MacArthur NO On 1,500 1,758 1.17 F 1,500 1,826 122' F SE On 11080 1,517 1.40 F 1,080 1.676. 1,55* F NO Off 1,500 $69 .58 A 1,300 1,039 .69 B SO Off 3,000 1,297 .43 A 3,000 1,460 A9 A 1405 at Jamboree' NO Direct On 2,250 999 .44 A 2,250 999 .44 A NO Loop On 1,500 470 .31 A 1,500 470 .31 A SO Direct On 2,250 1,407 .63 B 200 1,418 .63 B SO Loop On 1,5DD 741 .49 A 11500 741 A A NO Off 2,250 801 .36 A 200 801 .36 A SO Off 2,250 1,584 .70 B 2,210 1,584 .70 B SR-73 at Jamboree NO Loop On 11500 810 54 A 1,500 810 .54 A SO On 1,500 1,011 .67 B 11500 1,041 .69 B SR-73 at Campus/Irvine NO On 1,500 2,258 1.51 F 1,500 2,397 1.60* P SO Off 200 1,084 AS A 2950 1,127 .50 A SR-55atJWA NO Onfrom lWA 1,500 6W .40 A 1,500 1,021 .68 B SO Off toJWA 1,500 244 .16 A 1,500 664 .44 A B. FreewayMalallneSegmeats I.405 w/o SR 55 NO 11,600 9,059 .78 Dr 11,600 9,127 .79 Dr 1405 w/o MacArthur NO 10,600 9,161 .86 Da 10,600 9,229 .87 Dr 1405 w/o Jamboree NO 12,600 8,272 .66 Cr 12,6W 8,442 .67 Cr SR-55 n/o I405 NO 91000 7,046 .78 Or 91000 7,467 .83 Dr SR-55 No SR-73 NO 6,500 4,309 .66 C 6,500 4,314 .66 C SR-55n/o Mesa NO 6,500 4,253 .65 C 61500 4,277 .66 C SR-73 w/o SR 55 NO 6,000 6,831 1.14 Fr 000 6,945 1.16 Fr SR-73 Ho SR-55 NB 7,000 6,502 .93 Er 7,000 6,640 .95 Er SK73e%Campus NO 61000 4,243 .71 C 6,000 4,243 .71 C 1.405 w/c SR-55 SB 9,600 5.671 .59 916M 5,830 .61 C 1405 w/o MacArthur SB 12,600 9,497 .75 Dr 12,600 9,660 .77 D1 1405 w/o Jamboree SO 12,600 9,117 .77 Dr 12,600 9,876 .78 Dr SR 55 n/o Ir105 SO 81000 8,247 1.03 Fr 81000 8,667 1.08" Fr SR-55nloSR73 SO 7,000 6.433 .92 E 7,000 6,433 .92 E SR-55nloMeaa SE 81000 6,350 .79 D 8,000 6,374 .80 D SR 73 w/o SR 55 SO 6.000 6,633 I'll F 61000 6,656 1.11 F SR-73 e/o SR-55 SO 81000 6,320 .79 D 8,000 6,362 .80 D SR 73 eto Campus SO 61000 5,233 .87 D 6 000 5,235 .87 D • Significant Impact t CMP Interchange r Identified as a congested location (see Table 4-20) SteAppendix E for additional tare and capacity information Environmental 1 I I I I LI I I I I 1 I II I LOCATION Table 4-19 FREEWAY LEVEL OF SERVICE SUMMARY - 2006 CONDITIONS PLUS SCENARIO 3 YEAR 2006 (NO -PROJECT) YEAR 2006 PLUS SCENARIO 3 CAPACITY VOLUME V/C LOS CAPACITY VOLUME V/C LOS I. AM PEAK HOUR A. Freeway Ramps I405 at MacArthur NB On 1,500 516 .34 A 1,500 551 .37 A ' SB On 1,080 594 .55 A 1,080 677 .63 B NB Off 1,500 1,897 1.26 F 1,500 1,993 1.33* F SB Off 3,000 2,736 .91 E 3,000 2,828 .94 E I405atJamboree' NB Direct On 2,250 1,280 .57 A 2,250 1,280 .57 A NB Loop On 1,500 290 .19 A 1,500 290 .19 A SBDirect On 2,250 461 .20 A 2,250 467 .21 A SB Loop On 1,500 130 .09 A 1,500 130 .09 A ' NB Off 2,250 1,840 .82 D 2,250 1,840 .82 D SB Off 2,250 2,460 1.09 F 20250 2,460 1.09 F SR 73 at Jamboree NB Loop On 1,500 760 .51 A 1,500 760 .51 A SB On 1,500 613 .41 A 1,500 628 .42 A SR-73 at Cempus/lrvine NB On 1,500 1,183 .79 C 1,500 1,253 .84 D SB Off 2,250 2,695 1.20 F 2,250 2,717 1.21 F SR-55 at JWA NB On from JWA 1500 299 .20 A 1,500 517 .34 A SB Off to JWA 1,500 310 .21 A 1,500 547 .36 A B. Freeway Mainline Segments 1405 w/o SR-55 NB 11,600 9,131 .79 D 11,600 9,167 .79 D I405 w/o MacArthur NB 10,600 10,737 1.01 F 10,600 10,772 1.02 F 1-405 w/o Jamboree NE 12,600 11,926 .95 E 12,600 12,022 .95 E SR-55 Tito 140S NB 10,600 9,429 .89 D 10,600 9,647 .91 E SR-55 n/o SR-73 NB 6,500 6,781 1.04 F2 6,500 6,783 1.04 Fr SR-55 n/o Mesa NB 6500 6,550 1.01 F2 6,500 6,563 1.01 F2 SA 73 w/o SR 55 NB 6,000 6,470 1.08 F 6,000 6,529 1.09 F SR-73 do SR-55 NB 6,500 6,209 .96 E 6,500 6,280 .97 E SR-73 c/o Campus NB 6,000 5,123 .85 D 6,000 5,123 .85 D 1405 w/o SR-55 SB 9,600 6,666 .69 C 9,600 6,756 .70 C I.405 w/o MacArthur SB 12,600 11,964 .95 E2 12,600 12,056 .96 E2 1405 w/o Jamboree SB 12,600 9,803 .78 D 12,600 9,885 .78 D SR-55n/01405 SB 9,600 7,156 .75 D 9,600 7,393 .77 D SR-55 n/o SR 73 SB 6,500 4,009 .62 C 6,500 4,009 .62 C SR-55 n/o Mesa SB 8,000 3,874 .48 B 8,000 3,887 .49 B SR-73w/o SR-55 SB 6,000 6,154 1.03 F 6,000 6,167 1.03 F SR-73 c/o SR 55 SB 8,000 5,873 .73 D 8,000 5,897 .74 D SR-73 do Campus SB 6,000 3,469 .58 C 6,000 3,469 .58 C Continued John Wayne Airport 4-35 Austin -Foust Associates, be. Environmental Impact Report 059020rpt.doc Table4-19 (com) FREEWAY LEVEL OF SERVICE SUMMARY - 2006 CONDITIONS PLUS SCENARIO 3 YEAR 2006 (NO -PROJECT) LOCATION CAPACITY VOLUME V/C LOS YEAR 2006 PLUS SCENARIO 3 CAPACITY VOLUME VIC LOS IL PMPEAKHOUR A. Freeway Ramps 1405 at MacArthur NB On L500 1,930 1.29 F 1,500 1,988 l33" F SB On 1,080 1,764 1.63 F 1,080 11899 1.76• F NB Off 1,500 1,185 .79 C 1,500 1,330 .89 D SB Off 31000 1,394 .46 A 3,000 1,533 .31 A 1405 at Jamboree' NE Direct On 2,250 11050 .47 A 2,250 1,050 .47 A NB Loop On 1,500 510 .34 A 11500 510 34 A SB Direct On 2950 1,482 .66 B 2,250 1,491 .66 B SB Loop On 1,500 790 .53 A 11500 790 .53 A NB Off 2,250 810 .37 A 240 830 37 A SB Off 2,250 1,680 .75 C 200 1,680 .75 C SR 73 at Jamboree NB Loop On 11500 9W .60 A 1.500 900 .60 A SB On U00 1,094 .73 C 1,500 1,120 .75 C SR-73 at Campus/hvine NB On 1.500 2,380 1.59 F 11500 2,499 1.670 P SB Off 2,260 1,166 .52 A 2,250 1,203 .53 A SR-55atJWA NBOnfromJWA 1,500 662 .44 A 1,500 1,021 .68 B SBOff toJWA 1,500 306 .20 A 1,500 664 .44 A B. Freeway MalulineSegments 1.405 w/o SA 55 NB 1116M 9,293 .80 D' 11,600 9,351 .81 D' I.405 w/o MacArthur NB 10,600 9,703 .92 E' 10,600 9,761 .92 E' I405 w/o Jamboree NB 12,600 8,720 .69 C2 12,6W 8,865 .70 C' SR-55 n/o I405 NB 10,600 7,432 .70 C 10,600 7,791 .74 D SR-55 n/o SR 73 NB 6,500 4,532 .70 C 61500 4,536 .70 C SR55 n/o Mesa NO 61500 4,379 .67 C 6,500 4,399 .68 C SR-73 w/o SR 55 NB 6,000 7,092 1.18 F' 6,000 7,189 1.20 F' SR-73 c/o SR-55 NB 7,000 6,828 .98 E2 7,000 6,946 .99 E' SR-73 c/o Campus NB 6,000 4,540 .76 D 6,000 4,540 .76 D I-405 w/o SR 55 SB 9,600 5,835 .61 C 91600 5,970 .62 C I405 w/o MacArthur SB 12,6W 10,073 .80 V 12,6W 10,212 .81 D' 1.405 w/o Jamboree SB 12,600 10,237 .81 D' 12,600 10,373 .82 D' SR 55 Wo I.405 SB 9,600 8,689 .91 E 916M 9,046 94 E SR-55 n/o SR 73 SB 7,000 6,765 .97 E 7,000 6,765 .97 E SR 55 n/o Men SB 81000 6,516 .82 D 8,000 61556 .82 D SR-73 w/o SR-55 SB 6,000 6,873 1.15 F 6,000 6,893 1.15 F SR-73 e%SR-55 SB 81000 6,624 .83 D 81000 6,659 .83 D SR-73 c/o Campus SB 61000 5,602 .93 E 6,000 5,602 .93 B • Significant Impact ' CMP Interchange 'Identified as a congested location (see Table 4.21) See Appendix Eforadditionallaneanda ci Information John Wayne Airport 4-36 Austin-Foaat Associates, Inc. Environmental Impact Report 059020rptdoc criteria outlined in Chapter 1.0. A summary of the freeway mainline locations identified as congested is provided in Tables 4-20 and 4-21. Five freeway ramps are significantly impacted by the project when compared to existing conditions and four freeway ramps are significantly impacted by the project when compared to 2006 no -project conditions. Two freeway mainline segments are significantly impacted compared to existing conditions and no segments are significantly impacted compared to 2006 no -project conditions. 1 4.5 C I I TRAFFIC IMPACTS - ALTERNATIVE D As discussed in Chapter 3.0, Alternative D would increase trip generation by 38,274 vehicle trips per day over existing conditions, with 1,919 in the AM peak hour and 3,029 in the PM peak hour. Alternative D would increase trip generation by 34,042 vehicle trips per day over year 2006 No -Project conditions, with 1,708 in the AM peak hour and 2,693 in the PM peak hour. Figure 4-8 shows the ADT volumes for existing conditions plus Alternative D and Figure 4-9 shows the ADT volumes for 2006 conditions plus Alternative D. The corresponding comparison for peak hour ICU values can be found in Tables 4-22 and 4-23 for existing and 2006 conditions, respectively (intersection tam volume illustrations are provided in Appendix C and ICU worksheets are provided in Appendix D). Three intersections show a significant project impact compared to existing conditions and two intersections show a significant project impact compared to 2006 no -project conditions. Tables 4-24 and 4-25 summarize the ramp and freeway segment impacts for uncongested conditions and Tables 4-26 and 4-27 list the congested locations. Five freeway ramps are significantly impacted by the project when compared to both existing and 2006 no -project conditions. Two freeway segments are significantly impacted compared to existing conditions and no segments are significantly impacted compared to 2006 no -project conditions. 4.6 TRAFFIC IMPACTS — ALTERNATIVE E As discussed in Chapter 3.0, Alternative E would increase trip generation by 6,624 vehicle trips per day over existing conditions, with 329 in the AM peak hour and 525 in the PM peak hour. Alternative E would increase trip generation by 2,392 vehicle trips per day over year 2006 No -Project conditions, with 118 in the AM peak hour and 189 in the PM peak hour. This trip generation is slightly less than the trip generation of Scenario 1. Test continued on page 4-50 I AUStln-YOMASSUCUITCS, Inc. 059020tpt.doe Table 4.20 FREEWAY LEVEL OF SERVICE SUMMARY —YEAR 2000 SCENARIO 3 CONGESTED CONDITIONS UNCONGESTED CONGESTED % OF L AM PEAK HOUR SR55WOIAOS NB 4+(A 9,000 8,970 255 3% SR-55 n/o SR 73 NB 3+IA 6,500 6,440 3 0% SR-55n/o Mesa NB 3+2A 6,500 6,360 16 0% 1-405 w/o MacArthur SB 5+1H+IA 12,600 11,290 108 1% H. PM PEAK HOUR IA05w/o SR-55 NB 5+1H+1A 11,600 91050 68 1% I46w1oMacAr1hur NB 4+IH+2A 10,600 91160 68 1% IA05w/oJamboree NB S+iH+lA 12,WD 8,272 170 2% SR55n/oI405 NB 4+IA 91000 7,040 421 60/,' SR-73 w/o SR 55 NB 3 6,000 61000 114 2% SR 73 clo SR 55 NB 3+1A 7,006 6,500 138 2% L405w/o MacArthur SB S+IH+IA 12,600 9,490 163 2% 1.405w/olamborce SB 5+1H+1A 12,600 9,710 159 2% SR-55 r✓o 1405 SB 4+IA %000 8,000 420 5%' 0S(gnificantlmpact Tormh X+YH+ZA, where X -Mainline Lanes, Y - HOV Lanes and Z -Auxiliary Lanes tBased on observed existing congested conditions sPro]ect Traffic refers to the increment between existiaa airoort operations and activity emrr•mondine to Stmarin a John Wayne Airport 4.39 Austin -Foust Associates, Inc. FnviromnentalImpactReport 059020rptdoc Table 4-21 FREEWAY LEVEL OF SERVICE SUMMARY —YEAR 2006 SCENARIO 3 CONGESTED CONDITIONS UNCONGESTED CONGESTED (STABLE) (UNSTABLE) PROJECT %OF I. AM PEAK HOUR SR-55 n/o SR-73 NB 3+IA 6,500 6,440 SR-55 n/o Mesa NB 3+2A 6,500 6,360 1405 w/o MacArthur SB S+IH+IA 12,600 11,290 H. PM PEAK HOUR I405 w/o SR-55 NB S+IH+IA 11,600 9,050 1405 w/o MacArthur NB 4+IH+2A 10,600 9,160 1405 w/o Jamboree NB S+IH+IA 12,600 8,272 SR-73 w/o SR-55 NB 3 6,000 6,000 SR-73 c/o SR-55 NB 3+1A 7,000 6,500 1405 w/o MacArthur SB S+lH+lA 12,600 9,490 I405 w/o Jamboree SB 5+IH+1A 12,600 9,710 'Forman X+YH+ZA, where X = Mainline Lanes, Y =HOV Lanes and Z =Auxiliary Lanes 3Bwed on observed existing congested conditions 'Project Traffic refers to the increment between No -Project and Scenario 3 2 0% 13 0% 92 1% 58 1% 58 1% 145 2% 97 2% 118 2% 139 1% 136 1% John Wayne Airport 4-39 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doe Figure 4-S ADT VOLUMES (000s) -2000 WrM IWA ALTERNATIVE D John Wayne Airport 440 Austin -Foust Associates, Inc. Environmental ImpactReport 059020tpt6g4-lthru9.dwg I I I I 1 I I LJ i F I I �I r-, J 1 1] 1 Table4.22 ICU SUMMARY -EXISTING CONDITIONS PLUS ALTERNATIVED EXISTING EXISTING PLUS ALTERNATIVE D LOCATION AM PM AM DHT PM DIFF IRVINE (WC) 1. MacArthur & Main .61 .86 .63 .02 .91 .05 2. MacArthur & I-405 NO Ramps' .60 .59 .65 .05 •65 .D6 3. MacArthur & 1.405 SO Rumps' .61 A3 .63 .02 .91 .08 4. MacArthur & Michelson .80 .53 .92 .12 .74 21 S. MacArthur & Campus .60 .72 61 .01 .73 .01 7. Jsmborec & 1-405 NO Ramps .56 .61 .57 .01 .61 .00 8. Jamboree & 1.405 SO Ramps .79 .62 .80 .01 .63 .01 9. Jamboree & Michelson .68 .78 .69 .01 .79 .01 10. Jamboree & Campus .79 .69 .79 .00 .70 .01 14. VonKarnwn & Michelson .54 .72 .56 .02 .76 .04 21. Red Hill & MacArthur .81 .89 .81 •00 .89 .00 22. Red Hill & Main .71 .93 .72 .01 .94 .01 NEWPORTBEACH 6. MacArthur & Birch AS .63 A9 .01 .64 .01 It. Jamboree & MacArthur' .83 .90 .84 .01 .91 .01 12, Jamboree & Bristol North .53 .58 •53 .00 .59 .01 13. Jamboree &Bristol S .64 .64 .64 .00 .65 .01 15, Campus&AirpertN 28 .80 36 •08 .91 .11* 16. Campus & Quail .57 .56 .60 .03 .62 .06 17. Campus & Bristol North' .66 .93 .69 .03 1.60 .07* 18. Campus & Bristol Scuth2 .67 162 .70 .03 .66 .04 19. Birch & Bristol North .61 .76 .62 .01 .76 .00 20. Birch&Bristol South A2 .54 .42 .00 .55 .01 26. Irvine & Mesa= .71 1.13 .71 .00 1.15 .02* 27. Irvine & University? .63 •63 .63 .00 .64 .01 28. Irvine & 22nd .60 .70 .61 .01 .71 .01 29. Irvine &20th 47 .76 .47 .00 .76 .00 30. Irvine & 19th .55 .62 .56 .01 .62 100 31. Irvine & 17th .45 .74 •45 .00 .74 .00 COSTA MESA 23. Santa Ana & Bristol .40 67 .40 .00 .67 .00 24. Santa Ana & Mesa= .44 .62 .44 .00 .62 .00 25. Santa Ana & DalMarl 39 .65 .40 .01 .66 .01 32. Newport SB & Mesa .23 .71 23 .00 .72 .01 33. Newport NB&Mesa 35 .48 .36 .01 A9 .01 34. Newport SO & Del Mar .37 ,55 .37 .00 .55 .00 35. Newport NB & Del Mar .82 .50 .83 At .52 .02 • Significant Impact (See Table 1.4 for criteria) r CongeatonManagemrntPlm(CMP)Intersecdod ' ' Shared City/Countyjurisdicton Level of service ranges: .00 - .60 A .61- .7011 .71- .80 C .81 - .90 D 91-1.00 E Above 1.00 F I I J II u L U t r-� I John Wayne Airport 4-42 Abstin-Foust Associates, Inc. ' Environmental Impact Report 059020rptdoc 1 r1 I Table 4-23 ICU SUMMARY- 2006 CONDITIONS PLUS ALTERNATIVE D 2006 NO -PROJECT 2006 ALTERNATIVE D LOCATION AM PM AM DIFF PM DIFF IRVINE (IBC) 1. MacArthur & Main .66 .94 .68 .02 1.00 .06 2. MacArthur & I.405 NB Ramps' .68 .64 .71 .03 .71 .07 3. MacArthur & 1405 SB Ramps' .67 .93 .68 .01 .99 .06 4. MacArthur&Michelson .89 .58 1.00 .11 .76 .18 5. MacArthur & Campus .64 .79 .65 .01 .79 .00 7. Jamboree & 1405 NB Ramps .63 .69 A .01 .70 .01 8. Jamboree & I.405 SB Ramps .88 .68 .88 .00 .68 .00 9. Jamboree & Michelson .75 .88 .76 .01 .89 .01 10. Jamboree & Campus .84 .76 .85 .01 .78 .02 14. VonKarman & Michelson .57 .76 .59 .02 .79 .03 - 21. Red Hill & MacArthur' .77 .77 .77 .00 .78 .01 22. Red Hill & Main .76 .99 .76 .00 1.00 .01 NEWPORT BEACH 6. MacArthur & Birch .50 .66 .50 .00 .67 .01 11. Jamboree & MacArthur-' .81 .89 .83 .02 .89 .00 12. Jamboree & Bristol North .55 .63 .55 .00 .63 .00 13. Jamboree & Bristol S .70 .71 .70 .00 .72 .01 15. Campus & Airport N .31 .86 .37 .06 .96 .10• 16. Campus & Quail .63 .60 .65 .02 .65 .05 17. Campus & Bristol North2 .70 1.00 .73 .03 1.07 .07 18. Campus & Bristol South2 .81 .67 .82 .01 .71 .04 19. Birch & Bristol North .62 .78 .63 .01 .78 .00 20. Birch & Bristol South .44 .56 .44 .00 .57 .01 26. Irvine & Mesa',' .49 .9434 A9 .00 .9494 .006 27. Irvine & University' .69 .68 .70 .01 .68 .00 28. Irvine & 22nd .63 .72 .63 .00 .73 .01 29. Irvine & 201h A8 .80 .48 .00 .80 .00 30. Irvine & 19th .60 .65 .60 .00 .65 .00 31. Irvine & 17th .45 .75 A5 .00 .75 .00 COSTA MESA 23. Santa Ana & Bristol .41 .72 .41 .00 .72 .00 24. Santa Ana&Mesaz .43 .62 .43 .00 .62 .00 25. Santa Ana & Del Mari .45 .68 A6 .01 .69 .01 32. Newport SB & Mesa .28 .82 .28 .00 .82 .00 33. NewportNB&Mesa .37 .51 .38 .01 .51 .00 34. Newport SB & Del Mar .38 .55 .38 .00 .57 .02 35. NewportNB & Del Mar .85 .51 .86 .01 .52 .01 ' Significant Impact (See Table 1.4 for criteria) ' Congestion Management Plan (CMP) Intersection ' Shared City/Countyjurisdicdon ' 2006 forecasts include committed improvements shown in Chapter 2.0. 4 Calculations carried outto three decimal places atpotentially, impacted City ofNewport Beach intersections as described in the performance criteria (see Table 1-4) Level of service ranges: .00 - .60 A .61 - .70 B .71- .80 C .81 - .90 D .91- 1.00 E Above 1.00 F John Wayne Airport 4-43 Austin-FoustAssociates, Inc. ' Environmental Impact Report 059020rptdoc Table 4.24 FREEWAY LEVEL OF SERVICE SUMMARY- EXISTING CONDITIONS PLUS ALTERNATIVE D EXISTING EXISTING PLUS ALTERNATIVED LOCATION CAPACITY VOLUME V/C LOS CAPACITY VOLUME V/C LOS 1. AMPEAKHOUR A. Freeway Romps I405 at MacArthur NE On 1,500 459 .31 A 1,500 514 .34 A SB On 1,080 530 .49 A 11080 659 .61 B N8 Off 1,500 1,648 1.10 F 1,500 1,798 1.209 P SB Off 31000 2,509 .84 D 3,000 2,653 .88 D I405 at Jamboree' NB Direct On 2.250 1,228 .55 A 2,250 1,228 .55 A NB Loop On 11500 285 .19 A 1,500 285 .19 A SB Direct On 2,250 450 .20 A 2,250 459 20 A SB Loop On 1,500 122 .08 A 1,500 122 .08 A NB Off 2,260 1,730 .77 C 2,250 1,730 .77 C SB Off 2,250 2,317 1.03 F 2,250 2,317 1.03 F SR 73 at Jamboree NB Loop On 1,500 689 A6 A 1,500 689 .46 A SB On 1,500 567 .38 A 1,500 501 .39 A SR-73 at Campus&dnc NB On 11500 1,130 .75 C 11500 1,241 .83 D SB Off 2,250 2,364 1.05 F 2,250 2,401 1.07* F SR-55 at JWA NB On from JWA 1,500 262 .17 A 1500 602 .40 A SBOff toJWA 1,500 269 .18 A 1,500 639 .43 A B. Freeway llfalaiinesegments 1405 w/o SR-55 NB 11,600 8,905 .77 D 11,600 8,960 .77 D 1.405w/o MacArthur NB 10,600 10,142 .96 E 10,600 10,197 .96 E I405 w/o Jamboree NB 12,600 11,331 .90 E 12,600 11,481 .91 B SR-55 No 1405 NB 91000 8,979 1.00 W 91000 9,319 1.04* P SR 55 n/o SR73 NB 61500 6,448 .99 Es 61500 6,452 .99 0 SR-55n/o Mesa NB 6,500 6.365 .98 El 6,500 .6,386 .98 v SR-73 w/o SR-55 NB 6,000 6,237 1.04 F 6.000 6,329 1.05 F SR-73do SR-55 NB 6,500 5,918 .91 B 6,500 6,029 .93 E SR 73 do Campus NB 61000 4,788 .80 D 61000 4,788 .80 D I405 w/o SR-55 SB 9,600 6,490 .68 C 9,600 6,630 .69 C I-405 w/o MacArthur SB 12,6W 11,292 .90 E' 12,600 11,436 .91 E3 1405 w/o Jamboree SB 12,600 9,313 .74 D 12,600 9,442 .75 D SR-55n/oI405 SB 8,000 6,802 .85 D 81000 7,172 .90 E SR-55 n/o SR 73 SB 6,500 3,813 .59 C 61500 3,813 .59 C SR-55 No Mesa SB 81000 3,764 .47 B 8,000 3,783 .47 B SR-73 w/o SR-55 SB 6,000 5,940 .99 B 610M 5,960 .99 E SR 73 do SR•53 SB 8,000 5,605 .70 D 81000 $,642 .71 C SR-73 do Campus SB 6,000 3,242 .54 C 61000 3,242 .54 C Continued John Wayne Airport 4-44 Austin -Foust Associates, Inc. Environments! Impact Report 059020tptdoe , Table 4-24 (cont) FREEWAY LEVEL OF SERVICE SUMMARY -EXISTING CONDITIONS PLUS ALTERNATIVE D EXISTING EXISTING PLUS ALTERNATIVE LOCATION CAPACITY VOLUME V/C LOS CAPACITY VOLUME V/C LOS H. PM PEAK HOUR A. Freeway Ramps I405 at MacArthur NB On 1,500 1,758 1.17 F 1,500 1,849 1.23• F SB On 1,080 1,517 1.40 F 1,080 1,729 1.60• F NB Off 1,500 869 .58 A 1,500 1,096. .73 C SB Off 3,000 1,297 .43 A 3,000 1,515 .51 A I405 at Jamboree NB Direct On 2,250 999 .44 A 2,250 999 .44 A NB Loop On 1,500 470 .31 A 1,500 470 .31 A SIB Direct On 2,250 1,407 .63 B 2,250 1,422 .63 B SB.Loop On 1,500 741 .49 A 1,500 741 .49 A NB Off 2,250 801 .36 A 2,250 801 .36 A SB Off 2,250 1,594 .70 B 2,250 1,584 .70 B SR-73 at Jamboree NB Loop On 1,500 830 .54 A 3,000 910 .54 A SB On 1,500 1,011 .67 B 2,250 1,050 .70 B SR 73 at Campus/Irvine NB On 1500 2,258 1.51 F 3,000 2,441 1.63• F SB Off 2,250 1,094 .48 A 2,250 1,139 .51 A SR-55atJWA NB On from JWA 1,500 600 .40 A 1,500 1,161 .77 C SB Off to JWA 1,500 244 .16 A 1,500 803 .54 A B. Freeway Mainline Segments 1405 w/o SR-55 NB 11,600 9,059 .78 D2 I1,600 9,150 .79 D2 1-405 w/o MacArthur NB 10,600 9,161 .86 D2 10,600 9,252 .87 D2 I-405 w/o Jamboree NB 12,600 8,272 .66 C2 12,600 8,499 .67 C2 SR 55 n/o I.405 NB 9,000 7,046 .78 D2 9,000 7,607 .85 D2 SR-55n/oSR-71 NB 6,500 4,309 .66 C 6,500 4,315 .66 C SR 55 n/o Mesa NB 6,500 4,253 .65 C 6500 4,285 .66 C SR-73 w/o SR-55 NB 6,000 6,831 1.14 F2 6,000 6,983 1.16 F2 SR-73 e/o SR-55 NB 7,000 6,502 .93 E2 7,000 6,686 .96 E2 SR-73 e% Campus NB 6,000 4,243 .71 C 6,000 4,243 .71 C I-405 w/o SR-55 SB 9,600 5,671 .59 C 9,600 5,883 .61 C I.405 w/o MacArthur SB 12,600 9,497 .75 D2 12,600 9,715 .77 D2 I405 w/o Jamboree SB 12,600 9,717 .77 D2 12,600 9,929 .79 D2 SR-55 n/o I405 SB 8,000 8,247 1.03 F2 8,000 8,806 1.10' F2 SR-55 n/o SR-73 SB 7,000 6,433 .92 E 7,000 6,433 .92 E SR-55 n/o Mesa SB 8,000 6,350 .79 D 8,000 6,382 .80 D SR-73 w/o SR-55 SB 6,000 6,633 1.11 F 6,000 6,663 1.11 F SR73 e%SR-55 SB 8,000 6,320 .79 D 8,000 6,376 .80 D SR-73 e%Campus SB 6,000 5,235 .87 D 6,000 5,235 .87 D "Sigaificantlmpact 2 CMP Interchange 2 Identified as a congested location (see Table 4-26) See AppendixE for additional lane and capacityinformation 1 John Wayne Airport 4.45 Austin -Foust Associates, Inc. Enviromnental Impact Report 059020rptdoc Table 4-25 FREEWAY LEVEL OF SERVICE SUMMARY- 2006 CONDITIONS PLUS ALTERNATIVE D YEAR2006(NO•PROJECT) YEAR 2006 PLUS ALTMATIVE D LOCATION CAPACITY VOLUME VIC LOS CAPACITY VOLUME V/C LOS L AMPEAKBOUR A. Freeway Ramps 1-405 et MacArthur NB On 1,500 516 .34 A 11500 565 .38 A SB On 1,080 594 .55 A 11080 709 .66 B NB Off 1,500 1,897 1.26 F 11500 2,030 1.35' F SB 01f 31000 2,736 .91 E 31006 2,864 .95 E 1405atJamboree' NB Direct On 2,250 1,280 .57 A 2,250 1,280 .57 - A NB Loop On 1,900 290 .19 A 1,500 29D .19 A SBDirect On 2,250 461 .20 A 2,250 469 .21 A SB Loop On 1,500 130 .09 A 1,500 130 .09 A NB OR' 2,250 1,840 .82 D 200 1,840 .82 D SB Off 2,250 2,460 1.09 F 2,250 2,460 1.09 F SR-73 atlamborce NB Loop On 1500 760 .51 A 1,500 760 .51 A SB On 11500 613 .41 A 1,500 634 .42 A SR 73 atCampusllminc NB On 1,509 1,183 .79 C 1,500 1,281 .85 D SB OX 2,250 2,695 1.20 F 2.250 2,727 1.21• F SR-55atJWA NB On from AVA 11500 299 .20 A 11500 602 .40 A SB Off to JWA 1,500 310 .21 A 11500 639 .43 A B. Freeway MainllneSegmeats 1.405WoSR-55 NB 11,600 9,131 .79 D 11,600 9,180 .79 D I.405 w/o MacArthur Na 10,600 10,737 1.01 F 10,600 10,786 1.02 F 1405 w/o Junbome NB 12,6W 11,926 .95 E 12,6W 12,060 .96 E SR-5S n/o 1405 NB 10,600 9,429 .89 D 1016M 9,732 .92 E SR-55 n/o SR 73 NB 6,500 6,781 1.04 V 61500 6,784 1.04 F= SR 55 e%Mesa NB 6,500 6,550 1.01 Fr 61500 6,569 1.01 F2 SR 73 w/o SR-55 NB 6,000 6.470 1.08 F 61000 6,552 1.09 F SR73 e% SR 55 NB 6,500 6,209 .96 E 6,500 6,309 .97 E SR 73 cto Campus NB 6,000 5,123 .85 D 61000 5.123 .85 D I.405 w/o SR-55 SB 9,600 6,666 .69 C 9,600 6,791 .71 C I405W/o MacArthur SB 12,600 11,964 .95 E3 12,600 1$092 .96 E1 1405w/oJambome SB 12,600 9,803 .78 D 12,600 9,917 .79 D SR55n/o1.405 SB 9,600 7,156 .75 D 916W 7,485 .78 D SR 55 n/o SR73 SB 6,500 4,009 .62 , C 6500 4,009 .62 C SR-55 n/o Mesa SB 8,000 3.874 .48 B 81000 3,891 A9 B SR 73 w/o SR -SS SB 6,000 6,154 1.03 F 6,000 6,172 1.03 F SR-13 ea, SR 55 SB 81000 5,873 .73 D 81009 5,906 .74 D SR-73 clo Campus SB 6,000 3,469 .58 C 61000 3,469 .58 C Continued John Wayne Airport 4.46 Austin-FoustAuociates, Inc. Envimnnmtal hnpact Report 059020rptdoe II II Table 4-25 (cont) FREEWAY LEVEL OF SERVICE SUMMARY-2006 CONDITIONS PLUS ALTERNATIVE YEAR 2006 (NO -PROJECT) LOCATION CAPACITY VOLUME V/C LOS YEAR 2006 PLUS ALTERNATIVE D CAPACITY VOLUME V/C LOS H. PM PEAK HOUR A. Freeway Ramps I405 at MacArthur NB On 1,500 1,930 1.29 F 1,500 2,011 1.34* F SB On 1,080 1,764 1.63 F 1,080 1,952 1.81* F NB Off 1,500 1,185 .79 C 1,500 1,387 .92 E SB Off 3,000 1,394 A6 A 3,OOD 1,588 .53 A 1405 at Jamboree' NB Direct On 2,250 1,050 A7 A 2,250 1,050 .47 A NB Loop On 1,500 510 .34 A 1,500 510 .34 A SB Direct On 2,250 1,482 .66 B 2,250 1,495 .66 B SB Loop On 1,500 790 .53 A 1,500 790 .53 A NB Off 2,250 830 .37 A 2,250 830 .37 A SB Off 2,250 1,680 .75 C 2,250 1,680 .75 C SR-73 at Jamboree NB Loop On 1,500 900 .60 A 3,000 900 .60 A SB On 1,500 1,094 .73 C 2,250 1,129 .75 C SR-73 at Campus/Irvine NB On 1500 2,380 1.59 F 3,000 2543 1.70* F SB Off 2,250 1,166 .52 A 2,250 1,215 .54 A SR-55 at JWA NB On from JWA 1,500 662 .44 A 1,500 1,161 .77 C SB Off to JWA 1,500 306 .20 A 1,500 803 .54 A B. Freeway Mainline Segments I405 w/o SR-55 NB 11,600 9,293 .80 D2 11,600 9,374 .81 Dr I405 w/o MacArthur NB 10,600 9,703 .92 E' 10,600 9,794 .92 Es I.405 w/o Jamboree NB 12,600 8,720 .69 a 12,600 8,921 .71 Cr SR-55 n/o I405 NB 10,600 7,432 .70 C 10,600 7,931 .75 D SR-55 n/o SR 73 NB 6,500 4,532 .70 C 6,500 4,537 .70 C SR-55 n/o Mesa NB 6,500 4,379 .67 C 6,500 4,407 .68 C SR-73 w/o SR-55 NB 6,000 7,092 1.18 F' 6,000 7,227 1.20 F= SR-73 e%SR-55 NB 7,000 6,928 .98 Er 7,000 6,991 1.00 E_ SR-73 c/o Campus NB 6,000 4,540 .76 D 6,000 4,540 .76 D I-405 w/o SR-55 SB 9,600 5,835 .61 C 9,600 6,023 .63 C I405 w/o MacArthur SB 12,600 10,073 .80 D' 12,600 10,266 .81 0 I405 w/o Jamboree SB 12,600 10,237 .81 Ds 12,600 10,426 .83 D' SR-55 n/o I-405 SB 9,600 8,689 .91 F 9,600 9,186 .96 E SR-55 n/o SR-73 SB 7,000 6,765 .97 E 7,000 6,765 .97 E SR-55 n/o Mesa SB 8,000 6,536 .82 D 8,000 6,564 .82 D SR 73 w/o SR-55 SB 6,OD0 6,873 1.15 F 6,000 6,900 1.15 F SR-73 e% SR-55 SB 8,000 6,624 .83 D 8,000 6,673 .83 D SR-73 c/o Campus SB 6,000 5,602 .93 E 6,000 5,602 .93 E * Significant Impact ' CMP Interchange s Identified as a congested location (see Table 4-27) See Appendix E for additional lane and capacity information John Wayne Airport 4-47 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc Table 4.26 FREEWAY LEVEL OF SERVICE SUMMARY —YEAR 2000 SCENARIO D CONGESTED CONDITIONS UNCONOESTED CONGESTED (STABLE) (UNSTABLE) PROJECT %OF L AM PEAKHOUR SR 55 No I405 NB 4+1A 91000 8070 340 4%° SR-55n/o SR-73 NB 3+1A 6400 6,440 4 0% SR-55n/oMesa NB 3+2A 6,500 6,360 21 0% 1.405 w/o MacArthur SB 5+IH+lA 12,600 11,290 144 1°/a II. PM PEAKHOUR 1405w/oSR-55 NB 5+1H+lA 11,600 9,050 91 1% L405wloMacArthut NB 4+IH+2A 10,600 9,160 91 1% 14DS w/o Jamboree NB 5+IH+lA 12,600 8,272 227 3% SR-55n/oI.405 NB 4+1A 9,000 7,040 561 S%* SR-73 w/o SR-55 NB 3 61000 61000 152 3% SR-73 do SR-55 NB 3+1A 7,000 61500 194 3% 1405 w/o MacArthur SB S+1H+IA 12,600 9,490 218 20/0 I.405 w/o Jamboree SB S+1H+IA 12,601) 9,710 212 2% SR-55 n/o 1405 SB 4+1A 8,000 8,000 559 7%° *Significantlmpact 'Format: X+YH+ZAI where X- Mainline Lanes, Y - HOV Lanes and Z-Auxiliary Lanes 'Based on observed existing congested conditions 'Proiect Traffic refers to the increment between existing dratnt onera8ons and activity cnrrt mending to Altemativn n John Wayne Airport 448 Austin -Foust Associates, Inc. Environmental hryract Report 059020rpt.doc Table 4-27 FREEWAY LEVEL OF SERVICE SUMMARY —YEAR 2006 SCENARIO D CONGESTED CONDITIONS UNCONGESTED CONGESTED % OF I. AM PEAK HOUR SR 55 n/o SR-73 NB 3+1A 6,500 6,440 3 0% SR-55 n/o Mesa NB 3+2A 6,500 6,360 19 0% I405 w/o MacArthur SB 5+1H+1A 12,600 11,290 128 1% H. PM PEAK HOUR 1.405 w/o SR 55 NB S+lH+lA 11,600 9,050 81 1% 1405 w/o MacArthur NB 4+IH+2A 10,600 9,160 81 1% I-405 w/o Jamboree NB 5+1H+lA 12,600 8,272 201 2% SR-73 w/o SR 55 NB 3 6,000 6,000 135 20A SR-73 clo SR-55 NB 3+IA 7,000 6,500 163 3% I405 w/o MacArthur SB 5+IH+IA 12,600 9,490 193 2% I-405 w/o Jamboree SB S+1H+IA 12,600 9,710 189 2% Format: X+YH+ZA, where X = Mainline Lanes, Y = HOV Lanes and Z = Auxiliary Lanes =Based on observed existing congested conditions 'Project Traffic refers to the increment between No -Project and Alternative D John Wayne Airport 4-49 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc Since the trip generation of Alternative E is slightly less than the trip generation of Scenario 1, the traffic impacts of Alternative E would be less than or equal to those of Scenario 1. Because of these similarities, Alternative E impacts are not quantified here in a separate analysis since that analysis would produce results that are not significantly different than the Scenario 1 analysis. 4.7 MJTIGATION MEASURES Table 4-28 summarizes those locations that are significantly impacted by the three project scenarios and Alternative D when compared to existing conditions or to 2006 No -Project conditions. Circulation improvements that are either under construction, committed to be constructed, or are proposed improvements that mitigate the identified impacts are summarized in Table 4-29. Table 4-30 summarizes the forecasted ICU values with the improvements that are proposed at each impacted intersection, and the peak hour V/C ratios with the improvements that are proposed at each impacted freeway ramp and mainline freeway segment are listed in Tables 4-31 and 4-32, respectively. As the summary tables indicate, each impact location is fully mitigated by the proposed improvements. The improvements listed in Table 4-29 for the Irvine Avenue/Mesa Drive intersection are committed to be implemented by the County and the City of Newport Beach within the next five years and will provide the additional capacity needed to prevent the project impacts identified at this location under project Scenario 3 and project Alternative D. The improvement proposed at the intersection of Campus Drive and North Bristol Street is located within an unincorporated portion of the County of Orange and therefore would be implemented (i.e., constructed and funded) by the County. The deficiency forecast at the intersection of Campus Drive and Airport Way North under Project Scenario 3 and Alternative D is caused by the project and therefore would also be implemented by the County if Project Scenario 3 or Alternative D is selected as the project. The project impacts shown for the SR-55 Freeway mainline just north of the I.405 Freeway will be fully mitigated with the addition of the HOV lanes currently under construction by Caltrans. The year 2006 analysis shows how the HOV lanes will provide the additional capacity needed to prevent project impacts at this location (see Tables 4-7, 4-13, 4-19 and 4-25 presented earlier). Text continued anpage 4-57 John Wayne Aitport 4.50 Austin•FoustAssociates,Inc. Environtnentat Impact Report 059020rpt.doc Table 4-28 SIGNIFICANT IMPACT SUMMARY INTERSECTIONS 15. Campus & Airport North County/Newport - - Yes, Yes2 Beach 17. Campus & Bristol North County/Newport Ye32 Yes' Yes2 Yes' Beach 26. Wine&Mesa County/Newport - - Yes, Yes' Beach FREEWAYRAMPS 1-405 at MacArthur: NB On -Ramp Caltmns Yes, Yes2 Yes2 Year I40S at MacArthur: SB On -Ramp Caltrans Yes2 Yesr Yes2 Yes2 1405 at MacArthur: NB Off -Ramp Caltrans Year Yes2 Yes2 Yes2 SR-73 at Campus/Irvine: NB On -Ramp Caltrans Yes2 Yes2 Yes? Yes2 SR-73 at Campus/Irvine: SB Off -Ramp Caltrans - - Yes' Yes2 FREEWAY MAINLINE SR-55n/o1.405—Northbound Caltrans - Yes' Yes' Yes` SR-55n/o1-405—Southbound Caltrans - Yes, Yes' Year Significant impact when compared to existing conditions only. 2Significant impact when compared to both existing conditions and year 2006 No -Project conditions. 3Significant impact when compared to year 2006 No -Project conditions only. Airport 4-51 Austin -Foust Associates, Inc. al Impact Report 059020rptdoc Table 4-29 MITIGATION MEASURES AND COMMITTED IMPROVEMENT SUMMARY APPLICABLE SCENARIO OR INTERSECTIONS 15. Campus & Airport North County 3 & D Add 2nd Northbound Left -Turn Lane 17. Campus & BristolNorth County 1,2,3 & D Add 3rd Southbound Right -Turn Lane 26.Irvine & Mesa County/Newport 3 & D Add 3rdNorthbound and Southbound Through Lanes and Beach Northbound and Southbound Right -Turn lanes[ '.1405atMacArthur. NBOn-Ramp Caltrans 1,2,3&D Add 2ndLane toOn-Ramp (including Mainline Auxiliary Lane) I405 at MacArthur: SB On -Ramp Caltmns 1,2,3 & D Add 2nd Mixed Plow Lane at Meter (Transition to I Lane before Mainline) 1-405 atMacArthur. NB Off -Ramp Caltrans 1,2,3 & D Add 2nd Lane to Off -Ramp (w!o 2nd Mainline Auxiliary Lane) SR 73 at CampusWne: NB On -Ramp Caltrans I,Y,9 & D Add 2nd Lane to On -Ramp (including Mainline Auxiliary Lane) SR 73 at Campus/Irvine. SB Off -Ramp Caltrans 3 & D Add 2nd Auxiliary Lane on Mainline (for Existing2nd Off. Ramp Lane) FREEWAY MAINLINE SR-55nlol40S—N8 Caltrans 2,3&D Add one High Occupancy Vehicle (HOV) lanO SR-55n/0405—SB Calvans 2,3&D Add one HOVianc° 'Committed improvement planned to be constructed by the County and the City of -Newport Beach within the nett five years. =Committed improvement currently under construction by Caltrans. Donn Wayne Airport Environmental Impact Report Table 4-30 ICU SUMMARY WITH MITIGATION MEASURES AND COMMITTED IMPROVEMENTS INTERSECTION EXISTING(2000) AM PM NO -PROJECT AM PM SCENARIO 1 WITH IMPROVEMENTS AM PM SCENARIO 2 WITH IMPROVEMENTS AM PM SCENARIO 3 WITH IMPROVEMENTS AM PM ALTERNATIVE D WITH IMPROVEMENTS AM PM EXISTING CONDITIONS 15. Campus & Airport North .28 .80 N/At N/AJ - - - - - - .30 .73 17. Campus & Bristol North .66 .93 N/Ar N/At .67 .85 .68 .86 .69 .87 .69 .88 26. Irvine & Mesa .71 1.13 N/At N/At - - - - .47 .90 .47 .90 2006 CONDITIONS 15. Campus&Airport North .28 .80 .31 .86 - - - - .31 .74 .32 .77 17. Campus &Bristol North .66 .93 .70 1.00 .71 .91 .71 .92 .71 .93 .73 .94 Level of service ranges:.00 - .60 A .61 - .70 B .71- .80 C .81- .90 D .91-1.00 E Above 1.00 F rN/A= Not Applicable (determination of project impacts is based on a comparison to existing conditions) John Wayne Airport 4-53 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptdoc LOCATION Table4.31 FREEWAY RAMP WITH MITIGATION LOS SUMMARY TABLE AM PEAK HOUR Vic LOS PM PEAR HOUR Vic LOS EXISTING (2000) 1.405 atMarAVthur NB On .31 A 1.17 F SB On .49 A 1.40 F NB Off 1.10 F .58 A SR-73 at Campusllrvinc NB On .75 C 1.51 F SB Off 1.05 P AS A EXISTING PLUS SCENARIO I WITH MITIGATION I405 atMacArthur NB On .27 A .99 E SB On .38 A 1.05 F NB Off .75 C .42 A SR-73 atCampuslhvina NB On .65 B 1.29 F EXISTING PLUS SCENARIO 2 WITH MITIGATION I405 at MacArthur NB On .37 A 1.00 E SB On .40 A 1.08 F NO Off .77 C .44 A SR73atCmMus/Ir&e NB On .66 A 1.31 F EXISTING PLUS SCENARIO 3 WITH MITIGATION I405 atMacArthur NB On .28 A 1.01 F SB On .42 A 1.12 F NB Off .78 C .46 A SR 73 at Campusthvine NB On .67 B 133 F SB Off .80 C .38 A EXISTING PLUS ALTERNATIVE B WITH MITIGATION 1.405 at MacArthur NB On .29 A 1.03 F SB On .44 A 1.15 F NB Off .80 C A9 A SR-73atCa Vus/Irvine NB On .69 B 136 F SB Off .80 C .38 A 2006 NO -PROJECT I.405 atMarArthur NB On .34 A 1.29 F SB On .55 A 1.63 F NB Off 1.26 F .79 C SR-73 at Campus4rvine NB On .79 C 1.58 F SR Off 1.20 F 52 A 2006 PLUS SCENARIO I WITH MITIGATION I.405 atMacArthur SB On .42 A 1.21 F NB Off .86 D .55 A SR 73 at Campustirvine NB On .67 B 1.35 F Continued John Wayne Airport 4-54 Austin -Foust Associates, Inc. Envimnmenta/ImpactReport 05902orptdoc Table 4-31(com) FREEWAY RAMP WITH MITIGATION LOS SUMMARY TABLE LOCATION AM PEAK HOUR V/C LOS PM PEAK HOUR V/C LOS 2006 PLUS SCENARIO 2 WITH MITIGATION I405 at MacArthur NB On .30 A 1.09 F SB On .43 A 1.23 F NB Off .87 D .57 A SR-73 at Campus/Irvine NB On .68 A 1.36 F 2006 PLUS SCENARIO 3 WITH MITIGATION 1.405 at MacArthur NB On .31 A 1.10 F SB On .44 A 1.27 F NB Off .89 D .59 A SR-73 at Campus/trvine NB On .70 B 1.39 F 2006 PLUS ALTERNATIVE D WITH MITIGATION 1405 at MacArthur NB On .31 A 1.12 'F SB On .47 A 1.30 F NB Off .90 D .62 B SR-73 at Campus/Irvine NB On .71 C 1.41 F SB Off .91 E .41 A John Wayne Airport 4-55 Austin -Foust Associates, be. Environmental Impact Report 059020rpt.doc Table 4.32 FREEWAY MAINLINE WIMCOMMITTED IMPROVEMENTS LOS SUMMARY TABLE PM PEAKIIOUR EXISTING (2000) SR-55 n/o I-005 NB 1.00 E .78 D SB .85 D 1.03 F EXISTING PLUS SCENARIO WITII IMPROVEMENTS SR 55 n/o I405 NB .86 D .69 C SB .73 D .89 D EXISTING PLUS SCENARIO 3 WITH IMPROVEMENTS SR-55 n/d 1405 NB .87 D .70 C SB .74 D .90 E EXISTING PLUS ALTERNATIVE D WITH IMPROVEMENTS SR-55 n/o 4405 NB .88 D .72 D SB J5 D .92 E John Wayne Airport 4-56 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptdoc II U I I I I 1 The freeway ramp locations that are significantly impacted by the project scenarios all operate at deficient levels of service (LOS F) in existing conditions without the project. Since these ramps are deficient without the project, the project's responsibility for mitigation at these locations will consist of participating in the implementation of future improvements on a fair -share basis. Table 4-33 summarizes the project share of the added future traffic that is forecast at each impacted freeway ramp. The on- and off -ramp mitigation measures proposed in this analysis will fully mitigate the project's impacts at these locations, and are representative of the type of improvements that are candidates for implementation. The actual future improvements for the freeway on- and off -ramps will be determined by studies conducted by Caltrans since improvements beyond those presented here will be required in order to provide an overall level of service that meets performance standards and since Caltrans is the jurisdictional agency responsible for identifying and implementing improvements to the regional transportation system. It is important to note that a number of programs are in place in Orange County to improve and upgrade the regional transportation system. These include the State Transportation Improvement Program (STIP) which is a four-year expenditure plan that defines how transportation funds from state and federal gas taxes will be allocated. STIP funds are used for transportation projects ranging from road maintenance to new freeway construction. Another source of funding for regional transportation improvements is the Orange County Transportation Authority (OCTA) Measure M program which allocates county. sales tax funds for improvements to regional interchanges and arterial highways. Also, the Caltrans Traffic Operations Strategies (TOPS), a program which implements performance -based investment strategies to maximize utilization of the existing freeway and tollway system, could include interchange improvements such as ramp metering enhancements and ramp/city street access modifications. These programs could potentially fund the types of freeway ramp improvements that are needed in order to mitigate the potential impacts of the project. 