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HomeMy WebLinkAboutEIR 1020 JOHN WAYNE AIRPORT TRAFFIC SECTION111111111 lill 11111111111111111111 *NEW FILE* EIR1020 JWA TRAFFIC SECTION a JOHN WAYNE AIRPORT ENVIRONMENTAL IMPACT REPORT Traffic Section October 2001 PRELIMINARY DRAFT JOHN WAYNE AIRPORT ENVIRONMENTAL IMPACT REPORT TRAFFIC SECTION Prepared by: Austin -Foust Associates, Inc. 2020 North Tustin Avenue Santa Ana, California 92705-7827 (714)667-0496 October 10, 2001 I I 1 1 1 1 I I n H n 1 TABLE OF CONTENTS 1.0 INTRODUCTION 1.1 Background......................................................................................................................1-1 1.2 Project Description...........................................................................................................1-2 1.3 Methodology....................................................................................................................1-5 1.4 Impact Criteria.................................................................................................................1-5 1.4.1 Freeways.............................................................................................................1-6 1.4.2 Arterial Roads.....................................................................................................1-8 1.4.3 Freeway Ramps.................................................................................................1-10 1.5 Definitions ......................................................................................................................1-10 1.6 Level of Service Descriptions........................................................................................1-13 1.7 References......................................................................................................................1-13 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..........................................................................................2-8 2.2 Year 2006 Transportation System..................................................................................2-10 3.0 PROJECT DESCRIPTION 3.1 Existing Traffic Characteristics........................................................................................3-1 3.2 Project Alternatives..........................................................................................................3-3 3.3 Trip Distribution...............................................................................................................3-3 4.0 IMPACT ANALYSIS 4.1 No -Project Traffic Conditions..........................................................................................4-1 4.2 Traffic Impacts —Project Scenario 1 ................................................................................4-6 4.3 Traffic Impacts — Project Scenario 2 ................................................................................4-6 4.4 Traffic Impacts — Project Scenario 3 ................................................................................4-6 4.5 Traffic Impacts — Project Alternative D.........................................................................4-19 4.6 Mitigation Measures.......................................................................................................4-19 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 I 1 J 1 1 n n LIST OF FIGURES 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 24 ADT Volumes — Existing (2000) Conditions................................................................................2-6 2-5 On -Site Circulation System...........................................................................................................2-9 2-6 Year 2006 Highway Network.....................................................................................................2-11 3-1 Project Trip Distribution Percentages — General 2006 Distribution .............................................3-5 3-2 Inbound Distribution (North Area)...............................................................................................3-6 3-3 Inbound Distribution (South Area)...............................................................................................3-7 3-4 Outbound Distribution (North Area).............................................................................................3-8 3-5 Outbound Distribution (South Area).............................................................................................3-9 ' 4-1 ADT Volumes — 2006 No Project Conditions...............................................................................4-2 4-2 ADT Volumes — 2006 with JWA Scenario 1................................................................................4-7 4-3 ADT Volumes — 2006 with JWA Scenario 