4.8 LEVEL OF SIGNIFICANCE AFTER MITIGATION Implementation of the improvements identified in the previous section would effectively mitigate to a level of insignificance all of the potential traffic impacts of the project scenarios and the project alternatives. Regarding the locations where the project will participate in future freeway ramp improvements on a fair -share basis, in the event that the needed ramp improvements are not implemented in a timely manner either through the project's fair -share participation or through the regional transportation improvement programs discussed in Section 4.7, then the project's freeway ramp impacts 1 John Wayne Airport 4-57 Austin -Faust Associates, Inc. Environmental Impact Report 059020tpt.doc 'rabic 4.33 IMPACTED FREEWAY RAMP TRAFFIC SHARE SUMMARY 2006 2006 PEAK EXISTING NO -PROJECT WITH -PROJECT LOCATION HOUR VOLUME VOLUME VOLUME PROJECT SHARE OF 2006 FUTURE TRAFFIC SCENARIO I 1405/MacArthurNBOn-Ramp PM 1,758 1,930 11951 11% 1.405/MacArthurSEOn-Ramp PM 1,517 1,764 1,812 16% 1405/MacArthurNOOff-Ramp AM 1,648 1,897 1,930 12% SR-73/Campus/IrvincNOOn-Ramp PM 2,258 2,380 2,421 25% SCENARIO 2 I409/MacArthurNBOn-Ramp FM 1,75E 1,930 1,965 17% 1.405/MacArthur SO On -Ramp PM 1,517 1,764 1,846 25% 1405/MacArthurNOOITRamp AM 1,648 1,897 11935 19010 SR-73/Campus/IrvineNOOn-Ramp PM 2,258 2,380 2,451 37% SCENARIO I.405/MacArthurNB On -Ramp PM 1,758 1,930 1,988 25% 1.405/MacAtthurSOOn-Ramp PM 1,517 1,764 11899 35% 1.405/MacArthurNOOff-Ramp AM 1,648 1,897 1,993 28% SR73/Campus/IrvineNBOn-Ramp PM 2,258 2,380 2,499 49% SR-73/CvMus/WincSOOff-Ramp AM 2,364 2,695 2,717 6% ALTERNATIVE D 1.405/MwArthurNOOn-Ramp PM 1,758 1,930 2,011 32% I.405/MacAaurSBOn-Ramp PM 1,517 1,764 1,932 43°% J 405/MacArtlmrNB Off -Ramp AM 1,648 1,897 2,030 35% SR-73/Campus/IrvincNOOn-Ramp PM 2,258 2,380 2,543 57% SR-73/Campus/WineSOOff Ramp AM 2,364 2,695 2,727 9% Jahn Wayne Airport 4.58 Austin -Foust Associates,lnc, Envlronn=tat Impact Report 0$9020rptdoe I ' would remain significant and unmitigated. Similarly, if the improvements committed to be implemented by the City of Newport Beach at the intersection of Irvine Avenue and Mesa Drive or the improvements ' under construction by Caltrans on SR-55 north of the I405 are not completed in a timely manner, then the project's impacts at those locations would remain significant and unmitigated. 1 11 1 1 P 1 1 I� I 1 1 1 1 1 John Wayne Airport 4-59 Austin -Foust Associates, Inc. 1 Environmental Impact Report 059020rptdoc APPENDIX A AIRPORT TRIP CHARACTERISTICS, John Wayne Airport Environmental Impact Report I I I I I I I I r"1I u I I I I I I I I I APPENDIX A AIRPORT TRIP CHARACTERISTICS This appendix discusses ground transportation trips generated by John Wayne Airport (TWA). It is intended to provide the technical basis for the trip generation and distribution estimates used in this report. A.1 OVERVIEW Much of the research material pertinent to ground transportation at JWA can be found in the "Ground Access Traffic and Trip Generation" Report prepared as part of the MCAS El Toro Master Development Program`. That report contains extensive material on airport trip generation collected from a number of sources, including JWA. Where appropriate, material from that report has been included here, and in many cases, a reference to that report has been used as the appropriate source of information. In addition to the trip generation data obtained from the above source, a special validation was carried out for year 2001. Counts were taken at all JWA access roads, and the computed trip generation compared to actual counts. The following sections,describe the trip generation analysis. A.2 GROUND ACCESS TRIP GENERATION The Institute of Transportation Engineers ME) Trip Generation is generally used as the basic source of trip generation rates for different land uses. However, for commercial airports, the TTE rates are based on data from three airports only. Furthermore, the TTE trip generation rates are expressed as a function of the number of airport employees and the number of commercial flights per day rather than the number of air passengers served by the airport. Due to the small number of sample data and the type of variables for which the TTE trip generation rates for commercial airports were established, a more comprehensive approach is necessary. 'The OCAA Teats, MCASEI Toro Master Development Program Airport System Master Plan Ground Access Traffic and Trip Generation, April 15,1999 2 Institute of Transportation Engineers, Trip Generation — 6" Edition, 1997. John Wayne Airport A-1 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpLdoc I The Federal Highway Administration (FHWA) and Federal Aviation Administration (FAA) , report entitled Intermodal Ground Access to Airports — A Planning Guide3 notes that airport access trips by passengers are a function of the number of passengers who originate or terminate their flights at the airport. The report presents the results from a number of studies, but does not recommend specific airport trip generationrates. In May 1998, an article published in the Institute of Transportation Engineers Journal presented a study discussing air terminal trip generation models for commercial airports! The study was designed to obtain current information and collect data on additional predictor variables that could be used to develop , a general model suitable for a wide range of applications. Data on airport trip generation and mode split characteristics was obtained for 39 commercial airports. The study found that terminal complex traffio conditions vary considerably due to peak period airline activity characteristics, passenger flight connecting activity, passenger and employee access modes, and the number of "meeters and greeters." ' This results in a high degree of variance in traffic generation rates and passenger travel characteristics among different airport terminals. To estimate ground access traffic associated with JWA, the above referenced Ground Access Traffic and Trip Generation report used data from airport surveys and also from available technical literature. The majority of the data was based on surveys conducted at the following West Coast airports; • Los Angeles International Airport (LAX) • San Diego International Airport (SAN) • Seattle -Tacoma International Airport (SEA) • Portland International Airport (PDX) ' • John Wayne Airport (JWA) The analysis addressed tri p p generation associated with the airport terminals, public and employee parking areas, rental car areas, and cargo areas. On the basis of that analysis, recommended airport trip generation I 3 Federal Highway Administration and Federal Aviation Administration, Intermodal Ground Access to Airports —A Planning , Guide, December 1996. 4 Terry Ruld and Boris Tmaysltis, "Airport Trip Generation," Institute ofTransportation Engineers (ITE) Journal, May 1998, pages 24-31. The ITEJournal is a publication for traffic engineers and transportation planning professionals. John Wayne Airpott A•2 AustinFOnstAssociates,loc. Environmental lapaetReport 059020rpt.doc I I r I I relationships were established. These rates are separated according to the following airport activities: • Public parking areas (parking lots and garages) • Employee parking • Rental cars • Air cargo It was found that vehicle traffic generated in each activity center is directly related to daily non - connecting origin/destination (O&D) passengers with one exception: vehicle traffic generated by air cargo operations is based on cargo tonnage processed. Hence, the trip generation rates are expressed in terms of two-way vehicle average daily traffic (ADT) per non -connecting O&D passenger and air cargo trip rates are expressed in terms of ADT per ton of cargo. ' periods: G I I U L I IJ I In addition to the ADT estimates, peak hour traffic shares are derived for the following peak • Morning commuter peak hour (7:30 — 8:30 AM) • Afternoon commuter peak hour (5:00 — 6:00 PM) Peak hour traffic generation rates were derived in the previously referenced Ground Access Traffic and Trip Generation based on studies of the West Coast airports listed above. Using trip rates established in that report, a comparison was made using July 2001 passenger activity. The trip generation factors were then adjusted slightly to achieve validation for this comparison. Table A-1 summarizes the resulting trip generation rates, peak hour percentages and directional distribution for the John Wayne Airport. The recommended rates exclude traffic using the two remote parking lots which explains the lower rate recommended for this study compared to the slightly higher rate in the referenced source. This study is based on the premise that John Wayne Airport will not be expanding off -site parking facilities and that increases in passenger activity will be accommodated by expanding on -site parking, if necessary. Table A-2 shows the comparison with July 2001 traffic count data. John Wayne Airport A-3 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc ADTTRIP RATE PERNON- CONNECTING MONTH PASSENGER PEAKHOUR Table A-1 IWA TRIP GENERATION RATES . AIRPORT AMCOMMUTERPEAK TERMI4ALPEAK (730-8:10AM) PERCENT PERCENT PERCENT PERCENT INBOUND OFDAILY INBOUND OFDAILY PMCOMMUTERPEAK (5:00-6:OOPm) PERCENT PERCENT INBOUND OFDAILY TERMINAL' August 1.80 5:00-6:OO11M 500S 8% 52% 5% 500/0 8% Annual Average 1.98 5:00-6:OOPM 50% 816 52% 5% 504'0 8% EMPLOYEE PARKING August .04 11:00AM— 501/0 150% 60'/o 5% 40% 4% 12:00 PM Annual Average .04 11:00AM- 50% 150/0 60% 5% 40% 4% 12:00 PM PUBLIC PARKING' August .41 12:00— 50010 8% 70',o 4% 50% 60/0 I:00PM Annual Average .41 12:00— 5016 8% 70°/o 4% 50% 6°% 1:OO PM RENTAL CAR TRAFFIC' August .54 5:00-6:00 PM 80'/ 8% 70% 5% g0o; 8°% Annual Average .54 5:00-60PM 80% 8% 700/0 5% 80% 8% Temdnal trip generation raw exclude employee traffic but include rental car and parking garage traffic. s These raw arc included in the terminal enera0on rates Environmental AIRPORT COMPONENT Table A 2 TRIP RATES -PEAK MONTH AM PEAK HOUR UNIT IN OUT TOTAL IN PM PEAK HOUR OUT TOTAL ADT COMMERCIAL AIRTERMINAL Employee Parking TOP 1.20 .80 2.00 .64 .96 1.60 40 Public Parking TDP 11.48 4.92 16.40 12.30 12.30 24.60 410 Rental Car Traffic TDP 18.90 8.10 27.00 34.56 8.64 43.20 540 Other Traffic TDP 16.42 30.18 46.60 25.14 51.06 16.20 850 AIR CARGO HANDLING FACH.ITv Domestic Cargo (Autos) TDCT 106.92 57.57 164.49 78.96 52.64 131.60 3,290 Air Express Cargo (Autos) TDCT 56.35 104.65 161.00 104.65 56.35 161.00 1,610 Domestic Cargo (Trucks) TDCT 45.83 24.68 70.51 33,84 22.56 56.40 1,410 Air Express Cargo (Trucks) TDCT 24.15 44.85 69.00 44.85 24.15 69.00 690 TRIP GENERATION/TRAFFIC COUNT COMPARISON AM PEAK HOUR PM PEAK HOUR AIRPORT COMPONENT UNIT IN OUT TOTAL IN OUT TOTAL ADT COMMERICAL AIR TERMINAL Employee Parking 25.5 TOP' 31 20 51 16 24 40 1,020 Public Parking 25.5 TDP' 293 125 418 314 314 628 10,455 Rental Car Traffic 25.5 TDP' 482 207 689 881 220 1,101 13,770 Other Traffic 25.5 TDP' 419 770 1,189 641 1,302 1,943 21,675 Sub -Total (Terminal) 1,225 1,122 2,347 1,852 1,860 3,712 46,920 AIR CARGO HANDLING FACILITY Domestic Cargo (Autos) .02 TDCT 2 1 3 2 1 3 66 Air Express Cargo (Autos) .04 TDCT 2 4 6 4 2 6 64 Sub-Total(Autos) 4 5 9 6 3 9 130 Domestic Cargo ('trucks) .02 TDCT 1 0 1 1 0 1 28 Air Express Cargo (Trucks) .04 TDCT 1 2 3 2 1 3 28 Sub-Total(Trucks) 2 2 4 3 1 4 56 Sub-Total(Cargo) 6 7 13 9 4 13 186 TRIP GENERATION TOTAL 1,231 1,129 2,360 1,861 1,864 3,725 47,106 July 2001 Traffic Count (Peak Weekday) 1,188 1,119 2,307 1,764 1,812 3,576 ' 46,852 Percent Difference (Terminal Rate vs. Count) 3.1% 0.3% 1.7% 5.0% 2.6% 3.8% 0.1% 'The TDP as shown above represents the total of all uses (July 2001) Abbreviations: TOP=thousand daily(non-connecting)passengers TDCT= thousand daily cargo tons ADT= average daily traffic John Wayne A ' Environmental A-] ausua-ruus,�suu,aua, am. 059020rpt.doc A.3 TRIP GENERATION SAS The following tables summarize the peak month (August) and annual average day trip generation for existing conditions and 2006 conditions based on the No -Project scenario and each of the project scenarios and alternatives. John Wayne Airport A•6 _ Austin -Foust Aaeoriates,Inc. EaWtonmental Impact Report 039020mt.doc i I I I I I r u I L I Trip Rates' Peak Month (August) Airport Component Units AM Peak Hour PM Poak Hour ADT in Out Total In Out Total COMMERCIAL AIR TERMINAL Employee Parking TDP 1 1.20 1 .80 2.00 .64 .96 1.60 40 Public Parking TDP 11.48 1 4.92 16.40 12.30 1230 24.60 410 Rental Car Traffic TDP 18.90 8.10 27.00 34.56 8.64 43.20 540 Otter Traffic TDP 16.42 30.18 46.60 25.14 51.06 76.20 850 AIR CARGO HANDLING FACH.ITY Domestic Cargo Autos TDCr 1 106.92 1 57.57 164A9 78.96 52.64 1 131.60 3 290 Air Express Cargo Autos TDCT 56.35 104.65 I61.00 104.65 1 56.35 161.00 1 610 Domestic Caro rucks TDCT 45.83 24.68 70.51 33.84 22.56 56.40 1,410 Air ress Cargo rucks TDCr 1 24.15 1 44.85 1 69.00 1 44.85 1 24.15 1 69.00 690 Abbreviations: TDP -Thousand Daily (non -connecting) Passengers , TDCr - Thousand Daily Cargo Tons ADT-Average DailTraffic - Trip Generation August 2001(Peak Month Average Da Airport Component AMPeakHour Amount' In I Out I Total PMPeakHour ADT In Out Total COMMERCIAL AHt TERMINAL Employee Parkin 25:7 TDP 1 31 1 21 52 16 25 41 -1028 Public Parkin 25.7 TDP 295 126 421 316 316 632 10537 Rental Car Traffic 25.7 TDP 486 208 694 888 222 1110 13,878 Other Traffic 25.7 TDP 422 776 1 1198 1 646 1 13i2 1,958 21845 Sub-Total(Terminal) 1234 1 1131 2365 1 1,866 1875 3741 47288 AIR CARGO HANDLING FACILITY Domestic Caro Autos .02 2 1 3 2 1 3 66 Air Express Cargo Autos .04 %CT TDCT 2 4 6 4 2 6 64 Sub -Total Autos 4 5 9 6 3 9 130 Domestic Caro (Trucks .02 TDCT 1 0 1 1 0 1 28 Air ress Caro rucks .04 TDCT 1 2 3 2 1 3 28 Sub -Total (Trucks)2 2 4 3 1 4 56 Sub -Total (Cargo) 6 7 13 9 4 13 186 TRD' GENERATION TOTAL 1240 1138 2 378 1 05 1879 3,754 47,474 Trip Generation vera eDa 2006 No -Pro ect Peak Month Average a Airport Com onent Amount' AMPeak Haur PMPeak Hour ADT In Out Total In Out Total COMMERCIAL AIR TERMINAL Employee Parkin 28.0 TDP 1 34 22 56 18 27 45 1120 PublicParkia TDP 321 138 459 344 344 688 11480 Rental Car Traffic P IMETED 529 227 756 968 242 ] 210 15120 Other Traffic P 460 945 1305 704 1430 2134 23800 Sub -Total k1cruounul 2.576 1 2.034 043 4 077 51520 AIR CARGO HANDLING FACILITY Domestic Cargo Autos .02 TDCr 2 1 3 2 1 3 66 Air Express Cargo Autos .04 jTDCr 2 4 6 4 2 6 64 Sub -Total Autos 4 5 9 6 3 9 130 Domestic Caro rucks .02 TDCr 1 0 1 1 0 1 28 Air ress Cargo rucks .04 TDCr 1 2 3 2 1 3 28 Sub -Total cks 2 2 4 3 1 4 56 Sub -Total o) 6 7 13 9 4 13 186 TRH' GENERATION TOTAL 1350 1239 1 2,589 1 2,043 2,047 4 090 51706 Trip Generation Scenario IPtak Month Average D Airport Component AMPeakHour Amountl In Out I Total PMPeakHour ADT In Out T-0-t-ad COTIIIERCIAL AIR TERMINAL Employee Parking 32.7 TDP 39 26 65 21 31 52 1,30-8- PublicParking 32.7 TDP 375 161 536 402 402 804 13407 Rental Car Traffic 32.7 TDP 1 618 265 883 1130 283 1413 17.658 Other Traffic 32.7 TDP 1 537 987 1 1524 822 1670 2492 27795 Bub -Total erminnl 1569 1439 1 3008 2375 2386 4761 60168 AIR CARGO HANDLING FACILITY Domestic Caro Autos .02 TDCI' 2 1 3 2 1 3 66 Air Express Cargo Autos .04 TDCT 2 4 6 4 2 6 64 Sub -Total Autos 4 5 9 6 3 9 130 Domestic Caro rucks .02 TDCr 1 0 1 1 0 1 28 Air Enress Care rucks .04 1TDCr 1 2 3 2 1 3 28 Sub -Total rucks 2 2 4 3 1 4 56 Sub -Total C o 6 7 13 9 4 13 186 TRIP GENERATION TOTAL 1 1575 1 1446 1 3.021 1 2,384 1 2,390 4 774 60,354 Trip Generation Scenmio2PeakMonthAverage Da Airport Cam nent AMPeakHour Amountl In Out Total PM Peak Hour ADT In Out Total COMMERCIAL AIR TERMINAL Employee Parking 36.0 TDP 43 29 72 23 1 35 1 58 1440 Public Parkinx 36.0 TDP 413 177 590 443 443 1 886 14760 Rental Car Traffic 36.0 TDP 680 292 972 1,244 311 1 1 55 1944 Other Traffic 36.0 TDP 591 1,086 1 1677 1 '905 1836 1 2743 30600 Sub -Total erminal 1727 15R4 3311 2615 1 2627 1 5242 66240 AIR CARGO HANDLING FACILITY Domestic Caro Autos .04 17DCf 4 2 6 3 2 5 132 Air ExpressCupp Autos .08 ITDCr 5 8 13 8 5 13 129 Sub -Total Autos 9 10 19 11 7 18 261 Domestic Caro rucks .04 TDCr 2 1 3 1 1 2 56 Air FApregs Caro rveks .OS TDCT 2 4 6 4 2 6 55 Sub -Total rucks 4 5 9 5 3 8 111 Sub -Total 0 13 35 28 16 10 26 372 TRIP GENERATION TOTAL 1 1740 1 1599 1 3.339 1 2,631 1 2,637 5 268 66 612 Trip Generation Scenario 3Peak Month Average Da Airport Component AM Peak flour PM Peak Hour Amount' In Out Total In I Out Total I ADT COMMERCIAL AIR TERMINAL Employee Parking 41.2 TDP 49 33 82 26 40 66 1648 PublicParking 41.2 TDP 473 203 676 507 507 1014 16892 Rental Car Traffic 41.2 TDP 779 334 1113 1424 356 1780 22248 OtherTraf c 41.2 TDP b77 1243 1920 . 1036 104 3140 35020 Sub Total erminal 1478 1813 301 2 993 3,007 6 ODD 75,1108 AIR CARGO HANDLING FACILM Domestic Cato Autos .04 TDCT 4 2 6 3 2 5 132 Air Express Caro Autos .08 ITDCT 5 8 13 8 5 13 129 Sub Total Autos 9 10 19 11 7 18 261 Domestic Caro rucks .04 1TDCr 2 1 3 1 1 2 56 Air Express Caro 1 .08 lTDCr 2 4 6 4 2 6 55 Sub -Total rucks 4 5 9 5 3 8 111 Sub -Total C o 13 15 28 16 10 26 372 TRIP GENERATION TOTAL 1991 1 1828 1 3,919 1 6,026 76180 I L_J I I I I I I r I i u nII J r u 7 J Trip Generation Alternative D Peak Month Average Da Airport Com onent AM Peak Hour Amount' In Out Total PM Peak Hour ADT In I Out Total COMMERCIAL AIR TERMINAL Employee Parking 46.4 TDP 1 56 37 93 30 45 75 1856 Public Puking 46.4 TDP 533 228 761 571 571 1142 19024 Rental Car Traffic 46.4 TDP 877 376 1253 1604 401 2.005 25,056 Other Traffic 46.4 TDP 762 1400 2162 1166 2 369 3 535 39,440 Sub•Totel etminel 2 228 2 041 4 269 3 371 3 386 6.757 85 376 AIR CARGO HANDLING FACILITY Domestic Cargo Autos .04 Cr 4 2 6 3 2 5 132 Air Express Caro Autos .OS TDTDCr 5 8 13 8 5 13 129 Sub -Total Autos 9 10 19 11 7 18 261 Domestic Caro rucks .04 TDCr 2 1 3 1 1 2 56 Air Express Cargo rucks .08 TDCr 2 4 6 4 2 6 55 Sub -Total rucks 4 5 9 5 3 8 111 Sub -Total Ce o 13 15 28 16 10 26 372 TRIP GENERATION TOTAL 2,241 2,056 4,297 3 387 3 3967 6,783 1 85,748 Trip Generation Alternative E Peak Month Average Da Airport Com onent AM Peak Hour PM Peak Hour ADT Amount' Ea Out Total In Out Total COMMERCIAL AIR TERMINAL Employee Parldng 29.3 TDP 35 23 58 19 28 47 1172 Public Pariting 29.3 TDP 1 336 144 "0 360 360 720 12 013 Rental Car Traffic 29.3 TDP 554 237 791 1013 253 1266 15,822 Other Traffic 29.3 TDP 481 884 1365 737 1496 2233 24905 Sub -Total (Terminal)1406 1288 2 694 2129 2137 1 4,266 53,912 AIR CARGO HANDLING FACILITY Domestic Caro Autos .02 1TDCr 2 1 3 2 1 1 3 66 Air Express Caro Autos .04 TDCr 2 4 6 4 2 6 64 Sub -Total Autos 4 5 9 6 3 9 130 Domestic Caro (Trucks).02 22 1 0 1 1 0 1 28 Air ressCargo Trucks .04 TDCr 1 2 3 2 1 3 28 Sub-Toml cks 2 2 4 3 1 4 56 Sub -Total 0 6 7 13 9 4 13 186 TRIP GENERATION TOTAL 1412 1 1295 1 2,707 1 2138 1, 2141 4,279 1 54,098 ' 'Thousand Daily Passengers (TDP) as used in the above calculations represents the daily total of all uses. I_.I PEAK MONTH AVERAGE DAY TRIP GENERATION SUMMARY MAP Thousand Daily Passen ers* AMPeakHour PMPeakHour ADT 1 I In I Out I Total I In Out Total Existing Conditions 7.7 1 1,240 1,138 2,378 1.875 1,879 3.754 47,474 2006 No -Project 8.4 28.0 1,350 1.239 2,589 2.043 2,047 4,090 51,706 Increase from Existing 110 t01 211 16 1 168 336 1 4,232 Scenario 1 9.8 32.7 1,575 1,446 3,021 2,384 2,390 4,774 60,354 Increase from Exlstin 335 308 643 509 511 1,020 1 12.880 Increase from No -Project 1 225 207 432 341 343 684 1 8,648 Scenario 2 10.8 36.0 Increase from Existin Increase from No -Project 1,740 500 390 1.599 461 360 3,339 961 750 2,631 756 588 2,637 768 590 5,268 1 1,514 1,178 66,612 19,138 1 14,906 Scenario 12.3 41.2 Increase fromF-Asting751 1,991 1.828 690 3,819 1.441 3,009 1,134 3,017 1,138 6,026 2.272 76,180 28,706 Increase from No -Project 641 589 1,230 966 970 1,936 24,474 Alternative D 13.9 46.4 2,241 2,056 4,297 3,387 3,396 6.783 85,748 Increase from Existin 1,001 918 1,919 1,512 1.617 3.029 38,274 Increase from No -Project 891 817 1,708 1,344 1,349 2,693 34,042 Alternative E 8.8 29.3 t,412 1,295 2,707 2,138 2,141 4,279 54,098 Increase from Existin 172 157 329 263 262 525 6,624 Increase from No -Project 62 56 118 95 94 189 2,392 *Thousand Daily Passengers based on Average Day of the Peak Month of August .333% of MAP , I I r J '1 u r I I I r I 11 I H Trip Rates Annual Average Da Airport Component Units AM,Peak Hour PM Peak Hour ADT In Out Total In Out Total COMMERCIAL AM TERMINAL Employee Parking TDP 1.20 .80 2.00 .64 .96 1.60 40 Public Parkin TDP 11.48 4.92 16.40 12.30 12.30 24.60 1 410 Rental Car Traffic TDP 18.90 1 8.10 1 27.00 34.56 8.64 43.20 1 540 Other Traffic I TDP 1 21.10 1 34.50 1 55.60 1 32.34 1 58.26 1 90.60 1 1,030 AIR CARGO HANDLING FACILITY Domestic Cargo Autos DCl 5757 78.9.6 1.6 900 ressCar oAutos TDT 0Air 65 1 161.00 10465 1 56.35 1 161.00 16 Domestic Caro Trucks TDCr 1 45.83 24.68 1 70.51 33.84 1 22.56 1 56.40 1410 Air Express Caro rucks TDCT 1 24.15 44.85 1 69.00 44.85 1 24.15 1 69.00 690 Abbreviations: TDP-Thousand Daily (non -connecting) Passengers TDCr - Thousand Daily Cargo Tons ADT-Average DailTraffic Trip Generation 2001 Annual Avem eDa Airport Component Amount AM Peak Hour PM Peak Hour ADT In Out Total In Out Total COMMERCIAL AIR TERMINAL Employee Parking 21.1 TDP 1 25 17 42 14 20 34 1 844 Public Parkin 21.1 TDP 242 104 346 260 260 520 8651 Rental Car Traffic 21.1 TDP 399 171 570 729 182 911 11394 Other Traffic 21.1 TDP 445 728 1173 682 1229 1911 21733 Sub-Toml erminel 1111 1020 2131 1685 1691 3376 42622 AIR CARGO HANDLING FACHdTY Domestic Caro Autos;�1.041 MI 2 1 3 2 1 3 66 Air Express Caro AutTDCT 2 4 6 4 2 6 64 Sub -Total Autos 4 5 9 6 3 9 130 Domestic Caro ruck1 0 1 1 0 1 28 Air ress Caro ru 1 2 3 2 1 3 28 Sub -Total rucks2 2 4 3 1 4 56 Sub -Total (Cargo) 6 7 13 9 4 13 186 TRH' GENERATION TOTAL 1117 1 1027 2144 1 1694 1 1695 3,389 1 42,808 Airport COMM Emlk Public I Rental I Other T Sub -Tot AIR CA Domest Air Exp Sul Domest Air Exp IS ut Su6-Tot TRIP G r Trip Generation Scenario IAnnual Average Da Airport Component AMPeakHour Amount r In Out Total PMPeak H ur I ADT In Out Total COMMERCIAL AM TERMINAL Employee Parking 26.9 TDP 32 22 54 17 26 43 1076 Public Parkin 26.9 TDP 309 132 441 331 331 662 11029 Rental Car Traffic 26.9 TDP 50a 218 721 930 232 1162 14.526 OtherTmffic 26.9 TDP 566 928 1496 870 ] 67 2437 27707 Sub•Tatal erminal 1417 1300 1 2717 1 2148 2156 4304 54338 AIR CARGO HANDLING FACUM ' Domestic Caro Autos .02 TDCr 2 1 3 2 1 3 66 Air ressCargo Autos .04 TDCf 2 4 6 4 2 6 64 Sub -Total Autos 4 5 9 6 3 9 130 Domestic Caro rucks .02 ITDcr 1 0 1 1 0 1 28 Air ExpressCaro rucks .04 JTDCT 1 2 3 2 1 3 28 Sub -Total cks 2 2 4 3 1 4 56 Sub -Total 0 6 7 13 9 4 13 186 TRH' GENERATION TOTAL 1423 1 1307 1 2,730 157 1 2160 14 17 54 24 Trip Generation Scenario 2Annual Average ba Airport Component AMPeakIIour Amounts In I Out Total PM Peak Hour ADT In I Out Toted COMMERCIAL AIR TEMU NAL Employee Parking 29.6 TDP 36 24 60 19 28 47 1184 Public Parking 29.6 TOP 340 146 486 364 364 728 12136 Rental CarTratfic 29.6 TDP 559 240 799 1023 256 1279 15984 OtlierTraHic 29.6 TDP 625 1021 1646 957 1724 2681 30488 6ub•Total erminel 1560 1431 2991 363 2372 4735 59792 Abt CARGO HANDLINGFACH.TTY Domestic Caro Autos .04 TDCr 4 2 6 3 2 5 132 Air resaCargo(Autos).08 TDCr 5 8 13 8 5 13 129 Sub -Total Autos 9 30 19 11 7 18 261 Domestic Caro rucks .04 ITDCT 2 1 3 1 1 2 56 Air Express Caro rucks .08 lTDCT 2 4 6 4 2 6 55 Sub-ToW rucks 4 5 9 5 3 8 ill Sub -Total 0 13 15 28 16 30 26 372 TRH' GENERATION TOTAL 1 1573 1 1446 1 3.019 1 2,379 1 2,382 1 4 761 60164 Trip Generation Scenario 3 Annual Average Da Airport Component AM Peek Hour Amounts In Out Total PM Peak Hour ADT In I Out I Total COMMERCL4LAnt TERMINAL Employee Parking 1 33.8 TDP 1 41 27 1 68 1 22 1 32 154 1 52 Public Perkin 33.8 TDP 388 166 554 416 416 832 13,858 Rental Car Traffic 33.8 TDP 639 274 913 1,168 1 292 1460 SS 252 OtherTrafflc 1 33.8 TDP I 1 1166 1 1879 1 1093 1 1 69 3062 34814 Sub -Total ersalm l 1781 1633 3 4141 2,699 1 2,709 5,408 68276 AIR CARGO HANDLING FACILITY Domestic Cargo Autos .04 TDCt 4 2 6 3 2 5 132 Air ressCaro Autos .08 ITDCr 5 8 13 8 5 13 129 Sub Total Autos 9 10 19 Il 7 18 261 Domestic Caro rucks .D4 TDCl' 2 1 3 1 1 2 56 Air ExpressCaro rucks .08 TDCf 2 4 6 4 2 6 55 Sub-Total(Trucks) 4 5 9 5 3 8 Ill Sub -Total 0 13 15 28 16 10 26 372 TRIP GENERATION TOTAL 1794 1648 3,442 1 2,715 1 2,719 1 5,434 1 68,648 r r d f L r r r-I LI r r I i 11 I L I I Trip Generation Alternative DAnnual Average Dn Airport Component Amounts AMPeakllour PMPeak Hour ADT In Out Total In Out Total COMMERCIAL AHt TERMINAL Employee Parking 38.1 TDP 1 46 30 76 24 37 61 1524 Public Parldug 38:1 TDP 437 187 624 469 469 938 15621 Rental Car Traffic 38.1 TDP 720 309 1029 1317 329 1646 20 574 Other Traffic 38.1 TDP 804 1314 2 11S 1232 2 220 3 452 39 243 Sub•Toml erminal 2 007 1840 1 3,847 3 042 3 O55 6 097 76 962 AIR CARGO HANDLING FACILITY Domestic Cargo Autos .04 TDCT 4 2 6 3 2 5 132 Air Express Caro Autos .08 TDCT 5 8 13 8 5 13 129 Sub -Total Autos 9 10 19 11 7 I8 261 Domestic Caro rucks .04 TDCT 2 1 3 1 1 2 56 Air Express Caro Trucks .08 TDCr 2 4 6 4 2 6 55 Sub -Total Trucks 4 5 - 9 5 3 8 ill Sub -Total (Cargo) 13 15 28 16 10 26 372 TRIP GENERATION TOTAL 2,020 1,955 3,875 3 058 3 065 6123 77 334 Trip Generation Alternative E Annual Average Da Airport Component Amounts AMPeak Hour PM Peak Hour ADT In Out Total In Out Total COMMERCIAL AIR TERMINAL Employee Parldng 24.1 TDP 1 29 1 19 1 48 1 15 23 38 964 Public Parldng 24.1 TDP 1 277 119 396 296 296 1 592 9, 881 Rental Car Traffic 24.1 TDP 1 455 195 650 833 1208 1041 13,014 OtherTraffic 24.1 TDP 509 1 831 1340 779 11404 2183 24823 Sub-Total(Terminal) 1270 1 1,164 2,434 1 1923 11931 3 854 48,682 AIR CARGO HANDLING FACELM Domestic Caro Autos 1 .02 ITDCr 2 1 3 2 1 3 66 Air Express Caro Autos .04 1 TDCT 2 4 6 4 2 6 64 Sub -Total Autos 4 5 9 6 3 9 130 Domestic Cargo (Trucks .02 TDCT 1 0 1 1 0 1 28 Air Express Caro rucks .04 TDCT 1 2 3 2 1 3 28 Sub-Total(Trucks) 2 2 4 3 1 4 56 Sub -Total (Cargo) 6 7 13 9 4 13 186 TRIP GENERATION TOTAL 1 1276 1 1171 1 Z447 1 1932 1 1935 1 3,867 1 48,868 I'Thousand Daily Passengers (TDP) as used in t r LI 1 I I I ANNUAL AVERAGE DAY TRIP GENERATION SUMMARY Thousand Daily AM Peak Hour PMPeakHour Existing ditions MAP 7.7 Passen ere 21.1 ADT 42,808 In 1,11-1 Out 1,027 I Total 2,144 In 1,694 Out 1,695 Total 3,389 ject 8.4 23.0 1,218 1,i18 2,336 1,846 1,848 3,694 46,646 om Existin 101 97 192 152 153 305 3,838 9.8 269 1423 1,307 2,730 2,157 2.160 4,317 64,624 m Existin 306 280 586 463 4fm No -Pr 'ect 205 189 1 394 1 311 312 623 7,878 Scenario 2 10.8 29.6 1,573 1,446 3,019 2,379 1 2,382 4,761 60,164 Increase from E)dsting 419 875 685 687 1,372 17,356 Increase from No -Project 355 328 683 533 534 1,067 13.518 Scenario 3 12.3 33.8 1,794 1.648 3,442 2,715 2,719 5,434 68,648 Increase from E)dstin 677 621 1,298 1,021 1 1,024 2.045 1 25,840 Increase from No -Project 576 1 530 1,106 869 1 871 1 ,740 1 22.002 Alternative D 13.9 38.1 Increase fromlExistin Increase from No ect 2,020 1 903 802 1 1,855 828 1 737 3,875 1,737 1 1.539 1 3,058 1,364 1,212 3,065 1,370 1,217 6,123 2,734 2,429 7T,334 34,526 30,688 Alternative E 8.8 24.1 1.276 1,171 2,447 1,932 1,935 3,867 48,868 Increase from Fcistin 159 144 303 238 240 478 6,060 Increase from No -Project 58 53 111 86 8T 173 2,222 'Thousand Daily Passengers based on Annual Avera a Da 0.274% of MAP 11=11 M M M M M M r M i M=11 r MI 1=1 "IMI n APPENDIX B YEAR 2006"TRAFFIC FORECASTS 0 M John Wayne Airport Environmental Impact Report APPENDIX B YEAR 2006 TRAFFIC FORECASTS The impact analysis in this report uses year 2006 as the forecast year for identifying the future year traffic impacts of the various scenarios and alternatives. This appendix gives a description of the ' derivation process. B.1 OVERVIEW' Year 2006 traffic forecasts were established with the aid of regional and local traffic forecasting models in this portion of Orange County. With 2006 representing a six -year growth period (in relation to the 2000 baseline traffic counts), a methodology was established which factored existing traffic counts according to growth factors established from regional and local traffic model data. ' The primary source of the traffic model data was the Irvine Transportation Analysis Model (ITAM). A 2007 version has been prepared by the City, this being derived from the Orange County Transportation Analysis Model (OCTAM) Version 3.1. Within the City of Irvine, the land use database represents land use considered by the City to be appropriate for 2007. Outside the City of Irvine, the ' demographic database is the Orange County Projections-2000 (OCP-2000) year 2005 demographic data. While no specific projects are included in this database, it represents one of the five-year increments ' included in the overall countywide OCP-2000 forecasts (year 2000 to 2025 by five-year intervals). It is therefore suitable for cumulative analyses since it takes into account the growth estimates for all of Orange County. For this study, traffic volume forecasts from ITAM were used to derive 2006 growth factors by factoring down slightly, using an interpolation between 2000 and 2007. The following sections 1 describe the derivation process in detail. t 17 John Wayne Airport Environmental Impact Report E B.2 GROWTH FACTORS To show general growth trends in this part of Orange County, a summary of OCP-2000 data for a portion of Orange County in and around the study area can be found in Figure B-1. As can be seen here, the forecasts generally show an increase in population, dwelling units, and employment of around six to 11 percent between 2000 and 2005. Growth trends within the project's study area is summarized in Table B-1 using the sub -areas illustration Figure B-2. The increase in this specific area is less than what is shown for the larger region and ranges from two to four percent between 2000 and 2006, The approach used to derive peak hour intersection volumes for 2006 was to derive ADT volumes from ITAM and use the ADT volumes to factor the peak hour intersection volumes. The ITAM year 2007 model had not at this time been fully calibrated for all the intersections in the study area and hence the use of TEAM ADT volumes and a suitable factoring process was considered the most realistic means of obtaining 2006 intersection data. The existing and future ADT volumes used in this regard are shown in Table B 2. The table shows how the increase on individual roadway segments can vary from zero to 24 percent, depending on the increase of land use in the area. Note that for locations in which modeled volumes show a decrease in future traffic, no decrease was applied to existing volumes in development of the 2006 forecasts. A special process was applied to factor existing peak hour turn movement volumes based on the ADT volume increase on each leg of the intersection. It involves both factoring and balancing to ensure entering and exiting vehicles on all links of the intersections are balanced. The result is a representative peak hour volume based on the increase in ADT link volumes. P I [1 1 John WayneAigwrt B-2 Austin -Foust Associates, The. Farvirontnental hMoct Report 059020rpt.doc CI Figure B-1 OCP-2000 Projections -By Community Analysis Areas (CAA's) N W�* i= S _ ^ Cenlrat TuaNri' !�By �'z{�.tj� mac,: S='� • _p ..tt ,:JYT'v.. y� Y wn'-`v%^':w•'T[�.'�"` sF<s .2;:. •`�r•l\....$,: ':r--: a>i.Y .,.pr y:as• 3: T�!�II(I� °I'�+j4- j::.'.h:;'S �, i' if` Vie, -.}: +, .'st . r ' S.+" . r L> a•�,'{c�,',,�,1''.:' fi.:.:... r a w:1 ,(;xk� t�^iNi C:fi.•,_ti:^::A"'%I:�'�F;,'`I.t t.T.�f' A':..:1,F... t:'3-_•s:!^• :?..2 •.yi: •:ti v<:':-r` �.a.F.._'.i >+`.at;,:'2:iKS<:,:1`�2�`^_+,:�In.^-t•l,.'•v•?Xa's:: t.. "4'- .`�,J- s�••F.i,�.;t=.•�:�:.:� .1 ('_•',`1.. _`�';.;:f„ Cji. �-;: 'e-%.�:y7iF; : l::_ _?•,r _ i. •ai +'.: ^�•.'t,.:....f 1 `r-.""f-:•i. u.:l;^'v'.`� T ,','s,� *.: :w1'Y.r�S::>• '`1.' :>�• 1L.-'[t n"�. :_.- •: :;.-+'1%.-%.' +r"54=;:sc:. i��Gr' .��,�.ti: �,4 �W y}. �'/-� lY^ a,-...: ..•ice...: 'te'.�.;.. �y+,..<�, � .�� _ ,�:�,; _.�� :.k; try. <:.. .:. 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A,.:-.Ir. __^' �'�, '+•c:';:,`- ^.- .'-33"�'�.+4.=.'� y"��-�'•j: `ti:t _:-. _ti;,.t�•.,^-�:•S"-'•'-A-"=ice:.-:;':r %..-:K:t s -• ,;,LLa.:. .'i-=a �v't�';^ .:tip• +.-.. „,I�..%i-..(-`��"y'�,'r `'•i'w:�;�r .v'�:r../.p:i'.'•'°{At .."'.-'a c'r.''^'-^- .i. !.�..,-a:.:ak•'i'.,tr.::'t:iei\:w:Y,i �:�+^s.�'�t�Y4`„r 'v iA„'I�� ryuWp- � +T•.•.�D.W<.. c..c.. �>. - �:•<, -'r-�[ f4-: Y � •'..irsir �r'C::>� J,:. _ ' s'. :.Yt .:.:�,���:: "' - :'• Y-a.�..{ .wi'fha- :SFp_ �i..- �1T:�';i"•�: .:S-FS-J,I�r! -.mot-. of �. fit, yew-: .'tti ..Y ..�,?:�'• - -.-1� +:'t(• �� �t>. �n'��'fri: .'(. i.>�:,>:,h [in��'::kIX, '�ij�4\�.'vt�-�-"�^.Cr•i�r Y:..- �S,i �. ��'Yn> �ir,"•_,..2..�. -:�� �-I`�' {;''ir.;�_"`. •' "�R � ,�, � �, ,.. :Sadyrlcvateri: `--Y':"� :�y�yi~"aT:.r � �!t.;h!4•••'"_v_A-„'!: .. .''3.'il�ry Population Housing Employment t 41 75,984 79,990 42 56,949 59,402 44 59,649 61,089 45 52,733 53'1686 47 40,323 46,428 48 1,281 1,834 49 2, 806 7,231 50 34,726 40,681 51 77,351 85,355 Total 401,802 435, 696 41 �' 21,453 22,210 42 20,179 20,257 44 22,052 22,090 45 20,995 21,026 _ 47 19,187 21,049 48 1,075 1,462 49 1,380 2,752 50 12,923 15,235 51 27,872 29, 699 Total 147,116 155, 780 y 't: 4�:.• {a''"'Y 41 70,132 73,911 42 '; 33,046 33,781 44 54,919 58,008 45 t 24,676 26,566 47 25,555 26,602 48 60,927 63,964 49 1 179,216 85,178 50 1 20,684 24,749 51 1 23, 633 42, 020 Total - 392,988 434;77,9- i Page B-3 ' Table B-1 AREA GROWTH FACTORS ---YEAR 2000- -------YEAR2006Z--- ----INCREASE---- AREA' POP EMP DU POP EMP DU POP EMP DU 1 0 11,660 0 0 11,660 0 0 0 0 2 869 12,570 395 869 13,211 395 0 641 0 ' 3 0 10,763 0 0 10,763 0 0 0 0 4 0 10,514 0 0 11,680 0 0 1,166 0 5 0 9,202 0 0 9,202 0 0 0 0 6 -- SPECIAL GENERATOR--- 256 - SPECIAL GENERATOR-- 563 20,182 256 ---NONE---- 0 0 0 7 563 20,182 8 0 20,727 0 0 18,406 0 0 339 0 9 46,568 57,235 14,446 49,977 60,360 15,199 3,409 3,125 753 ' 10 28,691 13,273 9,907 29,323 14,398 9,929 632 1,125 22 11 5,732 4,815 2,394 5,837 4,828 2,403 105 13 9 12 14,773 6,360 5,942 15,151 6,554 5,955 379 194 13 13 11,473 3,695 4,593 11,681 3,785 4,605 208 90 12 , ' TOTAL 108,669 180,996 37,933 113,401 187,689 38,742 4,732 6,693 809 %INCREASE _ 4.4% 3.7% 21% ' Source: City of Irvine Transportation Analysis Model (areas 14) OCP2000 (areas 9-13) 'See Figure B-2 for areas ' 'Source data equals 2007 for Areas 1-8 and 2005 for Areas 9.13 POP = Population EMP = Employees John Wayne Airport B4 Austin -Foust Associates, Inc. tEnvironmental Impact Report 059020rpt.doc B-3 YEAR 2006 TRAFFIC VOLUMES A set of 2006 forecasts were produced as described above and then adjusted for JWA airport trips. The ITAM 2007 model did not include any increase over today's level of airport activity at JWA and hence to represent a 2007 No -Project scenario, trips were added to the study area network to reflect an increase from 7.7 million air passengers (MAP) to 8.4 MAP. The trip generation increase for this additional traffic is summarized as follows: MAP THOUSAND DAILY PASSENGERS IN AM PEAK HOUR OUT TOTAL PM PEAK HOUR IN OUT TOTAL ADT Existing Conditions 7.7' 25.7' 1,240 1,138 2,378 1,875 ' 1,879 3,754 47,474 2006 No -Project Conditions 8A 28.0' 1,350 1,239 2,589 2,043 2,047 4,090 51,706 Increase from Existing Conditions 110 101 211 168 168 336 4,232 ' Apri12000—Apn12001 ' Peak Month Avers a Da Using the trip distribution for JWA, this increment of traffic was added to the basic 2006 traffic forecasts to produce a 2006 No -Project scenario. John Wayne Airport B-6 Austin -Foust Associates, Inc. Environmental Impact Report 059020tpt.doc ROADWAY YEAR E,X7STING (2000) COUNT Table B-2 2006 ADT GROWTH FACTORS EXLSTING 2007 MODEL 2000 MODEL MODEL INCREMENT PERCENT INCREASE AVERAGE ANNUAL GROWTH 2006 ADT MacArthur 55 Fwy-Rcd Hill 45,948 47,851 50,013 1,162 4.5% 0.6% 47,127 MacArthur S/ORed Hill 28,036 32,581 35,212 2,631 8.1% 12% 29,977 MacArthur NIO Main 28,036 32,500 35,1711 2,678 8.2% 1.2% 30,016 MacArthur MainAO5 NB 54,745 $3,840 59.483 5,643 10 545 1.5% 59,663 MacArthur405 NB405 SB 54,413 54,000 60,000 61000 11.1% 1.6% 59,617 MacArthur 405SB-Michelson 61,383 58,601 64,750 6,149 10.5% 1.5% 66,904 MacArthur Michelson -Campus 50,078 45,173 47,459 2,286 5.135 0.705 52,250 MacArthur Campus -Jamboree 20,770 20,753 22,661 1,908 9.20,0 1.305 22,407 MacArthur Jamboree -University 31,046 29,473 32,798 3,315 11.2% 1.6% 34,039 Jamboree Main405 Fwy 57,800 68,895 76,113 7,218 10.50''a 1.5% 62,991 Jamboree 405 SB-Michelson 51,153 60,583 70,339 9,756 16.1% 2.3% SU14 Jamboree Michelson -Campus 42,099 44,941 51,825 6,884 15.355 22% 47,626 Jamboree Campus -MacArthur 35,551 32,790 36,684 3,885 ILS°.d 1.7% 39,160 Von Karman Main-405 Fwy 21,864 25,484 28,267 2,783 10.90,,0 1.6% 2%911 Von [Carman 405 Fwy-Michelson 20,412 33,779 36,107 2XII 6.9% 1.095 21,618 Von Korman Michelson -Campus 17,070 23,047 24,762 1,715 7.4°% 1.1% 18,159 Campus Bristol-N-MacArthur 30,434 36,161 39,315 3,154 8.7% 12% 32,709 Campus MacArthur-VonKamun 16,684 22,846 25,526 2,680 11.7% 1.7% 18,362 Campuslataboree-University, 17,814 21,554 22,648 1,094 5.1% 0.7% 18°5 89 Red Hill MacArthur -Main 25,093 25,584 27,379 095 7.0% 1.006 26,602 Red Hill Main405Fwy 25,069 20,322 21,199 877 4.30.6 0.6% 25,996 Red Hilt 405 Fwy-Paulatino 22,000 20,000 21,000 1,000 5.0% 0.7% 22,943 Red HillPautarino-Baker 2%000 16,000 17,000 11000 6.336 0.9% 21,071 Red Hill Baker -Bristol 18,532 18,231 18433 402 22% 0.3% 18,882 Santa Ana Bristol -Mesa 10,000 17,941 17,489 .452 -2.5% 0.01,10 1%000 Santa Ana Mesa-Dol Mar 7,000 12,000 12,000 0 0.0% 0.0°/a 7,000 Santa Ana S(0 Del Mar 5,000 7,000 8,000 1,000 14.3% 2.0% 5,612 Santa Ana Santa Isabel-22nd 5,321 8,000 8,000 0 0.0% 0.0% 5,321 Santa Ana 22nd-20th 5,000 8,000 8,000 0 0.0°/a 0.0% 5,000 Santa Ana19th-17th 81000 6,000 6,WO 0 0.0% 0.0% 81000 Irvine Bristol-S-Mesa 29,000 27,135 31,690 405 16.8% 2A% 33,173 Irvine Wilson-22nd 29,000 25,000 26,000 1,000 4.0% 0.6% 29,994 Irvine 191h-17th 24,000 15,000 15,000 0 0.0% 0.00/0 24.000 Main RedHill-MacArthur 25,081 35,584 38,988 3,404 9.6% IA% 27,138 Main MacArthur-VonKorman 31,780 39,341 42,179 2,838 7.2% 1.0% 33,745 MichelsonMacAtthut-Von Korman 20,209 23,138 25,192 2,054 8.90/0 1.3°% 21,747 Michelson Von Karmen -Jamboree 21,606 29,976 32,329 2,353 7.8% 1.1% 23,060 Michelson Jamboree University 30,258 35,718 44,284 %566 24.0% 3.4% 36.479 Del Mar 55FwySanta Ana 12,000 81000 9,000 Law 12.5% 1.8% 13,286 Mesa55FwySahtaAna 6.000 3,695 3,844 149 4.0% 0.6% 6,207 Baker Bristol-55Fwy 28,000 27,000 29,000 2,000 7.4% 1.1% 29,778 Baker 55Fwy-Red Hill 20,0W 22,000 22,000 0 0.0% 0.00/0 20,000 Paulatino Bristol-55 Fwy 20,000 21,000 21,000 0 0.0°/a 0.0°/a 20,000 Paulatno 55 Fwy-Red Hill 14,000 14,000 14,000 0 0.0% 0.0% 14,000 22ndNewportSantaAna 7,000 11,000 11,000 0 0.0°% 0.0°/a 7,000 22nd Santa Ana -Irvine 5,000 MOW 10,000 0 0.0°% 0.0% 5,000 19thNewport-Santa Ana 81000 20,000 20,000 0 0.0°/a 0.0% 81000 19lhSanta Ana-lrvino 71000 15,000 15,000 0 0.0% 0.0'/° 7,000 l7thNewportSantaAna 31,743 34,0W 34,000 0 0.0% 0.00A 31,743 17th Santa Ana -Irvine 30,353 38.000 38,000 0 0.0% 0.0% 30,353 Bristol-NBirch-Jamhorce 16,278 14A00 14,000 0 0.0% 0.00/a 16,278 Bristol-SBirch-Jambottc 3LI72 26,000 28,000 2,000 7.7% 1.1°/a 33,227 Bristol Santa Ant -Newport 25,000 33,000 36,000 3,000 9.1% 1.3°% 30,182 Bristol Pautarino 405 Pwy 47,000 51,000 $5,000 4,000 7.9% 1.1% 50,160 Continued 7- I I n u I Jahn Wayne Airport B-7 Austin -Foust Assooiatkv,tnc, ' Environmental Impact Report 09020rptdoc L.I C L I Table B-2 (cot) YEAR 2006 ADT GROWTH FACTORS EXISTING ROADWAY 2000 COUNT EXISTING 2000 MODEL 2007 MODEL ' MODEL INCREMENT PERCENT INCREASE AVERAGE ANNUAL GROWTH 2006 ADT Newport NB 21st-22nd 13,000 15,000 14,000 -1,000 .6.7% 0.0% 13,000 Newport SB 21st-22nd 10,000 12,000 11,000 -1,000 -8.3% 0.0% 10,000 I405w/o Jamboree 276,000 268,831 284,848 16,017 6.0% 0.9% 290,095 1-405 w/o MacArthur 292,000 279,802 298,761 18,959 6.8% 1.0% 308,959 1405 w/o 55 Fwy 282,000 208,000 214,000 6,000 2.9% 0.40/a 288,973 SR-55 n/o Mesa 153,000 104,815 108,325 3,510 3.3% 0.5% 157,392 SR-55n/o SR-73 155,000 141,794 150,319 8,525 6.0% 0.9% 162,988 SR-55 n/o1405 237,000 181,711 191,463 9,752 5.4% 0.8% 247,902 SR-73 w/o SR-55 99,000 96,000 100,000 4,000 4.2% 0.6% 102,536 SR-73 c/o SR 55 94,000 144,423 152,351 7,928 5.5% 0.8% 98,423 SR-73 c/o Campus 70,000 112,674 121,885 9,211 8.2% 1.2% 74,905 Red Hill n/oMacArthur 47,057 55,394 59,785 4,391 7.9% 1.1% 50,254 Main w/o Red Hill 39,150 44,000 48,000 4,000 9.1% 1.3% 42,201 Jamboree btw I-405 Ramps 64,700 64,700 73,200 8,500 13.1% 1.9% 71,986 Campus w/o MacArthur 30,434 29,022 32,304 3,282 11.3% 1.6% 33,384 Birch w/o MacArthur 16,503 19,339 19,519 180 0.9% 0.1% 16,635 Birch e/o MacArthur 16,406 16,406 16,918 512 3.1% 0.4% 16,845 Campus s/o Quail 30,434 36,161 39,315 3,154 8.7% 1.2% 32,709 Campus btwn Bristol N & S 31,648 31,648 35,503 3,855 12.2% 1.7% 34,952 Birch btwn Bristol N & S 16,503 19,339 19,519 180 0.9% 0.1% 16,635 Birch a/c Bristol S 11,525 11,525 11,005 -520 4.5% 0.0% 11,525 Jamboree a/c MacArthur 40,140 40,140 44,467 4,327 10.8% 1.5% 43,849 Jamboree btwn Bristol N & S 48,904 48,904 52,985 4,081 8.3% 1.2% 52,402 Jamboree s/o Bristol S 57,669 57,669 61,503 3,834 6.6% 0.9% 60,955 Bristol c/o Red Hill 64,769 35,306 37,731 2,425 6.9% 1.0% 68,582 Bristol w/o Campus 64,769 35,306 37,731 2,425 6.9% 1.0% 68,582 Bristol N c/o Campus 16,000 16,000 16,000 0 0.0% 0.0% 16,000 Bristol S c/o Campus 14,000 14,000 15,500 1,500 10.7% 1.5% 15,286 Newport SB» We Mesa 11,000 11,000 11,000 0 0.0% 0.0% 11,000 Newport SB a/c Mesa I8,000 18,000 19,000 1,000 5.6% 0.8% 18,857 Newport NBn/oMesa 9,000 9,000 9,000 0 0.0% 0.0% 9,000 Newport NB s/o Mesa 23,000 23,000 24,000 1,000 4.3% 0.6% 23,857 Mesa btwn Newport 5,000 5,000 5500 500 10.0% IA% 5,429 Del Mar w/o Newport SB 24,000 24,000 26,000 2,000 8.3% 1.2% 25,714 Del Mar btwn Newport 18,000 18,000 19,000 1,000 5.6% 0.8% 18,857 Mesa w/o Irvine 6,000 6,000 6,000 0 0.0% 0.0% 6,000 Del Mar w/o Irvine 9,000 9,000 10,000 1,000 11.1% 1.6% 9,857 Irvine s/o Mesa 28,000 28,000 31,000 3,000 10.7% 1.5% 30,571 Irvine s/o 22nd 32,000 32,000 33,000 1,000 3.1% 0.4% 32,857 Irvine a/c 20th 13,000 13,000 14,000 1,000 7.7% 1.1% 13,857 17th eto Irvine 15,000 15,000 16,000 1,000 6.7% 1.0% 15,857 I405 e/o Jamboree 260,000 240,033 249,949 9,916 4.1% 0.6% 269,206 I405 cto Jamboree 260,000 240,033 249,949 9,916 4.1% 0.6% 269,206 SR73 c/o Jamboree 73,200 85,756 94,198 8,442 9.8% IA% 79,377 SR-73 c/o Jamboree 73,200 85,756 94,198 8,442 9.8% IA% 79,377 Campus n/o Airport Way N 30,434 29,022 32,304 3,282 11.3% 1.6% 33,384 Birch n/o Bristol 16,503 19,339 19,519 180 0.9% 0.1% 16,635 MacArthur Campus -Jamboree 20,770 20,753 22,661 1,908 9.2% 1.3% 22,407 MacArthur s/oCampus 21,412 29,753 31,579 1,826 6.1% 0.9% 22,538 Average (Study Locations Only) -> 6.52% 0.93% John Wayne ' Environmental Ausun-ruush rusuumw°, um. 059020rpt.doc APPENDIX C PEAK HOUR TURNING MOVEMENT VOLUME ILLUSTRATIONS a John Wayne Airport - C-1 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc I Legend Figure C-1 +xu Peak Hour Intersection Volume AM PEAK HOUR VOLUMES (NORTH AREA) -EXISTING (2000) CONDITIONS ■ John Wayne Airport C-2 Austin -Foust Associates, Inc. Environmental Impact Report 059020figGlthrul6.dwg Legend Figure C•2 +wn Peak Hour Intersection Volume AM PEAK HOUR VOLUMES (SOUTH AREA) -EXISTING (2000) CONDITIONS Jahn Wayne Airport C-3 Austin -Foust Associates, Inc. Environmental Impact Report . 059020flgC-lthru16.dwg I I U ,t I I I Legend Figure C-3 .-w Peak Hour Intersection Volume PM PEAK HOUR VOLUMES (NORTH AREA) -EXISTING (2000) CONDITIONS John Wayne Airport C-4 Austin -Faust Associates, Inc. Environmental Impact Report 0590206gGlthru16.dwg j �J I I I I I I Legend Figure C-4 .-za Peak Hour Intersection Volume PMPEAKHOURVOLUMES(SOUTIiAREA) -- -EXISTING (2000) CONDI17ONS John Wayne Airport G5 Austin -Foust Associates, Inc. Environmental Impact Report 059020hgC-Ithrul6.dwg I I I F1 Legend Figure C-5 fw Peak Hour Intersection Volume AM PEAK HOUR VOLUMES(NORTH AREA) -2006 NO -PROJECT John Wayne Airport C-6 Austin -Foust Associates, Inc. Environmental Impact Report 059020EgGithrul6.dwg Legend Figure G6 +wa Peak Hour Intersection Volume AMPEAKHOURVOLUNM(SOUTH AREA) -2006 NO -PROJECT John Wayne Airport C•7 Austin -Foust Associates, Inc. Environmental impact Report 059020hgG1thru16.dwg I I I I I Legend Figure C-8 --xa Peak Hour Intersection Volume PM PEAKHOUR VOLUMES (SOUTHAREA) •2006 NO -PROJECT John Wayne Airport C-9 Austin Foust Associates, Inc. Environmental Impact Report 0590206gGithru16.dwg I I I H i I mP w "ems o MACARTHUR 3�' a+a P° s z 50 14 tf �\J, MpIN LL ��a mn in mmP .� o � N �J4htf ri mm R' o JaF�o Ji4r 10 5 1otr o tr P" 0 o`S htV� MICHELSON 2 j4h}r tl 3 �Z 1\ +mm CAMPUS Js }r Ji 1A�IPGR,.r °z mm BIRCH m R or o ihtrSQ LJ .t.. o'•�i, j QUAIL J� r o LP 1 ht SR�� �N BRISTOL Flyy Pm S. BRISTOL Z 17 $ »h}r a }r as 1t� ,� IJ any PPO o °Z C }r m z N m F W.Z Q I to aJ MESA Legend Figure C-9 »-w Peak Hour Intersection Volume AM PEAK HOUR VOLUMES (NORTH AREA) -SCENARIO 1 PROIHCTTRIPS ONLY John Wayne Airport C-10 Austin -Foust Associates, Inc. Environmental Impact Report 059020figGlthrul6.dwg Legend Figure C-10 +wog Peak Hour Intersection Volume AMPEAKHOURVOLUMES(SOUTHAREA) -SCENARIO I PROJEcrTRIPS ONLY John Wayne Airport C-11 Austin -Foust Associates, Inc. Environmental Impact Report 0590209gGlUuv16.dwg I I 11 A, f_l I w z o MACARTHUR ° a a v° Z y4s °e o °o LL �� o J1 0 i 411 NpO V Oo ,1y441 ° ICHELSON is Jr O gN JJ4--7 n i (t rs '�b�o �A"(NE CAMPUS >°-1. }I' I i ,PO'RT s»tl} — V BIRCH Ln °^ l J r �• 1 e1 ;4 '•"'� ` QUAIL JI i-'o GAP 1 J� r °o m h} } ° SR—�J P N. BRISTOL _' / S. BRISTOL / 0 onL 2 .. i Zes4 14 J{ z � gz1}P 1 m m s I � °1 n z } MESA Legend Figure C-11 Peak Hour Intersection Volume PM PEAKHOUR VOLUMES(NORTH AREA) -SCENARIO 1 PROJECT TRIPS ONLY John Wayne Airport C-12 Austin -Foust Associates, Inc. Environmental Impact Report 059020HgC-1thru16.dwg 1 1 1 1 Legend Figure C-12 -w Peak Hour Intersection Volume PM PEAKHOUR VOLUMES (SOUTHAREA) -SCENARIO I PROJECTTRIPS ONLY John Wayne Airport 043 Austin•Fcust Assoaatus, Inc. Environmental Impact Report 0;0020HgC-Itluvl6.dwg I I Legend .-wiz Peak Hour Intersection Volume John Wayne Airport Environmental Impact Report Figure C-13 AM PEAK HOUR VOLUMES (NORTH AREA) -SCENARIO 2 PROTECT TRIPS ONLY C•14 Austin -Foust Associates, Inc. 0590205gC-lthrul6.dwg Legend Figure C-14 . wiz Peak Hour Intersection Volume AMPEAKHOURVOLUMES(SOUTHAREA) -SCENARIO 2 PROJECT TRIPS ONLY John'Wayne Airport C•15 Austin -Foust Associates, Inc, Environmental Impact Report 059020GgC-1thru16.dwg eo P w a o a MACARTHUR a0—s.7t ° < eo ° i4� tt° �\y„ t It MAIN )j4h1P i "° O A f ^ O� f ° y0ry ° za 0- S czh}. t(' ° fno i20 i°•L0 �Ooor tp9° �i4r MICNELSON zashtr P�`O� d141t 3ZrhtP H"J VT a 2 ', ,lam zt�'htr ao5 _^ t , J14r o CAMPUS I, p�R J► Ai_ T 1 i-- -' +! BIRCH y m o OUAIL� J( art ro �GR 111 r a m SR-)J FWy N. RRISTOL i S. BRISTOL / _ n a4tifr' °0�4 tr x0�a m Z F OZ _ � m 2 4 1u Z } MESA Legend Figure C-15 +-wrx Peak Hour Intersection Volume PM PEAK HOUR VOLUMES (NORTH AREA) -SCENARIO 2 PROJECT TRIPS ONLY John Wayne Airport C-16 Austin -Foust Associates, Inc. Environmental Impact Report 059020FigC-Ithrul6.dwg Legend Figure C-16 _w Peak Hour intersection Volume PMPEA$HOIJRVOLUMES (SOUTH AREA) -SCENARIO 2 PROJECT TRIPS ONLY John Wayne Airport C47 Austin -Foust Associates, Inc. EnvironmentalImpactReport 0590200gC-1thrul6.dwg 11 tl I 1 P I Id I Legend Figure C-17 —w Peak Hour Intersection Volume AM PEAK HOUR VOLUMES (NORTH AREA) -SCENARIO 3 PROJECT TRIPS ONLY John Wayne Airport C-18 Austin -Foust Associates, Inc. Environmental Impact Report 059020figC-17thru32.dwg Legend Figure C-18 .-woe Peak Hour Intersection Volume AM PEAK HOUR VOLUMES(SOUTHAREA) -SCENARIO 3 PROJECT TRIPS ONLY John Wayne Airport C-19 Austin -Foust Associates, Inc. Environmental Impact Report 059020Ggr 1VthruM,dwg I I I 11, I I I I I I I I I A I i I Legend Figure C-19 --m Peak Hour Intersection Volume PM PEAK HOUR VOLUMES (NORTHAREA) -SCENARIO 3 PROJECT TRIPS ONLY John Wayne Airport C-20 Austin -Foust Associates, Inc. Environmental Impact Report 0590201igC-17thm32.dwg I Legend Figure 020 r w Peak Hour Intersection Volume PMPEAKHOUR VOLUMES (SOUTHAREA) -SCENARIO 3 PROJECT TRIPS ONLY John Wayne Airport C-21 Austin -Foust Associates, Inc. Environmental Impact Report 059020flgG17ttuv32,dwg I I I I I I I 1 I I I I I Legend Figure C-21 .-w Peak Hour Intersection Volume AM PEAK HOUR VOLUMES (NORTH AREA) -ALTERNATIVE D PROJECT TRIPS ONLY John Wayne Airport C-22 Austin -Foust Associates, Inc. Environmental Impact Report 0590206gC-17thru32.dwg I Legend Figure G22 .-w Peak Hour Intersection Volume AM PEAT{ HOUR VOLUMES (SOUTH AREA) -ALTERNATIVE D PROJECT TRIPS ONLY John Wayne Airport O.23 Austln•Foust Associates, Inc. Environmental Impact Report 059020Gg '17thru32.dwg I i I LJ [J j I I k I I I I I I I I �j I I I I 1 I Legend Figure C-23 .-m Peak Hour Intersection Volume. PM PEAKHOUR VOLUMES (NORTHAREA) -ALTERNATIVE D PROJECr TRIPS ONLY John Wayne Airport C-24 Austin -Foust Associates, Inc. Environmental Impact Report 0590208gC•I7thm32.dwg I 11 I I Legend Figure 024 --w PeakHour Intersection Volume PM PEAKHOUR VOLUMES (SOUTHAREA) -ALTERNATIVE D PROJECT TRIPS ONLY Joint Wayne Airport C-25 Austin -Foust Associates, Inc. Environmental Impact Report 059020tigG17thru3Zdwg I I I I I I I I F-J I I I I 1 Legend Figure G26 —nu Peak HourinterscctionVolume AM PEAKHOUR VOLUMES (SOUTH AREA) -EXISTING PLUS SCENARIO 1 John Wayne Airport C•27 Austin -Foust Associates, Inc. Environmental Impact Report 0590209gC-17dwi32.dwg I F 1 I I I I I L: J I I I I I I I 17 I Legend Figure C-27 -M Peak Hour Intersection Volume PM PEAK HOUR VOLUMES (NORTH AREA) -EXISTING PLUS SCENARIO 1 John Wayne Airport C-28 Austin -Foust Associates, Inc. Environmental Impact Report 059020figC-17duu32.dwg Legend Figure C-28 +�ooc Peak Hour intersection Volumo PM PEAK HOUR VOLUMES (SOUTH AREA) -EXISTING PLUS SCENARIO i John Wayne Airport G29 Austin -Foust Associates, Inc. Environmental Impact Report 0590206gG19thru32,dwg C? _J I I I I I I I I I a �I I r r H I I I Legend Figure C•30 +xva Peak Hour Intersection Volume AMPEAKHOURVOLUMES(SOUTHAREA) EXISTING PLUS SCENARIO 2 John Wayne Airport 031 Austin -Foust Associates, Inc. Environmental Jmpact Report 059020tigC-17thru3Zdwg i Legend Figure C-31 +wrx Peak Hour Intersection Volume PMPFAKHOURVOLUMES (NORTH AREA) -EXISTING PLUS SCENARIO 2 John Wayne Airport C-32 Austin -Foust Associates, Inc. Environmental Impact Report 0590205gC-17thru32.dwg Legend Figure 032 Peak Hour Intersection Volume PM PEAK HOUR VOLUMES(SOUTHAREA) -EXISTING PLUS SCENARIO 2 Jolm Wayne Airport C•33 Austin -Foust Associates, Inc. Environmental Impact Report 0590208gC-17thru32.dwg ' m-- w o MACARTHUR 1081 iao -: 7 t z 32� o LL �� y5 n 1m 699 N mP: 1 �'1 JT fo31 84 J44 r r It 1 '34]Z�}r 1138 tl ^ 152 �m „14-543 iei_\aJ6 p10 3 0� js4 f,i J14ht�°MICHELSON ,a,� 31° 11 V w J1b`r y 1 � •' 66ht `s5"' Nay neB w1 113 05 l .I y n 1�C �` A'�NE ` J�4rn: ' CAMPUS 1, t� ��t J{ tAl t— 111' 431 -yht } � — BIRCH J�41 ss333 l' 3 61 QUAIL p 66 Jl r fia G'P 11 J1 r =4 m ht SR�73 F N. BRISTOL i S. BRISTOL / w o J14i Sea ¢ t4te JI 1 Z ma a� 19, mz^ z - ono W. ` 1 I rn '151� te' J66 S. MESA ' Legend Figure C-33 Peak Hour Intersection Volume ...wiz AM PEAK HOUR VOLUMES (NORTH AREA) -EXISTING PLUS SCENARIO 3 John Wayne Airport C-34 Austin -Foust Associates, Inc. ' Environmental Impact Report 0590205g633thru48.dwg Legend Figure C-34 .xa Peak Hour Intersection Volume AMPEAKHOURVOLUMES(SOUTH AREA) -EXISTING PLUS SCENARIO 3 John Wayne Airport 035 Austin -Foust Associates, Inc. Environmental Impact Report 0590209g033thm48.dwg r I J I I I i I E f r I I I I I I I I I I I I u I Legend Figure C-35 ..-m Peak Hour Intersection Volume PM PEAK HOUR VOLUMES(NORTHAREA) -EXISTING PLUS SCENARIO 3 John Wayne Airport C-36 Austin -Foust Associates, Inc. Environmental Impact Report 0590206gC-33thru48.dwg I I L I 7j J 1 I 1 1 Legend Figure G36 .-w Peak Hour Intersection Volume PM PEAK HOUR VOLUMES(SOMIAREA) -EXISTING PLUS SCENARIO 3 Jahn Wayne Airport G37 Austin -Foust Associates, Inc. Environmental Impact Report 0590206gG33thru48.dwg , I LJ r I 1 I 1 1 1 I i i I I I L9 u, I Legend Figure C-37 —xxx Peak Hour Intersection Volume AM PEAK HOUR VOLUMES (NORTH AREA) EXISTING PLUS ALTERNATIVE D John Wayne Airport C•38 Austin -Foust Associates, Inc. Environmental Impact Report 059020figC-33thru48.dwg Legend Figure C-38 +w« Peak Hour Intersection Volume AM PEAK HOUR VOLUMES (SOUTH AREA) -EXISTING PLUS ALTERNATIVE D John Wayne Airport C-39 Austin-FoustAssociatesr Inc. Environmental Impact Report 059020HgC•33thru48.dwg I i I 11 11, 1 CJ 1 1 1 1 J 1 1 1 I Legend Figure C-40 . M Peak Hour Intersection Volume PM PEAK HOUR VOLUNM (SOUTH AREA) -EXISTING PLUS ALTERNATIVE D Sohn Wayne Airport C-41 Austin -Foust Associates, Ina Environmental Impact Report 059020fig033thru48.dwg I I 1 I I I 1 1 11 I 1 mex � w w g < M r ,djdoD MACARTHUR �7a,-Y' tii Po of IN Zo�tl Y 870 tl� µp1N ago fix' ,ISO o� are FV J}4r 1>a a o 220 ZJ� .71 liozgt- ;280 tr 160 280 aMICHELSON ,sg JOn aea gt .titr W N'dL la, �1V 990aht5 ao z , et3+lht1' 0 boy �,J.p t t1 E ` CAMPUS ;s:j tr;a zoz °� J} I`A��J� 7— 1 BIRCH o','a a>oNE 31 �. htr° 1400'1111 ,o o i m a 9C 1 44 ¢ a P Do� QUAIL liio r zw m ht 8� gq, N BRISTOL Flyy _a S. BRIsPoL z dio�gtg l397 uo �. }i s— t� m z 10 I w } C� .do— }r ' G10 taeo� .$ MESA w P Legend Figure C-41 fwa Peak Hour Intersection Volume AM PEAK HOUR VOLUMES (NORTH AREA) -2006 PLUS SCENARIO 1 JohnWayne?.itport C-42 Austin -Foust Associates, Inc. Environmental Impact Report 0590206gC-33thru48.dwg I I i I L L I P [1 I I I I I I I Legend Figure C-42 , +wx Peak Hour Intersection Volume AMPEAK HOUR VOLUMES (SOUTH AREA) -2006 PLUS SCENARIO 1 John Wayne Airport C-43 Austin -Foust Associates, Inc. Environmental Impact Report 059020LgC-33thru48.dwg ' N mon w w _� <.e a o MACARTHUR 510' SO 594 120 -1 T m$ o t90 > y4 �� MaN h ONE ✓tY / �� BOS h K JPubP / t5 r � II 210 �4r+i� 599 mN�i so�ltr „0 ttr a'= s� 2, to s� "eel^zs4 O� �y4r 14 �1y4�tts MICHELSON antry �htr mSR 21 �N NNO�f'too-��_I \ ■ 560� o�m' ,�1 I� ''1 S�ys`tr`59 g ■ 1 {I'``��'i �'I'^'I. t�t� +woi Nnnt 281 ` aoy li l I '• I` I 1 Alt 3ISO 17 CAMPUS Z.7 tr ,asz em Ji Al kP��1 617z1t - r 4 — +__ BIRCH10 PoS 511 11 I et 20 ,m�2109P� , m +i U QUAIL z i 1{ oeu r a15 m gg SR��J N. BRISTOL Ant S. BRISTOL o J14r'9e 14 " $ as,—htr Z +1995.61 tr is J+ _ 2001 1tr 50 I^ m m z zaSze�B ss5-1 0� tttr o�g z I N I 990 J t r GOON 12i1 -` �JN MESA �— Legend Figure C-43 f,az Peak Hour Intersection Volume PM PEAK HOUR VOLUMES (NORTH AREA) -2006 PLUS SCENARIO 1 John Wayne Airport C-44 Austin -Foust Associates, Inc. Environmental Impact Report 059020HgG33thru48.dwg Legcnd Figure C-44 . Y= Peak Hour Intersection Volume PMPEAKHOURVOLUMES(SOUTHAREA) -2006 PLUS SCENARIO 1 John Wayne Airport C-45 Austin -Foust Associates, Inc. Environmental Impact Report 059020GgC.33thru48.dwg I I I L� I I H I I I I I 1 I I I I I I L LJ� I 1 Legend Figure C-45 .-x�u Peak Hour Intersection Volume AM PEAK HOUR VOLUMES (NORTH AREA) -2006 PLUS SCENARIO 2 John Wayne Airport CA6 Austin -Foust Associates, Inc. Environmental Impact Report 059020HgC-33thru48.dwg Legend Figure C 46 . xa Peak Hour Intersection Volume AMPEAKHOURVOLUMES(SOUTHAREA) •2006 PLUS SCENARIO 2 John Wayne Airport C-47 Austin•FoustAssociates, Inc Environmental Impact Report 059020CtgC-33ffim48.dwg L1 I I �I I i 1 E I I i I Pom P W b ?sa a o MACARTHUR 6A6w 1}>o gP z µPIN xlo N omc rj51 YT s00 ' Q`i1�� ^m�t 110 figp0� mmWJ " J�aP' Ji�`r'ii6 9.$ 160 -z oo$n Soo X N nea L 630 S,o IL ino Boa 4r"'>4htP MICHELSON l60s'.�}� NM fia No= J14r23 �WtO- �1 1 i o ' 3eo=yhtl;l t'14r'iw , 16� t� ` do94 •y ; 1, � 1r.' ,I , \` "'�' iia 'I " I J14I U'QF�Iy V(AY E ` CAMPUS 01 ISO s1690V � ` 1s0 z Ji Al���� 1 �i a6t->. "It 1 j y `-- BIRCH a^ 0 4 I R L i 5x1 20 Z IO Z 1 `� 1 pE S`°ih.So�`b 1 a1 +210 no 17y 1 GOo QUAIL ¢ r a o G'P 11 Ji r st0 m 7} it ^ SR_� Fes. N. BRISTOL S. BRISoOL g J�4rtBs' 1 '" it 29 :htP „ed : }P x69+� W 1 00 z zao�.SB:, .a- ss0-. 8� '}60Z }� S'S n w z B z I y 9101Sao— }� 1271 MESA $^ ' Legend Figure C-47 »-wrR Peak Hour Intersection Volume PM PEAK HOUR VOLUMES (NORTH AREA) -2006 PLUS SCENARIO 2 ' John Wayne Airport C-48 Austin -Foust Associates, Inc. Environmental Impact Report 0590206gG33tlLm48.dwg I r [1 I r 1 I 1 I 1 1 Legend Figure C-48 +nog Peak Hour Intersection Volume PM PEAK HOUR VOLUWS (SOUTH AREA) •2006 PLUS SCENARIO 2 r John Wayne Airport C•49 Austin -Foust Associates, Inc. Environmental -Impact Report 0590200gC•33thru48.dwg m w a y� o MACARTHUR Uias+�} ep 03 ¢ 19a zSetl Y $° N z O I l4 r19� ��a $ N mmjw5a 1{ 590 1' nao p 2 J htr i/ too ZJ�R� nJ{4r te 0 .R. ;59 tr z280 oo 632 MICHELSON tva J.1tr 11� ems tal J{4i{}l0i' r i� 02 �h�1; i y' i °�°e L_ 183 999Z 1� Iy4` 9° So A; go t rl 73Y°�htt i i. y i , 1.2 y at v�b II. i 131 pey 1Jbf�N V/�YNE ` CAMPUS ,17 370 z°—� ° J{ �, INdU BIRCH ° mnE 10� ' eP _ • 1` -- \ .ply fir° J{44 1o°zltr S It ��yy�1 Of l w am e;_u° \ QUAIL cii �{ rt�o .I{ rliw m 1t 1 1t $� SR��3 F na N. BRISTOL W1' n°n i S. BRISo O - \ o J{4i- 9i a {a 1 va :1tr z t.1as ON So210 Snn m z k z I rn { 12�a : rr ' Rio 1361 —y MESA N^ 1 Legend Figure C-49 .—nx Peak Hour Intersection Volume. AM PEAK HOUR VOLUMES (NORTH AREA) -2006 PLUS SCENARIO 3 John Wayne Airport C-50 Austin -Foust Associates, Inc. Environmental Impact Report 059020figC-49thru.56.dwg I I I I 17 LJ �I r I Legend Figure C•50 , .-w Peak Hour Intersection Volume AM PEAK HOUR VOLUMES(SOUTHAREA) •2006 PLUS SCENARIO 3 John Wayne Airport C-51 Austin -Foust Associates, Inc Environmental Impact Report 05M06gC49thru56.dwg , t C Legend Figure C-51 �rxc Peak Hour Intersection Volume PM PEAK HOUR VOLUMES (NORTH AREA) -2006 PLUS SCENARIO 3 John Wayne Airport C-52 Austin -Foust Associates, Inc, Environmental Impact Report 059020EgC-49duu56.dwg I J 1 j L_ 7 C F t_ Fj Legend Figure C-52 »-wnc Peak Hour Intersection Volume PM PEAK HOUR VOLUMES(SOUTH AREA) -2006 PLUS SCENARIO 3 7 John Wayne Airport C-53 Austin -Foust Associates, Inc. Environmental Impact Report 059020figC-49dum56.dwg I n 1 I I I I I I I I I I Legend Figure C-53 Peak Hour Intersection Volume AM PEAK HOUR VOLUMES (NORTH AREA) -2006 PLUS ALTERNATIVE D John Wayne Airport C•54 Austin -Foust Associates, Inc. Environmental Impact Report 0590206gC•49thru56.dwg Legend Figure C-54 .-wa Peak Hour Intersection Volume AMPEAKHOURVOLUhM(SOUlHAREA) •2006 PLUS ALTERNATIVE D John Wayne Airport C•55 Austin -Foust Associates, Inc. Environmental Impact Report 059020GgG49thm56.dwg I [71 I� I i J �J I I L I 7 I LJ Legend Figure C-55 —xu Peak Hour Intersection Volume PM PEAK HOUR VOLUMES (NORTH AREA) -2006 PLUS ALTERNATIVE D John Wayne Airport C-56 Austin -Foust Associates, Inc. Environmental Impact Report. 059020figC49thm56.dwg I n I 0 Legend Figure C-56 ' +wx Peak Hour Intersection Volume PMPEAXTIOUR VOLUMES (SOUTHAREA) •2006 PLUS ALTERNATIVE I) John Wayne Airport C-59 Austin -Foust Associates, Inc. ' Environmental Impact Report 059020BgC-49thru56,dwg APPENDIX D INTERSECTION CAPACITY UTILIZATION WORKSHEETS John Wayne Airport Austin -Foust Associates, The. Environmental Impact Report 059020rpt.doc F I 0 I I i I H I r E F u H APPENDIX D INTERSECTION CAPACITY UTILIZATION WORKSHEETS Peak hour intersection volume/capacity ratios are calculated by means of intersection capacity utilization (ICU) values. ICU calculations were performed for the intersections shown in Figure D-1. For simplicity, signalization is assumed at each intersection. Precise ICU calculations of existing non - signalized intersections would require a more detailed analysis. The procedure is based on the critical movement methodology, and shows the amount of capacity utilized by each critical move. A "de -facto" right -turn lane is used in the ICU calculation for cases where a curb lane is wide enough to separately serve both through and right -turn traffic (typically with a width of 19 feet from curb to outside of through -lane with parking prohibited during peak periods). Such lanes are treated the same as striped right -turn lanes during the ICU calculations, but they are denoted on the ICU calculation worksheets using the letter "d" in place of a numerical entry for right -turn lanes. The methodology also incorporates a check for right -turn capacity utilization. Both right-tum-on- green (RTOG) and right -turn -on -red (RTOR) capacity availability are calculated and checked against the total right -turn capacity need. If insufficient capacity is available, then an adjustment is made to the total capacity utilization value. The following example shows how this adjustment is made. Example For Northbound Right 1. Right -Turn -On -Green (RTOG) If NBT is critical move, then: RTOG = V/C (NBT) Otherwise, RTOG = V/C (NBL) + V/C (SBT) - V/C (SBL) John Wayne Airport D-1 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptdoc I I I I I I 1 I I i I I I C Legend Figure D-1 ' •X Study Location TNT$RSECnONSTUDY LOCATSONS John Wayne Airport D•2 Austin•FoustAssociates,be. Environmental Impact Report 059020rptSSD•l.dag , 1 2. Right-Tum-On-Red (RTOR) If WBL is critical move, then: RTOR = V/C (WBL) Otherwise, ' RTOR = V/C (EBL) + V/C (WBT) - V/C (EBT) 3. Right -Turn Overlap Adjustment If the northbound right is assumed to overlap with -the adjacent westbound left, adjustments to the RTOG and RTOR values are made as follows: RTOG = RTOG + V/C (WBL) RTOR = RTOR - V/C (WBL) 4. Total Right -Turn Capacity_(RTC) Availability For NBR RTC = RTOG + factor x RTOR Where factor = RTOR saturation flow factor (typically 75%) Right -turn adjustment is then as follows: Additional ICU = V/C (NBR) - RTC A zero or negative value indicates that adequate capacity is available and no adjustment is necessary. A positive value indicates that the available RTOR and RTOG capacity does not adequately accommodate the right -turn V/C, therefore the right -turn is essentially considered to be a critical movement. In such cases, the right -turn adjustment is noted on the ICU worksheet and it is included in the total capacity utilization value. When it is determined that a right -turn adjustment is required for more than one right -turn movement, the word "multi" is printed on the worksheet instead of an actual right -turn movement reference, and the right -turn adjustments are cumulatively added to the total capacity utilization value. In such cases, further operational evaluation is typically carried out to determine if ' under actual operational conditions, the critical right-tums would operate simultaneously, and therefore a right -turn adjustment credit should be applied. Shared Lane V/C Methodology For intersection approaches where shared usage of a lane is permitted by more than one turn movement (e.g., left/thru, thru/right, left/thru/right), the individual turn volumes are evaluated to determine whether dedication of the shared lane is warranted to any one given turn movement. The ' following example demonstrates how this evaluation is carried out: !I John Wayne Airport D-3 Austin -Foust Associates, Inc. ' Environmental Impact Report 059020rpt.doc L Example for Shared Left/Thru Lane 1. Average Lane Volume (ALVI ALV = Left -Turn Volume +Thru Volume Total Left +Thru Approach Lanes (including shared lane) ALV for Each , 2. Myioacli ALV (Left) = Left -Turn Volume Left Approach Lanes (including shared lane) ALV (Thru) = Thru Volume Thru Approach Lanes (including shared lane) 3. Lane Dedication is Warranted , If ALV (Left) is greater than ALV then full dedication of the shared lane to the left -turn approach is warranted. Left -turn and thru VIC ratios for this case are calculated as follows: V/C (Left) = Left -Turn Volume Left Approach Capacity (including shared lane) V/C (Thru) = Thru Volume Thru Approach Capacity (excluding shared lane) Similarly, if ALV (Thru) is greater than ALV then full dedication to the thru approach is warranted, and left-tum and thru V/C ratios are calculated as follows: V/C (Left) = Left-Tum Volume Left Approach Capacity (excluding shared lane) V/C (Thru) = Thru Volume Thru. Approach Capacity (including shared lane) 4. Lane Dedication is not Warranted ' If ALV (Left) and ALV (Thru) are both less than ALV, the left/thru lane is assumed to be truly shared and each left, left/thru or thin approach lane carries an evenly distributed volume of traffic equal to ALV. A combined left/thrn V/C ratio is calculated as follows: V/C (Left/Thru) = Left -Turn Volume + Thru Volume Total Left +Thru Approach Capacity (including shared lane) This V/C (Left(hru) ratio is assigned as the V/C (Thru) ratio for the critical movement analysis and ICU summary listing. ' If split phasing has not been designated for this approach, the relative proportion of V/C (Thru) that is attributed to the left -turn volume is estimated as follows: ' If approach has more than one left -turn (including shared lane), then: V/C (Left) = V/C (Thru) ' John Wayne Airport I)4 Au9Hn-Foust Associates, Inc' Environmental Impact Report 059020rpt.doc j If approach has only one left -turn lane (shared lane), then: V/C (Left) = Left -Turn Volume Single Approach Lane Capacity If this left -turn movement is determined to be a critical movement, the V/C (Left) value is posted in brackets on the ICU summary printout. These same steps are carried out for shared thru/right lanes. If full dedication of a shared thruright lane to the right -turn movement is warranted, the right -turn V/C value calculated in step three is checked against the RTOR and RTOG capacity availability if the option to include right -turns in the V/C ratio calculations is selected. If the V/C value that is determined using the shared lane methodology described here is reduced due to RTOR and RTOG capacity availability, the V/C value for the thruhight lanes is posted in brackets. When an approach contains more than one shared lane (e.g., left/thru and thru/right), steps one and two listed above are carried out for the three turn movements combined. Step four is carried out if dedication is not warranted for either of the shared lanes. If dedication of one of the shared lanes is warranted to one movement or another, step three is carried out for the two movements involved, and then 1, steps one through four are repeated for the two movements involved in the other shared lane. I 11 ,I. I I I John Wayne Airport D-5 Austin -Foust Associates, Inc. Environmental impact Report 059020rpt.doe 1. MacArthur & Main 2000 Counts (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 804 .24* 883 .26* NOT 4 6800 927 .14 903 .13 NOR f 1116 590 SBL 2 3400 424 .12 346 .10 SBT 4 6800 608 .09* 872 .13* SBR 1 1700 83 .05 103 .06 EBL 1 1700 20 .01 64 .04 EBT 3 5100 712 .14* 913 .18* EBR 1 1700 415 .24 794 .47 WBL 2 3400 300 .09* 725 .21* WBT 3 5100 702 .14 1441 .28 WBR f 225 603 Right Turn Adjustment EBR .03* Clearance Interval .05* .05* Note: Assumes Right -Turn Overlap for EBR TOTAL CAPACITY UTILIZATION .61 .86 2000 plus Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 821 .24* 911 .27* NOT 4 6800 938 .14 921 .14 NOR f 1136 623 SBL 2 3400 424 .12 346 .10 SBT 4 6800 620 .09* 890 .13* SBR 1 1700 83 .05 103 .06 EBL 1 1700 20 .01 64 .04 EBT 3 5100 712 .14* 913 .18* EBR 1 1700 434 .26 822 .48 WBL 2 3400 322 .09* 758 .22* WBT 3 5100 702 .14 1441 .28 WBR f 225 603 Right Turn Adjustment EBR .03* Clearance Interval .05* .05* Note: Assumes Right -Turn Overlap for EBR 2000 plus Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 815 .24* 902 .27* NOT 4 6800 934 .14 915 .13 NOR f 1130 612 SBL 2 3400 424 .12 346 .10 SBT 4 6800 616 .09* 884 .13* SBR 1 1700 83 .05 103 .06 EBL 1 1700 20 .01 64 .04 EBT 3 5100 . 712 .14* 913 .18* EBR 1 1700 427 .25 813 48 WBL 2 3400 315 .09* 747 .22* NOT 3 5100 702 .14 1441 28 WBR f 225 603 Right Turn Ad0ustment EBR .03* Clearance Interval .05* .05* Nate: Assumes Right -Turn Overlap for EBR TOTAL CAPACITY UTILIZATION .61 .88 2000 plus Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 830 .24* 925 .27* NOT 4 6800 944 .14 930 .14 NOR f 1146 640 SBL 2 3400 424 .12 346 .10 SBT 4 6800 626 .09* 899 .13* SBR 1 1700 83 .05 103 .06 EBL 1 1700 20 .01 64 .04 EBT 3 5100 712 .14* 913 .18* EBR 1 1700 443 .26 836 .49 WBL 2 3400 333 .10* 775 .23* WBT 3 5100 702 .14 1441 .28 WBR f 225 603 Right Turn Adjustment EBR .04* Clearance Interval .05* .05* Note: Assumes Right -Turn Overlap for EBR TOTAL CAPACITY UTILIZATION .61 .88 . TOTAL CAPACITY UTILIZATION .62 .90 1. MacArthur & Main 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3400 838 .25* 939 .28* NBT 4 6800 949 .14 939 .14 NBR f 1156 657 SBL 2 3400 424 .12 346 .10 SBT 4 6800 632 .09* 908 .13* SBR 1 1700 83 .05 103 .06 EBL 1 1700 20 .01 64 .04 EBT 3 5100 712 .14* 913 .18* EBR 1 1700 452 .27 850 .50 WBL 2 3400 344 .10* 792 .23* WBT 3 5100 702 .14 1441 .28 WBR f 225 603 Right Turn Adjustment EBR .04* Clearance Interval .05* .05* Note: Assumes Right -Turn Overlap for EBR TOTAL CAPACITY UTILIZATION .63 .91 1. MacArthur & Main 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3400 916 .27* 1022 .30* NBT 4 6800 1027 .15 1007 .15 NBR f 1230 680 SBL 2 3400 440 .13 360 .11 SBT 4 6800 678 .10* 977 .14* SBR 1 1700 90 .05 110 .06 EBL 1 1700 20 .01 70 .04 EBT 3 5100 760 .15* 970 .19* EBR 1 1700 488 .29 922 .54 WBL 2 3400 353 .10* 830 .24* WBT 3 5100 750 .15 1530 .30 WBR f 230 630 Right Turn Adjustment EBR .05* Clearance Interval .05* .05* Note: Assumes Right -Turn Overlap for EBR TOTAL CAPACITY UTILIZATION .67 .97 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3400 924 .27* 1036 .30* NBT 4 6800 1032 .15 1016 .15 NBR f 1240 697 SBL 2 3400 440 .13 360 .11 SBT 4 6800 684 .10* 986 .15* SBR 1 1700 90 .05 110 .06 EBL 1 1700 20 .01 70 .04 EBT 3 5100 760 .15* 970 .19* EBR 1 1700 497 .29 936 .55 WBL 2 3400 364 .11* 847 .25* WBT 3 5100 750 .15 1530 .30 WBR f 230 630 Right Turn Adjustment EBR .06* Clearance Interval .05* .05* Note: Assumes Right -Turn Overlap for EBR TOTAL CAPACITY UTILIZATION .68 1.00 1. MacArthur 6 Main 2006 Baseline (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 890 .26* 980 .29* NBT 4 6800 1010 .15 980 .14 NBR f 1200 630 SBL 2 3400 440 .13 360 .11 SBT 4 6800 660 .10* 950 .14* SBR 1 1700 90 .05 110 .06 EBL 1 1700 20 .01 70 .04 EBT 3 6100 760 .15* 970 .19* EBR 1 1700 460 .27 880 .52 WBL 2 3400 320 .09* 780 .23* WBT 3 5100 750 .15 1530 .30 WBR f 230 630 Right Turn Adjustment EBR .04* Clearance Interval 05* .05* Note• Assumes Right -Turn Overlap for EBR TOTAL CAPACITY UTILIZATION .65 .94 j 2006 Scenario 1 j I I AN PK HOUR PM PK HOUR j j WES CAPACITY VOL V/C VOL V/C j I I NBL 2 3400 901 .26* 999 .29* j NOT 4 6800 1017 .15 992 .15 j NBR f 1214 652 j � I j SBL 2 3400 440 .13 360 .11 j SBT 4 6800 668 .10* 962 .14* j j SBR 1 1700 90 .05 110 .06 j I f j EBL 1 1700 20 .01 70 .04 j j EBT 3 5100 760 .15* 970 .19* j j EBR 1 1700 472 .28 899 .53 j j I j WBL 2 3400 335 .10* 802 .24* j j WBT 3 510D 750 .15 1530 .30 j WBR f 230 630 j I I j Right Turn Adjustment EBR .05* j j Clearance Interval .05* .05* j Note: Assumes Right -Turn Overlap for EBR j j 2006 No Project j I AM PK HOUR PM PK j HOUR j LANES CAPACITY VOL V/C VOL V/C i NBL 2 3400 894 .26* 986 .29* j j NBT 4 6800 1012 .15 484 .14 j j NBR f 1204 637 j j SBL 2 3400 440 .13 360 .11 j j SBT 4 6800 663 .10* 954 .14* j SBR 1 1700 90 .05 110 .06 j j EBL 1 1700 20 .01 70 .04 I j EBT 3 5100 760 .15* 970 .19* j j EBR 1 1700 464 .27 886 .52 j I j WBL 2 3400 325 .10* 787 I .23* j WBT 3 5100 750 .15 1530 .30 j j WBR f 230 630 j j j Right Turn Adjustment EBR I .04* j j Clearance Interval .05* .05* j j Note: Assumes Right -Turn Overlap for EBR TOTAL CAPACITY UTILIZATION .66 .94 �. 