2..............................................................................4-11 ' 4-4 ADT Volumes — 2006 with JWA Scenario 3..............................................................................4-15 4-5 ADT Volumes — 2006 with JWA Alternative.............................................................................4-20 F 1 D 1 1 n u 1 1 iJ 1 iJ I 1 I I n 1 1 1 1 LIST OF TABLES 1-1 Analysis Alternatives ....................................................................................................................1-4 1-2 Volume/Capacity Ratio Level of Service Ranges.........................................................................1-7 1-3 Freeway Mainline Performance Criteria.......................................................................................1-9 1-4 Arterial Intersection Performance Criteria..................................................................................1-11 1-5 Freeway Ramp Performance Criteria..........................................................................................1-12 1-6 Level of Service Descriptions —Urban Streets...........................................................................1-14 1-7 Level of Service Descriptions — Signalized Intersections...........................................................1-15 1-8 Level of Service Descriptions —Freeways..................................................................................1-16 2-1 ICU Summary —Existing (2000) Conditions................................................................................2-7 3-1 Trip Generation August 2001 (Peak Month) Average Day...........................................................3-2 3-2 Peak Month Average Day Trip Generation Summary..................................................................3-4 4-1 ICU Summary —No -Project Conditions.......................................................................................4-3 4-2 Freeway Level of Service Analysis—No-Project.........................................................................4-4 4-3 ICU Summary — Scenario 1..........................................................................................................4-8 4-4 Freeway Level of Service Analysis — Scenario 1..........................................................................4-9 4-5 ICU Summary — Scenario 2........................................................................................................4-12 4-6 Freeway Level of Service Analysis — Scenario 2........................................................................4-13 4-7 ICU Summary — Scenario 3........................................................................................................4-16 4-8 Freeway Level of Service Analysis — Scenario 3........................................................................4-17 4-9 ICU Summary — Alternative D....................................................................................................4-21 4-10 Freeway Level of Service Analysis — Alternative D...................................................................4-22 4-11 Significant Impact Summary .......................................................................................................4-24 4-12 Mitigation Summary...................................................................................................................4-25 4-13 ICU Summary With Mitigation...................................................................................................4-26 4-14 Freeway Ramp With Mitigation LOS Summary Table...............................................................4-27 I CHAPTER 1.0 INTRODUCTION ' 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 program 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 (JWA). 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 ' County 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. Given that the project will involve improvements to be implemented over a period of time, the document comprises a Program EIR prepared pursuant to Section 15168 of the CEQA Guidelines. The Program EIR evaluates the potential impacts associated with the overall scope of the project. However, ' subsequent environmental documentation will likely be required to address construction level impacts since project design is only defined at a conceptual level at this time. Four alternatives 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 each alternative individually and comparing with the current agreement. I 1-1 Austin -Foust Associates, Inc. Impact Report 059020rpt.doc John Wayne Airport ' Environmental 7 ' 1.2 PROJECT DESCRIPTION ' The aviation activities at JWA are located on approximately 400 acres in unincorporated Orange County. The site is south of Interstate 405 (1-405), north of State Route 73 (SR-73), west of MacArthur ' Boulevard, and east of Red Hill Avenue. Southwest of the airport, is the unincorporated land referred to as Santa Ana Heights, as well as portions of the City of Newport Beach. The project area is surrounded by the Cities of Newport Beach, Irvine, and Costa Mesa, A site location map is given in Figure 1-1. ' As noted in the background section above, the proposed project is the possible extension and modification of the terms of the settlement agreement entered into by the County of Orange, the City of ' Newport Beach and two citizen groups in 1985 to settle litigation associated with operations and expansion of JWA. The agreement included restrictions and limitations on aircraft operations and ' facilities. The limitations apply to the existing terminal and associated improvements at JWA, and remain in affect until December 31, 2005. Key provisions of the settlement agreement include restrictions on ' average daily departures (ADD) for specific aircraft and restrictions on annual passenger volumes. Currently, a maximum of 8.4 million annual passengers (MAP) is to be served at JWA through December 31, 2005. With the pending expiration of the settlement agreement, the County of Orange is evaluating the ' appropriate facilities and operating procedures to be implemented for the future operation of JWA. Four alternatives and the No Project Alternative are evaluated here. The horizon year for addressing airport ' operations in all of the alternatives is the year 2006, when the improvements and growth allocations for each alternative are assumed to have been implemented. The EIR evaluates all the alternatives at an equal ' level of detail and there is not a preferred alternative. ' The 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 alternative. For Scenario 1, the current 8.4 MAP ceiling would increase to 9.8, and in Scenario 2 to 10.8. Scenario 3 would increase the ceiling to ' 12.3 MAP and Alternative D would have a demand of 13.9 MAP. 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. John Wayne Airport 1-2 Austin -Foust Associates, Inc. ' Environmental Impact Report 059020rpt.doc EWRM tsr nftsT ' MESMUT aNN k � � a uVADDM ' C TY OF 3ANWTA A m COINGER J Qpf 6 g e Nut r>"i YW4 i 7 WARNQI a w ' S A 4fl- TON NAOMWUR g- 4 R� Y M� SLNROWr)t wflN m ANION ' I-405 GISIER ' � BACITY O COSTAMFSA A� AOAus G � ala�� ' FUR A CITY O VINE Yg g y UNI4E MW YALSW ' NpiIXUA { � A gONITA ABA I� Fl�O t �r4 s� OF . WPOR EACH PA4Fl v N4R1APyfti y Ohry� MAWIN M $j Figure 1.1 PROJECT SITE John Wayne Airport 1-3 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptfigl-l.dwg Table 1-1 ANALYSIS ALTERNATIVES OPERATIONALCONSTRAINTS ADD CONSTRAINTS FACILITY CONSTRAINTS CURFEW MAP CARGO NOISE SENEL GA A AA E GATES TERMINAL PARKING AIRFIELD LAND GA Existing YES 7.7 2 101.8 GANO 39 34 N/A� 14 NC NC NC NC NC Conditions No-Pmject YES 8A 2 101.8 NC 39 34 NC NC NC NC NC NC NC Scenario 1 YES 9.8 2 101.8 NC 85 0 NC 18 NO NC NC NC NC Scenario YES 10.8 4 101.8 NC 85 0 N/A 18 N/A N/A 2005-1000 NC NC Scenario YES 12.3 4 101.8 SAa 100 0 N/A 24 N/A N/A 2005-1000 NC SA Alternative YES 13.9 4 N/A SA N/A N/A N/A N/A N/A N/A 2005-1000 N/A SA r This Alternative would allow for additional holding areas for the four new gates 3 N/Adenotes No Constraint 3 SA denotes on a space available bases 4 NC=No Change Sohn Wayne Airport 1-4 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doe ' 1.3 METHODOLOGY F �I 11 II The traffic analysis compares each of the four project alternatives with the No Project Alternative using a forecast year of 2006. No -Project conditions were established by preparing year 2006 traffic forecast data for a defined study area and assuming the activity ceiling at TWA under the existing settlement agreement (this represents an increase from 7.7 MAP today to 8.4 MAP). The incremental changes in traffic resulting from each alternative were then analyzed. To derive those incremental changes, trip generation relationships for ground transportation trips to and from TWA were established. A year 2001 validation was made to verify the trip generation methodology, and then the increases associated with the alternatives were estimated (Appendix A contains a discussion on airport trip generation). The impact analysis then examined 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 alternatives in which one or more locations did not meet the performance criteria. Most of the assumptions used in this analysis with respect to air passenger ground transportation at TWA have been taken from EIR 573, (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. 