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 907 .27* 1008 .30* NOT 4 6800 1021 .15 998 .15 NBR f 1220 663 SBL 2 3400 440 .13 360 .11 SBT 4 6800 672 .10* 968 .14* SBR 1 1700 90 .05 110 .06 EBL 1 1700 20 .01 70 .04 EBT 3 5100 760 .15* 970 .19* EBR 1 1700 479 .28 908 .53 WBL 2 3400 342 .10* 813 .24* WBT 3 5100 750 .15 1530 .30 WBR f 230 630 Right Turn Adjustment EBR .04* Clearance Interval .05* .05* Note: Assumes Right -Turn Overlap for EBR TOTAL CAPACITY UTILIZATION .66 .96 TOTAL CAPACITY UTILIZATION .67 .96 2. MacArthur & I.405 NB ramps 2000 Counts (Irvine) � LANES CAPACITY NBL 0 0 � NBT 4 6800 1 NBR 2 3400 SBL 2 3400 SBT 4 6800 1 SBR f EBL 0 0 EBT 0 0 EBR 0 0 WBL 2 3400 WBR 0 0 � WBR 2 3400 Right Turn Adjustment Clearance Interval TOTAL CAPACITY UTILIZATION 1' 1� 2000 plus Scenario 2 LANES CAPACITY NBL 0 0 NBT 4 6800 1 NBR 2 3400 SBL 2 3400 SBT 4 6800 1 SBR f EBL 0 0 � EBT 0 0 EBR 0 0 WBL 2 3400 � WBT 0 0 WBR 2 3400 I Clearance Interval TOTAL CAPACITY UTILIZATION AM PK HOUR PM PK HOUR VOL V/C VOL V/C 0 0 805 .27* 1570 .23* 294 .09 1153 .34 165 .05* 605 .18* 040 .15 1680 .25 0 0 0 0 0 0 0 0 772 .23* 348 .10* 0 0 876 .26 521 .15 NBR .03* .05* .05* .60 .59 AM PK HOUR PM PK HOUR VOL V/C VOL V/C 0 0 853 .27* 1650 .24* 322 .09 1198 .35 165 .05*' 605 .18* 092 .16 1759 .26 0 0 0 0 0 0 0 0 847 .25* 461 .14* 0 0 876 .26 521 .15 .05* .O5* .62 .61 2000 plus Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 1837 .27* 1624 .24* NBR 2 3400 312 .09 1184 .35 SBL 2 3400 165 .05* 605 .18* SBT 4 6800 1075 .16 1733 .25 SBR f 0 0 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 822 .24* 424 .12* WBT 0 0 0 0 WBR 2 3400 876 .26 521 .15 Right Turn Adjustment NBR .02* 1 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .61 .61 2000 plus Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 1877 .28* 1689 .25* NBR 2 3400 335 .10 1221 .36 SBL 2 3400 165 .05* 605 .18* SBT 4 6800 1119 .16 1799 .26 SBR f 0 0 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 885 .26* 518 .15* WBT 0 0 0 0 WBR 2 3400 876 .26 521 .15 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .64 .63 2. MacArthur E I.405 NB ramps 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 1901 .28* 1729 .25* NBR 2 3400 349 .10 1244 .37 SBL 2 3400 165 .05* 605 .18* SBT 4 6800 1145 .17 1839 .27 SBR f 0 0 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 922 .27* 575 .17* WBT 0 0 0 0 WBR 2 3400 876 .26 521 .15 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .65 .65 2. MacArthur & I-405 NB ramps 2006 Baseline (Irvine) AM PK HOUR PM PK HOUR � LANES CAPACITY VOL WC VOL V/C NBL 0 0 0 0 NBT 4 6800 2040 .30* 1800 .26* NBR 2 3400 310 .09 1260 .37 � SBL 2 3400 200 .06* 660 I .19* SBT 4 6800 1240 .18 1940 .29 SBR f 0 0 � EBL 0 0 0 0 � EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 820 .24* 370 .11* WBT 0 0 � WBR 2 3400 0 1060 .31 0 790 .23 � Right Turn Adjustment WBR .02* NBR .03* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .67 .64 2006 Scenario 1 � AM PK HOUR PM PK HOUR � LANES CAPACITY VOL V/C VOL V/C � NBL 0 0 0 0 � NBT 4 6800 2072 .30* 1854 .27* NBR 2 3400 328 .10 1291 .38 � SBL 2 3400 200 .06* 660 .19* � SBT 4 6800 1275 .19 1993 .29 SBR f 0 0 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 870 .26* 446 .13* WBT 0 0 0 0 WBR 2 3400 1060 .31 790 .23 Right Turn Adjustment NBR .01* � Clearance Interval .05* .05* � TOTAL CAPACITY UTILIZATION .67 .65 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 2051 .30* 1818 .27* NBR 2 3400 316 .09 1270 .37 SBL 2 3400 200 .06* 660 .19* SBT 4 6800 1252 .18 1958 .29 SBR f 0 0 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 837 .25* 395 .12* WBT 0 0 0 0 WBR 2 3400 1060 .31 790 .23 Right Turn Adjustment WBR .02* NBR .01* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .64 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 2088 .31* 1880 .28* NBR 2 3400 338 .10 1305 .38 SBL 2 3400 200 .06* 660 .19* SBT 4 6800 1292 .19 2019 .30 SBR f 0 0 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 895 .26* 483 .14* WBT 0 0 0 0 WBR 2 3400 1060 .31 790 .23 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .66 2. MacArthur & I.405 NB ramps 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 2112 .31* 1919 .28* NBR 2 3400 351 .10 1328 .39 SBL 2 3400 200 .06* 660 .19* SBT 4 6800 1319 .19 2059 .30 SBR f 0 0 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 933 .27* 540 .16* WBT 0 0 0 0 WBR 2 3400 1060 .31 790 .23 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .69 .68 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 2136 .31* 1959 .29* NBR 2 3400 365 .11 1351 .40 SBL 2 3400 200 .06* 660 .19* SBT 4 6800 1345 .20 2099 .31 SBR f 0 0 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 W8L 2 3400 970 .29* 597 .18* WBT 0 0 0 0 WBR 2 3400 1060 .31 790 .23 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .71 .71 1 3. MacArthur & I.405 SO ramps 2000 Counts (Irvine) 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NOT 4 6800 1003 .15* 2388 .35* NOR 1 1700 379 .22 809 .48 SBL 2 3400 151 .04* 706 .21* SBT 4 6800 1304 .19 948 .14 SBR 1 1700 325 .19 280 .16 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 1271 .37* 747 .22* WBT WBR 1 f 1700 204 1034 .12 161 389 .09 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .61 .83 2000 plus Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 I� � NOT 4 6800 1079 .16* 2513 .37* NOR 1 1700 444 .26 915, .54 � SBL 2 3400 151 .04* 708 .21* SBT 4 6800 1304 .19 948 .14 SBR 1 1700 452 .27 473 .28 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 1271 .37* 747 .22* WBT 1 1700 276 .16 270 .16 WBR f 1034 389 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .62 .85 2000 plus Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NOT 4 6800 1054 .16* 2472 .36* NOR 1 1700 422 .25 BB1 .52 SBL 2 3400 151 .04* 708 .21* SOT 4 6800 1304 .19 948 .14 SBR 1 1700 410 .24 410 .24 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 1271 .37* 747 .22* WBT 1 1700 252 .15 234 .14 WBR f 1034 389 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .62 .84 2000 plus Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NOT 4 6800 1117 .16* 2576 .38* NOR 1 1700 476 .28 968 .57 SBL 2 3400 151 .04* 708 .21* SBT 4 6800 1304 .19 948 .14 SBR 1 1700 517. .30 569 .33 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 1271 .37* 747 .22* WBT 1 1700 312 .18 324 .19 WBR f 1034 389 Right Turn Adjustment NOR .02* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .62 .88 3. MacArthur 8 I.405 SB ramps 2000 plus Alternative 0 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 0 0 NBT 4 6800 1154 .17* 2638 .39* NBR 1 1700 50B .30 1021 .60 SBL 2 3400 151 .04* 708 .21* SBT 4 6800 1304 .19 948 .14 SBR 1 1700 580 .34 666 .39 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 1271 .37* 747 .22 WBT 1 1700 348 .20 379 .22* WBR f 1034 389 Right Turn Adjustment NBR .04* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .63 .91 3. MacArthur & I-405 SB ramps 2006 Baseline (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC 0 0 0 0 rNBL � NBT 4 6800 1170 .17 2640 .39* NBR 1 1700 400 .24 850 .50 SBL 2 3400 180 .05 890 .26* SBT 4 6800 1550 .23* 1130 .17 SBR 1 1700 330 .19 290 .17 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 1340 .39* 790 .23* WBT 1 1700 200 .12 160 .09 WBR f 1180 420 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .67 .93 2006 Scenario 1 AM PK HOUR PM PK HOUR � LANES CAPACITY VOL VIC VOL VIC NBL 0 0 0 0 NBT 4 6800 1221 .18* 2724 .40* NBR 1 1700 443 .26 922 .54 � SBL 2 3400 180 .05* 890 .26* SBT 4 6800 1550 .23 1130 .17 SBR 1 1700 415 .24 420 .25 EBL 0 0 0 0 EBR 0 0 0 0 � EBR 0 0 0 0 WBL 2 3400 1340 .39* 790 .23* WBT 1 1700 248 .15 233 .14 WBR f 1180 420 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .67 .94 i 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 0 0 NBT 4 6800 1187 .17 2668 .39* NBR 1 1700 414 .24 874 .51 SBL 2 3400 180 .05 890 .26* SBT 4 6800 1550 .23* 1130 .17 SBR 1 1700 358 .21 333 .20 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 1340 .39* 790 .23* WBT 1 1700 216 .13 184 .11 WBR f 1180 420 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .67 .93 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 0 0 NBT 4 6800 1246 .16* 2765 .41* NBR 1 1700 465 .27 956 .56 SBL 2 3400 180 .05* 890 .26* SBT 4 6800 1550 .23 1130 .17 SBR 1 1700 457 .27 483 .28 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 1340 .39* 790 .23* WBT 1 1700 272 .16 269 .16 WBR f 1180 420 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .67 .95 3. MacArthur & I.405 SB ramps 2006 Scenario 3 AM PK HOUR PM PK HOUR J LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 1284 .19* 2828 .42* NBR 1 1700 497 .29 1009 .59 SBL 2 3400 180 .05* 890 .26* SBT 4 6800 1550 .23 1130 .17 SBR 1 1700 522 .31 579 .34 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 1340 .39* 790 .23* WBT 1 1700 308 .18 323 .19 WBR f 1180 420 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .96 2006 Alternative D AM PK HOUR LANES CAPACITY VOL V/C NBL 0 0 N8T 4 6800 NBR 1 1700 SBL SBT SBR EBL EBT EBR WBL WBT I WBR 2 4 1 0 0 0 3400 6800 1700 a 0 0 PM PK HOUR � VOL V/C 0 0 1321 .19* 2890 529 .31 1062 180 .05* 890 1550 .23 1130 585 .34 676 0 0 0 0 0 0 2 3400 1340 1 1700 344 f 1180 Right Turn Adjustment Clearance Interval TOTAL CAPACITY UTILIZATION .39* 790 .20 378 420 NBR .05* .68 4. MacArthur & Michelson 2000 Counts (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1700 251 .15 13 .01 NBT 4 6800 1307 .19* 1765 .26* NBR 1 1700 375 .22 151 .09 SBL 2 3400 1220 .36* 75 .02* SBT 4 6800 1474 .22 1638 .24 SBR 0 0 25 11 EBL 2 3400 498 .15* 416 .12 EBT 2 3400 107 .04 108 .05* EBR 0 0 27 49 WBL 2 3400 98 .03 523 .15* WBT 1 1700 89 .05* 144 .08 WBR f 150 1095 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .80 .53 2000 plus Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1700 273 .16 46 .03 NBT 4 6800 1307 .19* 1765 .26* NBR 1 1700 375 .22 151 .09 SBL 2 3400 1220 .36* 75 .02* SBT 4 6800 1474 .22 1638 .24 SBR 0 0 25 11 EBL 2 3400 639 .19* 647 .19* EBT 2 3400 142 .06 165 .08 EBR 0 0 55 94 WBL 2 3400 98 .03 523 .15 WBT 1 1700 121 .07* 193 .11* WBR f 150 1095 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .86 .63 2000 plus Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1700 266 .16 35 .02 NBT 4 6800 1307 .19* 1765 .26* NBR 1 1700 375 .22 151 .09 SBL 2 3400 1220 .36* 75 .02* SBT 4 6800 1474 .22 1638 .24 SBR 0 0 25 11 EBL 2 3400 592 .17* 572 .17* EBT 2 3400 130 .05 146 .07 EBR 0 0 45 80 WBL 2 3400 98 .03 523 .15 WBT 1 1700 Ill .07* 177 .10* WBR f 150 1095 Clearance Interval i .05* .05* TOTAL CAPACITY UTILIZATION .84 .60 2000 plus Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1700 284 .17 63 .04* NBT 4 6800 1307 .19* 1765 .26 NBR 1 1700 375 .22 151 .09 SBL 2 3400 1220 .36* 75 .02 SBT 4 6800 1474 .22 1638 .24* SBR 0 0 25 11 EBL 2 3400 708 .21* 763 .22* EBT 2 3400 159 .07 193 .09 EBR 0 0 68 117 WBL 2 3400 98 .03 523 .15 WBT 1 1700 138 .08* 218 .13* WBR f 150 1095 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .89 .6B 4. MacArthur & Michelson 2000 plus Alternative D I AM PK HOUR PM PK HOUR ( LANES CAPACITY VOL V/C VOL V/C I NBL 1 1700 295 .17 80 .05* ( IIBT 4 6800 1307 .19* 2765 .26 ( NBR 1 1700 375 .22 151 .09 ( ( SBL 2 3400 1220 .36* 75 .02 ( SBT 4 6800 1474 .22 1638 .24* SBR 0 0 25 11 ( ( EBL 2 3400 778 .23* 879 .26* EBT 2 3400 176 .08 222 .11 EBR 0 0 82 140 ( WBL 2 3400 9B .03 523 .15 WBT 1 1700 154 .09* 242 .14* WEIR f 150 1095 ( Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .92 .74 4. MacArthur & Michelson 2006 Baseline (Irvine) AM PK HOUR PM PK HOUR � LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 240 14 10 .01 NBT 4 6800 1430 .21* 1850 .27* NBR 1 1700 350 .21 150 .09 �• SBL 2 3400 1390 .41* 100 .03* SBT 4 6800 1550 .23 1770 .26 SBR 0 0 30 10 EBL 2 3400 520 .15* 430 .13* EBT 2 3400 90 .03 110 .04 EBR 0 0 20 40 WBL 2 3400 90 .03 480 .14 WBT 1 1700 90 .05* 140 .08* WBR f 180 1270 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .87 .56 2006 Scenario 1 AM PK HOUR PM PK HOUR � LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 255 .15 32 .02 � NBT 4 6800 1430 .21* 1850 .27* NBR 1 1700 350 .21 150 .09 SBL 2 3400 1390 .41* 100 .03* SBT 4 6800 1550 .23 1770 .26 SBR 0 0 30 10 EBL 2 3400 614 .18* 586 .17* EBT 2 3400 113 .04 148 .06 1 EBR 0 0 36 71 WBL 2 3400 90 .03 480 .14 WBT 1 1700 112 .07* 173 .10* 1 WBR f 180 1270 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .92 .62 1 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 245 .14 17 .01 NBT 4 6800 1430 .21* 1850 .27* NBR 1 1700 350 .21 150 .09 SBL 2 3400 1390 .41* 100 .03* SBT 4 6800 1550 .23 1770 .26 SBR 0 0 30 10 EBL 2 3400 551 .16* 481 .14* EBT 2 3400 98 .04 123 .05 EBR 0 0 26 50 WBL 2 3400 90 .03 480 .14 WBT 1 1700 97 .06* 151 .09* WOR f 180 1270 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .89 .58 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 262 .15 43 .03 NBT 4 6800 1430 .21* 1850 .27* NBR 1 1700 350 .21 150 .09 S8L 2 3400 1390 .41* 100 .03* SBT 4 6800 1550 .23 1770 .26 SBR 0 0 30 10 EBL 2 3400 661 .19* 661 .19* EBT 2 3400 125 .05 167 .07 EBR 0 0 48 85 WBL 2 3400 90 .03 480 .14 WBT 1 1700 122 .07* 189 .11* WBR f 180 1270 Clearance Interval .05* 05* TOTAL CAPACITY UTILIZATION .93 .65 4. MacArthur & Michelson 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 273 .16 60 .04 NOT 4 6800 1430 .21* 1850 .27* NOR 1 1700 350 .21 150 .09 SBL 2 3400 1390 .41* 100 .03* SBT 4 6800 1550 .23 1770 .26 SBR 0 0 30 10 EBL 2 3400 730 .21* 777 .23* EST 2 3400 142 .06 195 .09 EBR 0 0 61 108 WBL 2 3400 90 .03 480 .14 HOT 1 1700 139 .08* 214 .13* WBR f 180 1270 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .96 .71 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 284 .17 77 .05* 1JBT 4 6800 1430 .21* 1850 .27 NOR 1 1700 350 .21 150 .09 SBL 2 3400 1390 .41* 100 .03 � SBT 4 6800 1550 .23 1770 .26* SBR 0 0 30 10 EBL 2 3400 800 .24* 893 .26* EST 2 3400 159 .07 224 .10 FOR 0 0 75 131 WOL 2 3400 90 .03 480 .14 WBT 1 1700 155 .09* 238 .14* WBR f 180 1270 Clearance Interval .05* .05* , TOTAL CAPACITY UTILIZATION 1.00 .76 5. MacArthur & Campus 2000 Counts (Irvine) I AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C I NBL 1 1700 68 .04 167 .10 NBT 4 6800 1012 .15* 1237 .18* NBR 1 1700 104 .06 66 .04 SBL 1 1700 33B .20* 171 .10* I SBT 4 6800 1066 .16 974 .14 I SBR 1 1700 272 .16 594 .35 1 EBL 2 3400 425 .13 343 .10* EBT 3 5100 878 .18* 341 .08 EBR 0 0 30 56 WBL 2 3400 65 .02* 144 .04 WBT 3 5100 255 .05 1039 .20* WBR f 92 218 I Right Turn Adjustment SBR .09* ' I Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .60 .72 2000 plus Scenario 2 I AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 68 .04 167 .10 NBT 4 6800 1031 .15* 1266 .19* NBR 1 1700 104 .06 66 .04 I SBL 1 1700 346 .20* 185 .11*- SBT 4 6800 1084 .16 1003 .15 SBR 1 1700 273 .16 596 .35 I EBL 2 3400 427 .13 345 .10* I EBT 3 5100 878 .18* 341 .08 ' EBR 0 0 30 56 I WBL 2 3400 65 .02* 144 .04 WBT 3 5100 263 .05 1051 .21* WBR f 93 220 Right Turn Adjustment SBR .07* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .60 .73 2000 plus Scenario 1 I I I AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C I I NBL 1 1700 68 .04 167 .10 NBT 4 6800 1025 .15* 1256 .18* NBR 1 1700 104 .06 66 .04 I I SBL 1 1700 344 .20* 180 .11* SBT 4 6800 1078 .16 993 .15 SBR 1 1700 273 .16 596 .35 EBL 2 3400 426 .13 345 .10* EBT 3 5100 878 .18* 341 .08 EBR 0 0 30 56 I I WBL 2 3400 65 .02* 144 .04 WBT 3 5100 260 .05 1047 .21* WBR f 93 219 I I Right Turn Adjustment SBR .09* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .60 .74 2000 plus Scenario 3 I AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 68 .04 167 .10 NBT 4 6800 1041 .15* 1280 .19* NBR 1 1700 104 .06 66 .04 SBL 1 1700 350 .21* 191 .11* SBT 4 6800 1092 .16 1017 .15 SBR 1 1700 274 .16 597 .35 EBL 2 3400 427 .13 346 .10* EBT 3 5100 878 .1B* 341 .08 EBR 0 0 30 56 WBL 2 3400 65 .02* 144 .04 WBT 3 5100 267 .05 1057 .21* WBR f 94 220 Right Turn Adjustment SBR .07* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .61 .73 S. MacArthur & Campus 2000 plus Alternative D LANES CAPACITY NBL 1 1700 NBT 4 6800 1 NBR 1 1700 AM PK HOUR PM PK HOUR VOL V/C VOL V/C 68 .04 167 10 1050 .15* 1294 .19* 104 .06 66 .04 SBL 1 1700 355 .21* 198 .12* SBT 4 6800 1101 .16 1032 .15 SBR 1 1700 275 .16 599 .35 EBL 2 3400 428 .13 348 .10* EBT 3 5100 878 .18* 341 .08 EBR 0 0 30 56 WBL 2 3400 65 .02* 144 .04 WBT 3 5100 271 .05 1063 .21* WBR f 94 221 Right Turn Adjustment SBR .06* Clearance Interval ' .05* .05* TOTAL CAPACITY UTILIZATION .61 .73 11 11 5. MacArthur & Campus 2006 Baseline (Irvine) ' AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 80 .05 190 .11 ' NBT 4 6800 1060 .16* 1290 .19* NBR 1 1700 120 .07 70 .04 SBL 1 1700 350 .21* 180 .11* � SBT 4 6800 1110 .16 1010 .15 � SBR 1 1700 290 .17 630 .37 � EBL 2 3400 440 .13 370 .11* � EBT 3 5100 990 .20* 390 .09 ' EBR 0 0 30 60 WBL 2 3400 70 .02* 160 .05 WBT 3 5100 290 .06 1160 .23* ' WBR f 100 230 Right Turn Adjustment SBR .10* Clearance Interval i TOTAL CAPACITY UTILIZATION 2006 Scenario 1 .05* .05* i .64 .79 AM PK AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 1 � NBL 1 1700 80 .05 190 .11 NBT 4 6800 1073 .16* 1309 .19* NBR 1 1700 120 .07 70 .04 � SBL 1 1700 356 .21* 189 .11* SBT 4 6800 1122 .17 1029 .15 SBR 1 1700 291 .17 632 .37 EBL 2 3400 441 .13 372 .11* EBT 3 5100 990 .20* 390 .09 1 EBR 0 0 30 60 WBL 2 3400 70 .02* 160 .05 ' WBT 3 5100 295 .06 1168 .23* WBR f 101 231 Right Turn Adjustment SBR .10* Clearance Interval .05* .05* ' TOTAL CAPACITY UTILIZATION .64 .79 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 80 .05 190 .11 NBT 4 6800 1064 .16* 1296 .19* NBR 1 1700 120 .07 70 .04 SBL 1 1700 352 .21* 183 .11* SBT 4 6800 1114 .16 1016 15 SBR 1 1700 290 .17 631 .37 EBL 2 3400 440 .13 371 .11* EBT 3 5100 990 .20* 390 .09 EBR 0 0 30 60 WBL 2 3406 70 .02* 160 .05 WBT 3 5100 292 .06 1163 .23* WBR f 100 230 Right Turn Adjustment SBR .10* Clearance Interval i .05* .05* TOTAL CAPACITY UTILIZATION .64 .79 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 80 .05 190 .11 NBT 4 6800 1079 .16* 1319 .19* NBR 1 1700 120 .07 70 .04 SBL 1 1700 358 .21* 194 .11* SBT 4 6800 1128 .17 1039 .15 SBR 1 1700 291 .17 632 .37 EBL 2 3400 442 .13 372 .11* EBT 3 5100 990 .20* 390 .09 EBR 0 0 30 60 WBL 2 3400 70 .02* 160 .05 WBT 3 5100 298 .06 1172 .23* WBR f 101 232 Right Turn Adjustment SBR .10* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .64 .79 5. MacArthur & Campus 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 80 .05 190 .11 148T 4 6800 1089 .16* 1333 .20* NBR 1 1700 120 .07 70 .04 SBL 1 1700 362 .21* 200 .12* SBT 4 6800 1136 .17 1053 .15 SBR 1 1700 292 .17 633 .37 EBL 2 3400 442 .13 373 .11* EST 3 5100 990 .20* 390 .09 EBR 0 0 30 60 WBL 2 3400 70 .02* 160 .05 WBT 3 5100 302 .06 1178 .23* WBR f 102 232 Right Turn Adjustment SBR .08* Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .64 .79 2006 Alternative 0 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 80 .05 190 .11 NST 4 6800 1098 .16* 1347 .20* NBR 1 1700 120 .07 70 .04 SBL 1 1700 367 .22* 207 .12* SBT 4 6800 1145 .17 1068 .16 SBR 1 1700 293 .17 635 .37 EBL 2 3400 443 .13 375 .11* EBT 3 5100 990 .20* 390 .09 EBR 0 0 30 60 WBL 2 3400 70 .02* 160 .05 WBT 3 5100 306 .06 1184 .23* WBR f 102 233 Right Turn Adjustment SBR .08* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .65 .79 6. MacArthur & Birch 2000 Counts (Newport Beach) ( 2000 plus Scenario 1 AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL. 1 1600 42 .03 196 .12* NBL 1 1600 42 .03 196 .12* NBT 3 4800 956 .20* 799 .17 NBT 3 4800 968 .20* 817 .17 NBR 1 1600 116 .07 49 .03 NBR 1 1600 116 .07 49 .03 SBL 1 1600 160 .10* 80 .05 SBL 1 1600 161 .10* 81 .05 SBT 4 6400 741 .15 994 .19* SBT 4 6400 752 .16 1012 .19* SBR 0 0 249 .16 223 SBR 0 0 249 223 EBL 1.5 173 .11 310 (.12)* 1 1 EBL 1.5 173 .11 310 (.12)* EBT 1.5 4800 453 .16* 203 .12 EBT 1.5 4800 453 .16* 203 .12 FOR 0 43 48 EBR 0 43 48 WBL 1 1600 29 .02* 123 .08 WBL 1 1600 29 .02* 123 .08 WBT 2 3200 191 .06 655 .20* WBT 2 3200 191 .06 655 .20* WBR f 53 158 WBR f 54 159 TOTAL CAPACITY UTILIZATION .48 .63 TOTAL CAPACITY UTILIZATION 48 63 2000 plus Scenario 2 2000 plus Scenario 3 AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 42 .03 196 .12* NBL 1 1600 42 .03 196 .12* NBT 3 4800 974 .20* 826 .17 NBT 3 4800 983 .20* 840 .18 NBR 1 1600 116 .07 49 .03 NBR 1 1600 116 .07 49 .03 SBL 1 1600 161 .10* 82 .05 SBL 1 1600 161 .10* 82 .05 SBT 4 6400 758 .16 1021 .19* SBT 4 6400 766 .16 1035 .20* SBR 0 0 249 223 SBR 0 0 249 223 EBL 1.5 173 .11 310 (.12)* EBL 1.5 173 .11 310 (.12)* EBT 1.5 4800 453 .16* 203 .12 EBT 1.5 4800 453 .16* 203 .12 EBR 0 43 48 EBR 0 43 48 WBL 1 1600 29 .02* 123 .08 WBL 1 1600 29 .02* 123 .08 WBT 2 3200 191 .06 655 .20* WBT 2 3200 191 .06 655 .20* WBR f 54 160 WBR f 55 160 TOTAL CAPACITY UTILIZATION .48 .63 TOTAL CAPACITY UTILIZATION .48 .64 6. MacArthur & Birch 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 42 .03 196 .12* NBT 3 4800 992 .21* 853 .18 NBR 1 1600 116 .07 49 .03 SBL 1 1600 162 .10* 83 .05 SBT 4 6400 774 .16 1049 .20* SBR 0 0 249 223 EBL 1.5 173 .11 310 {.12}* EBT 1.5 4800 453 .16* 203 .12 EBR 0 43 48 WBL 1 1600 29 .02* 123 .08 WBT 2 3200 191 .06 655 .20* WBR f 55 161 TOTAL CAPACITY UTILIZATION .49 .64 6. MacArthur & Birch 2006 Baseline (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 40 .03 210 .13* NBT 3 4800 1030 .21* 870 .18 NBR 1 1600 130 .08 50 .03 SBL 1 1600 160 .10* 80 .05 SBT 4 6400 800 .16 1070 .20* SBR 0 0 250 220 EBL 1.5 170 .11 310 (.12)* EBT 1.5 4800 460 .16* 210 .12 EBR 0 50 50 WBL 1 1600 30 .02* 140 .09 WBT 2 3200 200 .06 660 .21* WBR f 50 160 TOTAL CAPACITY UTILIZATION .49 .66 2006 No Project AM PK HOUR PH PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 40 .03 210 .13* NBT 3 4800 1034 .22* 876 .18 NBR 1 1600 130 .08 50 .03 SBL 1 1600 160 .10* 80 .05 SBT 4 6400 804 .16 1076 .20* SBR 0 0 250 220 EBL 1.5 170 .11 310 (.12)* EBT 1.5 4800 460 .16* 210 .12 EBR 0 50 50 WBL 1 1600 30 .02* 140 .09 WBT 2 3200 200 .06 660 .21* WBR f 50 160 TOTAL CAPACITY UTILIZATION 50 .66 2006 Scenario 1 2006 Scenario 2 AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 40 .03 210 .13* NBL 1 1600 40 .03 210 .13* NBT 3 4800 1042 .22* 888 .19 NBT 3 4800 1048 .22* 897 .19 NBR 1 1600 130 OB 50 .03 NBR 1 1600 130 .08 50 .03 SBL 1 1600 161 .10* 81 .05 SBL 1 1600 161 .10* 82 .05 SBT 4 6400 811 .17 1088 .20* SBT 4 6400 817 17 1097 .21* SBR 0 0 250 220 SBR 0 0 250 220 EBL 1.6 170 .11 310 (.12)* EBL 1.5 170 .11 310 (.12)* EBT 1.5 4800 460 .16* 210 .12 EBT 1.5 4800 460 .16* 210 .12 EBR 0 50 50 EBR 0 50 50 WBL 1 1600 30 .02* 140 .09 WBL 1 1600 30 .02* 140 .09 WBT 2 3200 200 .06 660 .21* WBT 2 3200 200 .06 660 .21* WBR f 51 161 WBR f 51 162 TOTAL CAPACITY UTILIZATION .50 .66 TOTAL CAPACITY UTILIZATION .50 .67 6. MacArthur 6 Birch 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 40 .03 210 .13* NOT 3 4800 1057 .22* 911 .19 NOR 1 1600 130 .08 50 .03 SBL 1 1600 161 .10* 82 .05 SBT 4 6400 825 .17 1111 .21* SBR 0 0 250 220 EBL 1.5 170 .11 310 {.12}* EBT 1.5 4800 460 .16* 210 .12 EBR 0 50 50 WBL 1 1600 30 .02* 140 .09 WBT 2 3200 200 .06 660 .21* WBR f 52 162 TOTAL CAPACITY UTILIZATION 2006 Alternative D J , AM PK HOUR PM PK HOUR J ' J LANES CAPACITY VOL V/C VOL V/C J NBL 1 1600 40 .03 210 .13* J NOT 3 4800 1066 .22* 924 .19 � NOR 1 1600 130 .08 50 .03 J 1 1600 162 .10* 83 .05 J1SBL � SBT 4 6400 833 .17 U25 .21* SBR 0 0 250 220 J J ,E8L 1.5 170 .11 310 {.12}* � EBT 1.5 4800 460 .16* 210 .12 J EBR 0 50 50 J ' WBL 1 1600 30 .02* 140 .09 J WBT 2 3200 200 .06 660 .21* J WBR f 52 163 .50 .67 TOTAL CAPACITY UTILIZATION .50 .67 ' 7. Jamboree & I.405 NB 2000 Counts (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 3 5100 1600 .31* 2287 .45* NBR f 285 470 SBL 0 0 0 0 SBT 4 6800 1783 .26 1833 .27 SBR f 1228 999 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 3 5100 1031 .20* 545 .11* WBT 0 0 0 0 WBR f 699 256 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .56 .61 2000 plus Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 3 5100 1609 .32* 2302 .45* NBR f 285 470 I SBL 0 0 0 0 SBT 4 6800 1793 .26 1848 .27 SBR f 1228 999 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 I WBL 3 5100 1031 .20* 545 .11* WBT 0 0 0 0 WBR f 699 256 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .57 .61 2000 plus Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 WBT 3 5100 1606 .31* 2297 .45* NBR f 285 470 I SBL 0 0 0 0 I SBT 4 6800 1790 .26 1843 .27 SBR f 1228 999 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 3 5100 1031 .20* 545 .11* WBT 0 0 0 0 WBR f 699 256 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .56 .61 2000 plus Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 3 5100 1614 .32* 2310 .45* NBR f 285 470 I SBL 0 0 0 0 SBT 4 6800 1798 .26 1856 .27 SBR f 1228 999 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 3 5100 1031 .20* 545 .11* WBT 0 0 0 0 WBR f 699 256 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .57 .61 7. Jamboree & I.405 NB 2000 plus Alternative D AM PK HOUR PH PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 3 5100 1618 .32* 2317 .45* NBR f 285 470 SBL 0 0 0 0 SBT 4 6800 1803 .27 1863 .27 SBR f 1228 999 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 3 5100 1031 .20* 545 .11* WBT 0 0 0 0 WBR f 699 256 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .57 .61 7. Jamboree & I.405 NB 2006 Baseline (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 3 5100 1800 .35* 2670 .52* NBR f 290 510 SBL 0 0 0 0 SBT 4 6800 2050 .30 2040 .30 SBR f 1280 1050 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 3 5100 1150 .23* 600 .12* WBT 0 0 0 0 WBR f 690 230 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .63 .69 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 3 5100 1806 .35* 2680 .53* NBR f 290 510 SBL 0 0 0 0 SBT 4 6800 2057 .30 2050 .30 SBR f 1280 1050 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 3 5100 1150 .23* 600 .12* WBT 0 0 0 0 WBR f 690 230 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .63 .70 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 3 5100 1802 .35* 2673 .52* NBR f 290 510 SBL 0 0 0 0 SBT 4 6800 2052 .30 2043 .30 SBR f 1280 1050 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 3 5100 1150 .23* 600 .12* WBT 0 0 0 0 WBR f 690 230 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .63 .69 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 3 5100 1809 .35* 2685 .53* NBR f 290 510 SBL 0 0 0 0 SBT 4 6800 2060 .30 2055 .30 SBR f 1280 1050 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 3 5100 1150 .23* 600 .12* WBT 0 0 0 0 WBR f 690 230 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .63 .70 7. Jamboree & I-405 NB 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 0 0 NBT 3 5100 1814 .36* 2693 .53* NBR f 290 510 SBL 0 0 0 0 SBT 4 6800 2065 .30 2063 .30 SBR f 1280 1050 EBL 0 0 0 0 EST 0 0 0 0 EBR 0 0 0 0 WBL 3 5100 WBT 0 0 WBR f I Clearance Interval 1150 .23* 600 0 0 690 230 05* TOTAL CAPACITY UTILIZATION .64 I 12* 05* J 70 2006 Alternative D 1 AM PK HOUR PM PK HOUR I LANES CAPACITY VOL VIC VOL VIC � NBL 0 0 0 0 I NBT 3 5100 1818 .36* 2700 .53* NBR f 290 510 I SBL 0 0 0 0 � I ' SBT 4 6800 2070 .30 2070 .30 SBR f 1280 1050 I EBL 0 0 0 0 I EBT 0 0 0 0 EBR 0 0 0 0 I WBL 3 5100 1150 .23* 600 .12* I WBT 0 0 0 0 WBR f 690 230 I Clearance Interval .05* .05* i I , TOTAL CAPACITY UTILIZATION .64 .70 I 11 8. Jamboree & I.405 SS 2000 Counts (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 741 .11 1728 .25* NBR f 450 1407 SBL 0 0 0 0 SBT 4 6800 2750 .40* 1609 .24 SBR f 122 741 EBL 2 3400 1159 .34* 1086 .32* EBT 0 0 0 0 EBR 2 3400 1158 .34 498 .15 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .79 .62 2000 plus Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 750 .11 1743 ' .26* NBR f 455 1415 SBL 0 0 0 0 SBT 4 6800 2760 .41* 1624 :24 SBR f 122 741 EBL 2 3400 1159 .34* 1086 .32* EBT 0 0 0 0 EBR 2 3400 1158 .34 498 .15 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .80 .63 2000 plus Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 747 .11 1738 .26* NBR f 453 1412 SBL 0 0 0 0 SBT 4 6800 2757 .41* 1619 .24 SBR f 122 741 EBL 2 3400 1159 .34* 1086 .32* EBT 0 0 0 0 EBR 2 3400 1158 .34 498 .15 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .80 .63 2000 plus Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 755 .11 1751 .26* NBR f 457 1418 SBL 0 0 0 0 SBT 4 6800 2765 .41* 1632 .24 SBR f 122 741 EBL 2 3400 1159 .34* 1086 .32* EBT 0 0 0 0 EBR 2 3400 1158 .34 498 .15 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .80 .63 8. Jamboree b I.405 S8 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 0 0 NBT 4 6800 759 .11 1758 .26* NBR f 459 1422 SBL 0 0 0 0 SBT 4 6800 2770 .41* 1639 .24 SBR f 122 741 EBL 2 3400 1159 .34* 1086 .32* EBT 0 0 0 0 EBR 2 3400 1158 .34 498 .15 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .80 .63 8. Jamboree & I.405 SB 2006 Baseline (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 910 .13 2090 .31* NBR f 460 1480 SBL 0 0 0 0 SBT 4 6800 3070 .45* 1850 .27 SBR f 130 790 EBL 2 3400 1180 .35* 1090 .32* EBT 0 0 0 0 EBR 2 3400 1280 .38 590 .17 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Right Turn Adjustment EBR .03* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .88 .68 2006 Scenario 1 AM PK HOUR PM P.K HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 916 .13 2100 .31* NBR f 463 1485 SBL 0 0 0 0 SBT 4 6800 3077 .45* 1860 .27 SBR f 130 790 EBL 2 3400 1180 .35* 1090 .32* EBT 01 0 0 0 EBR 2 3400 1280 .3B 590 .17 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Right Turn Adjustment EBR .03* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .88 .68 2006 No Project AN PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 912 .13 2093 .31* NBR f 461 1482 SBL 0 0 0 0 SBT 4 6800 3072 .45* 1853 .27 SBR f 130 790 EBL 2 3400 1180 .35* 1090 .32* EBT 0 0 0 0 EBR 2 3400 1280 .38 590 .17 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Right Turn Adjustment EBR .03* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .88 .68 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 4 6800 919 .14 2105 .31* NBR f 465 1488 SBL 0 0 0 0 SBT 4 6800 3080 .45* 1865 .27 SBR f 130 790 EBL 2 3400 1180 .35* 1090 .32* EBT 0 0 0 0 EBR 2 3400 1280 .38 590 .17 WBL 0 0 0 .0 WBT 0 0 0 0 WBR 0 0 0 0 Right Turn Adjustment EBR .03* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .88 .68 8. Jamboree & I.405 SS 2006 Scenario 3 I I AM PK HOUR PN PK HOUR LAMES CAPACITY VOL V/C VOL V/C I � NBL 0 0 0 0 NBT 4 6B00 924 .14 2113 .31* NBR f 467 1491 � I SBL 0 0 0 0 SBT 4 6800 3085 .45* 1873 .28 SBR f 130 790 I ( EBL 2 3400 1180 .35* 1090 .32* EBT 0 0 0 0 EBR 2 3400 1280 .38 590 .17 � I WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 i I Right Turn Adjustment EBR .03* I' Clearance Interval .05* .05* 2006 Alternative D I AN PK HOUR PM PK I HOUR i LANES CAPACITY VOL V/C VOL V/C 1 NBL 0 0 0 0 I NBT 4 6800 928 .14 2120 31* NBR f 469 1495 I S8L 0 0 0 0 � SBT 4 6800 3090 .45* 1680 .28 SBR f 130 790 I EBL 2 3400 1180 .35* 1090 I .32* EDT 0 0 0 0 EBR 2 3400 1280 .38 590 .17 I WBL 0 0 0 0 i WBT 0 0 0 0 WBR 0 0 0 0 i Right Turn Adjustment EBR .03* I Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .88 .68 TOTAL CAPACITY UTILIZATION .88 .68 I U L 9. Jamboree & Michelson 2000 Counts (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 176 .10* 63 .04 NBT 4 6800 880 .15 1683 .26* NBR 0 0 133 99 SBL 2 3400 651 .19 547 .16* SBT 4 6800 2230 .33* 1496 .22 SBR f 873 220 EBL 2 3400 126 .04* 844 .25* EBT 2 3400 77 .03 514 .19 EBR 0 0 10 119 WBL 2 3400 310 .09 249 .07 WBT 2 3400 538 .16* 209 .06* WBR f 213 509 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .78 1 2000 plus Scenario 2 ' AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 177 .10* 65 .04 � NBT 4 6800 880 .15 1683 .26* � NBR 0 0 133 99 � SBL 2 3400 651 :19 547 .16* � SBT 4 6800 2230 .33* 1496 .22 SBR f 883 235 EBL 2 3400 140 .04* 867 .26* EBT 2 3400 80 .03 519 .19 EBR 0 0 11 121 WBL 2 3400 310 .09 249 .07 WBT 2 3400 542 .16* 214 .06* ' WBR f 213 509. III Clearance Interval .05* .05* ' TOTAL CAPACITY UTILIZATION .68 .79 2000 plus Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 177 .10* 64 .04 NBT 4 6800 880 .15 1683 .26* NBR 0 0 133 99 SBL 2 3400 651 .19 547 .16* SBT 4 6800 2230 .33* 1496 .22 SBR f 880 230 EBL 2 3400 135 .04* 859 .25* EBT 2 3400 79 .03 518 .19 EBR 0 0 11 120 WBL 2 3400 310 .09 249 .07 WBT 2 3400 540 .16* 213 .06* WBR f 213 509 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .78 1 2000 plus Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 178 .10* 65 .04 NBT 4 6800 880 .15 1683 .26* NBR 0 0 133 - 99 SBL 2 3400 651 .19 547 .16* SBT 4 6800 2230 .33* 1496 .22 SBR f 888 243 EBL 2 3400 147 .04* 878 .26* EBT 2 3400 82 .03 522 .19 EBR 0 0 11 121 W8L 2 3400 310 .09 249 .07 WBT 2 3400 543 .16* 217 .06* WBR f 213 509 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .79 9. Jamboree & Michelson 2000 plus Alternative D I I AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C I NBL 1 1700 178 .10* 66 I .04 NBT 4 6800 880 .15 16B3 .26* NBR 0 0 133 99 I SBL 2 3400 651 .19 547 I .16* SBT 4 6800 2230 .33* 1496 .22 I SBR f 893 250 I EBL 2 3400 154 .05* 890 I .26* EBT 2 3400 83 .03 525 .19 EBR 0 0 12 122 I WBL 2 3400 310 .09 245 I .07 WBT 2 3400 545 .16* 220 .06* WBR f 213 509 I Clearance Interval .05* I .05* TOTAL CAPACITY UTILIZATION .69 .79 C I 9. Jamboree & Michelson 2006 Baseline (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 180 .11* 60 .04 NBT 4 6800 1010 .17 1900 .30* NBR 0 0 160 120 SBL 2 3400 810 .24 690 .20* SBT 4 6800 2540 .37* 1670 .25 SBR f 920 230 EBL 2 3400 130 .04* 880 .26* EBT 2 3400 90 .03 580 .21 EBR 0 0 10 120 WBL 2 3400 380 .11 300 .09 WBT 2 3400 620 .18* 230 .07* WBR f 280 630 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .75 .88 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 181 .11* 61 .04 NBT 4 6800 1010 .17 1900 .30* NBR 0 0 160 120 SBL 2 3400 810 .24 690 .20* SBT 4 6800 2540 .37* 1670 .25 SBR f 927 240 EBL 2 3400 139 .04* 895 .26* EBT 2 3400 92 .03 584 .21 EBR 0 0 11 121 WBL 2 3400 380 .11 300 .09 WBT 2 3400 622 .18* 234 .07* WBR f 280 630 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .75 .88 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 180 .11* 60 .04 NBT 4 6800 1010 .17 1900 .30* NBR 0 0 160 120 SBL 2 3400 810 .24 690 .20* SBT 4 6800 2540 .37* 1670 .25 SBR f 922 233 EBL 2 3400 133 .04* 885 .26* EBT 2 3400 91 .03 581 .21 EBR 0 0 10 120 WBL 2 3400 380 .11 300 .09 WBT 2 3400 621 .18* 231 .07* WBR f 280 630 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .75 .88 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 181 .11* 62 .04 NBT 4 6800 1010 .17 1900 .30* NBR 0 0 160 120 SBL 2 3400 810 .24 690 .20* SBT 4 6800 2540 .37* 1670 .25 SBR f 930 • 245 EBL 2 3400 144 .04* 903 .27* EBT 2 3400 93 .03 585 .21 EBR 0 0 11 122 WBL 2 3400 380 .11 300 .09 WBT 2 3400 624 .18* 235 .07* WBR f 280 630 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .75 .89 9. Jamboree S Michelson 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1700 182 .11* 62 .04 NBT 4 6800 1010 .17 1900 .30* NBR 0 0 160 120 SBL 2 3400 810 .24 690 .20* SST 4 6800 2540 .37* 1670 .25 SBR f 935 263 EBL 2 3400 151 .04* 914 .27* EBT 2 3400 95 .03 588 .21 EBR 0 0 11 122 WBL 2 3400 380 .11 300 .09 WBT 2 3400 625 .18* 238 .07* WBR f 280 630 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .75 .89 2006 Alternative 0 � AM PK HOUR PM PK HOUR � LANES CAPACITY VOL VIC VOL VIC � NBL 1 1700 182 .11* 63 .04 � NBT 4 6800 1010 .17 1900 .30* NBR 0 0 160 120 SBL 2 3400 810 .24 690 .20* ' SBT 4 6800 2540 .37* 1670 .25 SBR f 940 260 EBL 2 3400 158 .05* 926 .27* EBT 2 3400 96 .03 591 .21 EBR 0 0 12 123 ' WBL 2 3400 380 .11 300 .09 WBT 2 3400 627 ,18* 241 .07* WBR f 280 630 ' Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .76 1 t 10. Jamboree & Campus 2000 Counts (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 164 .10* 51 .03* NBT 4 6800 1168 .18 1534 .28 NBR 0 0 78 378 SBL 2 3400 230 .07 281 .08 SBT 3 5100 1604 .36* 1595 .37* SBR 0 0 237 274 EBL 1.5 137 238 .14 EBT 1.5 5100 152 .06* 506 .15* EBR f 15 147 WBL 1 1700 374 .22* 156 .09 WBT 2 3400 540 .16 303 .09* WBR 1 1700 111 .07 235 .14 Clearance Interval .05* .05* Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .79 .69 2000 plus Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 164 .10* 51 .03* NBT 4 6800 1168 .18 1534 .28 NBR 0 0 78 378 SBL 2 3400 230 .07 282 OB SBT 3 5100 1604 .36* 1595 .37* SBR 0 0 237 274 EBL 1.5 137 238 .14 EBT 1.5 5100 158 .06* 516 .15* EBR f 15 147 WBL 1 1700 374 .22* 156 .09 WBT 2 3400 547 .16 313 .09* WBR 1 1700 112 .07 236 .14 Clearance Interval .05* .05* Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .79 .69 2000 plus Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 164 .10* 51 .03* NBT 4 6800 1168 .18 1534 .28 NBR 0 0 78 378 SBL 2 3400 230 .07 282 .08 SBT 3 5100 1604 .36* 1595 .37* SBR 0 0 237 274 EBL 1.5 137 238 .14 EBT 1.5 5100 - 156 .06* 513 .15* EBR f 15 147 WBL 1 1700 374 .22* 156 .09 WBT 2 3400 544 .16 310 .09* WBR 1 1700 111 .07 236 .14 Clearance Interval .05* .05* Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .79 .69 2000 plus Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 164 .10* 51 .03* NBT 4 6800 1168 .18 1534 .28 NBR 0 0 78 378 S8L 2 3400 231 .07 282 .06 SBT 3 5100 1604 .36* 1595 .37* SBR 0 0 237 274 EBL 1.5 137 238 .14 EBT 1.5 5100 161 .06* 521 .15* EBR f 15 147 WBL 1 1700 374 .22* 156 .09 WBT 2 3400 550 .16 318 .09* WBR 1 17.00 112 .07 236 .14 � Clearance Interval .05* .05* Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .79 .69 10. Jamboree 8 Campus i 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C I J NBL 1 1700 164 ,10* 51 .03* J NBT 4 6800 1168 .18 1534 .28 NBR 0 0 78 378 I SBL 2 3400 231 .07 283 .08 J SBT 3 5100 1604 .36* 1595 .37* J SBR 0 0 237 274 I J EBL 1.5 137 238 .14 EBT 1.5 5100 164 .06* 526 .15* EBR f 15 147 J WBL 1 1700 374 .22* 156 .09 J WBT 2 3400 553 .16 323 .10* J WBR 1 1700 112 .07 237 .14 1 J Clearance Interval .05* .05* Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .79 .70 10. Jamboree & Campus ' 2006 Baseline (Irvine) 2006 No Project ' AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC LANES CAPACITY VOL VIC VOL VIC � NBL 1 1700 170 .10* 60 .04* NBL 1 1700 170 .10* 60 .04* � NBT 4 6800 1310 .20 1740 .31 NBT 4 6800 1310 .20 1740 .31 NBR 0 0 70 370 NBR 0 0 70 370 � SBL 2 3400 250 .07 320 .09 SBL 2 3400 250 .07 320 .09 � SBT 3 5100 1800 .41* 1790 .42* SBT 3 5100 1800 .41* 1790 .42* SBR 0 0 290 330 SBR 0 0 290 330 ' EBL 1.5 170 290 EBL 1.5 170 290 EBT 1.5 5100 150 .06* 540 .16* EBT 1.5 5100 151 .06* 542 .16* EBR f 20 160 EBR f 20 160 WBL 1 1700 370 .22* 150 .09 WBL 1 1700 370 .22* 150 .09 WBT 2 3400 570 .17 310 .09* WBT 2 3400 571 .17 312 .09* WBR 1 1700 130 .08 260 .15 WBR 1 1700 130 .08 260 .15 Clearance Interval .05* .05* Clearance Interval .05* .05* ' Note: Assumes E/W Split Phasing Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .84 .76 TOTAL CAPACITY UTILIZATION .84 .76 2006 Scenario 1 2006 Scenario 2 AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC LANES CAPACITY VOL VIC VOL VIC ' NBL 1 1700 170 .10* 60 .04* NBL 1 1700 170 .10* 60 .04* NBT 4 6800 1310 .20 1740 .31 NBT 4 6800 1310 .20 1740 .31 tNBR 0 0 70 370 ( NBR 0 0 70 370 SBL 2 3400 250 .07 321 .09 SBL 2 3400 250 .07 321 .09 SBT 3 5100 1800 .41* 1790 .42* SBT 3 5100 1800 .41* 1790 .42* ' SBR 0 0 290 330 SBR 0 0 290 330 EBL 1.5 170 290 EBL 1.5 170 290 EBT 1.5 5100 154 .06* 547 .16* EBT 1.5 5100 156 .06* 550 .16* EBR f 20 160 EBR f 20 160 WBL 1 1700 370 .22* 150 .09 WBL 1 1700 370 .22* 150 .09 ' WBT 2 3400 574 .17 317 .09* WBT 2 3400 577 .17 320 .09* WBR 1 1700 130 .08 261 .15 WBR 1 1700 131 .08 261 .15 � Clearance Interval .OS* .05* Clearance Interval .OS* .OS* � Note: Assumes E/W Split Phasing Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .84 .76 TOTAL CAPACITY UTILIZATION .84 .76 1 10. Jamboree 6 Campus 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 170 .10* 60 .04* NBT 4 6800 1310 .20 1740 .31 NBR 0 0 70 370 SBL 2 3400 251 .07 321 .09 SBT 3 5100 1800 .41* 1790 .42* SBR 0 0 290 330 EBL 1.5 170 290 EBT 1.5 5100 159 .06* 555 .17* EBR f 20 160 WBL 1 1700 370 .22* 150 .09 WBT 2 3400 580 .17 325 .10* WBR 1 1700 131 .08 261 .15 � I Clearance Interval .05* .05* Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .84 .78 2006 Alternative 0 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C N8L 1 1700 170 .10* 60 .04* NBT 4 6600 1310 .20 1740 .31 NBR 0 0 70 370 SBL 2 3400 251 .07 322 .09 SBT 3 5100 1800 .41* 1790 .42* SBR 0 0 290 330 EBL 1.5 170 290 EBT 1.5 5100 162 ,07* 560 .17* EBR f 20 160 WBL 1 1700 370 .22* 150 .09 WBT 2 3400 583 .17 330 .10* WBR 1 1700 131 .08 262 .15 Clearance Interval .05* .05* Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .85 .78 11. Jamboree & MacArthur 2000 Counts (Newport Beach) 2000 plus Scenario 1 AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 546 .17* 253 .08* NBL 2 3200 552 .17* 262 .08* NBT 3 4800 849 .18 935 .19 NOT 3 4800 849 .18 935 .19 NBR 1 1600 202 .13 48 03 NOR 1 1600 202 .13 48 .03 SBL 2 3200 254 OB 671 .21 SBL 2 3200 254 .08 671 .21 SBT 3 4800 928 .19* 1577 .33* SBT 3 4800 928 .19* 1577 .33* SBR f 268 173 SBR f 268 173 EBL 1 1600 62 .04* 194 .12 EBL 1 1600 62 .04* 194 .12 EBT 3 4800 326 .07 1535 .32* EBT 3 4800 331 .07 1543 .32* EBR f 148 379 EBR f 153 388 WBL. 1 1600 164 .12 270 .17* WBL 1 1600 184 .12 270 .17* WBT 3 4800 1732 .43* 583 .17 WBT 3 4800 1737 .43* , 591 .17 WBR 0 0 311 226 WBR 0 0 311 226 .90 TOTAL CAPACITY UTILIZATION .83 .90 TOTAL CAPACITY UTILIZATION .83 2000 plus Scenario 3 2000 plus Scenario 2 AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 555 .17* 266 .08* NBL 2 3200 559 .17* ' 272 .09* NBT 3 4800 849 .18 935 .19 NBT 3 4800 849 .18 935 .19 NBR 1 1600 202 .13 48 .03 NBR 1 1600 202 .13 48 .03 SBL 2 3200 254 .08 671 .21 SBL 2 3200 254 .08 671 .21 SBT 3 4800 928 .19* 1577 .33* SBT 3 4800 928 .19* 1577 .33* SBR f 268 173 - SBR f 268 173 EBL 1 1600 62 .04* 194 .12 EBL 1 1600 62 .04* 194 .12 EBT 3 4800 333 .07 1547 .32* EBT 3 4800 337 .07 1553 .32* EBR f 156 392 EBR f 160 398 WBL 1 1600 184 .12 270 .17* WBL 1 1600 184 .12 270 .17* WBT 3 4800 1740 .43*• 595 .17 WBT 3 4600 1744 .43* 601 .17 WBR 0 0 311 226 WBR 0 0 311 226 .90 TOTAL CAPACITY