1.4 IMPACT CRITERIA For CEQA purposes, impact criteria are defined which determine whether a project causes a significant impact. In most traffic studies, impact 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 Highway Capacity Manual (see Reference 1 at the end of this chapter and referred to as "HCM 2000" in this report). I John Wayne Airport 1-5 Austin -Foust Associates, Inc. Environmental impact Report 059020rpt.doc u ' 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 2000 Highway Capacity Manual (HCM 2000) for basic freeway sections. ' 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. The impact 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. 1.4.1 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 and a desirable operating capacity of 1,750 vphpl is applied for a two-lane "buffer -separated" HOV facility in John Wayne Airport 1-6 Austin -Foust Associates, Tue. Environmental Impact Report 059020rpt.doc Table 1-2 VOLUMEtCAPACITY RATIO LEVEL OF SERVICE RANGES VolumetCapacity (V/C) Ratio Range Level of Service (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 FREEWAY SEGMENTS 0.00 — 0.30 A 0.31-0.50 B 0.51— 0.71 C 0.72-0.89 D 0.90 —1.00 E Above 1.00 F John Wayne Airport 1-7 Aus0n-Foust Associates, Inc. Environmental Impact Report 059020rpt.doc I n I u u I u which passing is allowed. 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. 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 on/off 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 these factors has been developed for use in this analysis. 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). 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 (CMP) requirements. 1.4.2 Arterial Roads 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 (GNP). 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 John Wayne Airport 1-8 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc U C I J I Table 1-3 FREEWAY MAINLINE PERFORMANCE CRITERIA V/C Calculation Methodology Level of service to be based on peak hour volumelcapacity (V/C) ratios calculated using the following capacities: 2,000 vehicles per hourper lane (vphpl) for mixed -flow (general purpose) lanes. 1,600 vpbpl for a one -lane high occupancy vehicle (HOV) facility. 1,750 vphpl for a two -lone HOV facility. 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 ontoff ramp 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/off ramp 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 the No -Project Alternative, a project alternative 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 that project altemative is considered significant. Abbreviations: CMP — Orange County Congestion Management Program John Wayne Airport 1-9 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doe u I 1 n E 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. 1.4.3 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 V/C 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 are summarized in Table 1-5 together with the overall impact criteria for freeway ramps within the study area. Capacities are listed in the table for two basic types of interchanges, freeway to arterial road and freeway to freeway. The LOS E performance standard listed in the table has been established by Caltrans as the operating standard for freeway ramps. 1.5 DEFINITIONS 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. DU Dwelling Unit. Used in quantifying residential land use. F lotm Wayne Airport 1-10 Austin -Foust Associates, Inc. Environmental Impact Report 0590201pt.doc I 1 r H I_ - I I II F Table 1-4 ARTERIAL INTERSECTION PERFORMANCE CRITERIA VIC Calculation Methodology Level of service to be based on peak hour intersection capacity utilization (ICU) values calculated using the following assumptions: Saturation Flow Rate: 1,700 vebicles/hour/lane for City of Irvine intersections, 1,600 veNcles/hourAane for all other jurisdictions within the study area. Clearance Interval: 0.00 for City of Costa Mesa intersections, 0.05 for all other jurisdictions within the study area. 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 (peak hour 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 alternative is considered to be significant if the project alternative ICU increase is as follows: 0.01 or greater at County of Orange intersections (the impact threshold specified in the County OMP). Greater than 0.01 at Cities of Newport Beach, Irvine and Costa Mesa intersections (the impact threshold adopted by those Cities). Greater than 0.03 at CMP intersections (the impact threshold specified in the CMP). Abbreviations: V/C— Volume/Capacity Ratio CMP — Orange County Congestion Management Program OMP — Orange County Growth Management Plan John Wayne Airport 1-11 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc u H 1 LJ I n Table 1-5 FREEWAY RAMP PERFORMANCE CRITERIA VIC Calculation Methodology Level of service to be based on peak hour volume/capacity (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 -ramp 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 -tamp 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 2,250 (50 percent greater than 1,500) vph 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 off -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. Freeway to Freeway Interchanges A maximum capacity of 2,000 vph for a one -lane ramp. •maximum capacity of 4,000 vph for a two-lane Tamp. Performance Standard Level of Service E (peak hour V/C less than or equal to 1.00). Thresholds of Significance For a freeway ramp that is forecast to operate worse than the performance standard, the impact of a given project alternative is considered to be significant if, based on a comparison with the No -Project Alternative, the project alternative V/C increase is as follows: 0.01 or greater for ramps at County of Orange intersections (the impact threshold specified in the GNP). Greater than 0.01 for ramps at Cities of Newport Beach, Irvine, and Costa Mesa intersections (the impact threshold adopted by those Cities). Greater than 0.03 for ramps at CMP intersections (the impact threshold specified in the CMP). Abbreviations: CMP— Orange County Congestion Management Program GMP — Orange County Growth Management Plan John Wayne • Environmental 1-12 059020rpt.doc ' 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. LOS Level of Service. A scale used to evaluate circulation system performance based on intersection ICU values or volume/capacity ratios of arterial segments. Peak Hour This refers to the hour during the AM peak period (typically 7 AM - 9 AM) 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. ' TSF Thousand Square Feet. Used in quantifying non-residential land uses, and refers to building floor area. 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. ' VPD Vehicles Per Day. Similar to ADT, but more typically applied to trip generation (i.e., the amount of traffic generated by a given amount of land use). VPH 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. ' 1.6 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. 1.7 REFERENCES ' 1. "Highway Capacity Manual 2000," Transportation Research Board, National Research Council. John Wayne Airport 1-13 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc I j 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) PERCENT LOS DESCRIPTION OF FPS ' A LOS A describes free at average travel speeds, usually about 90 90 primarily -flow operations 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. travel about 70 70 B LOS B describes reasonably unimpeded operations at average speeds, usually 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. lanes in 50 C LOS C describes stable operations; however, ability to maneuver and change 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 FPS for the street ' class. D LOS D borders on a range in which small increases in flow may cause substantial increases in delay 40 and decreases in travel speed. LOS D may be due to adverse signal progression, inappropriate ' signal timing, 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 avenge travel speeds of 33 percent or less of the 33 ' 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- 25 ' fourth of the FFS. Intersection congestion is likely at critical signalized locations, with high delays, high volumes, and extensive queuing. 1 F `_J j t John Wayne Airport 1-14 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc n H n 1 L t 1 I Table 1-7 LEVEL OF SERVICE DESCRIPTIONS —SIGNALIZED 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 These 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 V/C ratios with many individual cycle failures. Poor progression and long cycle lengths may also contribute significantly to high delay levels. urea: Hiahwav Canacitv Manual 2000. Transportation Research Board, National Research Council John Wayne Airport 1-15 Austin -Foust Associates, Inc. ' Environmental Impact Report 059020rpt.doc 7 J H n Table 1.8 LEVEL OF SERVICE DESCRIPTIONS —FREEWAYS 111611 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 FFS 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 FFS of the freeway. Freedom to maneuver within the traffic stream is noticeably restricted, and lane changes require more care and vigilance on 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 slightly with 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 stream, 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 E, 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: John Wayne Airport 1-16 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc I I n n 1 I 1 CHAPTER 2.0 TRANSPORTATION SETTING This chapter describes the transportation setting for the traffic analysis. Existing conditions are first discussed, followed by descriptions of changes anticipated to occur 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 (TWA) from