UTILIZATION .83 .91 TOTAL CAPACITY UTILIZATION .83 11. Jamboree 6 MacArthur 1 2000 plus Alternative 0 PM PK HOUR PM PK HOUR j 1 LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 563 .18* 279 .09* 1 NBT 3 4800 849 .18 935 19 NBR 1 1600 202 .13 48 .03 � SBL 2 3200 254 .08 671 .21 � 1 SBT 3 4800 928 .19* 1577 .33* SBR f 268 173 1 � E8L 1 1600 62 .04* 194 .12 � EBT 3 4800 341 .07 1559 .32* EBR f 164 405 1 WBL 1 1600 184 .12 270 .17* WBT 3 4800 1748 .43* 607 .17 W8R 0 0 311 226 1 TOTAL CAPACITY UTILIZATION 84 .91 1 [1 1 1 E i 1 I L7 I 11. Jamboree & MacArthur 2006 Baseline (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 580 .18* 270 .08* NBT 3 4800 940 .20 1030 .21 NBR 1 1600 220 .14 50 .03 SBL 2 3200 290 .09 750 .23 SBT 3 4800 1070 .22* 1730 .36* SBR f 290 190 EBL 2 3200 70 .02* 210 .07 EBT 3 4800 350 .07 1660 35* EBR f 170 400 WBL 2 3200 210 .07 300 .09* WBT 3 4800 1890 .39* 630 .13 WBR 1 1600 350 .22 250 .16 TOTAL CAPACITY UTILIZATION .81 .88 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 582 .18* 273 .09* NBT 3 4800 940 .20 1030 .21 NBR 1 1600 220 .14 50 .03 SBL 2 3200 290 .09 750 .23 SBT 3 4800 1070 .22* 1730 .36* SBR f 290 190 EBL 2 3200 70 .02* 210 .07 EBT 3 4800 352 .07 1663 .35* EBR f 172 403 WBL 2 3200 210 .07 300 .09* WBT 3 4800 1892 .39* 633 .13 WBR 1 1600 350 .22 250 .16 TOTAL CAPACITY UTILIZATION .81 89 2006 Scenario 1 2006 Scenario 2 AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 586 .18* 279 .09* NBL 2 3200 589 .18* 283 .09* NBT 3 4800 940 .20 1030 .21 NBT 3 4800 940 .20 1030 .21 NBR 1 1600 220 .14 50 .03 NBR 1 1600 220 .14 50 .03 SBL 2 3200 290 .09 750 .23 SBL 2 3200 290 .09 750 .23 SBT 3 4800 1070 .22* 1730 .36* SBT 3 4800 1070 .22* 1730 .36* SBR f 290 190 SBR f 290 190 EBL 2 3200 70 .02* 210 .07 EBL 2 3200 70 .02* 210 .07 EBT 3 4800 355 07 1668 .35* EBT 3 4800 357 .07 1672 .35* EBR f 175 409 EBR. f 178 413 WBL 2 3200 210 .07 300 .09* WBL 2 3200 210 .07 300 .09* WBT 3 4800 1895 .39* 638 .13 WBT 3 4800 1898 .40* 642 .13 WBR 1 1600 350 .22 250 .16 WBR 1 1600 350 .22 250 .16 TOTAL CAPACITY UTILIZATION .81 .89 TOTAL CAPACITY UTILIZATION .82 .69 11. JaMhoree 6 MacArthur I i 2006 Scenario 3 AM PK HOUR PM PK HOUR j LANES CAPACITY VOL V/C VOL V/C I NBL 2 3200 593 .19* 289 � .09* NBT 3 4800 940 .20 1030 .21 j NBR 1 1600 220 .14 50 .03 j SBL 2 3200 290 .09 750 .23 SBT 3 4800 1070 .22* 1730 .36* j SBR f 290 190 j j E8L 2 3200 70 .02* 210 .07 i j EBT 3 4800 361 OB 1678 .35* j j EBR f 182 419 j WBL 2 3200 210 .07 300 .09* j j WBT 3 4800 1902 .40* 648 .14 j WBR 1 1600 350 .22 260 .16 j TOTAL CAPACITY UTILIZATION .83 .89 j 2006 Alternative O j j AM PK HOUR PM PK HOUR j J LANES CAPACITY VOL V/C VOL V/C j j NBL 2 3200 597 .19* 296 .09* j NBT 3 4800 940 .20 1030 .21 j j NBR 1 1600 220 .14 50 .03 j SBL 2 3200 290 .09 750 .23 j j SBT 3 4800 1070 .22* 1730 .36* j j SBR f 290 190 j EBL 2 3200 70 .02* 210 .07 j j EBT 3 4800 365 .08 1684 .35* j j EBR f 186 426 j I j WSL 2 3200 210 .07 300 I .09* j WBT 3 4800 1906 .40* 654 .14 i J WBR I t 1 1600 350 .22 250 .16 i I TOTAL CAPACITY UTILIZATION .83 .89 I [J i I I k I I I !I I 12. Jamboree & Bristol•N 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 1026 .32* 829 .26* NBT 1.5 4800 1541 .48 1151 .41 NBR 1.5 689 .43 810 SBL 0 0 0 0 SBT 2.5 6400 879 .21* 1237 .32* SBR 1.5 446 824 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION 2000 plus Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 1026 .32* 830 .26* NBT 1.5 4800 1547 .48 1160 .41 NBR 1.5 689 .43 810 SBL 0 0 0 0 SBT 2.5 6400 884 .21* 1246 .32* SBR 1.5 446 824 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 .53 .58 TOTAL CAPACITY UTILIZATION .53 .58 2000 plus Scenario 2 I I 2000 plus Scenario 3 AM PK HOUR PM PK I HOUR I I I AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC I I LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 1027 .32* 830 I .26* I I I NBL 2 3200 1027 .32* 830 .26* NBT 1.5 4800 1550 .48 1164 .41 I I NBT 1.5 4800 1554 .49 1170 .41 NBR 1.5 689 .43 810 I I NBR 1.5 689 .43 810 SBL 0 0 0 0 I I SBL 0 0 0 0 SBT 2.5 6400 887 .21* 1250 .32* I I SBT 2.5 6400 891 .21* 1256 .33* SBR 1.5 446 824 I I SBR 1.5 446 824 EBL 0 0 0 0 I I I I EBL 0 0 0 0 EBT 0 0 0 0 I I EBT 0 0 0 0 EBR 0 0 0 0 I I EBR 0 0 0 0 WBL 0 0 0 0 I I I I WBL 0 0 0 0 WBT 0 0 0 0 I I WBT 0 0 0 0 WBR 0 0 0 0 I I I WBR I 0 0 0 0 TOTAL CAPACITY UTILIZATION .53 .58 TOTAL CAPACITY UTILIZATION .53 59 1 12. Jamboree & Bristol-N 2000 plus Alternative D I AM PK HOUR PM PK � HOUR I , LANES CAPACITY VOL V/C VOL V/C I NBL 2 3200 1027 .32* 831 I .26* NBT 1.5 4800 1558 .49 1177 .41 NBR 1.6 689 .43 810 i I SBL 0 0 0 0 � SBT 2.5 6400 895 .21* 1263 .33* SBR 1.5 446 824 EBL 0 0 0 0 EBT 0 0 0 0 i EBR 0 0 0 0 I I WBL 0 0 0 0 � WBT 0 0 0 0 I WBR 0 0 0 I 0 i , TOTAL CAPACITY UTILIZATION .53 .59 I I I �I 11 u F 0 { _J 12. Jamboree & Bristol•N 2006 Baseline (Newport Beach) 2006 No Project � AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 1010 .32* 800 .25* NBL 2 3200 1010 .32* 800 .25* NBT 1.5 4800 1740 .54 1350 47 NBT 1.5 4800 1742 .54 1353 .47 NBR 1.5 760 48 900 NBR 1.5 760 .48 900 SBL 0 0 0 0 SBL 0 0 0 0 SBT 2.5 6400 960 .23* 1470 .38* SBT 2.5 6400 962 .23* 1473 .38* SBR 1.5 490 960 SBR 1.5 490 960 7 � EBL 0 0 0 0 EBL 0 0 0 0 EBT 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 EBR 0 0 0 0 WBL 0 0 0 0 WBL 0 0 0 0 WBT 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .55 .63 TOTAL CAPACITY UTILIZATION .55 .63 I 2006 Scenario 1 I NBL � NBT I NBR SBL SBT SBR � EBL EBT � EBR WBL I WBT WBR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 2 3200 1010 .32 801 .25* 1.5 4800 1746 .55* 1359 .47 1.5 760 .48 900 0 0 0 0 2.5 6400 965 .23 1479 .38* 1.5 490 960 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL CAPACITY UTILIZATION .55 .63 2006 Scenario 2 NBL NBT NBR SBL • SBT SBR EBL EBT EBR WBL WBT WBR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 2 3200 1011 .32 801 .25* 1.5 4800 1749 .55* 1363 .47 1.5 760 .48 900 0 0 0 0 2.5 6400 968 .23 1483 .38* 1.5 490 960 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL CAPACITY UTILIZATION .55 .63 12. Jamboree & Bristoi•N 2006 Scenario 3 I I 2006 Alternative D AM PK HOUR PH PK HOUR I I All PK HOUR PH PK HOUR I LANES CAPACITY VOL V/C VOL V/C I LANES CAPACITY VOL V/C VOL VIC NBL 2 3200 1011 .32 801 .25* I I NBL 2 3200 1011 .32 802 .25* NBT 1.5 4800 1753 .55* 1369 .47 I I NBT 1.5 4600 1757 .55* 1376 .47 NBR 1.5 760 .48 900 I NBR 1.5 760 .48 900 SBL 0 0 0 0 I I SBL 0 p 0 0 I SBT 2.5 6400 972 .23 1489 .38* I I SBT 2.5 6400 976 .23 1496 .38* SBR 1.5 490 960 I SBR 1.5 490 960 EBL 0 0 0 0 I I E8L 0 0 0 0 I EBT 0 0 0 0 I I EBT 0 0 0 0 EBR 0 0 0 0 I I EBR 0 0 0 0 W8L 0 0 0 0 i i WBL 0 0 0 0 I WBT 0 0 0 0 I I WBT 0 0 0 0 WBR 0 0 0 0 I I I WBR I 0 0 0 0 TOTAL CAPACITY UTILIZATION .55 .63 TOTAL CAPACITY UTILIZATION .55 .63 I 13. Jamboree & Bristol•S 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 0 0 NBT 5 8000 2082 .28* 1917 .26 NBR 0 0 144 145 SBL 0 0 0 0 SBT 3 4800 878 .18 1266 .26* SBR 0 0 0 0 EBL 1.5 1153 .36* 860 (.36)* EBT 1.5 4600 423 .26 866 .36 EBR 2 3200 1307 .41 1222 .38 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Right Turn Adjustment EBR .02* TOTAL CAPACITY UTILIZATION .64 .64 2000 plus Scenario 2 LANES CAPACITY NBL 0 0 NBT 5 8000 NBR 0 0 SBL 0 0 SBT 3 4800 SBR 0 0 EBL 1.5 1 EBT 1.5 4800 EBR 2 3200 1 WBL 0 0 WBT 0 0 WBR 0 0 Right Turn Adjustment TOTAL CAPACITY UTILIZATION AM PK HOUR PM PK HOUR VOL 2091 VIC VOL VIC 0 0 .28* 1931 .26 144 145 0 0 886 .18 1279 .27* 0 0 153 .36* 860 (.36)* 435 .27 886 .36 307 .41 1223 .38 0 0 0 0 0 0 EBR .02* .64 .65 2000 plus Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL . VIC NBL 0 0 0 0 NBT 5 8000 2088 .28* 1926 .26 NBR 0 0 144 145 SBL 0 0 0 0 SBT 3 4800 883 .16 1275 .27* SBR 0 0 0 0 EBL 1.5 1153 .36* 860 (.36)* E81` 1.5 4800 431 .27 879 .36 EBR 2 3200 1307 .41 1223 .38 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Right Turn Adjustment EBR .02* TOTAL CAPACITY UTILIZATION .64 .65 2000 plus Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 0 0 NBT 5 8000 2096 .28* 1937 .26 NBR 0 0 144 145 SBL 0 0 0 0 SBT 3 4800 890 .19 1285 .27* SBR 0 0 0 0 I I EBL 1.5 1153 .36* 860 (.37)* EBT 1.5 4800 441 .28 896 .37 EBR 2 3200 1308 .41 1223 .38 I WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Right Turn Adjustment EBR .01* TOTAL CAPACITY UTILIZATION .64 .65 I 13. Jamboree & Bristol,S 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 5 8000 2100 .28* 1944 .26 NBR 0 0 144 145 SBL 0 0 0 0 SBT 3 4800 894 .19 1292 .27* SBR 0 0 0 0 EBL 1.5 1153 .36* 860 (.37)* EBT 1.5 4800 447 .28 905 .37 EBR 2 3200 1308 .41 1224 38 WBL 0 0 0 0 WBT 0 0 0 0 WEIR 0 0 0 0 Right Turn Adjustment EBR .01* TOTAL CAPACITY UTILIZATION .64 .65 U I J 1J I I I I I I i 1 13. Jamboree & Bristol•S 2006 Baseline (Newport Beach) AM PK HOUR PM PK HOUR � LANES CAPACITY VOL V/C VOL V/C � NBL 0 0 0 0 � NBT 5 8000 2240 .30* 2080 .28 � NBR 0 0 150 150 SBL 0 0 0 0 SBT 3 4800 960 .20 1470 .31* SBR 0 0 0 0 EBL 1.5 1270 .40* 970 {.40}* EBT 1.5 4800 460 .29 940 .40 EBR 2 3200 1360 .43 1270 .40 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION 2006 Scenario 1 70 .71 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 5 8000 2246 .30* 2089 .28 NBR 0 0 150 150 SBL 0 0 0 0 SBT 3 4800 965 .20 1479 .31* SBR 0 0 0 0 � EBL 1.5 1270 .40* 970 {.40}* � EBT 1.5 4800 468 .29 953 .40 EBR 2 3200 1360 .43 1271 .40 � WBL 0 0 0 0 � WBT 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION 70 .11 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NOT 5 8000 2242 .30* 2083 .28 NBR 0 0 150 150 SBL 0 0 0 0 SBT 3 4800 962 .20 1473 .31* SBR 0 0 0 0 EBL 1.5 1270 .40* 970 {.40}* EBT 1.5 4800 463 .29 944 .40 EBR 2 3200 1360 .43 1270 .40 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .70 .71 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 5 8000 2249 .30* 2094 .28 NBR 0 0 150 150 SBL 0 0 0 0 SBT 3 4800 968 .20 1483 .31* SBR 0 0 0 0 EBL 1.5 1270 .40* 970 {.40}* EBT 1.5 4800 472 .29 960 .40 EBR 2 3200 1360 .43 1271 .40 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .70 .71 13. Jamboree & Bristol•S I 2006 Scenario 3 I AM PK HOUR PH PK I HOUR LANES CAPACITY VOL VIC VOL VIC I j NBL 0 0 0 0 i ( NBT 5 8000 2254 .30* 2100 .28 NBR 0 0 150 ISO � SBL 0 0 0 0 I SBT 3 4800 972 .20 1489 .31* j ( SBR 0 0 0 0 j 1 EBL 1.5 1270 .40* 970 i (.40)* EBT 1.5 4800 478 .30 970 .40 j I EBR 2 3200 1361 .43 1271 .40 1 j WBL WBT I WBR TOTAL CAPACITY UTILIZATION .70 .71 ( 2006 Alternative 0 I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 0 0 0 0 I ( NBT 5 8000 2258 .30* 2107 .28 ( NBR 0 0 150 ISO I SBL 0 0 0 0 I SBT 3 4800 976 .20 1496 .31* SBR 0 0 0 0 I EBL 1.5 1270 .40* 970 I (.41)* j EBT 1.5 4800 484 .30 979 .41 EBR 2 3200 1361 .43 1272 .40 I WBL 0 0 0 0 I WBT 0 0 0 0 WBR 1 0 0 0 0 I TOTAL CAPACITY UTILIZATION .70 .72 Lal I I I 14. Von Karman & Michelson 2000 Counts (Irvine) i AM PK HOUR PM PK HOUR � LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 69 .04 98 .06 NBT 2 3400 616 .18* 902 .27* NBR 1 1700 71 .04 135 .08 SBL 1 1700 155 .09* 182 .11* � SBT 2 3400 380 .14 849 .29 SBR 0 0 102 154 � EBL 1 1700 216 .13* 274 .16* EBT 2 3400 184 .08 429 .15 EBR 0 0 76 75 � WBL 1 1700 189 .11 157 .09 WBT 2 3400 316 .09* 452 .13* WBR 1 1700 152 .09 190 .11 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .54 .72 2000 plus Scenario 2 AM PK HOUR PM PK HOUR � LANES CAPACITY VOL V/C VOL V/C � NBL 1 1700 71 .04 100 .06 � NBT 2 3400 616 .18* 902 .27* � NBR 1 1700 71 .04 135 .08 �i SBL 1 1700 155 .09* 182 .11* SBT 2 3400 360 .14 849 .30 SBR 0 0 112 169 EBL 1 1700 225 .13* 289 .17* EBT 2 3400 203 .08 461 .16 EBR 0 0 77 77 WBL 1 1700 189 .11 157 .09 WBT 2 3400 332 .10* 476 .14* �r WBR 1 1700 152 .09 190 .11 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .55 .74 2000 plus Scenario 1 LANES CAPACITY NBL 1 1700 NBT 2 3400 NBR 1 1700 SBL 1 1700 SBT 2 3400 SBR 0 0 EBL 1 1700 EBT 2 3400 EBR 0 0 WBL 1 1700 WBT 2 3400 1 WBR 1 1700 Clearance Interval TOTAL CAPACITY UTILIZATION 2000 plus Scenario 3 AM PK HOUR PM PK HOUR VOL V/C VOL V/C 70 .04 100 .06 616 .18* 902 .27* 71 .04 135 .08 155 .09* 182 .11* 380 .14 849 .30 109 164 222 .13* 284 .17* 197 .08 450 .16 77 77 189 .11 157 .09 327 .10* 468 .14* 152 .09 • 190 .11 .05* .05* .55 .74 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 71 .04 101 .06 NBT 2 3400 616 .18* 902 .27* NBR 1 1700 71 .04 135 .08 SBL 1 1700 155 .09* 182 .11* SBT 2 3400 380 .15 849 .30 SBR 0 0 117 177 EBL 1 1700 230 .14* 297 .17* EBT 2 3400 213 .09 477 .16 EBR 0 0 78 78 WBL 1 1700 189 .11 157 .09 WBT 2 3400 340 .10* 468 .14* WBR 1 1700 152 .09 190 .11 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .56 .74 14. Van Karman & Michelson 2000 plus Alternative 0 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 72 .04 103 .06 NBT 2 3400 616 .18* 902 .27* NBR 1 1700 71 .04 135 .08 SBL 1 1700 155 .09* 182 .11* SBT 2 3400 380 .15 849 .30 SBR 0 0 122 184 EBL 1 1700 234 .14* 304 .18* EBT 2 3400 223 .09 493 .17 EBR 0 0 79 80 WBL 1 1700 189 .11 157 .09 WBT 2 3400 348 .10* 500 .15* WBR 1 1700 152 .09 190 .11 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .56 .76 14. Von Karman & Michelson 2006 Baseline (Irvine) AM PK HOUR PM PK HOUR � LANES CAPACITY VOL V/C VOL V/C � NBL 1 1700 70 .04 110 .06 NBT 2 3400 650 .19* 960 .28* NBR 1 1700 80 .05 140 .08 SBL 1 1700 160 .09* 190 .11* SBT 2 3400 400 .15 900 .31 SBR 0 0 110 170 EBL 1 1700 230 .14* 290 ..17* EBT 2 3400 200 .08 460 .16 EBR 0 0 80 80 WBL 1 1700 200 .12 170 .10 WBT 2 3400 340 .10* 490 .14* WBR 1 1700 160 .09 200 .12 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .57 .75 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL. V/C NBL 1 1700 71 .04 112 .07 � NBT 2 3400 650 .19* 960 .28* � NBR 1 1700 80 .05 140 .08 � SBL 1 1700 160 .09* 190 .11* � SBT 2 3400 400 .15 900 .32 SBR 0 0 117 180 EBL 1 1700 236 .14* 300 .18* EBT 2 3400 213 .09 481 .17 EBR 0 0 81 82 WBL 1 1700 200 .12 170 .10 WBT 2 3400 351 .10* 506 .15* WBR 1 1700 160 .09 200 .12 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .57 .77 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 70 .04 111 .07 NBT 2 3400 650 .19* 960 .28* NBR 1 1700 80 .05 140 .08 SBL 1 1700 160 .09* 190 .11* SBT 2 3400 400 .15 900 .32 SBR 0 0 112 173 EBL 1 1700 232 .14* 293 17* EBT 2 3400 204 .08 467 .16 EBR 0 0 80 81 WBL 1 1700 200 .12 170 .10 WBT 2 3400 344 .10* 495 .15* WBR 1 1700 160 .09 200 .12 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .57 .76 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 72 .04 112 .07 NBT 2 3400 650 .19* 960 .28* NBR 1 1700 80 .05 140 :08 SBL 1 1700 160 .09* 190 .11* SBT 2 3400 400 .15 900 .32 SBR 0 0 120 185 EBL 1 1700 239 .14* 305 .18* EBT 2 3400 219 .09 492 .17 EBR 0 0 81 82 WBL 1 1700 200 .12 170 .10 WBT 2 3400 356 .10* 514 .15* WBR 1 1700 160 .09 200 .12 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .57 .77 14. Von Karman 8 Michelson 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 72 .04 113 .07 NBT 2 3400 650 .19* 960 .28* NBR 1 1700 80 .05 140 .08 S8L 1 1700 160 .09* 190 .11* SBT 2 3400 400 .15 900 .32 SBR 0 0 125 193 EBL 1 1700 244 .14* 313 .18* EBT 2 3400 229 .09 508 17 EBR 0 0 82 83 WBL 1 1700 200 .12 170 .10 WBT 2 3400 364 .11* 526 .15* WBR 1 1700 160 .09 200 .12 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .58 .77 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C ' NBL 1 1700 73 .04 115 .07 NBT 2 3400 650 .19* 960 .28* NBR 1 1700 80 .05 140 .08 SBL 1 1700 160 .09* 190 .11* SBT 2 3400 400 .16 900 .32 SBR 0 0 130 200 EBL 1 1700 240 .15* 320 .19* EBT 2 3400 239 .09 524 .18 EBR 0 0 83 85 WBL 1 1700 200 .12 170 .10 W8T 2 3400 372 .11* 538 .16* WBR 1 1700 160 .09 200 .12 i r Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .59 .79 A it 11 A I I I !, 11 I I 'I I I I L_l E_J I I I I I 15. Campus & Airport•N 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 291 .18* 627 .39* NBT 3 4800 1358 .28 947 .20 NBR 0 0 0 0 SBL 0 0 0 0 SBT 3 4800 458 .10* 1701 .41* SBR 0 0 35 267 EBL 0 0 0 0 EBT 0 0 0 0 EBR 2 3200 300 .09 522 .16 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .28 .80 2000 plus Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 344 .22* 707 .44* NBT 3 4800 1360 .28 949 .20 'NBR 0 0 0 0 SBL 0 0 0 0 SBT 3 4800 459 .10* 1703 .41* SBR 0 0 43 279 EBL 0 0 0 0 EBT 0 0 0 0 EBR 2 3200 388 .12 666 .21 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .32 .85 2000 plus Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 327 .20* 681 .43* NBT 3 4800 1359 .28 949 .20 NBR 0 0 0 0 SBL 0 0 0 0 SBT 3 4800 459 .10* 1703 .41* SBR 0 0 40 275 EBL 0 0 0 0 EBT 0 0 0 0 EBR 2 3200 359 .11 619 .19 WBL 0 0 0 0 WBT 0 0 0 0 WBR i 0 0 0 0 TOTAL CAPACITY UTILIZATION .30 .84 2000 plus Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 371 .23* 747 .47* NBT 3 4800 1360 .28 950 .20 NBR 0 0 0 0 SBL 0 0 0 0 SBT 3 4800 460 .11* 1704 .41* SBR 0 0 47 285 EBL 0 0 0 0 EBT 0 0 0 0 EBR 2 3200 431 .13 738 .23 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .34 .88 I 15. Campus & Airport•N 2000 plus Alternative D I AM PK HOUR PM PK 1 HOUR LANES CAPACITY VOL VIC VOL VIC � NBL 1 1600 397 .25* 787 I .49* NBT 3 4800 1361 .28 952 .20 NBR 0 0 0 0 � SBL 0 0 0 0 I SBT 3 4800 461 .11* 1706 .42* SBR 0 0 51 291 EBL 0 0 0 0 I EBT 0 0 0 0 EBR 2 3200 474 15 810 .25 WBL 0 0 0 0 I WBT 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACI-TY UTILIZATION .36 .91 2000 plus Alternative D with Mitigation I AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 397 .12 787 .25* NBT 3 4800 1361 .28* 952 .20 NBR 0 0 0 0 I SBL 0 0 0 0 SBT 3 4800 461 .11 1706 .42* SBR 0 0 51 291 I I EBL 0 0 0 0 EBT 0 0 0 0 EBR 2 3200 474 .15 810 .25 ( WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 I Right Turn Adjustment EBR .02* EBR � .06* TOTAL CAPACITY UTILIZATION .30 .73 15. Campus & Airport•N 2006 Baseline (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 290 .18 640 .40* NBT 3 4800 1480 .31* 1050 .22 NBR 0 0 0 0 SBL 0 0 0 0 SBT 3 4800 510 .11 1890 .45* SBR 0 0 40 270 EBL 0 0 0 0 EBT 0 0 0 0 EBR 2 3200 300 .09 520 .16 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .31 .85 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 326 .20* 694 .43* NBT 3 4800 1481 .31 1052 .22 NBR 0 0 0 0 SBL 0 0 0 0 SBT 3 4800 511 .12* 1892 .45* SBR 0 0 45 278 EBL 0 0 0 0 EBT 0 0 0 0 EBR 2 3200 359 .11 617 .19 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .32 .88 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 302 .19 658 .41* NBT 3 4800 1480 .31* 1051 .22 NBR 0 0 0 0 SBL 0 0 0 0 SBT 3 4800 510 .12 1891 .45* SBR 0 0 42 273 EBL 0 0 0 0 EBT 0 0 0 0 EBR 2 3200 319 .10 552 .17 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .31 .86 2006 Scenario 1 with Mitigation AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 326 .10 694 .22* NBT 3 4800 1481 .31* 1052 .22 NBR 0 0 0 0 SBL 0 0 0 0 SBT 3 4800 511 .12 1892 .45* SBR 0 0 45 278 EBL 0 0 0 0 EBT 0 0 0 0 EBR 2 3200 359 .11 617 .19 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Right Turn Adjustment EBR .02* TOTAL CAPACITY UTILIZATION .31 .69 i 15. Campus & Airport•N ( 2006 Scenario 2 ( ( 2006 Scenario 2 with Mitigation AM PK HOUR PM PK HOUR I I AM PK HOUR PM PK HOUR I�I ( ( LANES CAPACITY VOL VIC VOL VIC ( I LANES CAPACITY VOL VIC VOL VIC I NBL 1 1600 343 .21* 720 .45* ( ( NBL 2 3200 343 .11 720 .23* I ( NBT 3 4800 1482 .31 1052 .22 ( ( NBT 3 4800 1482 .31* 1052 .22 ( _ NBR 0 0 0 0 ( ( NBR 0 0 0 0 ( SBL 0 0 0 0 I I SBL 0 0 0 0 SBT 3 4800 511 .12* 1892 .45* ( ( SBT 3 4800 511 .12 1892 .45* SBR I 0 0 48 282 ( I I SBR 0 0 I 48 282 (, EBL 0 0 0 0 ( ( EBL 0 0 0 0 I EBT 0 0 0 0 ( I EBT 0 0 0 0 ( EBR � 2 3200 388 .12 664 .21 ( EBR 2 3200 388 .12 664 .21 I WBL 0 0 0 0 ( ( WBL 0 0 0 0 _ WBT 0 0 0 0 I I WBT 0 0 0 0 WBR 0 0 0 0 I I WBR 0 0 0 0 Right Turn Adjustment EBR .04* TOTAL CAPACITY UTILIZATION .33 .90 TOTAL CAPACITY UTILIZATION .31 .72 ( 2006 Scenario 3 ( 2006 Scenario 3 with Mitigation AM PK HOUR PM PK HOUR ( ( AM PK HOUR PM PK HOUR ( LANES CAPACITY VOL VIC VOL VIC ( LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 370 .23* 760 .48* I ( NBL 2 3200 370 .12 760 .24* NBT 3 4800 1462 .31 1053 .22 ( ( NBT 3 4800 1482 .31* 1053 .22 ( - ( NBR 0 0 0 0 ( ( NBR 0 0 0 0 I SBL 0 0 0 0 I ( I ( SBL 0 0 0 0 ( SBT 3 4800 512 .12* 1893 .45* ( ( SBT 3 4800 612 .12 1893 .45* ( SBR 0 0 52 288 I I SBR 0 0 52 288 ( EBL 0 0 0 0 ( ( EBL D 0 0 0 ( ( EBT 0 0 0 0 ( ( EBT 0 0 0 0 ( EBR I 2 3200 431 .13 736 .23 ( I EBR 2 3200 431 .13 736 .23 ( WBL 0 0 0 tl I I I I W8L 0 0 0 0 I WBT 0 0 0 0 ( ( WBT 0 0 0 0 WBR I 0 0 0 0 ( ( WBR 0 0 0 0 - I I ( Right Turn Adjustment EBR I .05* i TOTAL CAPACITY UTILIZATION .35 .93 TOTAL CAPACITY UTILIZATION .31 J4 i r 15. Campus & Airport-N 2006 Alternative D 2006 Alternative D with Mitigation AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR � LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V!C NBL 1 1600 396 .25* 800 .50* NBL 2 3200 396 .12 800 .25* NBT 3 4800 1483 .31 1055 .22 NBT 3 4800 1483 .31* 1055 .22 NBR 0 0 0 0 NBR 0 0 0 0 SBL 0 0 0 0 SBL 0 0 0 0 SBT 3 4800 513 .12* 1895 .46* SBT 3 4800 513 .12 1895 .46* SBR 0 0 56 294 SBR 0 0 56 294 EBL 0 0 0 0 EBL 0 0 0 0 EBT 0 0 0 0 EBT 0 0 0 0 EBR 2 3200 474 .15 808 .25 EBR 2 3200 474 .15 808 .25 WBL 0 0 0 0 WBL 0 0 0 0 WBT 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 WBR 0 0 0 0 Right Turn Adjustment EBR .01* EBR .06* TOTAL CAPACITY UTILIZATION .37 .96 TOTAL CAPACITY UTILIZATION .32 .77 r r r r r r 16. Campus & quail J 2000 Counts (Newport Beach) I AM PK HOUR I PM PK HOUR LANES CAPACITY VOL VIC VOL VIC i J NBL 1 1600 61 .04 28 I .02* NBT 3 4800 1969 .44* 806 .19 NBR 0 0 158 86 I SBL 1 1600 165 .10* 109 i .07 SBT 3 4800 483 .10 2191 .46* SBR 0 0 14 6 I EBL 0 0 4 17 I EBT 1 1600 0 .01* 7 .03* EBR 0 0 4 30 I WBL 1 1600 36 .02* 74 I .05* WBT 1 1600 1 .02 2 .03 WBR I 0 0 32 47 I TOTAL CAPACITY UTILIZATION .57 .56 2000 plus Scenario 2 I AM PK HOUR PM PK i HOUR J LANES CAPACITY VOL VIC VOL VIC I NBL 1 1600 61 .04 28 i .02* NBT 3 4800 2022 .45* 886 .20 NBR 0 0 158 86 I SBL 1 1600 166 .10* 111 I .07 SBT 3 4800 571 .12 2335 .49* 1 SBR 0 0 14 6 1 EBL 0 0 4 17 EBT 1 1600 0 .01* 7 .03* EBR 0 0 4 30 WBL 1 1600 36 .02* 74 .05* WBT 1 1600 1 .02 2 .03 WBR 0 0 33 49 TOTAL CAPACITY UTILIZATION .58 .59 2000 plus Scenario 1 I AM PK HOUR I PM PK HOUR LANES CAPACITY VOL VIC VOL VIC i NBL 1 1600 61 .04 28 I .02* NBT 3 4800 2005 .45* 860 .20 NBR 0 0 158 86 I SBL 1 1600 166 .10* 110 I .07 SBT 3 4800 542 .12 2288 .48* SBR 0 0 14 6 I EBL 0 0 4 17 I EBT 1 1600 0 .01* 7 .03* EBR 0 0 4 30 I WBL 1 1600 36 .02* 74 I .05* WBT 1 1600 1 .02 2 .03 WBR I 0 0 33 48 I TOTAL CAPACITY UTILIZATION .58 .58 2000 plus Scenario 3 AM PK HOUR I PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 61 .04 I 28 .02* NBT 3 4800 2049 .46* 926 .21 NBR 0 0 158 86 SBL 1 1600 166 .10* 111 .07 SBT 3 4800 614 .13 2407 .50* SBR 0 0 14 6 i EBL 0 0 4 17 I EBT 1 1600 0 .01* 7 .03* EBR 0 0 4 30 J I WBL 1 1600 36 .02* 74 I .05* WBT 1 1600 1 .02 2 .03 WBR i 0 0 34 49 J I TOTAL CAPACITY UTILIZATION .59 .60 i. 11 I I I I Li I 16. Campus & Quail 2000 plus Alternative D AM PK HOUR PM PK HOUR � LANES CAPACITY VOL V/C VOL V/C � NBL 1 1600 61 .04 28 .02* NBT 3 4800 2075 .47* 966 .22 NBR 0 0 158 86 SBL 1 1600 167 .10* 112 .07 SBT 3 4800 657 .14 2479 .52* SBR 0 0 14 6 � EBL 0 0 4 17 EBT 1 1600 0 .01* 7 .03* EBR 0 0 4 30 WBL 1 1600 36 .02* 74 .05* WBT WBR 1 0 1600 0 1 34 .02 2 50 .03 TOTAL CAPACITY UTILIZATION .60 .62 I 16. Campus & Quail 2906 Baseline (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 60 .04 30 .02* NBT 3 4800 2130 .48* 870 .20 NBR 0 0 160 90 SBL 1 1600 170 .11* 110 .07 SBT 3 4800 530 .11 2360 .49* SBR 0 0 10 10 EBL 0 0 10 {.01}* 20 EST 1 1600 0 .01 10 .04* EBR 0 0 10 30 WBL 1 1600 40 .03 70 .04* WBT 1 1600 10 .03* 10 .04 WBR 0 0 30 50 I TOTAL CAPACITY UTILIZATION .63 .59 Z006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 60 .04 30 .02* NBT 3 4800 2166 .48* 924 .21 NBR 0 0 160 90 SBL 1 1600 171 .11* 111 .07 SBT 3 4800 589 .12 2457 .51* SBR 0 0 10 10 EBL 0 0 10 (.01)* 20 EST 1 1600 0 .01 10 .04* EBR 0 0 10 30 WBL 1 1600 40 .03 70 .04* WBT 1 1600 10 .03* 10 .04 WBR 0 0 31 51 TOTAL CAPACITY UTILIZATION .63 .61 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 60 .04 30 .02* NBT 3 4800 2142 .48* 888 .20 NBR 0 0 160 90 58L 1 1600 170 .11* 110 .07 SBT 3 4800 549 .12 2392 .50* SBR 0 0 10 10 � EBL 0 0 10 {.01}* 20 � EST 1 1600 0 .01 10 .04* EBR 0 0 10 30 WBL 1 1600 40 .03 70 .04* WBT 1 1600 10 .03* 10 .04 WBR 0 0 30 50 i TOTAL CAPACITY UTILIZATION .63 .60 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL I 1600 60 .04 30 .02* NOT 3 4800 2183 .49* 950 .22 NBR 0 0 160 90 _ SBL 1 1600 171 .11* 112 .07 SBT 3 4800 618 .13 2504 .52* SBR 0 0 10 10 EBL 0 0 1p {.01}* 20 � �. EST 1 1600 0 .01 10 .04* EBR 0 0 10 30 WBL 1 1600 40 .03 70 .04* WBT 1 1600 10 .03* 10 .04 WBR 0 0 31 52 TOTAL CAPACITY UTILIZATION .64 .62 16. Campus & Quail 2006 Scenario 3 NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 1 1600 60 .04 30 .02* 3 4800 2210 .49* 990 .23 0 0 160 90 1 1600 171 .11* 112 .07 3 4800 661 .14 2576 .54* 0 0 10 10 0 0 10 (.01}* 20 1 1600 0 .01 10 .04* 0 0 10 30 1 1600 40 .03 70 .04* 1 1600 10 .03* 10 .04 0 0 32 52 TOTAL CAPACITY UTILIZATION .64 .64 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 60 .04 30 .02* NBT 3 4800 2236 .50* 1030 .23 NBR 0 0 160 90 SBL 1 1600 172 .11* 113 .07 SBT 3 4800 704 .15 2648 .55* SBR 0 0 10 10 EBL 0 0 10 {.01}* 20 EBT 1 1600 0 .01 10 .04* EBR 0 0 10 30 WBL 1 1600 40 .03 70 .04* WBT 1 1600 10 .03* 10 .04 WBR 0 0 32 53 TOTAL CAPACITY UTILIZATION .65 .65 17. Campus & Bristol-N I 2000 Counts (Newport Beach) J I I J AM PK HOUR PM PK HOUR J LANES CAPACITY VOL VIC VOL VIC J NBL 2 3200 483 .15 547 .17* J NBT 3 4800 2081 .43* 678 .14 J NBR 0 0 0 0 ( I J SBL 0 0 0 0 J J SBT 4 6400 372 .06 1067 .17* J SOR 2 3200 280 .09 952 .30 EBL 0 0 0 0 EBT 0 0 0 0 J EBR 0 0 0 0 I J J WBL 1 1600 224 .14 255 .16 J J WBT 4 6400 1271 .23* 2644 .46* WBR 0 0 221 130 I I Right Turn Adjustment SBR .13* J TOTAL CAPACITY UTILIZATION .66 .93 J 2000 plus Scenario 1 with Mitigation J i J AM PK HOUR PM PK I HOUR J LANES CAPACITY VOL VIC VOL VIC I NBL 2 3200 483 .15 547 I .17* J NBT 3 4800 2107 .44* 718 .15 J J NBR 0 0 0 0 J SBL 0 0 0 0 J SBT 4 6400 389 .06 1095 .17* J SBR 3 4800 322 .07 1021 .21 J I J EBL 0 0 0 0 I J J EBT 0 0 0 0 J J EBR 0 0 0 0 J I WBL 1 1600 224 .14 255 J .16 WBT 4 6400 1271 .23* 2844 .47* J WBR 0 0 230 144 J J Right Turn Adjustment SSR .04* J 2000 plus Scenario 1 J i I J AM PK HOUR PM PK HOUR J J LANES CAPACITY VOL VIC VOL VIC J I I NOL 2 3200 483 .15 547 .17* J NBT 3 4800 2107 .44* 718 .15 J NBR 0 0 0 0 J I I J SBL 0 0 0 0 J J SBT 4 6400 389 .06 1095 .17* J J SBR 2 3200 322 .10 1021 .32 J EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 I I WBL 1 1600 224 .14 255 .16 J J WBT 4 6400 1271 .23* 2844 .47* J WBR 0 0 230 144 J I I Right Turn Adjustment SBR 15* TOTAL CAPACITY UTILIZATION .67 .96 2000 plus Scenario 2 I I J AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC I � NBL 2 3200 483 .16 547 .17* J NBT 3 4800 2121 .44* 738 .15 J J NBR 0 0 0 0 J � I J SBL 0 0 0 0 J J SBT 4 6400 397 .06 1109 .17* J J SBR 2 3200 342 .11 1054 .33 J I I EBL 0 0 0 0 J EBT 0 0 0 0 J J EBR 0 0 0 0 J I I J WBL 1 1600 224 .14 255 .16 J I WBT 4 6400 1271 .24* 2844 .47* J J WBR 0 0 235 ISO I I Right Turn Adjustment SBR .16* J TOTAL CAPACITY UTILIZATION .67 .85 TOTAL CAPACITY UTILIZATION .68 .97 I I I i I I I I 17. Campus & Bristol-N r 2000 plus Scenario 2 with•Mitigation AM PK HOUR PM PK HOUR I LANES CAPACITY VOL VIC VOL VIC I NBL 2 3200 483 .15 547 .17* I NBT 3 4800 2121 .44* 738 .15 I NBR 0 0 0 0 I SBL 0 0 0 0 I SBT 4 6400 397 .06 1109 .17* SBR 3 4800 342 .07 1054 .22 I EBL 0 0 0 0 I EBT 0 0 0 0 EBR 0 0 0 0 I WBL 1 1600 224 .14 255 I .16 WBT 4 6400 1271 .24* 2844 .47* WBR 0 0 235 150 I Right Turn Adjustment SBR I .05* TOTAL CAPACITY UTILIZATION .68 .86 2000 plus Scenario 3 with Mitigation � AM PK HOUR PM PK HOUR I LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 483 .15 547 .17* I NBT 3 4800 2140 .45* 768 .16 I NBR 0 0 0 0 I SBL 0 0 0 0 I SBT 4 6400 410 .06 1130 .18* 'I SBR 3 4800 373 .08 1106 :23 EBL 0 0 0 0 EBT 0 0 0 0 I I EBR 0 0 0 0 I I WBL 1 1600 224 .14 255 I .16 WBT 4 6400 1271 .24* 2844 .47* WBR 0 0 241 161 ' I I Right Turn Adjustment SBR I .05* TOTAL CAPACITY UTILIZATION .69 .87 2000 plus Scenario 3 I I AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC I I NBL 2 3200 483 .15 547 .17* NBT 3 4800 2140 .45* 768 16 NBR 0 0 0 0 I I SBL 0 0 0 0 SBT 4 6400 410 .06 1130 .18* SBR 2 3200 373 .12 1106 .35 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 I � WBL 1 1600 224 .14 255 .16 WBT 4 6400 1271 .24* 2844 .47* WBR 0 0 241 161 I � Right Turn Adjustment SBR .17* TOTAL CAPACITY UTILIZATION .69 .99 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 483 .15 547 .17* NBT 3 4800 2160 .45* 797 .17 NBR 0 0 0 0 SBL 0 0 0 0 SBT 4 6400 422 .07 1150 .18* SBR 2 3200 404 .13 1157 .36 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 1 1600 224 .14 255 .16 WBT 4 6400 1271 .24* 2844 .47* WBR 0 0 248 171 Right Turn Adjustment SBR .18* TOTAL CAPACITY UTILIZATION .69 1.00 17. Campus & Bristol•N 2000 plus Alternative D with Mitigation AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 483 .15 547 .17* NBT 3 4800 2160 .45* 797 .17 NBR 0 0 0 0 SBL 0 0 0 0 SBT 4 6400 422 .07 1150 .18* SBR 3 4800 404 .08 1157 .24 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 1 1600 224 .14 255 .16 WBT 4 6400 1271 .24* 2844 .47* WBR 0 0 248 171 Right Turn Adjustment SBR .06* TOTAL CAPACITY UTILIZATION .69 .88 17. Campus & Bristol•N 2006 Baseline (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 570 .18 710 .22* NBT 3 4800 2260 .47* 820 .17 NBR 0 0 0 0 SBL 0 0 0 0 SBT 4 6400 410 .06 1380 .22* SBR 2 3200 290 .09 1010 .32 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 1 1600 240 .15 310 .19 WBT 4 6400 1280 .23* 2850 .46* WBR 0 0 200 120 Right Turn Adjustment SBR .10* TOTAL CAPACITY UTILIZATION .70 1.00 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 570 .18 710 .22* NBT 3 4800 2286 .48* 860 .18 NBR 0 0 0 0 SBL 0 0 0 0 SBT 4 6400 427 .07 1408 .22* SBR 2 3200 332 .10 1079 .34 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 1 1600 240 .15 310 .19 WBT 4 6400 1280 .23* 2850 .47* WBR 0 0 209 134 Right Turn Adjustment SBR .12* TOTAL CAPACITY UTILIZATION .71 1.03 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 570 .18 710 .22* NBT 3 4800 2269 .47* 833 .17 NBR 0 0 0 0 SBL 0 0 0 0 SBT 4 6400 416 .07 1389 .22* SBR 2 3200 ' 304 .10 1033 .32 EBL. 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 1 1600 240 .15 310 .19 WBT 4 6400 1280 .23* 2850 .46* WBR 0 0 203 125 Right Turn Adjustment SBR .10* TOTAL CAPACITY UTILIZATION .70 1.00 2006 Scenario 1 with Mitigation AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 570 .18 710 .22* NBT 3 4800 2286 .48* 860 .18 NBR 0 0 0 - 0 SBL 0 0 0 0 SBT 4 6400 427 .07 1408 .22* SBR 3 4800 332 .07 1079 .22 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 1 1600 240 .15 310 .19 WBT 4 6400 1280 .23* 2850 .47* WBR 0 0 209 134 TOTAL CAPACITY UTILIZATION .71 .91 i 17. Campus R Bristol•N 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 570 .18 710 .22* NBT 3 4800 2300 .48* 880 .18 NBR 0 0 0 0 I ( SBL 0 0 0 0 � ( SBT 4 6400 435 .07 1422 .22* SBR 2 3200 352 .11 1112 .35 I EBL 0 0 0 O � EBT 0 0 0 0 EBR 0 0 0 0 I ( WBL 1 1600 240 .15 310 I .19 ( WBT 4 6400 1280 .23* 2650 .47* WBR 0 0 214 140 I Right Turn Adjustment SBR � .13* TOTAL CAPACITY UTILIZATION .71 1.04 ( 2006 Scenario 3 I i AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C I I NBL 2 3200 570 .18 710 .22* NBT 3 4800 2319 .48* 910 .19 NBR 0 0 0 0 I I ( SBL 0 0 0 0 SBT 4 6400 448 .07 1443 .23* ( SBR 2 3200 383 .12 1164 .36 i I ( EBL 0 0 0 0 ( EBT 0 0 0 0 ( aR 0 0 0 0 I I WBL 1 1600 240 .15 310 .19 WOT 4 6400 1280 .23* 2850 .47* WBR 0 0 220 151 I i ( Right Turn Adjustment SBR .13* TOTAL CAPACITY UTILIZATION .71 1.05 ( 2006 Scenario 2 with Mitigation I ( AM PK HOUR PM PK HOUR ( LANES CAPACITY VOL V/C VOL V/C I � NBL 2 3200 570 .18 710 .22* ( NBT 3 4800 2300 .48* 880 .18 ( NBR 0 0 0 0 i I ( SBL 0 0 0 0 ( SBT 4 6400 435 .07 1422 .22* SBR 3 4800 352 .07 1112 .23 I i EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 ( WBL 1 1600 240 .15 310 .19 WBT 4 6400 1280 .23* 2850 .47* ( WBR 0 0 214 140 Right Turn Adjustment SBR 01* TOTAL CAPACITY UTILIZATION .71 .92 2006 Scenario 3 with Mitigation I ( AM PK HOUR PM PK I HOUR LANES CAPACITY VOL V/C VOL V/C ( N8L 2 3200 570 .18 710 .22* ( 148T 3 4800 2319 .48* 910 .19 I NBR 0 0 0 0 I SBL 0 0 0 0 � ( SBT 4 6400 448 .07 1443 .23* SBR 3 4800 383 .08 1164 .24 ( EBL 0 0 0 0 ( EBT 0 0 0 0 I EBR 0 0 0 0 I WBL 1 1600 240 .15 310 .19 WBT 4 6400 1280 .23* 2850 .47* WBR 0 0 220 151 I Right Turn Adjustment SBR OS* TOTAL CAPACITY UTILIZATION .71 .93 I I U I I I r� I 17. Campus & Bristol•N 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 570 .18 710 .22* NBT 3 4800 2339 .49* 939 .20 NBR 0 0 0 0 SBL 0 0 0 0 SBT 4 6400 460 .07 1463 .23* SBR 2 3200 414 .13 1215 .38 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 1 1600 240 .15 310 .19 WBT 4 6400 1280 .24* 2850 .47* j WBR 0 0 227 161 Right Turn Adjustment SBR .15* TOTAL CAPACITY UTILIZATION .73 1.07 2006 Alternative D with Mitigation AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 570 .18 710 .22* NBT 3 4800 2339 .49* 939 .20 NBR 0 0 0 0 SBL 0 0 0 0 SBT 4 6400 460 .07 1463 .23* J SBR 3 4800 414 .09 1215 .25 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 J � WBL 1 1600 240 .15 310 .19 WBT 4 6400 1280 .24* 2850 .47* J WBR 0 0 227 161 Right Turn Adjustment SBR .02* TOTAL CAPACITY UTILIZATION .73 .94 I 18. Campus & Bristol•S 1 2000 Counts (Newport Beach) 1 J AM PK HOUR � PM PK HOUR LANES CAPACITY VOL VIC VOL VIC I 1 NBL 0 0 0 0 ) 1 NBT 5 8000 1084 .16* 895 .14* 1 NBR 0 0 185 281 .18 J SBL 1 1600 131 .08* 306 .19* SBT 3 4800 350 .07 1221 .25 SBR 0 0 0 0 I 1 EBL 1.5 1150 (.43)* 517 l {.25)* J EBT 2.5 6400 1618 .43 1102 .25 1 EBR 2 3200 407 .13 481 .15 I WBL 0 0 0 0 � i WBT 0 0 0 0 I WBR 0 0 0 0 I Right Turn Adjustment NBR .04* 1 TOTAL CAPACITY UTILIZATION .67 .62 2000 plus Scenario 2 1 J AM PK HOUR J PM PK HOUR LANES CAPACITY VOL VIC VOL VIC J 1 NBL 0 0 0 0 � 1 J NBT 5 8000 1098 .16* 916 .14* 1 NBR 0 0 185 281 .18 1 I SBL 1 1600 143 .09* 326 J .20* J J SBT 3 4800 363 .08 1242 .26 ( SBR 0 0 0 0 J EBL 1.5 1175 {.44)* 556 (.26)* 1 EBT 2.5 6400 1618 .44 1102 .26 J I EBR 2 3200 407 .13 481 .15 I WBL WBT WBR Right Turn Adjustment TOTAL CAPACITY UTILIZATION NBR. .04* 1 .69 .64 2000 plus Scenario 1 AM PK HOUR PM PK HOUR i LANES CAPACITY VOL VIC VOL VIC 1 � I NBL 0 0 0 0 1 NBT 5 8000 1093 .16* 909 .14* 1 J NBR 0 0 185 281 .18 1 J J i SBL 1 1600 139 .09* 320 .20* 1 SBT 3 4800 359 .07 1235 .26 1 SBR 0 0 0 0 1 EBL 1.5 1167 {.441* 543 (.26)* 1 EBT 2.5 6400 1618 .44 1102 .26 1 1 EBR 2 3200 407 .13 481 .15 J 1 � J WBL 0 0 0 0 1 1 WBT 0 0 0 0 J WBR 0 0 0 0 J ( 1 Right Turn Adjustment NBR .04* TOTAL CAPACITY UTILIZATION .69 .64 2000 plus Scenario 3 J AM PK HOUR PM PK HOUR J LANES CAPACITY VOL VIC VOL VIC J 1 NBL 0 0 0 0 ( J NBT 5 8000 1105 .16* 927 .14* 1 NBR 0 0 185 281 .18 J 1 SBL 1 1600 150 .09* 337 1 .21* 1 SBT 3 4800 369 .08 1253 .26 J SBR 0 0 0 tl J J EBL 1.5 1188 (.44)* 575 1 {.26)* 1 1 EBT 2.5 6400 1618 .44 1102 .26 1 i EBR 2 3200 407 .13 481 .15 WBL 0 0 0 0 J J WBT 0 0 0 0 1 J WBR 0 0 0 0 1 1 J Right Turn Adjustment NBR 1 .04* TOTAL CAPACITY UTILIZATION .69 .65 I C H I I I I I I I F I 18. Campus & Bristol•S 2000 plus Alternative 0 AM PK HOUR LANES CAPACITY VOL V/C NBL 0 0 0 NBT 5 8000 1112 .16' NBR 0 0 185 SBL 1 1600 156 .10' SBT 3 4800 376 .08 SBR 0 0 0 EBL 1 5 1201 { 44}' EBT 2 5 6400 1618 .44 EBR 2 3200 407 .13 WBL 0 0 0 WBT 0 0 0 WBR 0 0 0 Right Turn Adjustment TOTAL CAPACITY UTILIZATION PH PK HOUR VOL V/C 18. Campus & Bristol•S 2006 Baseline (Newport Beach) AM PK HOUR PH PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 0 0 NBT 5 8000 1450 .21* 1010 .16* NBR 0 0 220 330 .21 SBL 1 1600 170 .11* 320 .20* SBT 3 4800 480 .10 1370 .29 SBR 0 0 0 0 EBL 1.5 1380 {.48}* 520 {.26}* EBT 2.5 6400 1720 .48 1160 .26 EBR 2 3200 460 .14 550 .17 W8L 0 0 0 0 WBT 0 0 0 0 J WBR 0 0 0 0 J Right Turn Adjustment NBR .05* J TOTAL CAPACITY UTILIZATION .80 .67 2006 Scenario 1 AM PK HOUR PH PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 0 0 NBT 5 8000 1459 .21* 1024 .16* NBR 0 0 220 330 .21 SBL 1 1600 178 .11* 334 .21* SBT 3 4800 489 .10 1384 .29 SBR 0 0 0 0 EBL 1.5 1357 {•49}* 546 {.27}* EBT 2.5 6400 1720 •49 1160 .27 EBR 2 3200 460 .14 550 .17 WBL 0 0 0 0 WBT O 0 0 0 WBR 0 0 0 0 Right Turn Adjustment NBR .05* TOTAL CAPACITY UTILIZATION .81 .69 2006 No Project J J J AM PK HOUR PM PK HOUR J � J LANES CAPACITY VOL VIC VOL VIC J J J NBL 0 0 0 0 J J J NOT 5 8000 1453 .21* 1015 .16* J J NBR 0 0 220 330 .21 J SBL 1 1600 173 .11* 325 .20* J1J J J SBT 3 4800 483 .10 1375 .29 J J SBR J 0 0 0 0 J EBL 1.5 1386 {.49}* 529 {.26}* J J EBT 2.5 6400 1720 .49 1160 .26 J EBR 2 3200 460 .14 550 .17 J J WBL 0 0 0 0 J J J WBT 0 0 0 0 J J WBR 0 0 0 0 ' J � J Right Turn Adjustment NBR .05* J J ' TOTAL CAPACITY UTILIZATION .81 .67 J 2006 Scenario 2 J J J AM PK HOUR PM PK HOUR ( J LANES CAPACITY VOL VIC VOL VIC J J J NBL 0 0 0 0 J J J NBT 5 8000 1464 .21* 1031 .16* J J NBR 0 0 220 330 .21 J J J SBL i 1600 182 .11* 340 .21* J J SBT 3 4800 493 .10 1391 .29 J SBR 0 0 0 0 J J J EBL 1.5 1405 {.49}* 559 {,27}* J J EBT J EBR 2.5 6400 2 320D 1720 460 .49 .14 1160 550 .27 J .17 J J J WBL 0 0 0 0 J J J WBT 0 0 0 0 J J WBR 0 0 0 0 J _ J J Right Turn Adjustment NBR J .05* TOTAL CAPACITY UTILIZATION .81 .69 18. Campus & Bristol•S ' 2006 Scenario 3 AM PK HOUR PM PK HOUR � LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 5 8000 1471 .21* 1042 .16* NBR 0 0 220 330 .21 � SBL 1 1600 189 .12* 351 .22* SBT 3 4800 499 .10 1402 .29 SBR 0 0 0 0 EBL 1.5 1418 {.49}* 578 {.27}* EBT 2.5 6400 1720 .49 1160 .27 EBR 2 3200 460 .14 550 .17 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Right Turn Adjustment NBR .05* TOTAL CAPACITY UTILIZATION .82 .70 2006 Alternative 0 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 5 8000 1478 .21* 1052 .16* NBR 0 0 220 330 .21 SBL 1 1600 195 .12* 361 .23* SBT 3 4800 506 .11 1412 .29 SBR 0 0 0 0 EBL 1.5 1431 {.49}* 597 {.27}* EBT 2.5 6400 1720 .49 1160 .27 EBR 2 3200 460 .14 550 .17 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Right Turn Adjustment NBR .05* TOTAL CAPACITY UTILIZATION .82 .71 19. Birch & Bristol•N 2000 Counts (Newport Beach) , AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C , I NBL 2 3200 96 .03 I 176 .06* NBT 2 3200 1175 .37* 353 .11 NBR 0 0 0 0 , SBL 0 0 0 0 SBT 1.5 6400 130 .04 676 .32* SBR 2.5 139 1342 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 W8L 1.5 366 596 WBT 3.5 8000 1246 .24* 2218 .38* WBR 0 338 208 TOTAL CAPACITY UTILIZATION .61 .76 2000 plus Scenario 2 I I AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL V/C , NBL 2 3200 96 .03 176 .06* NBT 2 3200 1176 .37* 354 .11 NBR 0 0 0 0 SBL 0 0 0 0 SBT 1.5 6400 130 .04 677 .32* SBR 2.5 139 1342 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 1.5 366 596 WBT 3.5 8000 1260 .25* 2238 .38* WBR 0 338 208 TOTAL CAPACITY UTILIZATION .62 .76 2000 plus Scenario 1 , I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL V/C VOL V/C I NBL 2 3200 96 .03 176 I .06* NBT 2 3200 1175 .37* 354 .11 NBR 0 0 0 0 � SBL 0 0 0 0 I SBT 1.5 6400 130 .04 677 .32* SBR 2.5 139 1342 , I EBL 0 0 0 0 i , EBT 0 0 0 0 , EBR 0 0 0 0 I WBL 1.5 366 596 � , WBT 3.5 8000 1255 .24* 2232 .38* , WBR I 0 338 208 I TOTAL CAPACITY UTILIZATION .61 .76 2000 plus Scenario 3 I AM PK HOUR PM PK HOUR I LANES CAPACITY VOL V/C VOL V/C I NBL 2 3200 96 .03 176 .06* I , NBT 2 3200 1176 .37* 354 .11 , NBR 0 0 0 0 I SBL 0 0 0 0 I I r SBT 1.6 6400 131 .04 677 .32* SBR 2.5 139 1342 EBL 0 0 0 0 I�, I EBT 0 0 0 0 EBR I 0 0 0 0 I ,, WBL 1.5 366 596 , WBT 3.5 6000 1266 .25* 2249 .38* , WBR I 0 338 20B , I TOTAL CAPACITY UTILIZATION .62 .76 r r E 19. Birch & Bristol•N 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 96 .03 176 06* NBT 2 3200 1176 .37* 355 .11 NBR 0 0 0 0 SBL 0 0 0 0 SBT 1.5 6400 131 .04 678 .32* SBR 2.5 139 1342 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 1.5 366 596 WBT 3.5 8000 1273 .25* 2259 .38* WBR 0 338 208 TOTAL CAPACITY UTILIZATION .62 .76 19. Birch & Bristol•N 7 L j 2006 Baseline (Newport Beach) j j AM PK HOUR PM PK HOUR j LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 100 .03 180 .06* NBT 2 3200 1220 .38* 370 .12 NBR 0 0 0 0 SBL 0 0 0 0 SBT 1.5 6400 130 .04 760 .33* j SBR 2.5 140 1350 j j EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 j I WBL 1.5 370 680 I WBT 3.5 8000 1240 .24* 2210 .39* WBR 0 340 210 TOTAL CAPACITY UTILIZATION .62 .78 2006 Scenario 1 I j AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC j NBL 2 3200 100 .03 180 .06* NBT 2 3200 1220 .38* 371 .12 NBR 0 0 0 0 I j SBL 0 0 0 0 � SBT 1.5 6400 130 .04 761 .33* SBR 2.5 140 1350 j EBL 0 0 0 0 j j EBT 0 0 0 0 j EBR 0 0 0 0 � j WBL 1.5 370 680 I j j WBT 3.5 8000 1249 .24* 2224 .39* j WBR 0 340 210 TOTAL CAPACITY UTILIZATION .62 .78 2006 No Project j I AM PK HOUR I PM PK HOUR j LANES CAPACITY VOL VIC VOL VIC j NBL 2 3200 100 .03 180 .06* j NBT 2 3200 1220 .38* 370 .12 NBR 0 0 0 0 j SBL 0 0 0 0 j SBT 1.5 6400 130 .04 760 .33* SBR 2.5 140 1350 EBL 0 0 0 0 j j EBT 0 0 0 0 j j EBR 0 0 0 0 j WBL 1.5 370 680 i j WBT 3.5 8000 1243 .24* 2215 .39* j WBR 0 340 210 f l� 1 11 r 1I I TOTAL CAPACITY UTILIZATION .62 .78 1 2006 Scenario 2 i LANES CAPACITY AM PK HOUR VOL VIC PM PK HOUR VOL VIC NBL 2 3200 100 .03 180 .06* j NBT 2 3200 1221 .38* 371 .12 NBR 0 0 0 0 j SBL 0 0 0 0 SBT 1.5 6400 130 .04 761 .33* i SBR 2.5 140 1350 EBL 0 0 0 0 j EBT 0 0 0 0 � EBR 0 0 0 0 WBL 1.5 370 680 � WBT 3.5 8000 1254 .25* 2230 .39* WBR 0 340 210 I TOTAL CAPACITY UTILIZATION .63 .78 , I 1 19. Birch & Bristol•N 2006 Scenario 3 ( 2006 Alternative D AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 100 .03 180 .06* NBL 2 3200 100 .03 180 .06* NBT 2 3200 1221 .38* 371 .12 NBT 2 3200 1221 .38* 372 .12 NBR 0 0 0 0 NBR 0 0 0 0 SBL 0 0 0 0 SBL 0 0 0 0 SBT 1.5 6400 131 .04 761 .33* SBT 1.5 6400 131 .04 762 .33* SBR 2.5 140 1350 ( SBR 2.5 140 1350 EBL 0 0 0 0 EBL 0 0 0 0 EBT 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 EBR 0 0 0 0 WBL 1.5 370 680 WBL 1.5 370 680 WBT 3.5 8000 1260 .25* 2241 .39* WBT 3.5 8000 1267 .25* 2251 .39* WBR 0 340 210 WBR 0 340 210 .78 i TOTAL CAPACITY UTILIZATION .63 .78 TOTAL CAPACITY UTILIZATION .63 20. Birch d Bristol•S I 2000 Counts (Newport Beach) I AM PK HOUR I PM PK HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 0 0 0 0 I J NBT 2.5 6400 427 (.10)* 273 .09 J J NBR 1.5 251 287 .09 J I SBL 2 3200 188 .06* 377 I .12 J SBT 2 3200 290 .09 1047 .33* J SBR 0 0 0 0 I J EBL 1.5 842 .26* 262 I J J EBT 3.5 8000 877 .22 1281 .21* J J EBR 0 199 138 J J WBL 0 0 0 0 I WBT 0 0 0 0 J WBR I 0 0 0 0 J J TOTAL CAPACITY UTILIZATION .42 .54 J 2000 plus Scenario 2 i AM PK HOUR I PM PK HOUR LANES CAPACITY VOL VIC VOL VIC J i NBL 0 0 0 0 I J NBT 2.5 6400 428 (.10)* 274 .09 J NBR 1.5 251 287 .09 I ( SBL 2 3200 188 .06* 377 I A2 ( SBT 2 3200 290 .09 104B .33* ( SBR 0 0 0 0 I EBL 1.5 842 .26* 262 I J EBT 3.5 8000 889 .23 1301 .21* 1 EBR 0 199 138 i I ( WBL ( WBT ( WBR I J 2000 plus Scenario 1 J I i J AM PK HOUR PM PK HOUR J LANES CAPACITY VOL VIC VOL VIC i ( NBL 0 0 0 0 I NBT 2.5 6400 427 (.10)* 274 .09 J NBR 1.5 251 287 .09 J I SBL 2 3200 188 .06* 377 I .12 J SBT 2 3200 290 .09 1048 .33* ( SBR 0 0 0 0 I ( EBL 1.5 842 .26* 262 i ( EBT 3.5 8000 885 .23 1295 .21* EBR 0 199 138 I WBL 0 0 0 0 I J WBT 0 0 0 0 J WBR i 0 0 0 0 I TOTAL CAPACITY UTILIZATION 42 .54 ( 2000 plus Scenario 3 I ( AM PK HOUR PM PK i HOUR J LANES CAPACITY VOL VIC VOL VIC I ( NBL 0 0 0 0 I NOT 2.5 6400 428 (.10)* 274 .09 NBR 1.5 251 287 .09 I ( SBL 2 3200 188 .06* 377 I .12 , J SBT 2 3200 291 .09 1048 .33* ( SBR 0 0 0 0 I EBL 1.5 842 .26* 262 I EBT 3.5 8000 896 .23 1312 .21* EBR 0 199 138 � WBL 0 0 0 0 I WBT 0 0 0 0 ) WBR � 0 0 0 0 I I I J I 1 I TOTAL CAPACITY UTILIZATION .42 .64 TOTAL CAPACITY UTILIZATION .42 .54 1 �I 20. Birch & Bristol•S 2000 plus Alternative 0 AM PK HOUR PH PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 � NBT 2.5 6400 428 {.10}* 275 .09 NBR 1.5 251 287 .09 SBL 2 3200 188 .06* 377 .12 SBT 2 3200 291 .09 1049 .33* SBR 0 0 0 0 EBL 1.5 842 .26* 262 EBT 3 5 8000 902 .23 1322 .22* EBR 0 199 138 WBL 0 0 0 0 WBT 0 0 0 0 ' WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION 42 .55 20. Birch & Bristol•S C 2006 Baseline (Newport Beach) AM PK HOUR PH PK HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 0 0 0 0 � NBT 2.5 6400 420 {.10}* 270 .08 1 NOR 1.5 260 290 .09 1 � SBL 2 3200 190 .06* 390 I .12 1 SOT 2 3200 310 .10 1050 .33* 1 SBR 0 0 0 0 1 I EBL 1.5 900 .28* 280 I i EST 3.5 8000 990 .25 1410 .23* 1 EBR 0 210 150 I WBL 0 0 0 0 I 1 WBT 0 0 0 0 WBR I 0 0 0 0 1 I TOTAL CAPACITY UTILIZATION .44 .56 1 2006 Scenario 1 1 � AM PK HOUR I PM PK HOUR 1 LANES CAPACITY VOL VIC VOL VIC I NBL 0 0 0 0 I NBT 2.5 6400 420 {.10}* 271 .08 1 I NBR 1.5 260 290 .09 1 � I SBL 2 3200 190 .06* 390 I .12 1 1 SOT 2 3200 310 .10 1051 .33* 1 1 SBR 0 0 0 0 1 I 1 EBL 1.5 900 .28* 280 I 1 EBT 3.5 8000 998 .25 1424 .23* 1 1 EBR 0 210 150 I 1 WBL 0 0 0 0 I i i WBT 0 0 0 0 1 1 WBR I 0 0 0 0 1 I TOTAL CAPACITY UTILIZATION .44 .56 2006 No Project 1 AM PK HOUR PM PK HOUR I�I 1 LANES CAPACITY VOL VIC VOL VIC I NBL 0 0 0 0 I 1 NBT 2.5 6400 420 {.10}* 270 .08 1 I NBR 1.5 260 290 .09 f SBL 2 3200 190 .06* 390 .12 I�� � SBT 2 3200 310 .10 1050 .33* 1 SBR 0 0 0 0 1 EBL 1 5 900 O* ' .2 280 EBT 3.5 8000 993 .25 1415 EBR 0 210 150 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .44 2006 Scenario 2 AM PK HOUR LANES CAPACITY VOL VIC NBL 0 0 NBT 2.5 6400 NBR 1.5 .23* .56 PM PK FOUR VOL VIC 0 0 421 {.10}* 271 260 290 1 SBL 2 3200 190 .06* 390 i SOT 2 3200 310 .10 1051 i S8R 0 0 0 0 I EBL 1.5 900 .28* 280 i EBT 3.5 8000 1002 .25 1430 EBR I 0 210 150 WBL 0 0 0 0 1 WBT 0 0 0 0 i WBR 1 0 0 0 0 TOTAL CAPACITY UTILIZATION .44 .08 .09 .12 .33* 23* .56 20. Birch & Bristol•S 2006 Scenario 3 2006 Alternative 0 AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBL 0 0 0 0 NBT 2.5 6400 421 {.10}* 271 .08 NOT 2.5 6400 421 {.10}* 272 .09 NBR 1.5 260 290 .09 NBR 1.5 260 290 .09 SBL 2 3200 190 .06* 390 .12 SBL 2 3200 190 .06* 390 .12 SBT 2 3200 311 .10 1051 .33* SBT 2 3200 311 .10 1052 .33* SBR 0 0 0 0 SBR 0 0 0 0 EBL 1.5 900 .28* 280 EBL 1.5 900 .28* 280 EBT 3.5 8000 1009 .25 1441 .23* EBT 3.5 8000 1015 .26 1451 .24* EBR 0 210 150 EBR 0 210 150 WBL 0 0 0 0 WBL 0 0 0 0 WBT 0 0 0 0 NOT 0 0 0 0 WBR 0 0 0 0 NOR t 0 0 0 0 .56 TOTAL CAPACITY UTILIZATION .44 .57 TOTAL CAPACITY UTILIZATION .44 21. Red Hill & MacArthur 11 2000 Counts (Irvine) LANES CAPACITY NBL 1 1700 NOT 2 3400 NOR f AM PK HOUR PM PK HOUR VOL VIC VOL VIC 105 .06 300 .18* 825 .24* 906 .27 51 87 SBL 2 3400 504 SBT 2 3400 1091 SBR f 887 EBL 2 3400 1081 EBT 2 3400 710 EBR 1 1700 180 WBL 1 1700 90 WBT 2 3400 179 WBR f 848 Clearance Interval .15* 508 .15 .32 962 .28* 1894 .32* 768 .23* .21 566 .17 .11 174 .10 .05 158 .09 .05* 509 .15* 577 .05* .05* TOTAL CAPACITY UTILIZATION .81 .89 2000 plus Scenario 2 � I AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL , VIC NBL 1 1700 105 .06 300 .18* NOT 2 3400 825 .24* 906 .27 NOR f 51 87 SBL 2 3400 511 .15* 519 .15 SBT 2 3400 1091 .32 962 .28* SBR f 887 1894 EBL 2 3400 1081 .32* 768 .23* EBT 2 3400 714 .21 572 .17 EBR 1 1700 180 .11 174 .10 WBL 1 1700 90 .05 158 .09 WBT 2 3400 183 .05* 515 .15* WBR f 855 588 I I Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .81 .89 I 2000 plus Scenario 1 AM PK HOUR PM PK HOUR I�I I LANES CAPACITY VOL VIC VOL VIC NBL 1 1700 105 .06 300 .18* NOT 2 3400 825 .24* 906 .27 NOR f 51 87 I SBL 2 3400 509 .15* 516 .15 I SOT 2 3400 1091 .32 962 .28* SBR f 887 1894 I EBL 2 3400 1081 .32* 768 .23* I EBT 2 3400 713 .21 570 .17 I EBR 1 1700 180 .11 174 .10 I WBL 1 1700 90 .05 158 .09 I WBT 2 3400 181 .05* 513 .15* I W8R f 853 585 , I Clearance Interval .05* .05* I I , TOTAL CAPACITY UTILIZATION .81 .89 2000 plus Scenario 3 I AM PK HOUR PM PK HOUR I LANES CAPACITY VOL VIC VOL VIC NBL 1 1700 105 .06 300 .18* I ' NOT 2 3400 825 .24* 906 .27 NOR f 51 87 I SBL 2 3400 515 .15* 525 .15 I SBT 2 3400 1091 .32 962 .28* SBR f 887 1894 I EBL 2 3400 1081 .32* 768 .23* I EBT EBR 2 1 3400 1700 716 180 .21 .11 575 174 .17 .10 I WBL 1 1700 90 .05 158 .09 I WBT 2 3400 185 .05* 518 .15* I , WBR f 858 594 I Clearance Interval � .05* .05* J i I ' TOTAL CAPACITY UTILIZATION .81 .89 JI 21. Red Hill & MacArthur 2000 plus Alternative 0 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 105 .06 300 .18* NBT 2 3400 825 .24* 906 .27 NBR f 51 87 SBL 2 3400 519 .15* 531 .16 SBT 2 3400 1091 .32' 962 .28* SBR f 887 1894 EBL 2 3400 1081 .32* 768 .23* EBT 2 3400 718 .21 578 .17 EBR 1 1700 180 .11 174 .10 WBL 1 1700 90 .05 158 .09 WBT 2 3400 186 .05* 521 .15* WBR f 862 600 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .81 .89 21. Red Hill S MacArthur J 2006 Baseline (Irvine) J I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 2 3400 100 .03 300 � .09 J NBT 3 5100 880 .18* 980 .21* NBR 0 0 60 90 J SBL 2 3400 560 .16* 570 J .17* SBT 3 5100 1160 .23 1040 .20 SBR f 930 1990 J � EBL 2 3400 1130 .33* 810 I .24* J EBT 3 5100 740 .18 590 .15 EBR 0 0 180 170 J WBL 1 1700 90 .05 170 I .10 WBT 3 5100 180 .04* 530 .10* J WBR f 920 640 Clearance Interval .05* I .05* TOTAL CAPACITY UTILIZATION .76 .77 2006 Scenario 1 J AM PK HOUR I PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3400 100 .03 300 I .09 NBT 3 5100 880 .18* 9B0 .21* NBR 0 0 60 90 SBL 2 3400 565 .17* 578 .17* SBT 3 5100 1160 .23 1040 .20 SBR f 930 1993 J EBL 2 3400 1130 .33* 810 I .24* J EBT 3 5100 743 .18 594 .15 J EBR 0 0 180 170 J WBL 1 1700 90 .05 170 I .10 WBT 3 5100 182 .04* 534 .10* J W8R f 925 648 J Clearance Interval .05* I .05* J TOTAL CAPACITY UTILIZATION .77 .77 2006 No Project J AM PK HOUR PM PK HOUR J LANES CAPACITY VOL VIC VOL VIC i NBL 2 3400 100 .03 300 .09 NBT 3 5100 880 .18* 980 .21* NBR 0 0 60 90 I SBL 2 3400 562 .17* 573 .17* J SBT 3 5100 1160 .23 1040 .20 SBR f 930 1990 i EBL 2 3400 1130 .33* 810 .24* J EBT 3 5100 741 .18 591 .15 EBR 0 0 180 170 i WBL 1 1700 90 .05 170 .10 WBT 3 5100 181 .04* 531 .10* J WBR f 922 643 I Clearance Interval 1 .05* .05* TOTAL CAPACITY UTILIZATION .77 .77 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3400 100 .03 300 .09 NBT 3 5100 880 .18* 980 .21* NBR 0 0 60 90 SBL 2 3400 567 .17* 581 .17* SBT 3 5100 1160 .23 1040 .20 SBR f 930• 1990 EBL 2 3400 1130 .33* 810 .24* EBT 3 5100 744 .18 596 .15 EBR 0 0 180 170 WBL 1 1700 90 .05 170 .19 WBT 3 5100 184 .04* 536 .11* WBR f 927 651 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .77 .78 21. Red Hill & MacArthur ' 2006 Scenario 3 AM PK HOUR PM PK HOUR � LANES CAPACITY VOL V/C VOL V/C � NBL 2 3400 100 .03 300 .09 NBT 3 5100 880 .18* 980 .21* NBR 0 0 60 90 SBL 2 3400 571 .17* 587 .17* � SBT 3 5100 1160 .23 1040 .20 � SBR f 930 1990 EBL 2 3400 1130 .33* 810 .24* EBT 3 5100 746 .18 599 .15 EBR 0 0 180 170 WBL 1 1700 90 .05 170 .10 WBT 3 5100 186 .04* 539 .11* WBR f 930 657 Clearance Interval .05* .05* ' TOTAL CAPACITY UTILIZATION .77 .78 1 1 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 100 .03 300 .09 NBT 3 5100 880 .18* 980 .21* NBR 0 0 60 90 SBL 2 3400 575 .17* 593 .17* SBT 3 5100 1160 .23 1040 .20 SBR f 930 1990 EBL 2 3400 1130 .33* 810 .24* EBT 3 5100 748 .18 602 .15 EBR 0 0 180 170 WBL 1 1700 90 .05 170 .10 I WRT A F100 1R7 _04* 542 .11* 22. Red Hill 6 Main 2000 Counts (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 216 .06 197 .06* NBT 2 3400 910 .27* 617 .18 NBR 1 1700 367 .22 159 .09 SBL 2 3400 148 .04* 139 .04 SBT 2 3400 522 .22 849 .34* SBR 0 0 212 296 EBL 1 1700 198 .12 195 .11* EBT 3 5100 1346 .31* 773 .18 EBR 0 0 247 160 WBL 2 3400 144 .04* 446 .13 WBT 3 5100 607 .14 1782 .37* WBR 0 0 84 96 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .71 .93 2000 plus Scenario 2 AM PK HOUR PH PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 216 .06 197 .06* WBT 2 3400 910 .27* 617 .18 NBR 1 1700 368 .22 161 .09 SBL 2 3400 148 .04* 139 .04 SBT 2 3400 522 .22 849 .34* SBR 0 0 212 296 EBL 1 1700 198 .12 195 .11* EBT 3 5100 1363 .32* 799 .19 EBR 0 0 247 160 WBL 2 3400 145 .04* 448 .13 WBT 3 5100 623 .14 1808 .37* WBR 0 0 84 96 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .72 .93 2000 plus Scenario I AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 216 .06 197 .06* NBT 2 3400 910 .27* 617 .18 NBR 1 1700 368 .22 160 .09 SBL 2 3400 148 .04* 139 .04 SBT 2 3400 522 .22 849 .34* SBR 0 0 212 296 EBL 1 1700 198 .12 195 .11* EBT 3 5100 1357 .31* 790 .19 EBR 0 0 247 160 WBL 2 3400 145 .04* 447 .13 WBT 3 5100 617 .14 1799 .37* WBR 0 0 84 96 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .71 .93 2000 plus Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 216 .06 197 .06* NBT 2 3400 910 .27* 617 .18 NBR 1 1700 369 .22 161 .09 SBL 2 3400 148 .04* 139 .04 SBT 2 3400 522 .22 849 .34* SBR 0 0 212 296 EBL 1 1700 198 .12 195 .11* EBT 3 5100 1372 .32* 812 .19 EBR 0 0 247 160 WBL 2 3400 145 .04* 448 .13 WBT 3 5100 630 .14 1821 .3B* WBR 0 0 84 96 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .72 .94 22. Red Hill & Main 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 216 .06 197 .06* NBT 2 3400 910 .27* 617 .18 NBR 1 1700 369 .22 162 .10 SBL 2 3400 148 .04* 139 .04 SBT 2 3400 522 .22 849 .34* SBR 0 0 212 296 EBL 1 1700 198 .12 195 .11* EBT 3 5100 1380 .32* 824 .19 EBR 0 0 247 160 WBL 2 3400 146 .04* 449 .13 WBT 3 5100 638 .14 1834 .38* WBR 0 0 84 96 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .72 .94 22. Red Hill S Main 2006 Baseline (Irvine) i AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL V/C NBL 2 3400 220 .06 200 .06* NBT 2 3400 950 .28* 650 .19 NBR 1 1700 380 .22 170 .10 SBL 2 3400 160 .05* 150 .04 SBT 2 3400 540 .23 890 .36* SBR 0 0 230 320 E8L 1 1700 220 .13 210 .12* EBT 3 5100 1460 .34* 840 .20 EBR 0 0 250 160 WBL 2 3400 150 .04* 470 .14 NOT 3 5100 660 .15 1940 .40* WBR 0 0 100 110 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .76 .99 2006 Scenario 1 AM PK HOUR PH PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 220 .06 200 .06* NBT 2 3400 950 .28* 650 .19 NBR 1 1700 381 .22 171 .10 SBL 2 3400 160 .05* 150 .04 SBT 2 3400 540 .23 890 .36* SBR 0 0 230 320 EBL 1 1700 220 .13 210 .12* EBT 3 5100 1471 .34* 857 .20 EBR 0 0 250 160 WBL 2 3400 151 .04* 471 .14 WBT 3 5100 670 .15 1957 .41* WBR 0 0 100 110 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .76 1.00 1 r 2006 No Project I I AM PK HOUR P14 PK HOUR I LANES CAPACITY VOL V/C VOL V/C i NBL 2 3400 220 .06 200 .06* I NOT 2 3400 950 .28* 650 .19 NBR 1 1700 380 .22 170 .10 I SBL 2 3400 160 .05* 150 .04 Ir I SBT 2 3400 540 .23 890 .36* SBR 0 0 230 320 IrI E8L 1 1700 220 .13 210 .12* I I EBT 3 5100 1464 .34* 846 .20 EBR 0 0 250 160 I WBL 2 3400 150 .04* 470 .14 I' WBT WBR 3 0 5100 0 663 100 .15 1946 110 .40* I Clearance Interval .05* .05* i r TOTAL CAPACITY UTILIZATION .76 .99 ' 2006 Scenario 2 I I AM PK HOUR PM PK HOUR I ' I LANES CAPACITY VOL V/C VOL V/C � NBL 2 3400 220 .06 200 .06* I NBT 2 3400 950 .28* 650 .19 NBR 1 1700 381 .22 172 .10 SBL 2 3400 160 .05* 150 .04 I�I ( SBT 2 3400 540 .23 890 .36* SBR 0 0 230 320 itI EBL 1 1700 220 .13 210 .12* I EBT 3 5100 1477 .34* 866 .20 EBR 0 0 250 160 I WBL 2 3400 151 .04* 472 .14 I WBT 3 5100 676 .15 1966 .41* WBR 0 0 100 110 I I Clearance Interval .05* .05* I I , TOTAL CAPACITY UTILIZATION .76 1.00 r r 22. Red Hill 6 Main 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 220 .06 200 .06* NBT 2 3400 950 .28* 650 .19 NBR 1 1700 382 .22 172 .10 SBL 2 3400 160 .05* 150 ' .04 SBT 2 3400 540 .23 890 .36* SBR 0 0 230 320 EBL 1 1700 220 .13 210 .12* EBT 3 5100 1486 .34* 879 .20 EBR 0 0 250 160 WBL 2 3400 151 .04* 472 .14 WBT 3 5100 683 .15 1979 .41* WBR 0 0 100 110 Clearance Interval .05* .05* . TOTAL CAPACITY UTILIZATION .76 1.00 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 220 .06 200 .06* NBT 2 3400 950 .28* 650 .19 NBR 1 1700 382 .22 173 .10 SBL 2 3400 160 .05* 150 .04 SBT 2 3400 540 .23 890 .36* SBR 0 0 230 320 EBL 1 1700 220 .13 210 .12* EBT 3 5100 1494 .34* 891 .21 EBR 0 0 250 160 WBL 2 3400 152 .04* 473 .14 WBT 3 5100 691 .16 1992 .41* WBR 0 0 100 110 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .76 1.00 23. Santa Ana & Bristol 2000 Counts (Costa Mesa) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC I j NBL 2 3200 92 .03 134 I .04* j NBT 1.5 4800 475 .15* 154 .05 j NBR 1.5 99 31 SBL 2 3200 164 .05* 442 .14 i SBT 2 3200 114 .04 666 .21* j SBR 1 1600 43 .03 427 .27 EBL 2 3200 248 .08* 118 .04* EBT 3 4800 548 .11 543 .11 j j M 1 1600 72 .05 186 .12 j WBL 2 3200 85 .03 195 .06 j j WBT 2.5 6400 379 .12* 1672 .35* j WBR 1.5 440 .14 217 � Right Turn Adjustment SBR I .03* j TOTAL CAPACITY UTILIZATION .40 .67 2000 plus Scenario 2 j AM PK HOUR PM PK HOUR j LANES CAPACITY VOL VIC VOL VIC j NBL 2 3200 92 .03 134 .04* j NBT 1.5 4800 475 .15* 154 .05 NBR 1.5 100 32 I j SBL 2 3200 166 .05* 444 � .14 j J SBT 2 3200 114 .04 666 .21* j SBR 1 1600 43 .03 427 .27 j j EBL 2 3200 248 .08* 118 .04* j EBT 3 4800 553 .12 551 .11 j j EBR 1 1600 72 .OS 186 .12 I j WBL 2 3200 85 .03 197 I .06 J J WBT 2.5 6400 384 .12* 1680 .35* i i WBR 1.5 441 219 I j Right Turn Adjustment SBR I .03* j ' TOTAL CAPACITY UTILIZATION .40 .67 II� , J 2000 plus Scenario 1 J j j AM PK HOUR PM PK HOUR J j LANES CAPACITY VOL VIC VOL VIC J I j NBL 2 3200 92 .03 134 .04* I i j NBT 1.5 4800 475 .15* 154 .05 J ' NBR 1.5 99 32 J ( SBL 2 3200 165 .OS* 444 .14 j �I i SBT 2 3200 114 .04 666 .21* j j SOR 1 1600 43 .03 427 .27 j I I,j EBL 2 3200 248 .DB* 118 .04* j J EBT 3 4800 551 .11 548 .11 J j E8R 1 1600 72 .05 186 .12 i I j WBL 2 3200 BS .03 197 .06 I' j WBT 2.5 6400 382 .12* 1677 .35* j j WBR 1.5 441 219 i j Right Turn Adjustment SBR .03* I j TOTAL CAPACITY UTILIZATION .40 .67 2000 plus Scenario 3 AM PK HOUR PM PK HOUR j � LANES CAPACITY VOL VIC VOL VIC j NBL 2 3200 92 .03 134 .04* NBT 1.5 4800 475 .15* 154 .05 j NBR 1.5 100 32 j 2 3200 166 .05* 445 .14 ' I 'SBL J SBT 2 3200 114 .04 666 .21* j SBR 1 1600 43 .03 427 .27 ( J , EBL 2 3200 24B OB* 118 .04* j EBT 3 4800 556 .12 554 .12 j EBR 1 1600 72 .05 186 .12 WBL 2 3200 86 .03 197 j .06 i WBT 2.5 6400 386 .12* 1683 .35* WBR 1.5 442 220 Right Turn Adjustment SBR I .03* TOTAL CAPACITY UTILIZATION .40 .67 23. Santa Ana & Bristol 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 92 .03 134 .04* NBT 1.5 4800 475 .15* 154 .05 NBR 1.5 100 33 SBL 2 3200 167 .05* 447 .14 SBT 2 3200 114 .04 666 .21* SBR 1 1600 43 .03 427 .27 EBL 2 3200 246 .08* 118 .04* EBT 3 4800 556 .12 558 .12 EBR 1 1600 72 .05 186 .12 WBL 2 3200 86 .03 198 .06 WBT 2.5 6400 388 .12* 1687 .35* WBR 1.5 443 222 Right Turn Adjustment SBR .03* TOTAL CAPACITY UTILIZATION .40 .67 23. Santa Ana & Bristol 2006 Baseline (Costa Mesa) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 2 3200 100 .03 140 I .04* NBT 1.5 4800 470 .15* 150 .05 NBR 1.5 100 30 I SBL 2 3200 170 .05* 450 I .14 SBT 2 3200 110 .03 660 .21* SOR 1 1600 50 .03 460 .29 I EBL 2 3200 270 .08* 130 I .04* EBT 3 4800 600 .13 590 .12 EBR 1 1600 70 .04 200 .13 WBL 2 3200 90 .03 190 .06 WBT 2.5 6400 420 .13* 1800 .38* WBR 1.5 460 220 I Right Turn Adjustment SBR i .05* TOTAL CAPACITY UTILIZATION .41 .72 R006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 100 .03 140 .04* NBT 1.5 4800 470 .15* 160 .05 NBR 1.5 100 31 SBL 2 3200 171 .05* 452 .14 SBT 2 3200 110 .03 660 .21* SBR 1 1600 50 .03 460 .29 EBL 2 3200 270 .08* 130 .04* EBT 3 4800 603 .13 $95 .12 EBR 1 1500 70 .04 200 .13 WBL 2 3200 90 .03 191 I .06 J WBT 2.5 6400 423 .13* 1805 .38* WBR 1.5 461 222 Right Turn Adjustment SBR I .05* TOTAL CAPACITY UTILIZATION .41 .72 2006 No Project I I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 2 3200 100 .03 140 I .04* NBT 1.5 4800 470 .15* 150 .05 NBR 1.5 100 30 I SBL 2 3200 170 .05* 451 I .14 SBT 2 3200 110 .03 660 .21* SBR 1 1600 50 .03 460 .29 I EBL 2 3200 270 .08* 130 I .04* EBT 3 4800 601 .13 592 .12 EBR 1 1600 70 .04 200 .13 I WBL 2 3200 90 .03 190 I .06 WBT 2.5 6400 421 .13* 1802 .38* WBR 1.5 460 221 I Right Turn Adjustment SBR I .05* TOTAL CAPACITY UTILIZATION .41 .72 2006 Scenario 2 I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 2 3200 100 .03 140 i .04* NBT 1,5 4800 470 .15* 150 .05 NBR 1.5 101 31 I SBL 2 3200 172 .05* 452 i .14 SBT 2 3200 110 .03 660 .21* SBR 1 1600 50 .03 460 .29 I EBL 2 3200 270 .08* 130 I .04* EBT 3 4800 605 .13 598 .12 EBR 1 1600 70 .04 200 .13 I WBL 2 3200 90 .03 191 I ,06 WBT 2.5 6400 425 .13* 1808 .3B* WBR 1.5 461 222 i Right Turn Adjustment SBR I 05* TOTAL CAPACITY UTILIZATION .41 .72 I I CI I C 23. Santa Ana & Bristol 1 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 100 .03 140 .04* NBT 1.5 4800 470 .15* 150 .05 NBR 1.5 101 31 SBL 2 3200 172 .05* 453 .14 SBT 2 3200 110 .03 660 .21* SBR 1 1600 50 .03 460 .29 EBL 2 3200 270 .08* 130 .04* EBT 3 4800 608 .13 601 .13 EBR 1 1600 70 .04 200 .13 WBL 2 3200 91 .03 191 .06 WBT 2.5 6400 427 .13* 1811 .38* WBR 1.5 462 223 Right Turn Adjustment SBR .05* TOTAL CAPACITY UTILIZATION .41 .72 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 100 .03 140 .04* NBT 1.5 4800 470 .15* 150 .05 NBR 1.5 101 32 SBL 2 3200 173 .05* 455 .14 SBT 2 3200 110 .03 660 .21* SBR 1 1600 . 50 .03 460 .29 EBL 2 3200 270 .08* 130 .04* EBT 3 4800 610 .13 605 .13 EBR 1 1600 70 .04 200 .13 WBL 2 3200 91 .03 192 .06 WBT 2.5 6400 429 .13* 1815 .38* WBR 1.5 463 225 Right Turn Adjustment SBR .05* TOTAL CAPACITY UTILIZATION .41 .72 24. Santa Ana 8 Mesa 2000 Counts (Costa Mesa) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 13 .01 21 .01* NOT 1 1600 318 .23* 167 .13 NOR 0 0 42 42 SBL 1 1600 25 ,02* 123 .08 SOT 1 1600 112 .07 365 .23* SBR 1 1600 42 .03 238 .15 EBL 1 1600 140 .09* 72 .05* EBT 1 1600 222 .15 97 .08 EBR 0 0 25 32 WBL 1 1600 11 .01 06 .05 WBT 1 1600 88 .10* 455 .33* WBR 0 0 76 76 TOTAL CAPACITY UTILIZATION .44 .62 2000 plus Scenario 2 I AM PK HOUR PM PK � HOUR I LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 13 .01 21. I .01* NOT 1 1600 319 .23* 168 .13 NOR 0 0 43 44 I SBL 1 1600 25 .02* 123 I .08 SBT 1 1600 112 .07 366 .23* SBR � 1 1600 42 .03 238 .15 EBL 1 1600 140 .09* 72 I .05* EBT 1 1600 223 .16 99 .OB EBR 0 0 25 32 I W8L 1 1600 12 .01 88 I .06 WBT 1 1600 89 .10* 457 .33* WBR i 0 0 76 76 I TOTAL CAPACITY UTILIZATION .44 .62 t 2000 plus Scenario i AM PK HOUR PM PK HOUR I' I LANES CAPACITY VOL VIC VOL VIC NBL 1 I600 13 .01 21 .01* NOT 1 1600 318 .23* 168 .13 NOR 0 0 43 43 SBL 1 1600 25 .02* 123 .OB � i' SOT 1 1600 112 .07 366 .23* SBR 1 1600 42 .03 238 .15 , EBL 1 1500 140 .09* 72 .05* I EBT 1 1600 223 .16 98 .08 I EBR 0 0 25 32 , WBL 1 1600 12 .01 87 .05 WBT 1 1600 89 .10* 456 .33* I WBR 0 0 76 76 ' I TOTAL CAPACITY UTILIZATION .44 .62 ' 2000 Scenario 3 I plus I AM PK HOUR PM PK HOUR � WIES CAPACITY VOL VIC VOL VIC I NBL NOT 1 1 1600 1600 13 319 .01 .23* 21 16B .01* .13 I I ' NOR 0 0 44 44 I SBL 1 1600 25 .02* 123 .08 i SOT 1 1600 113 .07 366 .23* SBR 1 1600 42 .03 238 .15 � EBL 1 1500 140 .09* 72 .OS* I' I EBT 1 1600 224 .16 99 OB EBR 0 0 25 32 I, WBL 1 1600 12 ,01 88 .06 I WBT 1 1600 89 .10* 457 .33* WBR 0 0 76 76 I ' I TOTAL CAPACITY UTILIZATION .44 .62 24. Santa Ana & Mesa 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 13 .01 21 .01* NBT 1 1600 319 .23* 169 .13 NBR 0 0 44 45 SBL 1 1600 25 .02* 123 .08 SBT 1 1600 113 .07 367 .23* SBR 1 1600 42 .03 238 .15 EBL 1 1600 140 .09* 72 .05* EBT 1 1600 224 .16 100 .08 EBR 0 0 25 32 WBL 1 1600 13 .01 89 .06 WBT 1 1600 90 .10* 458 .33* WBR 0 0 76 76 TOTAL CAPACITY UTILIZATION .44 .62 24. Santa Ana 5 Mesa 2006 Baseline (Costa Mesa) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 10 .01 20 .01* NBT 1 1600 320 .23* 170 .13 NBR 0 0 40 40 SBL 1 1600 20 .01* 120 .08 SBT 1 1600 110 .07 360 .23* SBR 1 1600 40 .03 250 .16 EBL 1 1600 ISO .09* 80 .05* EBT 1 1600 230 .16 100 .08 EBR 0 0 30 30 WBL 1 1600 10 .01 80 .05 WBT 1 1600 90 .10* 460 .33* WBR 0 0 70 70 TOTAL CAPACITY UTILIZATION .43 .62 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 10 .01 20 .01* NBT 1 1600 320 .23* 171 .13 NBR 0 0 41 41 SBL 1 1600 20 .01* 120 .08, SBT 1 1600 110 .07 361 .23* SBR 1 1600 40 .03 250 .16 EOL 1 1600 150 .09* 80 .OS* EBT 1 1600 231 .16 101 .08 EBR 0 0 30 30 WBL 1 1600 11 .01 81 .05 WBT 1 1600 91 .10* 461 .33* WBR 0 0 70 70 I TOTAL CAPACITY UTILIZATION 2006 No Project ' NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM PK HOUR PM PK HOUR ' LANES CAPACITY VOL VIC VOL VIC 1 1600 10 .01 20 .01* 1 1600 320 .23* 170 .13 0 0 40 40 1 1600 20 .01* 120 .08 � 1 1600 110 .07 360 .23* 1 1600 40 .03 250 .16 ' 1 1600 ISO .09* 80 .05* 1 1600 230 .16 100 .08 0 0 30 30 I ' 1 1600 10 .01 80 .05 1 1600 90 .10* 460 .33* 0 0 70 70 , TOTAL CAPACITY UTILIZATION .43 .62 2006 Scenario 2 , AM PK HOUR PM PK HOUR ' LANES CAPACITY VOL VIC VOL VIC 1 NBL 1 1600 10 .01 20 .01* NBT 1 1600 321 .23* 171 .13 , NBR 0 0 41 42 SBL 1 1600 20 .01* 120 .08 SBT 1 1600 110 .07 361 .23* ' SBR 1 1600 40 .03 250 .16 EBL 1 1600 150 .09* 80 05* ' EBT 1 1600 231 .16 102 .08 EBR 0 0 30 30 WBL 1 1600 11 .01 82 .OS � WBT 1 1600 91 .10* 462 .33* WBR 0 0 70 70 ' ,43 .62 TOTAL CAPACITY UTILIZATION .43 .62 ' 24. Santa Ana & Mesa 2006 Scenario 3 I I 2006 Alternative D AM PK HOUR PM PK I HOUR I I I AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C I I LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 10 .01 20 I .01* I I I NBL 1 1600 10 .01 20 01* NBT 1 1600 321 .23* 171 .13 I I NBT 1 1600 321 .23* 172 .13 NBR 0 0 42 42 I I NBR 0 0 42 43 SBL 1 1600 20 .01* 120 I .08 I I I SBL 1 1600 20 .01* 120 .08 SBT 1 1600 111 .07 361 .23* I I SBT 1 1600 111 .07 362 .23* SBR 1 1600 40 .03 250 .16 I I SBR 1 1600 40 .03 250 .16 EBL 1 1600 150 .09* 80 I .05* I I I EBL 1 1600 150 .09* 80 .05* EBT 1 1600 232 .16 102 .08 I I EBT 1 1600 232 .16 103 .08 EBR 0 0 30 30 I I EBR 0 0 30 30 WBL 1 1600 11 .01 82 I .05 I I I WBL 1 1600 12 .01 83 .05 WBT 1 1600 91 .10* 462 .33* I I WBT 1 1600 92 .10* 463 .33* WBR 0 0 70 70 I I I WBR I 0 0 70 70 .62 TOTAL CAPACITY UTILIZATION .43 .62 TOTAL CAPACITY UTILIZATION 43 25. Santa Ana d Dal Mar 2000 Counts (Costa Mesa) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 60 30 (.02)* NOT 1 1600 214 .20* 140 .13 NOR 0 0 50 32 SBL 0 0 48 (.03)* 79 SOT 1 1600 79 .11 406 .37* SBR 0 0 41 ill EBL 0 0 58 (.04)* 35 1 (.02)* EBT 1 1600 167 .16 147 .16 EBR 0 0 27 79 I WBL 0 0 7 29 WBT 1 1600 121 .12* 314 .24* WBR 0 0 67 43 TOTAL CAPACITY UTILIZATION .39 .65 2000 plus Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 60 30 (.02)* NOT 1 1600 215 .20* 142 .13 NOR 0 0 51 33 SBL 0 0 48 (.03)* 79 SOT 1 1600 80 .11 408 .37* SBR 0 0 41 ill EBL 0 0 58 {.04)* 35 (.02)* 1 EBT 1 1600 171 .16 153 .17 EBR 0 0 27 79 WBL 0 0 7 30 WBT 1 1600 125 .12* 320 .25* WBR 0 0 67 43 TOTAL CAPACITY UTILIZATION .39 .66 ' 2000 plus Scenario 1 � AM PK HOUR PM PK HOUR � LANES CAPACITY VOL VIC VOL VIC NBL 0 0 60 30 {.02)* NOT 1 1600 215 .20* 141 .13 , NOR 0 0 50 33 SOL 0 0 48 {.03}* 79 ' SOT 1 1600 80 .11 407 .37* SBR 0 0 41 ill '� EBL 0 0 56 {.04}* 35 (.02)* 1 EBT 1 1600 170 .16 151 .17 EBR 0 0 27 79 WBL 0 0 7 30 WBT 1 1600 123 .12* 318 .24* WBR 0 0 67 43 ' , TOTAL CAPACITY UTILIZATION .39 .65 2000 plus Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 60 30 (.02)* NOT 1 1600 216 .20* 142 .13 NOR 0 0 51 33 SBL 0 0 48 (.03)* 79 SOT 1 1600 80 .11 408 .37* SBR 0 0 41 ill EBL 0 0 58 (.04)* 35 (.02)* EBT 1 1600 173 .16 156 .17 EBR 0 0 27 79 WBL 0 0 8 30 WBT 1 1600 127 .13* 323 .25* WBR 0 0 67 43 TOTAL CAPACITY UTILIZATION .40 .66 25. Santa Ana & Del Mar 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 60 30 {.02}* NBT 1 1600 216 .20* 143 .13 NBR 0 0 51 34 SBL 0 0 48 {.03}* 79 SBT 1 1600 81 .11 409 .37* SBR 0 0 41 111 EBL 0 0 58 {.04}* 35 {.02}* EBT 1 1600 175 .16 159 .17 EBR 0 0 27 79 WBL 0 0 6 31 WBT 1 1600 128 .13* 326 .25* WBR 0 0 67 43 TOTAL CAPACITY UTILIZATION .40 .66 25. Santa Ana & Del Mar 2006 Baseline (Costa Mesa) I l AM PK HOUR PM PK � HOUR J 1 LANES CAPACITY VOL V/C VOL V/C 1 NBL 0 0 80 40 (.02)* NBT 1 1600 230 .23* 150 .14 1 NBR 0 0 60 40 I I I SBL 0 0 50 (.03)* 70 I 1 J SBT 1 1600 90 .11 420 .37* J SBR 0 0 40 100 1 � EBL 0 0 60 30 I (.02)* 1 EBT 1 1600 190 .18* 160 .18 J E6R 0 0 40 100 1 1 1 WBL 0 0 10 {.01)* 40 I I i WBT 1 1600 140 .14 350 .27* 1 1 WBR I 0 0 70 40 1 I TOTAL CAPACITY UTILIZATION .45 .68 2006 Scenario 1 1 AM PK HOUR I PM PK HOUR J LANES CAPACITY VOL V/C VOL V/C 1 NBL 0 0 80 40 I (.02)* 1 NBT 1 1600 231 .23* 151 .15 I NBR 0 0 60 41 1 SBL 0 0 50 {.03)* 70 1 1 SBT 1 1600 91 .11 421 .37* SBR 0 0 40 100 1 EBL 0 0 60 30 J {.02)* 1 EBT 1 1600 193 .18* 164 .18 EBR 0 0 40 100 I WBL 0 0 10 (.01)* 41 I J WBT 1 1600 142 .14 354 .27* i WBR 0 0 70 40 i I ' 2006 No Project I AM PK HOUR PM PK HOUR I i LANES CAPACITY VOL V/C VOL V/C i NBL 0 0 80 40 (.02)* 1 1 NBT 1 1600 230 .23* 150 .14 i NBR 0 0 60 40 1 SBL 0 0 50 {.03)* 70 1 I SBT 1 1600 90 .11 420 .37* I SBR 0 0 40 100 1 EBL 0 0 60 30 {.02)* 1 EBT 1 1600 191 .18* 161 .18 EBR 0 0 40 100 I WBL 0 0 10 {.01)* 40 I 1 WBT 1 1600 141 .14 351 .27* WBR 0 0 70 40 i 1 TOTAL CAPACITY UTILIZATION .45 .68 2006 Scenario 2 I LANES CAPACITY AM PK VOL HOUR V/C PM PK HOUR VOL V/C I 1 i NBL 0 0 80 40 {.02)* I 1 NBT 1 1600 231 .23* 152 .15 1 NOR 0 0 61 41 I SBL 0 0 50 (.03)* 70 I 1 SBT 1 1600 91 .11 422 .37* I SBR 0 0 40 100 1 E8L 0 0 60 30 {.02)* 1 EBT 1 1600 194 .18* 166 .19 1 EBR 0 0 40 100 i WBL 0 0 10 (.01)* 41 i WBT 1 1600 144 .14 356 .27* I W8R 0 0 70 40 I 1 TOTAL CAPACITY UTILIZATION .45 .68 TOTAL CAPACITY UTILIZATION 45 .68 ' 25. Santa Ana & Del Mar 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 80 40 (.02)* ' NBT 1 1600 232 .23* 152 .15 NBR 0 0 61 41 SBL 0 0 50 (.03}* 70 � SB7 1 1600 91 .11 422 .37* � SBR 0 0 40 100 �• 1 � EBL 0 0 60 30 {.02}* 1 EBT 1 1600 196 .19* 169 .19 EBR 0 0 40 100 WBL 0 0 11 {.01}* 41 WBT 1 1600 146 .14 359 .28* WBR 0 0 70 40 TOTAL CAPACITY UTILIZATION .46 .69 2006 Alternative 0 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 80 40 (.02)* NBT 1 1600 232 .23* 153 .15 NBR 0 0 61 42 SBL 0 0 50 (.03)* 70 SBT 1 1600 92 .11 423 .37* SBR 0 0 40 100 EBL 0 0 60 30 (.02}* EBT 1 1600 198 .19* 172 .19 EBR 0 0 40 100 WBL 0 0 11 (.01)* 42 WBT 1 1600 147 .14 362 .28* WBR 0 0 70 40 TOTAL CAPACITY UTILIZATION .46 .69 26. Irvine 6 Mesa 2000 Counts (Newport Beach) I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 1 1600 61 .04 70 I ,04* NBT 2 3200 1120 .48* 663 .27 NBR 0 0 406 207 � SBL 1 1600 14 .01* 23 I .01 SBT 2 3200 451 .15 1505 ,55* SBR 0 0 31 270 j I EBL 1 1600 113 .07 34 I .02 EBT 1 1600 194 .15* 76 .15* EBR 0 0 47 168 WBL 1 1600 108 .07* 624 I .39* WBT 1 1600 31 .02 373 .23 WBR 1 1600 4 .00 21 .01 I TOTAL CAPACITY UTILIZATION .71 1.13 2000 plus Scenario 2 I AM PK HOUR I PM PK HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 1 1600 61 .04 70 I .04* NBT 2 3200 1132 .48* 681 .28 NBR 0 0 406 207 i SBL 1 1600 14 .01* 23 I .01 SOT 2 3200 462 .15 1523 .56* SBR 0 0 33 273 I EBL 1 1600 115 .07 37 i .02 EBT 1 1600 194 .15* 76 .15* EBR 0 0 47 168 ( WBL 1 1600 10B .07* 624 I .39* WBT 1 1600 31 .02 373 .23 WBR I 1 1600 4 .00 21 .01 i TOTAL CAPACITY UTILIZATION .71 1.14 '� 2000 plus Scenario 1 I I AM PK HOUR PM PK HOUR I LANES CAPACITY VOL VIC VOL V/C I NBL 1 1600 61 .04 70 .04* I NBT 2 3200 1128 .48* 675 .28 I ' NBR 0 0 406 207 I SAL 1 1600 14 .01* 23 .01 I SBT 2 3200 458 .15 1517 .56* SBR 0 0 32 272 � EBL 1 1600 114 .07 36 .02 I I EBT 1 1600 194 .15* 76 .15* EBR 0 0 47 168 WBL 1 1600 108 .07* 624 .39* WBT 1 1600 31 .02 373 .23 WBR 1 1600 4 .00 21 .01 TOTAL CAPACITY UTILIZATION .71 1.14 I� 2000 plus Scenario 3 AM PK HOUR PM PK HOUR I LANES CAPACITY VOL VIC VOL VIC N8L 1 1600 61 .04 70 .04* I NBT 2 3200 1138 .48* 690 .28 NBR 0 0 406 207 SBL SBT 1 2 1600 3200 14 468 .01* .16 23 1532 .01 .56* I SBR 0 0 34 275 EBL 1 1600 116 .07 39 .02 I EBT 1 1600 194 .15* 76 .15* EBR 0 0 47 168 WBL 1 1600 108 .07* 624 .39* WBT 1 1600 31 .02 373 .23 WBR 1 1600 4 .00 21 .01 I' III TOTAL CAPACITY UTILIZATION .71 1.14 1 1 26. Irvine & Mesa 2000 plus Scenario 3 with Mitigation AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 61 .04 70 .04* NBT 3 4800 1138 .24* 690 .14 NBR 1 1600 406 .25 207 .13 1� SBL 1 1600 14 .01* 23 .01 � SBT 3 4800 468 .10 1532 .32* SBR 1 1600 34 .02 275 .17 � EBL 1 1600 116 .07 39 .02 EBT 1 1600 194 .15* 76 .15* EBR 0 0 47 168 WBL 1 1600 108 .07* 624 .39* WBT 1 1600 31 .02 373 .23 WBR 1 1600 4 .00 21 .01 TOTAL CAPACITY UTILIZATION .47 .90 2000 plus Alternative D with Mitigation AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 61 .04 70 ' .04* NBT 3 4800 1144 .24* 699 .15 r NBR 1 1600 406 .25 207 .13 SBL SBT 1 3 1600 4800 14 473 .01* .10 23 1541 .01 .32* SBR 1 1600 35 .02 276 .17 EBL 1 1600 117 .07 '40 .03 � EBT 1 1600 194 .15* 76 .15* EBR 0 0 47 168 � WBL 1 1600 108 .07* 624 .39* WBT 1 1600 31 .02 373 .23 ' WBR 1 1600 4 .00 21 .01 TOTAL CAPACITY UTILIZATION .47 .90 i 1 1 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 61 .04 70 .04* NBT 2 3200 1144 .48* 699 .28 NBR 0 0 406 207 SBL 1 1600 14 .01* 23 .01 SBT 2 3200 473 .16 1541 .57* SBR 0 0 35 276 EBL 1 1600 117 .07 40 .03 EBT 1 1600 194 .15* 76 .15* EBR 0 0 47 168 WBL 1 1600 108 .07* 624 .39* WBT 1 1600 31 .02 373 .23 WBR 1 1600 4 .00 21 .01 TOTAL CAPACITY UTILIZATION .71 1.15 26. Irvine 6 Mesa 2006 Baseline (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 60 .04 60 .04* NBT 3 4800 1270 .26* 760 .16 NBR 1 1600 410 .26 200 .13 SBL 1 1600 20 .01* 20 .01 SBT 3 4800 510 .11 1730 .36* SBR 1 1600 40 .03 300 .19 EBL 1 1600 130 .08 40 .03 EBT 1 1600 190 .14* 80 .15* EBR 0 0 40 160 WBL 1 1600 110 .07* 630 .39* WBT 1 1600 30 .02 360 .23 WBR 1 1600 10 '01 20 .01 1 TOTAL CAPACITY UTILIZATION .48 .94 2006 Scenario 1 � AM PK HOUR PM PK I HOUR I LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 60 .04 60 I .04* NBT 3 4800 1278 .27* 772 .16 NBR 1 1600 410 .26 200 .13 � SBL 1 1600 20 .01* 20 I .01 SBT 3 4800 517 .11 1742 .36* SBR � 1 1600 41 .03 302 .19 EBL 1 1600 131 .08 42 I .03 EBT 1 1600 190 .14* 80 .15* EBR 0 0 40 160 II WBL 1 1600 110 .07* 630 I .39* WBT 1 1600 30 .02 360 .23 WBR 1 1600 10 .01 20 .01 I TOTAL CAPACITY UTILIZATION .49 .94 I 2006 No Project I I AM PK HOUR PM PK HOUR I LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 60 .04 60 .04* I� � NBT 3 4800 1273 .27* 764 .16 I NBR 1 1600 410 .26 200 .13 � SBL 1 1600 20 .01* 20 .01 I SBT 3 4800 512 .11 1734 .36* SBR 1 1600 40 .03 301 .19 EBL 1 1600 130 .OB 41 .03 I� I EBT 1 1600 190 .14* 80 .15* EBR 0 0 40 160 WBL 1 1600 110 .07* 630 .39* WBT 1 1600 30 .02 360 .23 WBR 1 1600 10 .01 ' 20 .01 TOTAL CAPACITY UTILIZATION .49 .94 2006 Scenario 2 AM PK HOUR PM PK HOUR i LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 60 .04 60 .04* NOT 3 4800 1282 .27* 778 .16 NBR 1 1600 410 .26 200 .13 SBL 1 1600 20 .01* 20 .01 SBT 3 4800 521 .11 1748 .36* SBR 1 1600 42 .03 303 .19 EBL 1 1600 132 .08 43 .03 EBT 1 1600 190 .14* 80 .15* I EBR 0 0 40 160 WBL 1 1600 110 .07* 630 .39* WBT 1 1600 30 .02 360 .23 WBR 1 1600 10 .01 20 .01 I ' I TOTAL CAPACITY UTILIZATION .49 .94 26. Irvine & Mesa 2006 Scenario 3 2006 Alternative D AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 60 .04 60 .04* NBL 1 1600 60 .04 60 .04* NBT 3 4800 1288 .27* 787 .16 NBT 3 4800 1294 .27* 796 .17 NBR 1 1600 410 .26 200 .13 NBR 1 1600 410 .26 200 .13 SBL 1 1600 20 .01* 20 .01 SBL 1 1600 20 .01* 20 .01 SBT 3 4800 527 .11 1757 .37* SBT 3 4800 532 .11 1766 .37* SBR 1 1600 43 .03 305 .19 SBR 1 1600 . 