the freeway network is provided by MacArthur Boulevard via an interchange with the San Diego 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 San Diego Freeway is a 124ane facility which provides regional access for airport users along the coastal corridor. It has interchanges with the Costa Mesa Freeway, the SR-73 Freeway, and with several arterials which provide access to the airport. The most direct access to the John Wayne Airport from the San Diego 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 Costa Mesa Freeway is an eight lane facility north of I405, a six -lane facility south of I-405 and provides direct access to TWA to and from the north. This freeway has interchanges with the San Diego and Corona del Mar Freeways, as well as on- and off -ramps at Baker Street and Paularino Avenue. The SR-73 Freeway is an six lane facility extending from the San Diego Freeway southeast through Costa I'j John Wayne Airport 2-1 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doe F L L r' I I H Ij I IJ II Legend Figure 2-2 INTERSECTION LANE CONFIGURATIONS z. Free -Flow Turn Lane -EXISTING (2000) CONDITIONS (NORTH AREA) John Wayne Airport 2-3 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptfig2-2-3.dwg 71 IJ 1 u u u I I 1 I I I C! Mesa to Newport Beach/Irvine where it becomes the SR-73 toll road continuing 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 Corona del Mar 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 adjusted to reflect 2000 conditions in order to provide a consistent baseline for comparison with 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 Highway Capacity Manual, six grades are used to denote the various LOS, these six being denoted A through F, and a discussion on these was also given in Chapter 1.0. The results of the LOS analyses for project area intersections are shown in Table 2-1. Many of the intersections are currently operating near ovat capacity during the peak hours. Of special significance are the traffic conditions at the following intersections. City of Irvine MacArthur & Main — LOS E (PM = .92) Red Hill & Main — LOS E (PM = .93) City of Newport Beach Jamboree & MacArthur — LOS E (PM = .95) Campus & Bristol N — LOS E (PM = .98) Irvine & Mesa — LOS F (PM =1.18) F John Wayne Airport 2-5 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc ' tWLSON 22ND n M 1 N 4 ^ 2 N �j76 215T 0 ' i q zom 6 7 N z92 N Bm u r 22 DO N MICHELSON ryO ' 32 30 ^ nm a N � 0 N 17 to E cAMPus N� o Al L=J 1-- N ' YJ 0.\�10 20 BIRCH a ¢, QTJ ry$ TP N M � yGs O � n m m Ba N. SMSTOL 16 26 ' N S. BRISTOL 31 70 0 o z ' 1 Q J 6 MESA r 2 'DEL MAR UNIVERSITY bq�4 � Lij Df f�C� z �PG SANTA ISABEL Figure 2-4 ' ADT VOLUMES (000s) -EXISTING (2000) CONDITIONS ' John Wayne Airport 2-6 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptfig2.4.dwg H n L E I 1 D u u IJ H u Table 2-1 ICU SUMMARY -EXISTING (2000) CONDITIONS AMPEAKHOUR INTERSECTION ICU LOS PMPEAKHOUR ICU LOS IRV= 1. MacArthur&Main .61 B .92 E 2. MacArthur & I405 NB Ramps .60 A .59 A 3. MacArthur & I.405 SB Ramps .61 B .83 D 4. MacArthur & Michelson .80 C .53 A S. MacArthur & Campus .60 A .72 C 7. Jamboree & I405 NB Ramps .56 A .61 B 8. Jamboree & I405 SB Ramps .79 C .62 B 9. Jamboree & Michelson .68 B .78 C 10. Jamboree & Campus .79 C .69 B 14. VonKarman & 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 .53 A .68 B 11. Jamboree & MacArthur .89 D .95 E 12. Jamboree &Bristol N .58 A .63 B 13. Jamboree &Bristol S .69 B .69 B 15. Campus & AirportN .33 A .85 D 16. Campus & Quail .62 B .61 B 17. Campus & Bristol N .71 C .98 * E 18. Campus & Bristol S .72 C .67 B 19. Birch & Bristol N .66 B .81 D 20. Birch & Bristol S .47 A .59 A 26. Irvine & Mesa .76 C 1.18* F 27. Irvine & University .68 B .68 B 28. Irvine & 22nd .65 B .75 C 29, Irvine & 20th .52 A .81 D 30. Irvine & 19th .60 A .67 B 31. Irvine & 17th .50 A .79 C COSTA MESA 23. Santa Ana&Bristol .40 A .67 B 24. Santa Ana&Mesa .44 A .62 B 25. Santa Ana & Del Mar .39 A .65 B 32. NewportSB&Mesa .23 A .71 C 33. NewportNB&Mesa .35 A .48 A 34. Newport SB & Del Mar .37 A .55 A 35. NewportNB&De1Mar .82 D .50 A * Exceeds performance standard (See Table 14) 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 2-7 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doe I 1 E u I 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 immediately adjacent to the airport. Further from the airport, the contributions are lower as airport -related traffic. becomes more dispersed on the road network. 2.1.3 On -Site Traffic On -site circulation within the airport can be seen in Figure 2-5 together with 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 San Diego Freeway southbound ontoff 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. Public parking is provided in the parking building serving the terminal. The Employee Lot is directly south of the circulation loop road (access to this lot is controlled by an employee card -actuated gate). The Public Overflow Lot is located in the clear zone immediately north of I-405 and with access from Main Street. Shuttle bus service operates on a continual basis between this remote lot and the terminal building. 