44 .03 306 .19 EBL 1 1600 133 .08 45 .03 EBL 1 1600 134 .08 46 .03 EBT 1 1600 190 .14* 80 .15* EBT 1 1600 190 14* 80 .15* EBR 0 0 40 160 EBR 0 0 40 160 WBL 1 1600 110 .07* 630 .39* WBL 1 1600 110 .07* 630 .39* WBT 1 1600 30 .02 360 .23 WBT 1 1600 30 .02 360 .23 WBR 1 1600 10 .01 20 .01 WBR 1 1600 10 .01 20 .01 .95 TOTAL CAPACITY UTILIZATION .49 .95 TOTAL CAPACITY UTILIZATION .49 27. Irvine & University 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 121 .08 104 .07* NBT 2 3200 1273 .40* 642 .20 NBR 1 1600 56 .04 31 .02 SBL 1 1600 101 .06* 58 .04 SBT 2 3200 384 .12 1363 .43* SBR 1 1600 27 .02 183 .11 EBL 1 1600 187 .12* 91 .06* j EBT 1 1600 74 .05 33 .02 j EBR 1 1600 74 .05 138 .05 WBL 1 1600 47 .03 49 .03 WBT 1 1600 41 .05* 62 .07* WBR 0 0 42 57 1 2000 plus Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 121 A8 104 .07* NBT 2 3200 1278 .40* 650 .20 NBR 1 1600 56 .04 31 .02 SBL 1 1600 101 .06* 58 .04 SBT 2 3200 389 .12 1371 .43* SBR 1 1600 30 .02 188 .12 EBL 1 1600 190 .12* 96 .06* EBT 1 1600 74 .05 33 02 EBR 1 1600 74 .05 138 .09 WBL 1 1600 47 .03 49 .03 WBT 1 1600 41 .05* 62 .07* WBR 0 0 42 57 TOTAL CAPACITY UTILIZATION .63 .63 TOTAL CAPACITY UTILIZATION .63 63 2000 plus Scenario 2 2000 plus Scenario 3 AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 121 .08 104, .07* NBL 1 1600 121 .08 104 .07* NBT 2 3200 1280 .40* 653 .20 NBT 2 3200 12B4 .40* 659 .21 NBR 1 1600 56 .04 31 .02 NBR 1 1600 56 .04 31 .02 SBL 1 1600 101 .06* 58 .04 SBL 1 1600 101 .06* 58 .04 SBT 2 3200 391 .12 1374 A3* SBT 2 3200 394 .12 1380 .43* SBR 1 160D 31 .02 190 .12 SBR 1 1600 33 .02 193 .12 EBL 1 1600 191 .12* 98 .06* EBL 1 1600 194 .12* 101 .06* EBT 1 1600 74 .05 33 .02 EBT 1 1600 74 .05 33 .02 EBR 1 1600 74 .05 13B .09 EBR 1 1600 74 .05 138 .09 WBL 1 1600 47 .03 49 .03 WBL 1 1600 47 .03 49 .03 WBT 1 1600 41 .05* 62 .07* ( WBT 1 160D 41 .05* 62 .07* WOR 0 0 42 57 W8R 0 0 42 57 TOTAL CAPACITY UTILIZATION .63 .63 TOTAL CAPACITY UTILIZATION .63 .63 27. Irvine & University 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 121 .08 104 .07* NBT 2 3200 1285 .40* 665 .21 NBR 1 1600 56 .04 31 .02 SBL 1 1600 101 .06* 58 .04 SBT 2 3200 398 .12 1386 .43* SBR 1 1600 35 .02 197 .12 EBL 1 1600 196 .12* 105 .07* EBT 1 1600 74 .05 33 .02 EBR 1 1600 74 .05 138 .09 WBL 1 1600 47 .03 49 .03 WBT 1 1600 41 .05* 62 .07* WBR 0 0 42 57 TOTAL CAPACITY UTILIZATION .63 .64 27. Irvine & University 2006 Baseline (Newport Beach) I AM PK HOUR PM PK � HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 1 1600 120 .08 100 � .06* NBT 2 3200 1330 .42* 680 .21 NBR 1 1600 50 .03 30 .02 SBL 1 1600 110 .07* 60 .04 SST 2 3200 410 .13 1460 .46* SBR 1 1600 40 .03 230 .14 I EBL 1 1600 230 .14* 120 I .08* EST 1 1600 70 .04 30 .02 EBR 1 1600 70 .04 130 .08 I W8L 1 1600 40 .03 40 I .03 WBT 1 1600 40 .06* 60 .08* I WBR I 0 0 50 70 � TOTAL CAPACITY UTILIZATION .69 .68 2006 Scenario 1 I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 120 .08 100 .06* NBT 2 3200 1335 .42* 688 .22 NBR 1 1600 50 .03 30 .02 I SBL 1 1600 110 .07* 60 I .04 SBT 2 3200 415 .13 1468 ,46* SBR 1 1600 43 .03 235 .15 � EBL 1 1600 233 .15* 125 I .08* EBT 1 1600 70 .04 30 .02 EBR 1 1600 70 .04 130 .08 WBL 1 1600 40 .03 40 .03 WBT 1 1600 40 .06* 60 .08* WBR I 0 0 50 70 I TOTAL CAPACITY UTILIZATION .70 .68 2006 No Project � AM PK HOUR PM PK HOUR I� I LANES CAPACITY VOL VIC VOL VIC I NBL 1 1600 120 .08 100 .06* � NBT 2 3200 1332 .42* 683 .21 NBR 1 1600 50 .03 30 .02 I SBL 1 1600 110 .07* 60 .04 I SBT 2 3200 412 .13 1463 .46* SBR 1 1600 41 .03 232 .15 � EBL 1 1600 231 .14* 122 .OB* I EBT 1 1600 70 .04 30 .02 EBR 1 1600 70 .04 130 .08 � WBL 1 1600 40 .03 40 .03 I WBT 1 1600 40 .06* 60 .08* WBR � 0 0 50 70 I TOTAL CAPACITY UTILIZATION .69 .68 I �, 2006 Scenario 2 LANES CAPACITY AM PK VOL HOUR VIC PM PK VOL HOUR VIC i NBL 1 1600 120 .08 100 .06* NBT 2 3200 1337 .42* 691 .22 NBR 1 1600 50 .03 30 .02 SBL 1 1600 110 .07* 60 .04 I I SBT 2 3200 417 .13 1471 .46* �, SBR 1 1600 44 .03 237 .15 EBL 1 1600 234 .15* 127 .08* EBT 1 1600 70 .04 30 .02 I EBR 1 1600 70 .04 130 .08 WBL 1 1600 40 .03 40 .03 I WBT 1 1600 40 .06* 60 .08* WBR 0 0 50 70 I TOTAL CAPACITY UTILIZATION .70 .68 27. Irvine & University 2006 Scenario 3 2006 Alternative D AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 120 .08 100 .06* NBL 1 1600 120 .08 100 .06* NBT 2 3200 1341 .42* 697 .22 NBT 2 3200 1345 .42* 703 .22 NBR 1 1600 50 .03 30 .02 NOR 1 1600 50 .03 30 .02 SBL 1 1600 110 .07* 60 .04 SBL 1 1600 110 .07* 60 .04 SBT 2 3200 420 .13 - 1477 .46* SBT 2 3200 424 .13 1483 .46* SBR 1 1600 46 .03 240 .15 SBR 1 1600 48 .03 244 .15 EBL 1 1600 237 .15* 130 .08* EBL 1 1600 239 .15* 134 .08* EBT 1 1600 70 .04 30 .02 EBT 1 1600 70 .04 30 .02 EBR 1 1600 70 .04 130 .08 EBR 1 1600 70 .04 130 .08 WBL 1 1600 40 .03 40 .03 WBL 1 1600 40 .03 40 .03 WBT 1 1600 40 .06* 60 .08* WBT 1 1600 40 .06* 60 .08* WBR 0 0 50 70 WBR 0 0 50 70 .68 TOTAL CAPACITY UTILIZATION .70 .68 TOTAL CAPACITY UTILIZATION .70 28. Irvine & 22nd 2000 Counts (Newport Beach) 2000 plus Scenario 1 AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL. 1 1600 55 .03 86 .05* NBL 1 1600 55 .03 86 .05* NBT 2 3200 1007 .32* 763 .24 NBT 2 3200 1010 .32* 767 .24 NBR 0 0 8 16 NBR 0 0 8 16 SBL 1 1600 44 .03* 98 .06 SBL 1 1600 44 .03* 98 .06 SBT 2 3200 562 .19 1560 .52* SBT 2 3200 564 .19 1564 .52* SBR 0 0 35 112 SBR 0 0 37 115 EBL. 0.5 166 (.10)* 43 {.03)* 1 EBL 0.6 168 {.10)* 46 (.03)* EBT 0.5 1600 57 .14 65 .07 EBT 0.5 1600 57 .14 65 .07 EBR 1 1600 72 .05 92 .06 EBR 1 1600 72 .05 92 .06 WBL 0 0 18 24 WBL 0 0 18 24 WBT 1 1600 79 .15* 56 .10* WBT 1 1600 79 .15* 56 .10* WBR 0 0 149 74 ( WBR 0 0 149 74 TOTAL CAPACITY UTILIZATION 2000 plus Scenario 2 NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR .60 .70 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 1 1600 55 .03 86 .05* 2 3200 1011 .32* 769 .25 0 0 8 16 1 1600 44 .03* 98 .06 2 3200 566 .19 1566 .53* 0 0 37 116 0.5 168 (.10)* 47 {.03}* 0.5 1600 57 .14 65 .07 1 1600 72 .05 92 .06 0 0 18 24 1 1600 79 .15* 56 .10* 0 0 149 74 I TOTAL CAPACITY UTILIZATION 2000 plus Scenario 3 60 .70 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 55 .03 86 .05* NBT 2 3200 1013 .32* 772 .25 NBR 0 0 8 16 SBL 1 1600 44 .03* 98 .06 SBT 2 3200 568 .19 1569 .53* SBR 0 0 38 118 EBL 0.5 170 {.11)* 49 {.03)* EBT 0.5 1600 57 .14 65 .07 EBR 1 1600 72 .05 92 .06 WBL 0 0 18 24 WBT 1 1600 79 .15* 56 .10* WBR 0 0 149 74 TOTAL CAPACITY UTILIZATION .60 .71 TOTAL CAPACITY UTILIZATION .61 .71 28. Irvine & 22nd 2000 plus Alternative 0 AM PK HOUR PM PK HOUR � LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 55 .03 86 .05* NBT I 2 3200 1015 .32* 775 .25 NBR 0 0 8 16 SBL 1 1600 44 .03* 98 .06 � SBT 2 3200 569 .19 1572 .53* SBR 0 0 40 120 � EBL 0.5 171 {.11}* 51 {.03}* EBT 0.5 1600 57 .14 65 .07 EBR 1 1600 72 .05 92 .06 WBL 0 0 18 24 WBT WBR 1 0 1600 0 79 149 .15* 56 74 .10* TOTAL CAPACITY UTILIZATION .61 .71 28. Irvine & 22nd 2006 Baseline (Newport Beach) 2006 No Project AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 60 .04 80 .05* NBL 1 1600 60 .04 80 .05* NBT 2 3200 1040 .33* 790 .25 N8T 2 3200 1041 .33* 791 .25 NBR 0 0 10 20 NBR 0 0 10 20 SBL 1 1600 50 .03* 100 .06 SBL 1 1600 50 .03* 100 .06 SBT 2 3200 580 .19 1620 .54* SBT 2 3200 581 .19 1621 .54* SBR 0 0 40 120 j SBR 0 0 41 121 EBL 0.5 170 {.11)* 40 {.02)* EBL 0.5 171 {.11)* 41 {.03)* EBT 0.5 1600 60 .14 70 .07 EBT 0.5 1600 60 .14 70 .07 EBR 1 1600 70 .04 90 .06 EBR 1 1600 70 .04 90 .06 WBL 0 0 20 20 ( WBL 0 0 20 20 WBT 1 1600 80 .16* 60 .10* WBT 1 1600 80 .16* 60 .10* WBR 0 0 150 80 WBR 0 0 ISO 80 .71 i TOTAL CAPACITY UTILIZATION .63 TOTAL CAPACITY UTILIZATION .63 .72 2006 Scenario 1 1 1 2006 Scenario 2 AM PK HOUR PM PK HOUR ( AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 60 .04 80 .05* NBL 1 1600 60 .04 80 .05* NBT 2 3200 1043 .33* 794 .25 NBT 2 3200 1044 .33* 796 .26 NBR 0 0 10 20 i ( NBR 0 0 10 20 SBL 1 1600 50 .03* 100 � .06 � SBL 1 1600 50 .03* 100 I .06 SBT 2 3200 582 .20 1624 .55* SBT 2 3200 584 .20 1626 .55* SBR 0 0 42 123 S8R 0 0 42 124 EQL 0.5 172 {.11)* 43 {,03)* EBL 0.5 172 (.11)* 44 (.03)* EBT 0.5 1600 60 .15 70 .07 EBT 0.5 1600 60 .15 70 .07 EBR 1 1600 70 .04 90 .06 EBR 1 1600 70 .04 90 .06 WBL 0 0 20 20 WBL 0 0 20 20 WBT 1 1600 80 .16* 60 .10* WBT 1 1600 80 .16* 60 .10* WBR 0 0 ISO 80 WBR 0 0 150 80 .73 TOTAL CAPACITY UTILIZATION .63 TOTAL CAPACITY UTILIZATION .63 .73 ' 28. Irvine & 22nd 2006 Alternative 0 2006 Scenario 3 AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL NBT 1 2 1600 3200 60 1046 .04 .33* 80 799 .05* .26 NBL NBT 1 2 1600 3200 60 1048 .04 .33* 80 802 .05* .26 NBR 0 0 10 20 NBR 0 0 10 20 ISBL 1 1600 50 .03* 100 .06 SBL 1 1600 50 .03* 100 .06 � SBT 2 3200 586 .20 1629 .55* SBT 2 3200 587 .20 1632 .55* � SBR 0 0 43 126 SBR 0 0 45 128 � EBL 0.5 174 {.11}* 46 {.03}* 1 E8L 0.5 175 {.11}* 48 {.03}* � EBT 0.5 1600 60 .15 70 .07 EBT 0.5 1600 60 .15 70 .07 EBR 1 1600 70 .04 90 .06 EBR 1 1600 70 .04 90 .06 WBL 0 0 20 20 WBL 0 0 20 20 WBT 1 1600 80 .16* 60 .10* WBT 1 1600 80 .16* 60 .10* WBR 0 0 150 80 WBR 0 0 150 80 .73 TOTAL CAPACITY UTILIZATION .63 .73 TOTAL CAPACITY UTILIZATION .63 r . 1 1 1 1 29. Irvine & 20th J 2000 Counts (Newport Beach) J I ► AM PK HOUR PM PK ► HOUR J LANES CAPACITY VOL VIC VOL VIC J i J NBL 1 1600 30 .02 87 ► .05* J ► NBT 2 3200 1109 .35* 1045 .33 J NBR 0 0 11 17 J SBL 1 1600 23 .01* 41 .03 ► SBT 2 3200 592 .19 1900 .62* ► SBR 0 0 14 69 ► EBL 0 0 51 {.03)* 35 I EBT 1 1600 12 .07 25 .08* J EBR 0 0 54 72 J WBL 0 0 15 17 ► {.01)* J WBT 1 1600 27 .08* 32 .05 J WBR I 0 0 86 33 J I TOTAL CAPACITY UTILIZATION .47 .76 2000 plus Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 30 .02 87 .05* NBT 2 3200 1113 .35* 1050 .33 NBR 0 0 11 17 SBL 1 1600 23 .01* 41 .03 SBT 2 3200 595 .19 1905 .62* SBR 0 0 14 69 EBL 0 0 51 {.03)* 35 EBT 1 1600 12 .07 25 .08* EBR 0 0 54 72 WBL 0 0 15 17 (.01)* WBT 1 1600 27 .08* 32 .05 WBR 0 0 86 33 TOTAL CAPACITY UTILIZATION .47 .76 J 2000 plus Scenario 1 I J AM PK HOUR PM PK HOUR J J LANES CAPACITY VOL VIC VOL VIC J ► NBL 1 1600 30 .02 87 .05* NBT 2 3200 1111 .35* 1049 .33 ► J NBR 0 0 11 17 J SBL 1 1600 23 .01* 41 .03 J J SBT 2 3200 594 .19 1904 .62* J J SBR 0 0 14 69 I EBL 0 0 51 {.03)* 35 J ► EBT 1 1600 12 .07 25 .08* ► EBR 0 0 54 72 WBL 0 0 15 17 {.01)* J ► WBT 1 1600 27 .08* 32 .05 J ► WBR 0 0 86 33 J I I 1 TOTAL CAPACITY UTILIZATION .47 .76 1 J 2000 plus Scenario 3 I AM PK HOUR PM PK HOUR J LANES CAPACITY VOL VIC VOL VIC J I NBL 1 1600 30 .02 81 I .05* NBT 2 3200 1114 .35* 1053 .33 J NBR 0 0 11 17 J SBL 1 1600 23 .01* 41 .03 SBT 2 3200 597 .19 1908 .62* J SBR 0 0 14 69 ► J EBL 0 0 51 {.03)* 35 I J EBT 1 1600 12 .07 25 .08* J EBR 0 0 54 72 WBL 0 0 15 17 (.01)* WBT 1 1600 27 .08* 32 .05 WBR I 0 0 86 33 I TOTAL CAPACITY UTILIZATION .47 .76 I I D I I 1 29. Irvine & 20th 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 30 .02 87 .05* NBT 2 3200 1116 .35* 1056 .34 NBR 0 0 11 17 S8L 1 1600 23 .01* 41 .03 SBT 2 3200 598 .19 1911 .62* SBR 0 0 14 69 EBL 0 0 51 {.03}* �5 EBT 1 1600 12 .07 25 .08* EBR 0 0 54 72 WBL 0 0 15 17 {.01}* WBT 1 1600 27 .08* 32 .05 WBR 0 0 86 33 TOTAL CAPACITY UTILIZATION .47 .76 29. Irvine & 20th 2006 Baseline (Newport Beach) 1 AM PK HOUR PM PK I HOUR 1 LANES CAPACITY VOL VIC VOL VIC 1 NBL 1 1600 30 .02 100 .06* NBT 2 3200 1180 .37* 1100 .35 1 NBR 0 0 10 20 1 SBL 1 1600 20 .01* 40 I .03 1 SBT 2 3200 610 .19 1970 .63* 1 SBR 0 0 10 50 1 EBL 0 0 40 1.02)* 30 1 1 EBT 1 1600 10 .08 30 .09* E8R 0 0 70 80 1 WBL 0 0 20 30 1 (.02)* WBT 1 1600 30 .08* 30 .06 1 WBR 0 0 80 30 1 TOTAL CAPACITY UTILIZATION .48 .80 2006 Scenario 1 AM PK HOUR PM PK HOUR 1 LANES CAPACITY VOL VIC VOL VIC 1 NBL 1 1600 30 .02 100 1 .06* NBT 2 3200 1182 .37* 1104 .35 1 NBR 0 0 10 20 1 SBL 1 1600 20 .01* 40 I .03 SBT 2 3200 612 .19 1974 .63* SBR 0 0 10 50 .1 EBL 0 0 40 (.02)* 30 I 1 EBT 1 1600 10 .08 30 .09* 1 EBR 0 0 70 80 1 WBL 0 0 20 30 (.02)* 1 WBT 1 1600 30 .08* 30 .06 1 WBR 0 0 80 30 1 TOTAL CAPACITY UTILIZATION .48 2006 No Project 1 NBL 1 NOT NBR 1 SBL 1 SBT SBR 1 1 EBL 1 EBT EBR 1 WBL 1 WBT I WBR AM PK HOUR PM PK HOUR 1� 1 LANES CAPACITY VOL VIC VOL VIC 1 1 1600 30 .02 100 .06* 1 2 3200 1181 ,37* 1101 .35 1' 0 0 10 20 1 1600 20 .01* 40 .03 I�1 1 2 3200 fill .19 1971 .63* 1 0 0 10 50 1 0 0 40 (.02)* 30 I 1 1 1600 10 .08 30 .09* 0 0 70 80 ( ' 0 0 20 30 1.02)* 1 1 1600 30 .08* 30 .06 1 0 0 80 30 1 I TOTAL CAPACITY UTILIZATION .48 .80 1 2006 Scenario 2 1 I AM PK HOUR PM PK HOUR � 1 LANES CAPACITY VOL VIC VOL VIC 1 � NBL 1 1600 30 .02 100 .06* 1 NBT 2 3200 1184 .37* 1105 .35 1 NBR 0 0 10 20 1 SBL 1 1600 20 .01* 40 .03 SBT 2 3200 613 .19 1975 .63* SBR 0 0 10 50 1 EBL 0 0 40 (.02)* 30 I� 1 EBT 1 1600 10 .OB 30 .09* � EBR 0 0 70 80 1 WBL 0 0 20 30 (.02)* WBT 1 1600 30 .08* 30 .06 1 WBR 0 0 80 30 1 i .80 TOTAL CAPACITY UTILIZATION .48 .80 29. Irvine & 20th 2006 Scenario 3 2006 Alternative D AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 30 .02 100 .06* NBL 1 1600 30 .02 100 .06* NBT 2 3200 1185 .37* 1108 .35 NBT 2 3200 1187 .37* 1111 .35 NBR 0 0 10 20 NBR 0 0 10 20 SBL 1 1600 20 .01* 40 .03 SBL 1 1600 20 .01* 40 .03 SBT 2 3200 615 .20 1978 .63* SBT 2 3200 616 .20 1981 .63* SBR 0 0 10 50 SBR 0 0 10 50 EBL 0 0 40 {.02}* 30 EBL 0 0 40 {.02}* 30 EBT 1 1600 10 .08 30 .09* EBT 1 1600 10 .08 30 .09* EBR 0 0 70 80 EBR 0 0 70 80 WBL 0 0 20 30 {.02}* WBL 0 0 20 30 {.02}* WBT 1 1600 30 .08* 30 .06 WBT 1 1600 30 .08* 30 .06 WBR 0 0 80 30 WBR 0 0 80 30 .80 TOTAL CAPACITY UTILIZATION .48 .80 TOTAL CAPACITY UTILIZATION .48 30. Irvine 6 19th 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 30 .02 38 .02* NBT 2 3200 912 .29* 749 .25 NBR 0 0 8 37 SBL 1 1600 154 .10* 179 .11 SBT 2 3200 608 .20 1312 .43* SBR 0 0 24 61 E8L 1 1600 83 .05 53 .03* EST 1 1600 124 .10* 111 .09 EBR 0 0 29 37 WBL 1 1600 20 .01* I 33 .02 WBT 1 1600 85 .05 217 .14* j WBR 1 1600 309 .19 286 .18 j Right Turn Adjustment WBR .05* i TOTAL CAPACITY UTILIZATION .55 .62 2000 plus Scenario 2 AM PK HOUR PM PK HOUR j LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 30 .02 38 .02* NBT 2 3200 913 .29* 751 .25 NBR 0 0 8 37 j SBL 1 1600 156 .10* 183 I .11 SBT 2 3200 609 .20 1314 .43* SBR 0 0 24 61 j EBL 1 1600 83 .05 53 i .03* EST 1 1600 124 .10* 111 .09 EBR 0 0 29 37 j WSL 1 1600 20 .01* 33 I .02 j WBT 1 1600 85 .05 217 .14* j WBR 1 1600 311 .19 290 .18 Right Turn Adjustment WBR .05* j TOTAL CAPACITY UTILIZATION .55 .62 M 2000 plus Scenario 1 j AM PK HOUR PM PK HOUR I� j LANES CAPACITY VOL VIC VOL VIC j NBL 1 1600 30 .02 38 .02* i i NBT 2 3200 913 .29* 750 .25 I NBR 0 0 8 37 j S8L 1 1600 156 .10* 182 .11 j SBT 2 3200 609 .20 1313 .43* j SBR 0 0 24 61 j I EBL 1 I600 83 .05 53 .03* j EST 1 1600 124 .10* 111 .09 j EBR 0 0 29 37 I , WSL 1 1600 20 .01* 33 .02 I WBT 1 1600 85 .05 217 .14* j WBR 1 1600 311 .19 289 .18 Right Turn Adjustment WBR .05* i TOTAL CAPACITY UTILIZATION .55 .62 2000 plus Scenario 3 j AM PK HOUR PM PK HOUR j LANES CAPACITY VOL VIC VOL VIC i NBL 1 1600 30 .02 38 .02* i NBT 2 3200 914 .29* 751 .25 i NBR 0 0 8 37 SBL 1 1600 157 .10* 185 .12 j SBT 2 3200 609 .20 1314 .43* j SBR 0 0 24 61 j I EBL 1 1600 83 .05 53 .03* i EST 1 1600 124 .10* 111 .09 j EBR 0 0 29 37 WBL 1 1600 20 .01* 33 j .02 j WBT 1 1600 85 .05 217 .14* WBR 1 1600 313 .20 292 .18 Right Turn Adjustment WBR .06* I j TOTAL CAPACITY UTILIZATION .56 .62 - 1 30. Irvine & 19th 1 2000 plus Alternative 0 1� AM PK HOUR PM PK HOUR � LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 30 .02 38 .02* NBT 2 3200 914 .29* 752 .25 NBR 0 0 8 37 1� � SBL 1 1600 159 .10* 187 .12 SBT 2 3200 610 .20 1315 .43* SBR 0 0 24 61 1 EBL 1 1600 83 05 53 .03* EBT 1 1600 124 .10* 111 .09 EBR 0 0 29 37 WBL 1 1600 20 .01* 33 .02 WBT 1 1600 85 .05 217 .14* WBR 1 1600 314 .20 294 .18 Right Turn Adjustment WBR .06* TOTAL CAPACITY UTILIZATION .56 .62 1 1 i 1 1 30. Irvine 8 19th 2006 Baseline (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 20 .01 30 .02* NBT 2 3200 920 .29* 760 .25 NBR 0 0 10 30 SBL 1 1600 180 .11* 210 .13 SBT 2 3200 620 .21 1360 .45* SBR 0 0 40 90 EBL 1 1600 110 .07* 80 .05* EBT 1 1600 100 .08 100 .08 EBR 0 0 20 30 I WBL 1 1600 10 .01 20 .01 WBT 1 1600 70 .04* 200 .13* WBR 1 1600 330 .21 320 .20 J I Right Turn Adjustment WBR .09* j TOTAL CAPACITY UTILIZATION .60 .65 2006 Scenario 1 AM PK HOUR PM PK HOUR J I LANES CAPACITY VOL V/C VOL V/C j NBL 1 1600 20 .01 30 .02* NBT 2 3200 921 .29* 761 .25 J NBR I 0 0 10 �O J SBL 1 1600 182 .11* 213 .13 SBT 2 3200 621 .21 1361 .45* SBR 0 0 40 90 I EBL 1 1600 110 .07* 80 .05* EBT 1 1600 100 .08 100 .08 J EBR 0 0 20 30 I WBL 1 1600 10 .01 20 .01 WBT 1 1600 70 .04* 200 .13* J WBR 1 1600 332 .21 323 .20 i J Right Turn Adjustment WBR .09* TOTAL CAPACITY UTILIZATION .60 .65 J 2006 No Project J J AM PK HOUR PM PK HOUR J LANES CAPACITY VOL V/C VOL V/C J I NBL 1 1600 20 .01 30 .02* I J j NBT 2 3200 920 .29* 760 .25 J NBR 0 0 10 30 J SBL 1 1600 181 .11* 211 .13 I�I j SBT 2 3200 620 .21 1360 .45* j SBR 0 0 40 90 I EBL 1 1600 110 .01* 80 .05* J EBT 1 1600 100 .08 100 .08 J EBR 0 0 20 30 I WBL 1 1600 10 .01 20 .01 1 J J WBT 1 1600 70 .04* 200 .13* j WBR 1 1600 331 .21 321 .20 I Right Turn Adjustment WBR .09* I . J , TOTAL CAPACITY UTILIZATION .60 .65 2006 Scenario 2 j I AM PK HOUR PM PK J HOUR j j LANES CAPACITY VOL V/C VOL V/C J NBL 1 1600 20 .01 30 .02* J J NBT 2 3200 921 .29* 762 .25 J j NBR 0 0 10 30 j I SBL 1 1600 182 .11* 214 i .13 J J SBT 2 3200 621 .21 1362 .45* SBR I 0 0 40 90 J J EBL 1 1600 110 .07* 80 .05* j J EBT 1 1600 100 .08 100 .08 j j EBR 0 0 20 30 I j WBL 1 1600 10 .01 20 J .01 j WBT 1 1600 70 .04* 200 .13* J WBR 1 1600 332 .21 324 .20 J I Right Turn Adjustment WBR i .09* TOTAL CAPACITY UTILIZATION .60 .65 30. Irvine & 19th 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 20 .01 30 .02* NOT 2 3200 922 .29* 762 .25 NBR 0 0 10 30 SBL 1 1600 183 .11* 216 .14 SBT 2 3200 621 .21' 1362 .45* SBR 0 0 40 90 EBL 1 1600 110 .07* 80 .05* EBT 1 1600 100 .08 100 .08 EBR 0 0 20 30 WBL 1 1600 10 .01 20 .01 WBT 1 1600 70 .04* 200 .13* WBR 1 1600 334 .21 326 .20 Right Turn Adjustment WBR .09* TOTAL CAPACITY UTILIZATION .60 .65 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 20 .01 30 .02* NBT 2 3200 922 .29* 763 .25 NBR 0 0 10 30 SBL 1 1600 185 .12* 218 .14 SBT 2 3200 622 .21 1363 .45* SBR 0 0 40 90 EBL 1 1600 110 .07* 80 .05* EBT 1 1600 100 .08 100 .08 EBR 0 0 20 30 WBL 1 1600 10 .01 20 .01 WBT 1 1600 70 .04* 200 .13* WBR 1 1600 335 .21 328 .21 Right Turn Adjustment WBR .08* TOTAL CAPACITY UTILIZATION .60 .65 i 31. Irvine & 17th 2000 Counts (Newport Beach) ( 2000 plus Scenario 1 � AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR � LANES CAPACITY VOL VIC VOL VIC LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 214 .07* 206 .06* NBL 2 3200 214 .07* 206 .06* NBT 2 3200 470 .16 462 .16 NBT 2 3200 470 .16 463 .16 NBR 0 0 35 47 NBR 0 0 35 47 � SBL 2 3200 172 .05 157 .05 SBL 2 3200 172 .05 157 .05 SBT 2 3200 290 .15* 535 .31* SBT 2 3200 290 .15* 536 .31* SBR 0 0 174 447 SBR 0 0 174 448 EBL 2 3200 204 .06 289 .09* EBL 2 3200 204 .06 290 .09* EBT 2 3200 507 .21* 599 .24 EBT 2 3200 507 .21* 599 .24 EBR 0 0 155 183 EBR 0 0 155 183 WBL 1 1600 29 .02* 128 .08 ( WBL 1 1600 29 .02* 128 .08 WBT 2 3200 412 .15 799 .28* WBT 2 3200 412 .15 799 .28* WBR 0 0 57 107 WBR 0 0 57 107 .74 TOTAL CAPACITY UTILIZATION .45 TOTAL CAPACITY UTILIZATION .45 .74 2000 2000 plus Scenario 2 plus Scenario 3 AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 214 .07* 206 .06* NBL 2 3200 214 .07* 206 .06* NBT 2 3200 471 .16 463 .16 ( NBT 2 3200 471 .16 463 .16 NBR 0 0 35 47 NBR 0 0 35 47 SBL 2 3200 172 .05 157 .05 SBL 2 3200 172 .05 157 .05 SBT 2 3200 290 .15* 536 .31* SBT 2 3200 291 .15* 536 .31* SBR 0 0 174 44B SBR 0 0 175 448 EBL 2 3200 205 .06 290 .09* EBL 2 3200 205 .06 290 .09* , EBT 2 3200 507 .21* 599 .24 EBT 2 3200 507 .21* 599 .24 EBR 0 0 155 183 EBR 0 0 155 183 WBL 1 1600 29 .02* 128 .08 WBL 1 1600 29 .02* 128 .08 WBT 2 3200 412 .15 799 .28* WBT 2 3200 412 .15 799 .28* WBR 0 0 57 107 WBR 0 0 57 107 .74 TOTAL CAPACITY UTILIZATION .45 TOTAL CAPACITY UTILIZATION .45 .74 31. Irvine & 17th 2000 plus Alternative 0 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 214 .07* 206 .06* NBT 2 3200 471 .16 464 .16 NBR 0 0 35 47 SBL 2 3200 172 .05 157 .05 SBT 2 3200 291 .15* 537 .31* SBR 0 0 175 449 EBL 2 3200 205 .06 291 .09* EBT 2 3200 507 .21* 599 .24 EBR 0 0 155 183 WBL 1 1600 29 .02* 128 .08 WBT 2 3200 412 .15 799 .28* WBR 0 0 57 107 TOTAL CAPACITY UTILIZATION .45 .74 31. Irvine & 17th 2006 Baseline (Newport Beach) I I 2006 No Project AM PK HOUR PM PK HOUR I I AM PK HOUR P14 PK HOUR LANES CAPACITY VOL VIC VOL VIC I LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 200 .06 200 I .06* I I ( NBL 2 3200 200 .06 200 .06* NBT 2 3200 480 .16* 470 .16 I ( NBT 2 3200 480 .16* 470 .16 NBR 0 0 40 50 I I NBR 0 0 40 50 SBL 2 3200 190 .06* 180 I .06 I I I SBL 2 3200 190 .06* 180 .06 SBT 2 3200 290 .14 540 ,30* I I SBT 2 3200 290 .14 540 .30* SBR 0 0 160 430 SBR 0 0 160 430 EBL 2 3200 190 .06 280 � .09* I I ( EBL 2 3200 190 .06 280 .09* EBT 2 1200 530 .21* 630 .25 I I EBT 2 3200 530 .21* 630 .25 EBR 0 0 150 170 I EBR 0 0 150 170 WBL 1 1600 30 .02* 140 .09 I I WBL 1 1600 30 .02* 140 .09 WBT 2 3200 430 .15 830 .30* I I WBT 2 3200 430 .15 830 .30* WBR 0 0 60 120 I I WBR 0 0 60 120 TOTAL CAPACITY UTILIZATION .45 .75 TOTAL CAPACITY UTILIZATION .45 75 2006 Scenario 1 2006 Scenario 2 AM PK HOUR PH PK HOUR I AM PK HOUR PH PK HOUR LANES CAPACITY VOL VIC VOL VIC I I LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 200 .06 200 I .06* I i I NBL 2 3200 200 .06 200 .06* NBT 2 3200 480 .16* 471 .16 I NBT 2 3200 481 .16* 471 .16 NBR 0 0 40 50 I I NBR 0 0 40 50 SBL 2 3200 190 .06* 180 i .06 I I I SBL 2 3200 190 .06* 180 .06 SBT 2 3200 290 .14 541 .30* SBT 2 3Z00 290 .14 541 .30* SBR 0 O 160 431 I SBR 0 0 160 431 EBL 2 3200 190 .06 281 I .09* I � EBL 2 3200 191 .06 281 .09* EBT 2 3200 530 .21* 630 .25 I EBT 2 3200 530 .21* 630 .25 EBR 0 0 150 170 I I EBR 0 0 ISO 170 WBL 1 1600 30 .02* 140 .09 I WBL 1 1600 30 .02* 140 .09 WBT 2 3200 430 .15 830 .30* I WBT 2 3200 430 .15 830 .30* WBR 0 0 60 120 I ( WBR 0 0 60 120 TOTAL CAPACITY UTILIZATION .45 .75 TOTAL CAPACITY UTILIZATION .45 .75 31. Irvine & 17th 2006 Scenario 3 2006 Alternative D AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 200 .06 200 .06* NBL 2 3200 200 .06 200 .06* NBT 2 3200 481 .16* 471 .16 NBT 2 3200 481 .16* 472 .16 NBR 0 0 40 50 NBR 0 0 40 50 SBL 2 3200 190 .06* 180 .06 SBL 2 3200 190 .06* 180 .06 SBT 2 3200 291 .14 541 .30* SBT 2 3200 291 .14 542 .30* SBR 0 0 161 431 SBR 0 0 161 432 EBL 2 3200 191 .06 281 .09* EBL 2 3200 191 .06 282 .09* EBT 2 3200 530 21* 630 .25 EBT 2 3200 530 .21* 630 .25 EBR 0 0 150 170 EBR 0 0 150 170 WBL 1 1600 30 .02* 140 .09 WBL 1 1600 30 .02* 140 .09 WBT 2 3200 430 .15 830 .30* WBT 2 3200 430 .15 830 .30* WBR 0 0 60 120 WBR 0 0 60 120 .75 TOTAL CAPACITY UTILIZATION .45 .75 TOTAL CAPACITY UTILIZATION .45 32. Newport-SB 6 Mesa I 2000 Counts (Costa Mesa) LANES CAPACITY AM PK HOUR PM PK I I HOUR J VOL VIC VOL VIC N8L 0 0 0 0 NBT 0 0 0 0 NBR 0 0 0 0 SBL 1 1600 183 .11 201 .13 SBT 4 6400 1019 .16* 2524 .39* SBR 1 1600 48 .03 7 .00 EBL 0 0 0 0 EDT 1 1600 6 .00* 6 .00* EBR 1 1600 11 .01 7 .00 WBL 1 1600 92 .06* 515 .32* WBT 1 1600 9 .01 9 .01 WBR 0 0 0 0 Right Turn Adjustment EBR .01* TOTAL CAPACITY UTILIZATION .23 .71 J 2000 plus Scenario 2 J I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC J I J NBL 0 0 0 0 I J NBT 0 0 0 0 J J NBR 0 0 0 0 J I i SBL 1 1600 183 .11 201 I .13 J i SBT 4 6400 1022 .16* 2529 .40* i i SBR 1 1600 48 .03 7 .00 I J EBL 0 0 0 0 I J EBT 1 1600 6 .00* 6 .00* J EBR 1 1600 11 .01 7 .00 I WBL 1 1600 92 .06* 516 I .32* WBT 1 1600 9 .01 9 .01 J WBR I 0 0 0 0 I Right Turn Adjustment EBR .01* TOTAL CAPACITY UTILIZATION .23 .72 J 2000 plus Scenario 1 I I J AM PK HOUR PM PK HOUR J LANES CAPACITY VOL VIC VOL VIC i J NBL 0 0 0 0 i NBT 0 0 0 0 i NBR 0 0 0 0 I I SBL 1 1600 183 .11 201 I .13 J J SBT 4 6400 1021 .16* 2527 .39* J I SBR 1 1600 48 .03 7 .00 J i EBL 0 0 0 0 I EBT 1 1600 6 .00* 6 .00* J EBR 1 1600 11 .01 7 .00 J I WBL 1 1600 92 .06* 516 I .32* J WBT 1 1600 9 .01 9 .01 J WBR 0 0 0 0 I Right Turn Adjustment EBR .01* I I TOTAL CAPACITY UTILIZATION .23 .71 2000 plus Scenario 3 AM PK HOUR PM PK HOUR J LANES CAPACITY VOL VIC VOL VIC I I 11 I I I I L_I NBL 0 0 0 0 NBT 0 0 0 0 J NBR 0 0 0 0 1 i S8L 1 1600 183 .11 201 .13 i I SBT 4 6400 1023 .16* 2531 .40* I I SBR 1 1600 48 .03 7 .00 i EBL 0 0 0 0 I EBT 1 1600 6 .00* 6 .00* J EBR 1 1600 11 .01 7 .00 I J WBL 1 1600 93 .06* 516 I .32* I WBT 1 1600 9 .01 9 .01 I J WBR 0 0 0 0 J � Right Turn Adjustment EBR .01* I I TOTAL CAPACITY UTILIZATION .23 .72 5 r I 32. Newport•SB & Mesa 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 0 0 0 0 NBR 0 0 0 0 SBL 1 1600 163 .11 201 .13 SBT 4 6400 1025 .16* 2533 .40* SBR 1 1600 46 .03 7 .00 EBL 0 0 0 0 EBT 1 1600 6 .00* 6 .00* EBR 1 1600 11 .01 7 .00 WBL 1 1600 93 .06* 517 .32* WBT 1 1600 9 .01 9 .01 WBR 0 0 0 0 Right Turn Adjustment EBR .01* TOTAL CAPACITY UTILIZATION .23 .72 32. Newport•SB & Mesa r 2006 Baseline (Costa Mesa) AM PK HOUR PM PK HOUR I LANES CAPACITY VOL V/C VOL VIC I NOL 0 0 0 0 NOT 0 0 0 0 NOR 0 0 0 0 I SBL 1 1600 190 .12 210 .13 SOT 4 6400 1200 .19* 2940 .46* SBR 1 1600 50 .03 10 .01 I EBL 0 0 0 0 f EBT 1 1600 10 .01* 10 ,01* EBR 1 1600 20 .01 10 .01 WBL 1 1600 120 .08* 560 .35* WBT 1 1600 10 .01 10 .01 WBR I 0 0 0 0 TOTAL CAPACITY UTILIZATION .28 .82 , 2006 No Project I AM PK HOUR PM PK HOUR � I� LANES CAPACITY VOL VIC VOL VIC I NBL 0 0 0 0 I, I NOT 0 0 0 0 I NOR 0 0 0 0 I SBL 1 1600 190 .12 210 .13 I'� I SOT 4 6400 1201 .19* 2941 .46* SBR 1 1600 50 .03 10 .01 I EBL 0 0 0 0 I I EBT 1 1600 10 .01* 10 .01* EBR 1 1600 20 .01 10 .01 � WBL 1 1600 120 .08* 560 .35* I WBT 1 1600 10 .01 10 .01 WBR I 0 0 0 0 I TOTAL CAPACITY UTILIZATION .28 .82 ' i 2006 Scenario 1 2006 Scenario 2 I I I I AM PK HOUR PM PK i HOUR I I I AM PK HOUR PM PK HOUR I LANES CAPACITY VOL VIC VOL VIC I I LANES CAPACITY VOL VIC VOL VIC I , NBL 0 0 0 0 NOT 0 0 0 0 I I NOT 0 0 0 0 I' NOR 0 0 0 0 I I NOR 0 0 0 0 SBL 1 1600 190 .12 210 .13 I I SBL 1 1600 190 .12 210 .13 SOT 4 6400 1202 .19* 2943 .46* I I SBT 4 6400 1203 .19* 2945 .46* SBA: 1 1600 50 .03 10 .01 I I SOR 1 1600 50 .03 10 .01 EBL 0 0 0 0 I I EBL 0 0 0 0 EBT 1 1600 10 .01* 10 .01* I I EOT 1 1600 10 .01* 10 O1* EBR 1 1600 20 .01 10 .01 ( I EBR 1 1600 20 .01 10 .01 WBL 1 1600 120 .08* 561 .35* I I WBL 1 1600 120 .08* 561 .35* WBT 1 1600 10 .01 10 .01 I I WBT 1 1600 10 .01 10 .01 WBR 0 0 0 0 I WBR 0 0 0 0 .82 ' TOTAL CAPACITY UTILIZATION .28 TOTAL CAPACITY UTILIZATION .28 .82 32. Newport•SB 8 Mesa 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 0 0 NBT 0 0 0 0 NBR 0 0 0 0 SBL 1 1600 190 .12 210 .13 SBT 4 6400 1204 .19* 2947 .46* SBR 1 1600 50 .03 10 .01 EBL 0 0 0 0 EBT 1 1600 10 .01* 10 .01* EBR 1 1600 20 .01 10 .01 WBL 1 1600 121 .08* 561 .35* WBT 1 1600 10 .01 10 .01 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .28 .82 2006 Alternative 0 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 0 0 NBT 0 0 0 0 NBR 0 0 0 0 SBL 1 1600 190 .12 210 .13 SBT 4 6400 1206 .19* 2949 .46* SBR 1 1600 50 .03 10 .01 EBL 0 0 0 0 EBT 1 1600 10 .01* 10 .01* EBR 1 1600 20 .01 10 .01 WBL 1 1600 121 .08* 562 .35* WBT 1 1600 10 .01 10 .01 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .2B .82 33. Newport-N8 & Mesa 2000 Counts (Costa Mesa) NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM PK HOUR PM PK HOUR L41ES CAPACITY VOL VIC VOL VIC 1 1600 19 .01 20 .01 2 3200 632 .25* 301 .12* 0 0 181 86 0 0 0 0 0 0 0 0 0 0 0 0 2 3200 45 .01* 40 01* 1 1600 123 .08 173 .11 0 0 0 0 0 0 0 0 1 1600 93 .09* 511 .35* 0 0 52 44 I TOTAL CAPACITY UTILIZATION .35 .48 2000 plus Scenario 2 I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 1 1600 19 .01 20 I .01 NBT 2 3200 636 .26* 308 .12* WBR 0 0 181 86 i S8L 0 0 0 0 I SBT 0 0 0 0 SBR 0 0 0 0 1 EBL 2 3200 45 .01* 40 I .01* EBT 1 1600 123 .08 173 .11 EBR 0 0 0 0 WBL 0 0 0 0 WBT 1 1600 93 .09*, 512 .35* WBR i 0 0 52 44 I TOTAL CAPACITY UTILIZATION .36 .48 1� ' 2000 plus Scenario 1 I I AM PK HOUR PM PK HOUR Ir I LANES CAPACITY VOL VIC VOL VIC I NBL 1 1600 19 .01 20 .01 I I ' NST 2 3200 635 .26* 306 .12* NBR 0 0 181 86 58L 0 0 0 0 IrI I SBT 0 0 0 0 SBR i 0 0 0 0 IrI EBL 2 3200 45 .Oi* 40 .01* I EBT 1 1600 123 .08 173 .11 EBR 0 0 0 0 I I WBL 0 0 0 0 WBT 1 1600 93 .09* 512 .35* WBR I 0 0 52 44 I TOTAL CAPACITY UTILIZATION .36 .48 , 2000 Scenario I plus 3 I AM PK HOUR PM PK HOUR I LANES CAPACITY VOL VIC VOL VIC I NBL 1 1600 19 .01 20 .01 I NBT 2 3200 639 .26* 311 .12* I , NBR 0 0 181 86 I SBL 0 0 0 0 I I SBT 0 0 0 0 ' SBR 0 0 0 0 I EBL 2 3200 45 .01* 40 .01* I EBT 1 1600 123 .08 173 .11 EBR 0 0 0 WBL 0 0 0 0 WBT 1 1600 94 .09* 512 .35* WBR I 0 0 52 44 I ' i TOTAL CAPACITY UTILIZATION .36 .48 r r 33. Newport•NB & Mesa 2000 plus Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 19 .01 20 .01 ' NBT 2 3200 641 .26* 315 .13* NBR 0 0 181 86 � SBL 0 0 0 0 SBT 0 0 0 0 SBR 0 0 0 0 EBL 2 3200 45 .01* 40 .01* EBT 1 1600 123 .08 173 .11 EBR 0 0 0 0 WBL 0 0 0 0 WBT 1 1600 94 .09* 513 .35* ' WBR 0 0 52 44 0 TOTAL CAPACITY UTILIZATION .36 .49 33. Newport•No & Mesa 2006 Baseline (Costa Mesa) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 30 .02 30 .02 NBT 2 3200 650 .26* 310 .13* NBR 0 0 190 90 SBL 0 0 0 0 SBT 0 0 0 0 SBR 0 0 0 0 EBL 2 3200 50 .02* 50 .02* EBT 1 1600 130 .08 190 .12 EBR 0 0 0 0 WBL 0 0 0 0 WBT 1 1600 100 .09* 540 .36* WBR 0 0 50 30 1 TOTAL CAPACITY UTILIZATION .37 .51 2006 Scenario 1 NBL NBT NBR I SBL SBT SBR I EBL EBT I EBR WBL WBT WBR I AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC 1 1600 30 .02 30 .02 2 3200 653 .26* 315 .13* 0 0 190 90 0 0 0 0 0 0 0 0 0 0 0 0 2 3200 50 .02* 50 .02* 1 1600 130 .08 190 .12 0 0 0 0 0 0 0 0 1 1600 100 .09* 541 .36* 0 0 50 30 I TOTAL CAPACITY UTILIZATION .37 .51 2006 No Project 148L NBT NBR SBL SBT SBA EBL EBT EBR W8L WBT WBR AM PK HOUR PM PK HOUR � LANES CAPACITY VOL VIC VOL VIC 1 1600 30 .02 30 .02 I ' 2 3200 651 .26* 312 .13* I 0 0 190 90 0 D 0 I�0 � 0 0 0 0 0 0 0 0 2 3200 50 .02* 50 .02* 1 0 1600 0 130 0 .08 190 0 .12 ( , 0 0 0 0 I 1 1600 100 .09* 540 .36* I 0 0 50 30 ' I TOTAL CAPACITY UTILIZATION .37 .51 ' 2006 Scenario 2 NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM PK HOUR PM PK HOUR I LANES CAPACITY VOL VIC VOL VIC ' 1 1600 30 .02 30 .02 I 2 3200 654 .26* 317 .13* , 0 0 190 90 0 0 0 0 0 0 0 0 I 0 0 0 0 3200 50 .02* 50 I .02* I '2 1 1600 130 .08 190 .12 0 0 0 0 I, 0 0 0 0 i 1 1600 100 .09* 541 .36* I 0 0 50 30 I , TOTAL CAPACITY UTILIZATION .37 .51 , 33. Newport -NB & Mesa 2006 Scenario 3 2006 Alternative D AM PK HOUR PM PK HOUR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 30 .02 30 .02 NBL 1 1600 30 .02 30 .02 NBT 2 3200 657 .26* 320 .13* NBT 2 3200 659 .27* 324 .13* NBR 0 0 190 90 NBR 0 0 190 90 SBL 0 0 0 0 SBL 0 0 0 0 SBT 0 0 0 0 SBT 0 0 0 0 SBR 0 0 0 0 SBR 0 0 0 0 EBL 2 3200 50 .02* 50 .02* EBL 2 3200 50 .02* 50 .02* EBT 1 1600 130 .08 190 .12 .EBT 1 1600 130 .08 190 .12 EBR 0 0 0 0 EBR 0 0 0 0 WBL 0 0 0 0 WBL 0 0 0 0 WBT 1 1600 101 .09* 541 .36* WBT 1 1600 101 .09* 542 .36* WBR 0 0 50 30 WBR 0 0 50 30 TOTAL CAPACITY UTILIZATION .37 .51 TOTAL CAPACITY UTILIZATION .38 .51 34. Newport•SB A Del Mar 2000 Counts (Costa Mesa) � I I 2000 plus Scenario 1 AM PK HOUR I PM PK HOUR I I I AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C I I LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 I I I I NBL 0 0 0 0 NBT 0 0 0 0 I I NBT 0 0 0 0 NBR 0 0 0 0 I I NBR 0 0 0 0 SBL 1 1600 221 .14* 363 I .23 I I I SBL 1 1600 221 .14* 363 .23 SBT 3 4800 636 .13 1707 .36* I SBT 3 4800 636 .13 1708 .36* SBR f 421 1279 I I SBR f 423 1282 EBL 0 0 0 0 I I I I EBL 0 0 0 0 EBT 4 6400 969 .16* 548 .09* I I EBT 4 6400 973 ,16* 555 .09* EBR 0 0 36 32 I I EBR 0 0 36 32 WBL 1 1600 115 .07* 154 I .10* I I I WBL 1 1600 116 ,07* 156 .10* WBT 2 3200 218 .07 471 .15 I I WBT 2 3200 219 .07 473 .15 WBR 0 0 0 0 I I I WBR I 0 0 0 0 .55 TOTAL CAPACITY UTILIZATION .37 TOTAL CAPACITY UTILIZATION .37 .55 I I 2000 plus Scenario 3 2000 plus Scenario 2 AM PK HOUR PM PK I HOUR I I I AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C I I LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 I I � I NBL 0 0 0 0 � NBT 0 0 0 0 I I NBT 0 0 0 0 NBR 0 0 0 0 I NBR 0 0 0 0 SBL 1 1600 221 .14* 363 .23 I I I I SBL i 1600 221 .14 * 363 .23 � SBT 3 4800 636 .13 1708 .36* I I SIT 3 4800 637 .13 1708 .36* SBR f 424 1284 I I SBR f 425 1286 EBL 0 0 0 0 EBT 4 6400 976 .16* 55B .09* I EBT 4 6400 979 .16* 563 .09* EBR 0 0 36 32 I I EBR 0 0 36 32 WBL 1 1600 116 .07* 156 .10* I I WBL 1 1600 117 .07* 157 .10* WBT 2 3200 220 .07 474 .15 I I WBT 2 3200 221 .07 476 .15 WBR 0 0 0 0 I I I WBR � 0 0 0 0 I .55 TOTAL CAPACITY UTILIZATION .37 TOTAL CAPACITY UTILIZATION .37 .55 34. Newport•SB & Del Mar 2000 plus Alternative D NBL � NBT NBR SBL SBT SBR � EBL EBT � EBR WBL WBT WBR AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 0 0 0 0 0 0 0 0 0 0 0 0 1 1600 221 .14* 363 .23 3 4800 637 .13 1709 .36* f 427 1288 0 0 0 0 4 6400 982 .16* 568 .09* 0 0 36 32 1 1600 118 .07* 159 .10* 2 3200 222 .07 477 .15 0 0 0 0 TOTAL CAPACITY UTILIZATION .37 55 34. Newport.SB & Del Mar 2006 Baseline (Costa Mesa) I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL V/C VOL V/C I NBL 0 0 0 0 I NBT 0 0 0 0 NBR 0 0 0 0 I SBL 1 1600 230 .14 380 i .24 SBT 3 4800 650 .14* 1730 .36* SBR f 460 1400 I EBL 0 0 0 0 I EBT 4 6400 1040 17* 620 .10* EBR 0 0 40 40 I WBL 1 1600 110 .07* 150 ( .09* WBT 2 3200 240 .08 500 .16 WBR I 0 0 0 0 I TOTAL CAPACITY UTILIZATION .38 .55 2006 Scenario 1 I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL V/C VOL V/C I NBL 0 0 0 0 I NBT 0 0 0 0 NBR 0 0 0 0 I SBL 1 1600 230 .14 380 I .24 SBT 3 4800 650 .14* 1731 .36* SBR f 462 1403 ( EBL 0 0 0 0 I EBT 4 6400 1044 .17* 627 .10* EBR 0 0 40 40 I WBL 1 1600 ill .07* 152 i .10* WBT 2 3200 241 .08 502 .16 WBR I 0 0 0 0 I TOTAL CAPACITY UTILIZATION .38 .56 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 0 0 0 0 NBR 0 0 0 0 SBL 1 1600 230 .14 380 .24 SBT 3 4800 650 .14* 1730 .36* SBR f 461 1401 EBL 0 0 0 0 EBT 4 6400 1041 .17* 622 .10* EBR 0 0 40 40 WBL 1 1600 110 .07* 151 .09* WBT 2 3200 240 .08 501 .16 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .38 .65 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 0 0 0 0 NBR 0 0 0 0 SBL 1 1600 230 .14 380 .24 SBT 3 4800 650 .14* 1731 .36* SBR f 463 1405 EBL 0 0 0 0 EBT 4 6400 1047 .17* 630 .10* EBR 0 0 40 40 WBL 1 1600 111 .07* 152 .10* WBT 2 3200 242 .08 503 .16 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .38 .56 34. Newport•SB & Del Mar 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NOT 0 0 0 0 NOR 0 0 0 0 SBL 1 1600 230 .14 380 .24 SBT 3 4800 651 .14* 1731 .36* SBR f 464 1407 EBL 0 0 0 0 EBT 4 6400 1050 .17* 635 .11* EBR 0 0 40 40 WBL 1 1600 112 .07* 153 .10* WBT 2 3200 243 .08 505 .16 WBR 0 0 0 0 I TOTAL CAPACITY UTILIZATION .38 .57 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NOT 0 0 0 0 NOR 0 0 0 0 SOL 1 1600 230 .14 380 .24 SBT 3 4800 651 .14* 1732 .36* SBR f 466 1409 EBL 0 0 0 0 EBT 4 6400 1053 .17* 640 .11* EBR 0 0 40 40 WBL 1 1600 113 .07* 155 .10* WBT 2 3200 244 .08 506 .16 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .38 .57 35. Newport•N8 & Del Mar 1 2000 Counts (Costa Mesa) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC i NBL 0.5 103 144 1 148T 2.5 4800 1283 .31* 715 .20* NOR 0 79 119 I SBL 0 0 0 0 SOT 0 0 0 0 j SBR 0 0 0 0 i EBL 2 3200 810 .25* 482 .15* EBT 2 3200 400 .13 473 .15 EBR 0 0 0 0 WBL 0 0 0 0 WBT 2 3200 213 .07* 464 .15* WBR 1 1600 422 .26 179 .11 i Right Turn Adjustment WBR .19* I TOTAL CAPACITY UTILIZATION .82 .50 2000 plus Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0.5 103 144 NOT 2.5 4800 1284 .31* 716 .20* NOR 0 81 121 SBL 0 0 0 0 SBT 0 0 0 0 SBR 0 0 0 0 EBL 2 3200 814 .25* 489 .15* EBT 2 3200 402 .13 476 .15 EBR 0 0 0 0 WBL 0 0 0 0 WBT 2 3200 216 .07* 469 .15* WBR 1 1600 422 .26 179 .11 Right Turn Adjustment WBR .19* TOTAL CAPACITY UTILIZATION .82 .50 I 1 2000 plus Scenario 1 I AM PK HOUR PM PK HOUR I' 1 1 LANES CAPACITY VOL VIC VOL VIC I I NBL 0.5 103 144 I j I NOT 2.5 4800 1283 .31* 716 .20* NOR 0 80 121 1 1 SBL 0 0 0 0 1 , SOT 0 0 0 0 I SBR 0 0 0 0 j j EBL 2 3200 813 .25* 487 .15* I EBT 2 3200 401 .13 475 .15 j EBR 0 0 0 0 1 , I 1 WBL 0 0 0 0 I WBT WBR 2 3200 1 1600 215 422 .07* .26 468 179 .15* .11 1 I Right Turn Adjustment WBR .19* I 1 TOTAL CAPACITY UTILIZATION .82 .50 ' 2000 plus Scenario 3 I I 1 AM PK HOUR PM PK I HOUR 1 ' LANES CAPACITY VOL VIC VOL VIC 1 I NBL 0.5 103 144 I NBT 2.5 4800 1284 .31* 716 .20* NOR 0 81 122 1 SBL 0 0 0 0 I I 'I j SOT 0 0 0 0 1 SBR 0 0 0 0 i EBL 2 3200 817 .26* 492 .15* EST 2 3200 403 .13 478 .15 j EBR 0 0 0 0 i WBL 0 0 0 0 I 1 WBT 2 3200 218 .07* 472 .15* WBR 1 1600 422 .26 179 .11 I Right Turn Adjustment WBR .19* I 1 , TOTAL CAPACITY UTILIZATION .83 .50 ' 35. Newport -NB & Del Mar 2000 plus Alternative D AM PK HOUR PM PK HOUR ' LANES CAPACITY VOL V/C VOL V/C ' J NBL 0.5 NOT 2.5 4800 103 1284 .31* 144 717 .21* NBR 0 82 124 J SBL 0 0 0 0 � SBT 0 0 0 0 SBR 0 0 0 0 � EBL 2 3200 619 .26* 496 .16* EBT 2 3200 404 .13 479 .15 ' EBR 0 0 0 0 WBL 0 0 0 0 WBT 2 3200 219 .07* 475 .15* 'J WBR 1 1600 422 .26 179 .11 � Right Turn Adjustment WBR .19* I J TOTAL CAPACITY UTILIZATION .83 .52 35. Newport -NB G Del Mar ' ( 2006 Baseline (Costa Mesa) I ( 2006 No Project ( I ( AM PK HOUR PM PK I HOUR ( I I AM PK HOUR PM PK HOUR I ( ' f LANES CAPACITY VOL VIC VOL VIC ( ( LANES CAPACITY VOL VAC VOL VAC NBL 0.5 100 130 I I NBL 0.5 100 130 ( NBT 2.5 4800 1280 .30* 720 .20* ( I NBT 2.5 4800 1280 .30* 720 .20* ( NBR 0 80 130 ( j NBR 0 80 131 SBL 0 0 0 0 ( I SOL 0 0 0 0 (' ( SBT 0 0 0 0 ( ( SBT 0 0 0 0 ( SBR 0 0 0 0 ( ( SBR 0 0 0 0 ' EBL 2 3200 830 .26* 480 .15* ( I EBL 2 3200 831 .26* 482 .15* ( ( EBT 2 3200 440 .14 520 .16 ( ( EBT 2 3200 440 .14 521 .16 ( EBR 0 0 0 0 I ( EBR 0 0 0 0 i' WBL 0 0 0 0 ( I WBL 0 0 0 0 WBT 2 3200 230 .07* 500 .16* ( ( WBT 2 3200 231 .07* 501 .16* ( WBR I 1 1600 470 .29 210 .13 I WBR 1 1600 470 .29 210 .13 ( Right Turn Adjustment WBR .22* ( ( Right Turn Adjustment WBR .22* TOTAL CAPACITY UTILIZATION .85 .51 TOTAL CAPACITY UTILIZATION .85 .51 t ( 2006 Scenario 1 I I 2006 Scenario 2 AM PK HOUR PM PK HOUR ( I AM PK HOUR PM PK HOUR I ' LANES CAPACITY VOL VAC VOL VIC ( I LANES CAPACITY VOL VIC VOL VIC I I ( NBL 0.5 100 130 I I I ( NBL 0.5 100 130 NBT 2.5 4800 1280 .30* 721 .20* I I NBT 2.5 4800 1281 .30* 721 .20* NBR 0 81 132 ( I NBR 0 82 132 SBL 0 0 0 0 I ( SBL 0 0 0 0 (, ( SBT 0 0 0 0 ( I SBT 0 0 0 0 ( SBR I 0 0 0 0 ( I SOR 0 0 0 0 'I EBL 2 3200 833 .26* 485 .15* I ( EBL 2 3200 834 .26* 487 .15* ( EBT 2 3200 441 .14 522 .16 ( I EBT 2 3200 442 .14 523 .16 EBR 0 0 0 0 ( I EBR 0 0 0 0 I WBL 0 0 0 0 WBT 2 3200 232 .07* 504 .16* ( I WBT 2 3200 233 .07* 505 .16* I WBR � 1 1600 470 .29 210 .13 I I WBR 1 1600 470 .29 210 .13 , Right Turn Adjustment WBR .22* I ( i I Right Turn Adjustment WBR I .22* ' TOTAL CAPACITY UTILIZATION .85 .51 TOTAL CAPACITY UTILIZATION .85 .51 J 35. Newport•NB & Del Mar n I C F f� 7 2006 Scenario 3 I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 0.5 100 130 I NBT 2.5 4800 1281 .30* 721 .21* NBR 0 82 133 I SBL 0 0 0 0 I SBT 0 0 0 0 SBR 0 0 0 0 I EBL 2 3200 837 .26* 49.0 I .15* EBT 2 3200 443 .14 525 16 EBR 0 0 0 0 I WBL 0 0 0 0 I WBT 2 3200 235 .07* 508 .16* WBR 1 1600 470 .29 210 .13 I Right Turn Adjustment WBR .22* I TOTAL CAPACITY UTILIZATION .85 .52 2006 Alternative D I I AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC I I NBL 0.5 100 130 NBT 2.5 4800 1281 .31* 722 .21* NBR 0 83 135 I I SBL 0 0 0 0 SBT 0 0 0 0 SBR 0 0 0 0 I I EBL 2 3200 839 .26* 494 .15* EBT 2 3200 444 .14 526 .16 EBR 0 0 0 0 I I WBL 0 0 0 0 WBT 2 3200 236 .07* 511 .16* WBR 1 1600 470 .29 210 .13 I I Right Turn Adjustment WBR .22* TOTAL CAPACITY UTILIZATION .86 .52 Check of ICU Calculations for Impacts of .01 Intersection 2000 No Project Cap Vol V/C 2000 •Project Cap Vol V/C Increase Existing plus Scenario 1 26. Irvine & Mesa 1600 70 0.0438 1600, 70 0.0438 3200 1775 0.5547 3200 1789 0.5591 1600 244 0.1525 1600 244 0.1525 1600 624 0.3900 1600 624 0.3900 0.0000 0.0000 1.1409 1.1453 0.004 Existing plus Scenario 2 26. Irvine & Mesa 1600 70 0.0438 1600 70 0.0438 3200 1775 0.5547 3200 1796 0.5613 1600 244 0.1525 1600 244 0.1525 1600 624 0.3900 1600 624 0.3900 0.0000 0.0000 1.1409 1.1475 0.007 Existing plus Scenario 3 26. Irvine & Mesa 1600 70 0.0438 1600 70 0.0438 3200 1775 0.5547 3200 1807 0.5647 1600 244 0.1525 1600 244 0.1525 1600 624 0.3900 1600 624 0.3900 0.0000 0.0000 1.1409 1.1509 0.010 Austin-FoustAssociates,lnc Page 1 11/7/01 Check of ICU Calculations for Impacts of .01 2006 No Project 2006 Project Intersection Cap Vol V/C Cao Vol V/C Increase 2006 plus Scenario 3 26. Irvine & Mesa 2006 plus Alternative D 26. Irvine & Mesa 1600 60 0.0375 4800 1734 0.3613 1600 240 0.1500 1600 630 0.3938 0.0000 0.9425 1600 60 0.0375 4800 1734 0.3613 1600 240 0.1500 1600 630 0.3938 0.0000 0.9425 1600 60 0.0375 4800 1757 0.3660 1600 240 0.1500 1600 630 0.3938 0.0000 0.9473 0.005 1600 60 0.0375 4800 1766 0.3679 1600 240 0.1500 1600 630 0.3938 0.0000 0.9492 0.007 Austin-FoustAssociates,Inc Page 1 11/7/01 APPENDIX E PEAK HOUR FREEWAY RAMP AND MAINLINE LEVEL OF SERVICE CALCULATIONS John Wayne Airport E-1 Austin•Foust Associates, Inc. Environmental Impact Report 059020rpt.doc No MW so room MIMNE Freeway Ramp LOS Summary Table Interchange Ramp Lanes Peak Hour Capacity Esistin 2000 Counts Existin 2000 Plus Scenario 1 AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Volume V/C LOS Volume V/C LOS Volume VIC LOS Volume V/C 110S I-405 at MacArthur NB On 1 1,500 459 .31 A 1758 1.17 F 477 .32 A 1789 1.19 F SB On 1 1,080 530 A9 A 1517 1.40 F 573 .53 A 1589 1.47 F NB Off 1 1,500 1648 1.10 F 869 .58 A 1698 1.13 F 945 .63 B SB Off 2 3,000 2509 .84 D 1297 .43 A 2557 .85 D 1370 A6 A I-405 at Jamboree] NB Direct On 2 2,250 1228 .55 A 999 .44 A 1228 .55 A 999 .44 A NB Loop On 1 1,500 285 .19 A 470 .31 A 285 .19 A 470 .31 A SB Direct On 2 2,250 450 .20 A 1407 .63 B 453 .20 A 1412 .63 B SB Loop On 1 1,500 122 .08 A 741 .49 A 122 .08 A 741 .49 A NB Off 2 2,250 1730 .77 C 801 .36 A 1730 .77 C 801 .36 A SB Off 2 2,250 2317 1.03 F 1584 .70 B 2317 1.03 F 1584 .70 B SR-73 at Jamboree NB Loop On 1 1,500 689 A6 A 810 .54 A 689 .46 A 810 .54 A SB On 1 1,500 567 .38 A 1011 .67 B 575 .38 A 1024 .68 B SR-73 at Campus/Irvine NB On 1 1,500 1130 .75 C 2258 1.51 F 1168 .78 C 2319 1.55 F SB Off 2 2,250 2364 1.05 F 1084 .48_ A 2377 1.06 F 1102 .49 A SR-55atJWA NB On fromJWA 1 1,500 262 .17 A 600 .40 A 376 .25 A 789 .53 A SB Off to JWA 1 1,500 269 .18 A 244 .16 A 393 1 .26 1 A 1 432 .29 A ]CMP Interchange Pagel of 4 Freeway Ramp LOS Summary Table Interchange Ramp Lanes Peak Hour Capacity Existing 2000 Counts Existing 2000 Plus Scenario 2 AMPeakHour PMPeakHour Ab4PeakHour PMPeakHour Volume V/C LOS Volume VIC LOS Volume V/C LOS Volume V/C LOS 1405 at MacArthur NB On 1 1,500 459 .31 A 1158 1.17 F 487 .32 A 1803 1.20 F SB On 1 1,080 530 .49 A 1517 1.40 F 595 .55 A 1623 1.50 F NB Off 1 1,500 1648 1.10 F 869 .58 A 1723 1.15 F 982 .65 B SB Off 2 3,000 2509 .84 D 1297 .43 A 2581 .86 D 1406 .47 A 1405 at Jamboree NB Direct On 2 2,250 1228 S5 A 999 .44 A 1228 .55 A 999 .44 A NB Loop On 1 1,500 285 .19 A 470 31 A 285 .19 A 470 .31 A SB Direct On 2 2,250 450 .20 A 1407 .63 B 455 .20 A 1415 .63 B SB Loop On 1 1,500 122 .08 A 741 .49 A 122 .08 A 741 .49 A NB Off 2 2,250 1730 .77 C 901 .36 A 1730 .77 C 801 .36 A SB Off 2 2250 2317 1.03 F 1584 .70 B 2317 1.03 F 1594 .70 B SR-73 at Jamboree! NB Loop On 1 1,500 689 A6 A 810 .54 A 689 A6 A 810 .54 A SB On 1 1,500 567 .38 A 1011 .67 B 579 .39 A 1031 .69 B SR-73 at Campusaryine NB On 1 1,500 1130 .75 CL22 1.SI F 1186 .79 C 2349 1.57 F SB Off 2 2,250 2364 1.05 F .48 A 2381 1.06 F 1112 .49 A SR-55atJWA NB On fromJ�VA 1 1,500 262 .17 A .40 A 433 .29 A 880 .59 A SBOfftoJWA 1 1,500 269 .18 A .16 A 454 .30 A 524 .35 A 'ChiP Interchange Page 2 of MINK M W M M" Nogim as W to Freeway Ramp LOS Summary Table Existing 2000 Counts ExistinIZ Interchange Ram Lanes Peak Hour Capacity 2000 Plus Scenario 3 AM Peak Hour PM Peak Hour AMPeakHour PM Peak Hour Volume V/C LOS Volume V/C LOS Volume V/C LOS Volume V/C LOS I405 at MacArthur NB On I 1,500 459 .31 A 1758 1.17 F 500 .33 A 1826 1.22 F SB On 1 1,080 530 .49 A 1517 1.40 F 627 .58 A 1676 1.55 F NB Off 1 1,500 1648 1.10 F 869 .58 A 1761 1.17 F 1039 .69 B SB Off 2 3,000 2509 .84 D 1297 .43 A 2617_ .87 D 1460 .49 A I-405 at Jamboree NB Direct On 2 2,250 1228 .55 A 999 .44 A 1228 .55 A 999 .44 A NB Loop On 1 1,500 285 .19 A 470 .31 A 285 .19 A 470 .31 A SB Direct On 2 2,250 450 .20 A 1407 .63 B 457 .20 A 1418 .63 B SB Loop On 1 1,500 122 .08 A 741 .49 A 122 .OS A 741 .49 A NB Off 2 2,250 1730 .77 C 801 .36 A 1730 .77 C 801 .36 A SB Off 2 2,250 2317 1.03 F 1584 .70 B 2317 1.03 F 1584 .70 B SR 73 at Jamboree NB Loop On 1 - 1,500 689 .46 A 810 .54 A 689 .46 A 810 .54 A SB On 1 1,500 567 .38 A 1011 .67 B 585 .39 A 1041 .69 B SR 73 at Campus/Irvine NB On 1 1,500 1130 .75 C 2258 1.51 F 1213 .81 D 2397 1.60 F SB Off 2 2,250 2364 1.05 F 1084 .48 A 2391 1.06 F 1127 .50 A SR-55atJWA AIBOnfrom JWA 1 1,500 262 .17 A 600 .40 A 517 .34 A 1021 .68 B SB Off to JWA 1 1,500 269 .18 A 244 .16 A 547 .36 A 664 .44 A RCMP Interchange Page 3 of 4 Freeway Ramp LOS Summary Table Interchange Ramp Lanes Peak Hour Capacity E"n 2000 Counts Existing 2000 Plus Alternative D AM Peak Hour PMPeakHour AM Peak Hour PMPeakHour Volume V/C LOS Volume VIC LOS Volume V/C LOS Volume V/C LOS I405 at MacArthur NB On 1 1,500 459 .31 A 1758 I.17 F 514 .34 A 1949 1.23 F SB On 1 1,080 530 A9 A 1517 1.40 F 659 .61 B 1729 1.60 F NB Off 1 1,500 1648 1.10 F 869 .58 A 1798 1.20 F 1096 .73 C SB Off 2 3,000 2509 .84 D 1297 .43 A 2653 .88 D 1515 .51 A I405 at Jamborees NB Direct On 2 2,250 1228 .55 A 999 .44 A 1228 .55 A 999 .44 A NB Loop On 1 1,500 285 .19 A 470 .31 A 285 .19 A 470 .31 A SB Direct On 2 2,250 450 .20 A 1407 .63 B 459 .20 A 1422 .63 B SB Loop On 1 1,500 122 .08 A 741 .49 A 122 .08 A 741 .49 A NB Off 2 2,250 1730 .77 C 801 .36 A 1730 .77 C 801 .36 A SB Off 2 2,250 2317 1.03 F 1584 .70 B 1 2317 1.03 F 1584 .70 B SR-73 at Jamboree' NB Loop On 1 1,500 689 A6 A 810 .54 A 689 .46 A 810 .54 A SB On 1 1,500 567 .38 A 1011 .67 B 591 .39 A 1050 .70 B SR 73 at Campus/Irvine NB On 1 1,500 1130 .75 C 2258 1.51 F 1241 .83 D 2441 1.63 F SB Off 2 2,250 2364 1.05 F 1084 .49 A 2401 1.07 F 1139 .51 A SR-55 atJWA ISB NB OnfromJWA 1 1,500 262 .17 A 600 .40 A 1 602 .40 A 1161 .77 C Off to JWA 1 L500 269 .18 A 244 1 .16 1 A 1 610 .43 A 803 .54 A RCMP Interchange Page 4 of 4 M W W M jW W M me" so" W r mum Freeway Ramp With Mitigation LOS Summary Table Interchange Ramp Lanes Peak Hour Capacity Existing plus Scenario 1 with Mitigation Existing plus Scenario 2 with Mitigation AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour VolumeR.27 LOS Volume V/C LOS Volume V/C LOS V/C LOS I-405 at MacArthur NB On 2 1,800 477 A 1789 .99 E 487 .27 A1.00 E SB On 1 1,500 573 A 1589 1.06 F 595 .40 A1.08 F NB Off 2 2,250 1698 C 945 .42 A 1723 .71 C.44 Irda A SR 73 at Cam us/Irvine NB On 2 1,800 1168 B 2319 1.29 F 1186 .66 B 1.31 F SB Off n/a n/a n/a n/a n/a n/a n/a n/a n/a n/an/a n/a Interchange Ram Lanes Peak Hour Capacity Existing plus Scenario 3with-Mitigation Existing plus Alternative D with Mitigation AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Volume V/C LOS Volume V/C LOS Volume V/C LOS Volume I V/C LOS I405 at MacArthur NB On 2 1,800 500 .28 A 1826 1.01 F 514 .29 A 1849 1.03 F SB On 1 1,500 627 A2 A 1676 1.12 F 659 .44 A 1729 1.15 F NB Off 2 2,250 1761 .78 C 1039 A6 A 1798 .80 C 1096 .49 A SR-73 at Campus/Irvine INB On 2 1 1,800 1 1213 .67 B 2397 1.33 F 1241 .69 B 2441 1.36 F SB Off 2 1 3,000 1 2391 .80 C 1127 .38 A 2401 .80 C 1139 .38 A Page 1 of 1 go M M so W M am M M i IM Freeway Ramp LOS Summary Table on so I" M Interchange Ramp Lanes Peak Hour Capacity Existing 2000 Counts 2006 No Project AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Volume V/C LOS Volume V/C LOS Volume V/C LOS Volume V/C LOS I-405 at MacArthur NB On 1 1,500 459 .31 A 1758 1.17 F 516 .34 A 1930 1.29 F SB On 1 1,080 530 A9 A 1517 1.40 F 594 .55 A 1764 1.63 F NB Off 1 1,500 1648 1.10 F 869 .58 A 1897 1.26 F _ 1185 .79 C SB Off 2 3,000 2509 .84 D 1297 .43 A 2736 .91 E 1394 .46 A 1-405 at Jamboree NB Direct On 2 2,250 1228 .55 A 999 .44 A 1280 .57 A 1050 .47 A NB Loop On 1 1,500 285 .19 A 470 .31 A 290 .19 A 510 .34 A SB Direct On 2 2,250 450 .20 A 1407 .63 B 461 .20 A 1482 .66 B SB Loop On 1 1,500 122 .08 A 741 A9 A 130 .09 A 790 .53 A NB Off 2 2,250 1730 .77 C 801 .36 A 1840 .82 D 830 .37 A SB Off 2 2,250 2317 1.03 F 1584 .70 B 2460 1.09 F 1680 .75 C SR-73 at Jamboree NB Loop On 1 1,500 689 .46 A 810 .54 A 760 .51 A 900 .60 A SB On I 1,500 567 '.38 A 1011 .67 B 613 .41 A 1094 .73 C SR 73 at Campus/Irvine NB On 1 1,500 1130 .75 C 2258 1.51 F 1183 .79 C 2380 1.59 F SB Off 2 2,250 2364 1.05 F 1084 .48 A 2695 1.20 F 1166 .52 A SR-55atJWA NB On from JWA 1 1,500 262 .17 A 600 .40 A 299 .20 A 662 .44 A SB Off to JWA 1 1,500 269 .18 A 244 .16 A 310 .21 A 306 .20 A Freeway Ramp LOS Summary Table Interchange Ramp Lanes Peak Hour CaP2CitY 2006 No Pro ect 2006 Scenario 1 AM Peak Hour PMPeakHour AMPeakHour PMPeakHour Volume V/C LOS Volume VIC LOS Volume V/C LOS Volume V/C I LOS I405 at -MacArthur NB On 1 1,500 516 .34 A 1930 1.29 F 528 .35 A I951 1.30 F SB On 1 1,080 594 .55 A 1764 1.63 F 623 .58 A 1812 1.68 F NB Off 1 1,500 1897 1.26 F 1185 .79 C 1930 1.29 F 1236 .82 D SB Off 2 3,000 2736 .91 E 1394 A6 A 2768 .92 E 1443 AS A I-405 at Jamboree' NB Direct On 2 2,250 1280 .57 A 1050 .47 A I280 .57 A 1050 A7 A NB Loop On 1 1,500 290 .19 A 510 .34 A 290 .19 A 510 .34 A SB Direct On 2 2,250 461 .20 A 1482 .66 B 463 .21 A 1485 .66 B SB Loop On 1 I,500 130 .09 A 790 .53 A 130 .09 A 790 .53 A NB Off 2 2,250 1840 .82 D 830 .37 A 1840 .82 D 830 .37 A SB Off 2 2,250 2460 1.09 F 1680 .75 C 2460 1.09 F 1680 .75 C SR 73 atlamboree NR Loop On 1 1,500 760 .51 A 900 .60 A 760 .51 A 900 .60 A SB On 1 1,500 613 Al A 1094 .73 C 618 .41 A 1103 .74 C SR-73 at Campus/Irvine NB On 1 1,500 1183 .79 C 2380 1.59 F 1208 .81 D 2421 1.61 F SB Off 2 2,250 2695 1.20 F 1166 .52 A 2703 1.20 F 1179 .52 A SR 55 atJWA NB On from JWA 1 11500 299 .20 A 662 .44 A 376 .25 A 789 .53 A SBOfftoJWA 1 1,500 310 .21 A 306 .20 A 393 .26 A 432 29 A CMP Interchange Page 2 of an M an NoI= o� MW M-W' M ,00' oft M ;o* IM I M r .� r M" M W ter. w" W""" s M r M Freeway Ramp LOS Summary Table Interchange Ramp Lanes Peak Hour Capacity 2006 No Project 2006 Scenario 2 AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Volume V/C LOS Volume V/C LOS Volume V/C LOS Volume V/C LOS I405 at MacArthur NB On 1 1,500 516 .34 A 1930 1.29 F 538 .36 A 1965 1.31 F SB On 1 1,080 594 .55 A 1764 1.63 F 645 .60 A 1846 1.71 F NB Off 1 1,500 1897 1.26 F 1185 .79 C 1955 1.30 F 1273 .85 D SB Off 2 3,000 2736 .91 E 1394 .46 A 2792 .93 E 1479 .49 A I405 at Jamborees NB Direct On 2 2,250 1280 .57 A 1050 .47 A 1280 .57 A 1050 .47 A NB Loop On 1 1,500 290 .19 A 510 .34 A 290 .19 A 510 .34 A SB Direct On 2 2,250 461 .20 A 1482 .66 B 465 .21 A 1488 .66 B SB Loop On 1 1,500 130 .09 A 790 .53 A 130 .09 A 790 .53 A NB Off 2 2,250 1840 .82 D 830 .37 A 1840 .82 D 830 .37 A SB Off 2 2,250 2460 1.09 F 1680 .75 C 2460 1.09 F 1680 .75 C SR-73 at Jamboree NB Loop On 1 1,500 760 .51 A 900 .60 A 760 .51 A 900 .60 A SB On 1 1,500 613 .41 A 1094 .73 C 622 Al A 1110 .74 C SR-73 at Campus/Irvine NB On 1 1,500 1183 .79 C 2380 1.59 F 1226 .82 D 2451 1.63 F SB Off 2 2,250 2695 1.20 F 1166 .52 A 2707 1.20 1 F 1188 .53 A SR-55atJWA NB On fromJWA 1 1,500 299 .20 A 662 .44 A 433 .29 A 880 .59 A SB Off to JWA 1 1,500 310 .21 A 306 .20 A 454 .30 A 524 .35 A RCMP Interchange Page 3 of 5 Freeway Ramp LOS Summary Table Interchange R2mp Lanes Peak Hour CapacityC2p2C!ty 2006 NoProiect 2006 Scenario 3 AM Peak Hour PM Peak Hour AMPeakHour PM Peak Hour Volume VIC LOS Volume VIC LOS Volume VIC LOS Volume V/C LOS I405 at MacArthur NB On 1 1,500 516 .34 A 1930 1.29 F 551 .37 A I988 1.33 F SB On 1 1,080 594 .55 A 1764 1.63 F 677 .63 B 1899 1.76 F NB Off 1 1,500 1897 1.26 F 1185 .79 C 1993 1.33 F 1330 .89 D SB Off 2 3,000 2736 .91 E 1394 A6 A 2823 .94 E 1533 .51 A I-405atJamboree' NBDirectOn 2 Z250 1280 .57 A 1050 .47 A 1280 .57 A 1050 A7 A NB Loop On 1 1,500 290 .19 A 510 .34 A 290 .19 A 510 .34 A SB Direct On 2 2,250 461 .20 A 1482 .66 B 467 .21 A 1491 .66 B SB Loop On 1 1,500 130 .09 A 790 .53 A 130 .09 A 790 .53 A NB Off 2 2,250 1840 .82 D 830 .37 A 1840 .82 D 830 .37 A SB Off 2 2,250 1 2460 1.09 F 1630 .75 C 2460 1.09 F 1680 .75 C SR 73 at Jamboree NB Loop On 1 1,500 760 .51 A 900 .60 A 760 .51 A 900 .60 A SB On 1 I,500 613 .41 A 1094 .73 C 628 .42 A 1120 .75 C SR 73 at us/Irvine NB On 1 1,500 1183 .79 C 2380 1.59 F 1253 .84 D 2499 1.67 F SB Off 2 2,250 2695 1.20 F 1166 .52 A 2717 121 F 1203 .53 A SR 55 at JWA NB On fromJNA I 1,500 299 20 A 662 .44 A 517 .34 A 1021 .68 B �_. SB Off to JWA 1 1,500 310 .21 A 306 .20 A 547 36 A 664 .44 A umr mu;renange Page 4 of 5 law . IM An ,rt r ON V lr ,fM IM r Ift IM �Ml MW s ,r Freeway Ramp LOS Summary Table Interchange Ramp Lanes Peak Hour Capacity 2006 No Project 2006 Alternative D AM Peak Hour PMPeakHour AM Peak Hour PMPeakHour Volume V/C LOS Volume V/C LOS Volume V/C LOS Volume V/C LOS I405 at MacArthur NB On 1 1,500 516 .34 A 1930 1.29 F 565 .38 A 2011 1.34 F SB On 1 1,080 594 .55 A 1764 1.63 F 709 .66 B 1952 1.81 F NB Off 1 1,500 1897 1.26 F 1185 .79 C 2030 1.35 F 1387 .92 E SB Off 2 3,000 2736 .91 E 1394 .46 A 2864 .95 E 1588 .53 A I405 at Jamboree NB Direct On 2 2,250 1280 .57 A 1050 .47 A 1280 .57 A 1050 .47 A NB Loop On 1 1,500 290 A 510 .34 A 290 .19 A 510 .34 A SB Direct On 2 2,250 461 A 1482 .66 B 469 .21 A 1495 .66 B SB LoopOn 1 1,500 130 A 790 .53 A 130 .09 A 790 .53 A NB Off 2 2,250 1840 K5219 D 830 .37 A 1840 .82 D 830 .37 A SB Off 2 2,250 2460 F 1680 .75 C 2460 1.09 F 1680 .75 C SR-73-at Jamboree NB LoopOn 1 1,500 760 A 900 .60 A 760 .51 A 900 .60 A SB On 1 1,500 613 .41 1 A 1094 .73 C 634 .42 A 1129 .75 C SR 73 at Campus/Irvine NB On 1 1,500 1183 .79 C 2380 1.59 F 1281 .85 D 2543 1.70 F SB Off 2 2,250 2695 1.20 F 1166 .52 A 2727 1.21 F 1215 .54 A SR-55 at JWA NBOnfrom.TWAI 1 1,500 299 .20 A 662 .44 A 602 .40 A 1161 .77 C SB Offto JWA 1 .1 1,500 310 .21 A 306 .20 A 639 A3 A 803 .54 A RCMP Interchange Page 5 of 5 Freeway Ramp With Mitigation LOS Summary Table Interchange Ram Lanes Peak Hour Ca aci 2006 Scenario 1 with Mitigation 2006 Scenario 2 with Mitigation AM PeakHour PM Peak Hour AM Peak Hour PM Peak Hour Volume V/C LOS Volume V/C LOS Volume V/C LOS Volume V/C LOS I-405 at MacArthur NB On 2 1,800 528 .29 A 1951 1.08 F 538 .30 A 1965 1.09 F SB On 1 1,500 623 .42 A 1812 1.21 F 645 .43 A 1846 1.23 F NB Off 2 2,250 1930 .86 D 1236 .55 A 1955 .87 D 1273 .57 A SR 73 at C us/Irvine NB On 2 1,800 1208 .67 B 2421 1.35 F 1226 .68 B 2451 1.36 F SR 73 at Ca us/Irvine SB Off n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a ith Mitigation PM Peak Hour rlume V/C LOS 011 1.12 F 952 1.30 F 387 .62 B 1543 1.41 F 215 .41 A Freeway Mainline LOS Summary Table I I I U I I I I I I P I [i I ExistingConditions 2000 Location Direction Lanes AM Peak Hour PM Peak Hour Capacity Volume V/C LOSI Capacity Volume V/C LOS I-405 w/o SR-55 NB 5+1H+1A 11,600 8,905 .77 D 11,600 9,059 .78 D I-405 w/o MacArthur NB 4+1H+2A 10,600 10,142 .96 E 9,161 .86 D I-405 w/o Jamboree NB 5+1H+1A 12,600 11,331 .90 E E12,66OO 8,272 .66 C SR-55 n/o I-405 NB 4+1A 9,000 8,979 1.00 E 7,046 .78 D SR-55 n/o SR-73 NB 3+1A 6,500 6,448 .99 E 1 6,500 4,309 .66 C SR-55 n/o Mesa NB 3+2A 6,500 6,365 .98 E 6,500 4,253 .65 C SR-73 w/o SR-55 NB 3 6,000 6,237 1.04 F 6,000 6,831 1.14 F SR-73 c/o SR 55 NB 3+1A 6,500 5,918 .91 E 7,000 6,502 .93 E SR-73 c/o Campus NB 3 6,000 4,788 .80 D 6,000 4,243 .71 C I-405 w/o SR-55 SB 4+1H+lA 9,600 6,490 1 .68 C 9,600 5,671 .59 C I-405 w/o MacArthur SB 5+1H+1A 12,600 11,292 .90 E 1 12,600 9,497 .75 D I405 w/o Jamboree SB S+1H+lA 12,600 9,313 .74 D 1 12,600 9,717 .77 D SR-55 n/o I405 SB 4+1A 8,000 6,802 .85 D 8,000 8,247 1.03 F SR-55 n/o SR-73 SB 3+1A 6,500 3,813 .59 C 7,000 6,433 .92 E SR-55 n/o Mesa SB 4+1A 8,000 3,764 .47 B 8,000 6,350 .79 D SR-73 w/o SR-55 SB 3+1A 6,000 5,940 .99 E 6,000 6,633. 1.11 F SR-73 e/o SR-55 SB 4+1A 8,000 5,605 .70 C 8,000 6,320 .79 D SR-73 c/o Campus SB 3+1A 6,000 3,242 .54 C 6,000 5,235 .87 D Page 1 of 5 Freeway Mainline LOS Summary Table I 2000 Scenario 1 Location Direction Lanes AM Peak Hour PM Peak Hour Capaelty Volame V/C LOS I Capacityl Volume VIC LOS I405 w/o SR-55 NB 5+IH+IA 11,600 8,923 .77 D 1 11,600 9,090 .78 D I-405w/oMacArthur NB 4+1H+2A 10,600 10,160 .96 E 10,600 9,192 .87 D I405 w/o Jamboree NB 5+IH+lA 12,600 11,381 .90 E 12,600 8,348 .66 C SR-55 n/o 1405 NB 4+IA 9,000 9,093 1.01 F 9,000 7,235 .80 D SR-55 We SR-73 NB 3+1A 6,500 1 6.449 .99 E 6,500 4,311 .66 C SR-55 n/o Mesa NB 3+2A 6,500 6,372 .98 E 6,500 4,264 .66 C SR-73 rv/o SR-55 NB 3 6,000 6,268 1.04 F 6,000 6,882 1.15 F SR-73 e/o SR-55 NB 3+IA 6,500 5,955 .92 E 7,000 6,564 .94 E SR-73 e/o Campus NB 3 6 000 4,788 .80 D 6,000 4,243 .71 C I405 w/o SR-55 SB 4+lH+IA 9,600 1 6,537 .68 C 9,600 5,742 .60 C I-405 w/o MacArthur SB 5+114+IA 12,600 1 11,340 .90 E 12,600 9,570 .76 D I405 w/o Jamboree SB 5+1H+1A 12,600 9,356 .74 D 12,600 9,789 .78 D SR 55 We I405 SB 4+1A 8,000 6,926 1 .87 D 8,000 8,435 1.05 F SR-55 n/o SR-73 SB 3+IA 6,500 3,813 1 .59 C 7,000 6,433 .92 E SR 55 We Mesa SB 4+1A 8,000 3,770 1 .47 B 8,060 6,361 .8b D SR 73 w/o SR-55 SB 3+1A 6,000 5,947 .99 E 6,000 6,643 1.11 F SR-73 e/o SR-55 SB 4+1A 8,000 5,617 .70 C 8,000 6,339 SR-73 e/o Campus SB 3+1A 6,000 3,242 .54 C 6,060 5,231 87 D I I I I I I ,, Page 2 of 5 I I Freeway Mainline LOS Summary Table I I I L _l L_1 u I !I I I I F IJ 2000 Scenario 2 Location Direction Lanes AM Peak Hour PM Peak Hour Capacity Volume V/C LOSI Capacity Volume V/C LOS I.405 w/o SR-55 NB 5+lH+1A 11,600 8,933 .77 D 11,600 9,104 .78 D I-405 w/o MacArthur NB 4+lH+2A 10,600 10,170 _ .96 E 10,600 9,206 .87 D I-405 w/o Jamboree NB 5+IH+IA 12,600 11,406 .91 E 12,600 8,385 .67 C SR-55 n/o 1 405 NB 4+1A 9,000 9,150 1.02 F 9,000 7,326 .81 D SR-55 n/o SR-73 NB 3+1A 6,500 6,450 .99 E 6,500 4,312 .66 C SR-55 n/o Mesa NB 3+2A 6,500 6,376 .98 E 6,500 4,269 .66 C SR-73 w/o SR-55 NB 3 6,000 6,283 1.05 F 6,000 6,907 1.151 F SR-73 c/o SR-55 NB 3+1A 6,500 5,974 .92 E 7,000 6,594 .94 E SR-73 e/o Campus NB 3 6,000 4,788 .80 D 6,000 4,243 .71 C I-405 w/o SR-55 SB 4+1H+1A 9,600 6,560 .68 C 9,600 5,777 .60 C I-405 w/o MacArthur SB 5+1H+1A 12,600 11,364 .90 E 12,600 9,606 .76 D I-405 w/o Jamboree SB 5+1H+1A 12,600 9,378 .74 D 12,600 9,823 .78 D SR-55 n/o I-405 SB 4+1A 8,000 6,987 .87 D 8,000 8,527 1.07 F SR-55 n/o SR-73 SB 3+IA 6,500 3,813 .59 C 7,000 6,433 .92 E SR-55 n/o Mesa SB 4+1A 8,000 3,774 .47 B 8,000 6,366 .80 D SR-73 w/o SR-55 SB 3+1A 6,000 5,950 .99 E 6,000 6,648 1.11 F SR-73 c/o SR-55 SB 4+1A 8,000 5,624 .70 C 8,000 6,348 .79 D SR-73 c/o Campus SB I 3+1A 6,000 3,242 .54 C 6,000 5,235 .87 D A Page 3 of 5 Freeway Mainline LOS Summary Table I 2000 Scenario 3 Location Direction Lanes AM Peak Hour PMPeakHour Capacity Volume V/C LOS Ca acit Volume V/C LOS I405 w/o SR-55 NB S+IH+lA 11,600 8,946 .77 D 11,600 9,127 .79 D I405 w/o MacArthur NB 4+lH+2A 10,600 10,183 .96 E 10,600 9,229 .87 D I.405 w/o Jamboree NB S+IH+lA 12,600 11,444 .91 E 12,600 8,442 .67 C SR-55 a/o 1405 NB 4+1A 9,000 9,234 1.03 F 9,000 7,467 .83 D SR 55 u/o SR-73 NB 3+1A 6,500 6,451 .99 E 6,500 4,314 .66 C SR-55 n/o Mesa NB 3+2A 6,500 1 6,381 .98 E 6,500 1 4,277 .66 C SR-73 w/o SR-55 NB 3 6,000 6,306 1.05 F 6,000 6,945 1.16 F SR-73 do SR-55 NB 3+IA 6,500 6,001 .92 E 7,000 6,640 .95 E SR-73 c/o Campus NB 3 6,000 4,788 80 D 6,000 4,243 .71 C I-4 55 w/o SR-55 SB 4+1H+1A 9,600 6,595 .69 C 9,600 5,830 .61 C I405 w/o MacArthur SB S+lH+lA 12,600 1 11,400 .90 E 12,600 9,660 .77 D I405 w/o Jamboree SB S+iH+lA 12,600 9,410 .75 D 12,600 9,876 .78 D SR 55 n/o 1405 SB 4+1A 8,000 7,080 .89 D 8,000 8,667 1.08 F SR 55 n/o SR-73 SB 3+SA 6,500 3,813 .59 C 7,000 6,433 .92 E SR-55 n/o Mesa SB 4+1A 8,000 3,778 .47 B 8,000 6,374 .80 D SR-73 w/o SR-55 SB 3+1A 6,000 5,955 .99 E 6,000 6,656 UT -F SR-73 c/o SR 55 SB 4+1A 8,000 5,633 50-1 C 1 8,000 1 6,362 .80 D SR 73 e% Campus SB 3+1A 6,000 3,242 .54 1 C 1 6,000 1 5,235 .87 D LJ J I I I I I I Page 4 of 5 L,J I Freeway Mainline LOS Summary Table I LJ I !J I I I 1 I 2000 Alternative D Location Direction Lanes AM Peak Hour PM Peak Hour Capacity Volume V/C LOS Ca acity Volume V/C LOS I-405 w/o SR-55 NB 5+lH+1A 11,600 8,960 1 .77 D 11,600 1 9,150 .79 D I-405w/o MacArthur NB 4+1H+2A 10,600 10,197 .96 E 10,600 9,252 .87 D I405 w/o Jamboree NB 5+1H+1A 12,600 11,481 .91 E 12,600 8,499 .67 C SR-55 n/o I-405 NB 4+1A 9,000 9,319 1..04 F 9,000 7,607 .85 D SR-55 n/o SR-73 NB 3+1A 6,500 6,452 1 .99 E 6,500 4,315 .66 C SR-55 n/o Mesa NB 3+2A 6,500 6,386 .98 E 6,500 4,285 .66 C SR-73 w/o SR-55 NB 3 6,000 6,329 1.05 F 6,000 6,983 1.161 F SR-73 c/o SR-55 NB 3+1A 6,500 6,029 .93 E 7,000 6,686 .96 1 E SR-73 c/o Campus NB 3 6,000 4,788 .80 D 6,000 4,243 .71 1 C I-405 w/o SR-55 SB 4+1H+lA 9,600 6,630 .69 C 9,600 5,883 .61 C I-405 w/o MacArthur SB 5+1H+1A 12,600 11,436 .91 E 12,600 9,715 77 D I405 w/o Jamboree SB 5+1H+1A 12,600 9,442 .75 D 12,600 9,929 .79 D SR-55 u/o 1405 SB 4+1A 8,000 7,172 .90 E 8,000 8,806 1.10 F SR-55 n/o SR-73 SB 3+1A 6,500 1 1 3,813 1 .59 C 7,000 6,433 .92 E SR-55 n/o Mesa SB 4+1A 8,000 1 3,783 1 .47 B 8,000 6,382 .80 D SR-73 w/o SR-55 SB 3+1A 6,000 5,960 .99 E 6,000 6,663 1.11 F SR-73 c/o SR-55 SB 4+1A 8,000 1 5,642 .71 C 8,000 6,376 .80 D SR-73 e/o Campus SB 3+1A 6,000 3,242 .54 C 6,000 5,235 .87 D Freeway Mainline LOS Summary Table - Congested Conditions 1 I I I I i U I Existing Conditions 2000 Location Direction Lanes Uncongested (Stable) I Capacity Congested (Unstable) Capacity AM Peak Hour SR-55 n/o I-405 NB 4+1A 9,000 8,970 SR-55 n/o SR-73 NB 3+1A 6,500 6,440 SR-55 n/o Mesa NB 3+2A 6,500 6,360 I-405 w/o MacArthur SB 5+1H+lA 12,600 11,290 PM Peak Hour I-405 w/o SR-55 NB 5+1H+1A 11,600 9,050 I-405 w/o MacArthur NB 4+111+2A 10,600 9,160 I405 w/o Jamboree NB 5+1H+1A 12,600 8,272 SR-55 n/o I-405 NB 4+IA 9,000 7,040 SR-73 w/o SR-55 NB 3 6,000 6,000 SR-73 e/o SR-55 NB 3+1A 7,000 6,500 I-405 w/o MacArthur SB 5+1H+1A 12,600 9,490 I-405 w/o Jamboree SB 5+1H+1A 12,600 9,710 It SR-55 n/o I-405 SB 4+1A 8,000 8,000 Freeway Mainline LOS Summary Table - Congested Conditions I 2000 Scenario 1 Location Direction Lanes Uncongested (Stable) Capacity Congested (Unstable) Capacity Project Traffic % of Ca acit AM Peak Hour SR-55 n/o I-405 NB 4+1A 9,000 8,970 114 1% SR-55 n/o SR-73 NB 3+1A 1 6,500 1 6,440 1 0% SR-55 n/o Mesa NB 3+2A 6,500 6,360 7 1 0% I-405 w/o MacArthur SB 5+1H+1A 12,600 11,290 48 0% PM Peak Hour 1405 w/o SR-55 NB 5+1H+IA 11,600 9,050 31 1 0% I405 w/o MacArthur NB 4+1H+2A 1 10,600 9160 31 0% 1.405 w/o Jamboree I NB 15+lH+IA,l 12,600 8,272 76 1% SR 55 n/o I405 NB 4+1A 9,000 7,040 189 3% SR-73 w/o SR-55 NB 3 6,000 6,000 51 1% SR 73 c/o SR-55 NB 3+1A 7,000 6,500 62 1% 1405 w/o MacArthur SB 5+11-1+1A 12,600 9,490 73 1% I405 w/o Jamboree SB I 5+1H+IA 12,600 9,710 72 1% SR-55 n/o I.405 SB 4+1A 8,000 8,000 188 . 2% I 71 LJ I I I n LJ I I I I I I 7 L Page 2 of 5 Freeway Mainline LOS Summary Table - Congested- Conditions I I I r r t I I I I I 2000 Scenario 2 Location Direction Lanes Uncongested (Stable) Capacity Congested (Unstable) Ca aci Project Traffic % of Capacityl AM Peak Hour SR-55 n/o I405 NB 4+1A 9,000 8,970 171 2% SR-55 n/o SR-73 NB 3+IA 6,500 6,440 2 0% SR-55 n/o Mesa NB 3+2A 6,500 6,360 11 0% I-405 w/o MacArthur SB 5+lH+1A 12,600 11,290 72 1% PM Peak Hour I-405 w/o SR-55 NB 5+1H+1A 11,600 9,050 45 0% I-405 w/o MacArthur NB 4+1H+2A 10,600 9,160 45 00A I405 w/o Jamboree NB 5+1H+lA 12,600 8,272 113 1% SR-55 n/o I405 NB 4+1A 9,000 7,040 280 4% SR-73 w/o SR-55 NB 3 6,000 6,000 76 1 1% SR-73 c/o SR-55 NB 3+1A 7,000 6,500 92 1% I-405w/o MacArthur SB 5+1H+1A 12,600 9,490 •109 1% I-405 w/o Jamboree SB S+IH+lA 12,600 9,710 106 1% SR-55 n/o I405 SB 4+1A 8,000 8,000 280 4% ' Page 3 of 5 Freeway Mainline LOS Summary Table - Congested Conditions I 2000 Scenario 3 Location Direction Lanes Uncongested (Stable) Capacity Congested (Unstable) Capacity Project Traffic % of ICapacl AM Peak Hour SR 55 n/o I-405 NB 4+1A 9,000 8,970 255 3% SR-55 n/o SR-73 NB 3+1A 6,500 6,440 3 0% SR-55 n/o Mesa NB 3+2A 6,500 6,360 16 0% I405 w/o MacArthur SB 5+1H+1A 12,600 11,290 108 1% PM Peak Hour I405 w/o SR-55 NB S+IH+lA 11,600 9,050 68 1% I.405 w/o MacArthur NB I 4+1H+2A 1 10,600 9,160 1 68 1% I405 w/o Jamboree NB S+IH+lA 1 12,600 1 8,272 1 170 1 2% SR-55 n/o I-405 NB 4+1A 9,000 7,040 421 6% SR-73 w/o SR 55 NB 3 6,000 6,000 114 2% SR-73 e% SR 55 NB 3+1A 7,000 6,500 138 1 20% I.405 w/o MacArthur SB 5+1H+1A 12,600 9,490 163 2% I405 w/o Jamboree SB I 5+lH+1A 1 12,600 1 9,710 1 159 1 2% SR 55 n/o I405 SB I 4+1A 1 8,000 1 8,000 1 420 1 5% lJ I I Ll I r I Page 4 of 5 Freeway Mainline LOS Summary Table - Congested Conditions I L p I I I 2000 Alternative D Location Direction Lanes Uncongested (Stable) Capacity Congested (Unstable) Capacity Project Traffic % of ICapacity AM Peak Hour SR-55 n/o I-405 NB 4+1A 9,000 8,970 340 4% SR-55 n/o SR-73 NB 3+1A 6,500 6,440 4 0% SR 55 n/o Mesa NB 3+2A 6,500 6,360 21 1 0% I-405 w/o MacArthur SB 5+1H+1A 1 12,600 11,290 144 1% PM Peak Hour I-405 w/o SR-55 NB 5+lH+lA 11,600 9,050 91 1 1% I405 w/o MacArthur NB 4+lH+2A 1 10,600 9,160 91 1% I-405 w/o Jamboree NB 5+1H+lA 12,600 8,272 227 3% SR-55 n/o I-405 NB 4+lA 9,000 7,040 561 8% SR-73 w/o SR-55 NB 3 6,000 6,000 152 3% SR-73 e/o SR-55 NB 3+1A J 7,000 1 6,500 1 184 3% I-405 w/o MacArthur SB 5+1H+1A 1 12,600 1 9,490 1 218 2% I405 w/o Jamboree SB 5+1H+1A 1 12,600 1 9,710 1 212 1 2% SR-55 n/o I-405 SB 4+IA 8,000 8,000 559 7% Page 5 of 5 Freeway Mainline LOS Summary Table j I I P I i 2006 No Project ' Location Direction Lanes AM Peak Hour PM Peak Hour Capacity Volume V/C LOS Ca aci Volume V/C LOS I-405 w/o SR-55 NB 5+1H+lA 11,600 9,131 .79 D 11,600 9,293 .80 D I-405 w/o MacArthur NB 4+1H+2A 10,600 10,737 1.01 F 10,600 9,703 .92 E I-405 w/o Jamboree NB 5+111+1A 12,600 11,926 .95 E 12,600 8,720 .69 C SR-55 n/o I-405 NB 4+lH+1A 10,600 9,429 .89 D 10,600 7,432 .70 C SR-55 n/o SR-73 NB 3+1A 6,500 6,781 1.04 F 6,500 4,532 .70 C SR-55 n/o Mesa NB 3+2A 6,500 6,550 1.01 F 6,500 4,379 .67 C SR-73 w/o SR-55 NB 3 6,000 6,470 1 1.08 F 6,000 7,092 1.18 F SR-73 e/o SR-55 NB 3+1A 6,500 6,209 .96 E 7,000 6,828 .98 E Freeway Mainline LOS Summary Table 2006 Scenario 1 Location Diroction Lanes AMPeakHour PM Peak Hour Capacity Volume V/C LOS Capacity Volume V/C LOS I405 w/o SR 55 NB 5+111+1A 11,600 9,144 .79 D 11,600 9,314 .80 D 1-405 w/o MacArthur NB 4+IH+2A 10,600 10,750 1.01 P 10,600 9,724 .92 E I-405 w/o Jamboree NB 5+IH+lA 12,600 11,960 .95 E 12,600 8,771 .70 C SR-55 n/o 1-405 NB 4+1H+1A 10,600 9,506 .90 E 10,600 7,559 .71 C SR-55 n/o SR-73 NB 3+1A 6,500 6,782 1.04 F 6,500 4,533 .70 C SR-55 n/o Mesa NB 3+2A 6,500 6,555 1.01 F 6,500 4,386 .67 C SR-73 w/o SR-55 NB 3 6,000 6,491 1.08 F 6,000 7,126 1.19 F SR-73 do SR-55 NB 3+1A 6.500 6,234 .96 E 7,000 6,870 .98 E SR 73 do Campus NB 3 6,000 5,123 .85 D 6,000 4,540 .76 D I405 w/o SR 55 SB 4+1H+IA 9,600 6,697 .70 C 9,600 5,882 .61 C L405 w/o MacArthur SB 5+1H+1A 12,600 11,996 .95 E 12,600 10,122 .80 D I405 w/o Jamboree SB 5+1H+1A 12,600 9,832 .78 D 12,600 10,285 .82 D SR-55 n/o I405 SB 4+111+1A 9,600 7,239 .75 D 9,600 8,815 .92 E SR-55 n/o SR-73 SB 3+IA 6,500 4,009 .62 C 7,000 6,765 .97 E SR-55 n/o Mesa SB 4+1A 8,000 3.879 .48 B 8,000 6,543 .82 1 D SR-73 w/o SR-55 SB 3+1A 6,000 6,159 1.03 F 6,000 6,880 1.15 F SR 73 e/o SR-55 SB 4+1A 8,000 5,881 .74 D 8,000 6,636 SR-73 e% Campus SB 3+1A 6,000 3,469 1 .58 C 6,000 5,602 I i r i 1 1 I 1 Page 2 of 5 Freeway Mainline LOS Summary Table I 2006 Scenario 2 Location Direction banes AM Peak Hour PM Peak Hour Capacity Volume VIC LOS Capacity Volume V/C LOS I-405 w/o SR-55 NB 5+1H+1A 11,600 9,153 .79 D 11,600 9,328 .80 D I-405 w/o MacArthur NB 4+1H+2A 10,600 10,759 1.02 F 10,600 9,739 .92 E I-405 w/o Jamboree NB 5+111+1A 12,600 11,985 .95 E 12,600 8,808 .70 C SR-55 n/o I-405 NB 4+lH+1A 10,600 9,563 .90 E 10,600 7,651 .72 D SR-55 n/o SR-73 NB 3+1A 6,500 6,782 1.04 F 6,500 4,534 .70 C SR-55 n/o Mesa NB 3+2A 6,500 6,558 1.01 F 6,500 4,391 .68 C SR-73 w/o SR-55 NB 3 6,000 6,506 1.08 F 6,000 7,151 1.19 F SR-73 e/o SR-55 NB 3+1A 6,500 6,252 .96 E 7,000 6,900 .99 E SR-73 e/o Campus NB 3 6,000 5,123 .85 D 6,000 4,540 .76 D I-405 w/o SR-55 SB 4+1H+1A 9,600 6,720 .70 C 9,600 5,917 .62 C 1-405 w/o MacArthur SB 5+1H+lA 12,600 12,020 .95 E 12,600 10,157 .81 D I-405 w/o Jamboree SB 5+lH+lA 12,600 9,853 .78 D 12,600 10,319 .82 D SR-55 n/o I-405 SB 4+1H+1A 9,600 7,300 .76 D 9,600 8,906 .93 E SR-55 n/o SR-73 SB 3+1A 6,500 4,009 .62 C 7,000 6,765 .97 E SR-55 n/o Mesa SB 4+1A 8,000 3,882 .49 B 8,000 6,548 .82 D SR-73 w/o SR 55 SB 3+1A 6,000 6,162 1.03 F 6,000 6,885 1.151 F SR-73 e/o SR-55 SB 4+1A 8,000 5,887 .74 D 8,000 6,645 .83 D SR-73 e/o Campus SB 3+1A 6,000 3,469 .58 C 6,000 5,602 .93 E Page 3 of 5 Freeway Mainline LOS Summary Table r 2006 Scenario 3 Location Direction Lanes AM Peak Hour PMPeakHour Capacity Volume VIC LOS Ca aci Volume V/C LOS IA05 w/o SR-55 NB 5+111+IA 11,600 9,167 .79 D 11,600 1 9,351 .81 D 1 405 w/o MacArthur NB 4+1H+2A 10,600 10,772 1.02 F 10,600 9,761 .92 E I.405 w/o Jamboree NB 5+iH+lA 12,600 12.022 .95 E 12,600 8,865 .70 C SR-55 n/o I-405 NB 4+1H+IA 10,600 9,647 .91 E 10,600 7,791 .74 D SR-55 n/o SR-73 NB 3+1A 6,500 6,783 1.04 F 6,500 4,536 .70 1 C SR-55 n/o Mesa NB 3+2A 6,500 6,563 1.01 F 6,500 4,399 .68 C SR-73 w/o SR-55 NB 3 6,000 6,529 1.09 F 6,000 7,189 1.20 F SR-73 do SR-55 NB 3+1A 6,500 6,280 .97 E 7,000K4,5 .99 E SR-73 c/o Campus NB 3 6,000 5,123 .85 D 6,OOD 76 D1�405 w/o SR-55 SB 4+1I1+1A 9,600 6,756 .70 C 9,600 .62 C I-405 w/o MacArthur SB 5+1H+1A 12 600 12,056 .96 E 12,600 .81 D I.405 w/o Jamboree SB 5+IH+1A 12,600 9,885 .78 D 12,600 .82 D SR 55 n/o 1 405 SB 4+1H+1A 9,600 7,393 .77 D 9,600 9,046 .94 E SR 55 n/o SR 73 SB 3+1A 6,500 4,009 .62 C 7,000 6,765 .97 E SR-55 n/o Mesa SB 4+IA 8,000 3,887 .49 B 8,000 6,556 .82 D SR-73 w/o SR-55 SB 3+1A 6,000 6,167 1.03 F 6,000 6,893 1.151 F SR-73 e/o SR-55 SB 4+1A 8,000 5,897 .74 D 8,000 6,659 .83 1 D SR-73 c/o Campus SB 3+1A 6,000 3,469 A C 6 000 5,602 r 1 i j II r i I r i r r r Page 4 of 5 I Freeway Mainline LOS Summary Table 1 J I I"! I� 1 r-� �J 1 p 2006 Alternative D Location Direction Lanes AM Peak Hour PM Peak Hour Capacity Volumel VIC I LOS I Capacity Volume V/C LOS I405 w/o SR-55 NB 5+1H+1A 11,600 9,180 .79 D 1 11,600 9,374 .81 D I405 w/o MacArthur NB 4+lH+2A 10,600 10,786 1.02 F 1 10,600 9,784 .92 E I405 w/o Jamboree NB 5+1H+1A 12,600 12,060 .96 E 12,600 8,921 .71 C SR-55 n/o I-405 NB 4+1H+1A 10,600 9,732 .92 E 1 10,600 7,931 .75 D SR-55 n/o SR-73 NB 3+1A 6,500 6,784 1.04 F 6,500 4,537 .70 C SR-55 n/o Mesa NB 3+2A 6,500 6,569 1.01 F 6,500 4,407 .68 C SR-73 w/o SR-55 NB 3 6,000 6,552 1.09 F 6,000 7,227 1.20 F SR-73 e/o SR 55 NB 3+1A 6,500 6,308 .97 E 7,000 6,991 1.00 E SR-73 e/o Campus NB 3 6,000 5,123 .85 D 1 6,000 4,540 .76 D I405 w/o SR-55 SB 4+lH+1A 9,600 6,791 .71 C 9,600 6,023 .63 C I-405w/o MacArthur SB 5+lH+1A 12,600 12,092 .96 E 12,600 10,266 .81 D I-405 w/o Jamboree SB 5+1H+lA 12,600 9,917 .79 D 12,600 10,426 .83 D SR-55 n/o I405 SB 4+1H+IA 9,600 9,600 9,186 .96 E SR-55 n/o SR-73 SB 3+1A 6,500 C 7,000 6,765 .97 E SR-55 n/o Mesa SB 4+1A $000 8,000 6,564 .82 D M SR-73 w/o SR-55 SB 3+1A 6,000 F 6,000 6,900 1.15 F SR-73 e/o SR-55 SB 4+1A 8,000 8,000 6,673 .83 D SR-73 e/o Campus SB I 3+IA 6,000 C 6,000 5,602 .93 E Page 5 of 5 ' Freeway Mainline LOS Summary Table - Congested Conditions ' 2006 No Project Uncongested Congested Location Direction Lanes (Stable) Capacity (Unstable) Capacity Project Traffic % of ICapacitl AM Peak Hour SR-55 n/o SR-73 NB 3+1A 6,500 6,440 1 0% ' SR-55 n/o Mesa NB 3+2A 6,500 6,360 2 0% I-405 w/o MacArthur SB 5+lH+lA 12,600 11,290 16 0% PM Peak Hour I-405 w/o SR-55 NB 5+1H+1A 11,600 9,050 10 0% I405 w/o MacArthur NB 4+1H+2A 10,600 9,160 10 0% ' I-405 w/o Jamboree NB 5+1H+lA 12,600 8,272 26 1 0% ' SR-73 w/o SR-55 NB 3 6,000 6,000 17 11 0% SR-73 c/o SR-55 NB 3+1A 7,000 6,500 20 1 0% I405 w/o MacArthur SB 5+1H+1A 12,600 9,490 24 1 0% ' I405 w/o Jamboree SB 5+lH+lA 12,600 9,710 24 1 0% III Page 1 of 5 Freeway Mainline LOS Summary Table - Congested Conditions 2006 Scenario 1 Location Direction Lanes Uncongested (Stable) Capacity Congested (Unstable) Ca act Project Traffic % of Capacity AM Peak Hour SR-55 n/o SR-73 NB 3+1A 6,500 6,440 1 0% SR-55 n/o Mesa NB 3+2A 6,500 6,360 5 0% I405 w/o MacArthur SB 5+1H+IA 12,600 11,290 32 0% PM Peak Hour I405 w/o SR-55 NB 5+IH+1A 11,600 9,050 21 1 0% I405 w/o MacArthur NB I 4+111+2A 1 10,600 9,160 21 1 0% I-405 w/o Jamboree NB 5+IH+lA 12,600 8,272 51 1% SR 73 w/o SR-55 NB 3 6,000 6,000 34 1% SR-73 c/o SR-55 NB 3+1A 7,000 6,500 42 1% I405 w/o MacArthur SB 5+1H+lA 12,600 9,490 49 1% 1405 w/o Jamboree SB 5+1H+1A 12,600 9,710 48 0% I I 7 F I II I I_ J Page 2 of 5 ' Freeway Mainline LOS Summary Table - Congested Conditions 2006 Scenario 2 Location Direction Lanes Uncongested (Stable) Ca aci Congested (Unstable) Ca aci ProjectFCa;aocfity Traffic AM Peak Hour SR-55 n/o SR-73 NB 3+1A 6,500 6,440 1 0% SR-55 n/o Mesa NB 3+2A 6,500 6,360 8 0% I1405 w/o MacArthur SB 5+111+1A 12,600 11,290 56 0% PM Peak Hour I-405 w/o SR-55 NB 5+111+1A 11,600 9,050 35 0% I405 w/o MacArthur I NB 4+1H+2A 10,600 9,160 36 0% I405 w/o Jamboree NB 5+1H+1A 12,600 8,272 88 1 1% SR-73 w/o SR-55 NB 3 6,000 6,000 59 1% SR-73 e/o SR-55 NB 3+1A 7,000 6,500 72 1% I405 w/o MacArthur SB 5+1H+1A 12,600 9,490 84 1% I-405 w/o Jamboree SB 5+lH+1A 12,600 9,710 82 1% Page 3 of 5 Freeway Mainline LOS Summary Table - Congested Conditions 2006 Scenario 3 Location Direction Lanes Uncongested (Stable) Capacity Congested (Unstable) Capacity Project Traffic % of ICapacl AM Peak Hour SR-55 n/o SR-73 NB 3+1A 6,500 6,440 2 0% SR-55 n/o Mesa NB 3+2A 6,500 6,360 13 0% I-405 w/o MacArthur SB S+iH+lA 12,600 11290 92 1% PM Peak Hour I-405 w/o SR-55 NB 5+111+1A 11,600 9,050 58 1% I405 w/o MacArthur NB 4+1H+2A 10,600 9,160 58 1% I405 %v/o Jamboree NB 5+1H+1A 12,600 8,272 1 145 2% SR-73 w/o SR 55 NB 3 6,000 6,000 1 97 2% SR-73 c/o SR-55 NB 3+1A 7,000 6,500 1 118 2% I405 w/o MacArthur SB 5+1H+1A 12,600 9,490 1 139 1% I.405 w/o Jamboree SB I 5+1H+1A 1 12,600 1 9,710 1 136 1 1% 11 i 1 1 1 i i 1 1 i 1 U i 1 11 1 1 Page 4 of 5 ' Freeway Mainline LOS Summary Table - Congested Conditions 1 I,J J 11 C 2006 Alternative D Location Direction Lanes Uncongested (Stable) Capacity Congested (Unstable) Capacity Project Traffic % of lCapacity AM Peak Hour SR 55 n/o SR-73 NB 3+1A 6,500 6,440 3 0% SR 55 n/o Mesa NB 3+2A 6,500 6,360 19 1 0% I-405w/o MacArthur SB 5+lH+IA 12,600 11,290 128 1% PM Peak Hour I405 w/o SR-55 NB 5+1H+1A 11,600 9,050 81 1 1% I405 w/o MacArthur NB 4+1H+2A 10,600 9,160 81 1% I-405 w/o Jamboree NB 5+IH+lA 12,600 8,272 201 2% SR-73 w/o SR-5 5 NB 3 6,000 6,000 135 2% SR-73 c/o SR-55 NB 3+1A 7,000 6,500 163 1 3% I405 w/o MacArthur SB 5+1H+lA 12,600 9,490 193 1 2% I405 w/o Jamboree SB 5+1H+1A 12,600 9,710 189 1 2% Page 5 of 5 Freeway Mainline With Mitigation LOS Summary Table I r, L 7 r u L1 ExistinR Conditions (2000 Location Direction Lanes AM Peak Hour PM Peak Hour Capacity Volume V/C I LOS Capacityl Volume V/C LOS SR 55 n/o I-405 NB 4+1A 9,000 8,979 1.00 E 9,000 7,046 .78 D SR-55 n/o I-405 SB 4+1A 8,000 1 6,802 .85 D 8,000 8,247 1.03 1 F 2000 Scenario 2 with Mitigation Location Direction Lanes AM Peak Hour PM Peak Hour Capacity Volume V/C LOS Ca aci Volume V/C LOS SR-55 n/o I405 NB 4+1H+1A I 10,600 9,150 .16 D 10,600 7,326 .69 C SR-55 n/o I-405 SB 4+1H+lA 9,600 6,987 .73 1 D 1 9,600 8,527 1 .89 1 D 2000 Scenario 3 with Mitigation Location Direction Lanes AM Peak Hour PM Peak Hour Capacity Volume V/C LOS Capacity Volume V/C LOS SR-55 n/o I-405 NB 4+IH+lA 10,600 9,234 .87 D 10,600.70 C SR-55 n/o I 405 SB 4+1H+1A 9,600 7,080 .74 D 9,600 .90 E 2000 Alternative D with Miti ation Location Direction Lanes AM Peak Hour PM Peak Hour Capacity Volume V/C I LOS I Capacityl Volume V/C LOS SR-55 n/o 1405 NB 4+1H+1A 10,600 9,319 .88 D 10,600 7,607 .72 D SR-55 n/o I-405 SB 4+1H+1A 9,600 7,172 .75 D 9,600 8,806 1 .92 1 E