2.1.4 Public Transportation The Orange County Transit District (OCTD) 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 10:3000 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 I John Wayne Airport 2-8 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc Legend Figure 2-5 XXX 2001 ADT(One-Way Volumes) ON -SITE CIRCULATION SYSTEM John Wayne Airport 2-9 Austin -Foust Associates, Inc Environmental Impact Report 059020rptf ig2-5.dwg I ' 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 attractions such as Disneyland. Various ' operators provide limousine service to and from major hotels and private corporations within the Orange County area. 2.2 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: LOCATION IMPROVEMENT Red Hill & MacArthur intersection improvements to add a 2nd NBL, convert NBRto 3id NBT, add T' SBT, convert EBRto 3' EBT and add a P WBT Irvine btwn Bristol & University Roadway improvements to add a third through lane in each direction The year 2006 highway network for 2006 is illustrated in Figure 2-6 together with notations for the locations of these improvements. John Wayne Airport 2-10 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc LI 1 I I 1 p 11 1 1 1 1 i 1 1 1 1 1 1 1 1 1 1 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 and the four 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 street) vehicle trip generation rates for the JWA site. To confirm the trip generation characteristics, comparisons were made with existing ground counts for 2001 taken at all JWA access points. A summary of existing vehicle trip generation for JWA is shown in Table 3-1. The total JWA site vehicle trip generation is 47,000 vehicle trips per day. (Note that a vehicle trip is defined 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 2,400 vehicle trips in the AM peak hour and 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 current 7.7 million air passengers (MAP) currently served by the airport. 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% -- AirportWay North at I405 SB Ramps 38% -- AirportWayNorthatMichelson 16% 46% Airport Way South at Campus 28% 29% Detailed traffic count data can be found in Appendix A. 1 John Wayne Airport 3-1 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doe ' Table 3-1 TRIP GENERATION AUGUST 2001 (PEAK MONTH) AVERAGE DAY ' AM PEAK HOUR PM PEAK HOUR AIRPORT COMPONENT AMOUNT IN OUT TOTAL IN 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 47,288 ' AIR CARGO HANDLING FACILITY TDCT 2 1 3 2 1 3 66 Domestic Cargo (Autos) .02 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 t 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 1,240 1,138 2,378 1,875 1,879 3,754 47,474 I I I John Wayne Airport 3-2 Austin -Foust Associates, Inc. ' Environmental impact Report 059020rpt.doc II I I II I� 11 LJ Information of existing parldng space usage was obtained from TWA parking data records for the Short Term, Long Tenn and Public Overflow Lots. While parldng is not of direct concern in this analysis, some generalized estimates are made for each alternative to indicate whether additional parldng would be needed. 3.2 PROJECT ALTERNATIVES Estimates of vehicle trip generation for the No -Project and four project alternatives were prepared based on the number of annual airline passengers and the cargo activities for each alternative. Detailed information is given in Appendix A and Table 3-2 summarizes the results. The incremental changes from the No -Project alternative to each project alternative represent the trip generation used in the impact analysis. 3.3 TRIP DISTRIBUTION The future distribution of JWA generated air passenger trips was estimated from regional air passenger allocations as developed in EIR 573 (see Reference 2 in Chapter 1.0). 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 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 3-4 and 3-5 for outbound traffic. John Wayne Airport 3-3 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doe Table 3-2 ' 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 (2001) Conditions 7.7 25.7 1,240 1,138 2,378 1,875 1,879 3,754 47,474 2006 No Project SA 28.0 1,350 1,239 2,589 2,043 2,047 4,090 51,706 Increase from Existing 110 101 211 168 168 336 4,232 ' 2006 Scenario 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 2006 Scenario 2 10.8 36.0 1,740 1,599 3,339 2,631 2,637 5,268 66,612 ' Increase from Existing 500 461 961 756 758 1,514 19,138 2006 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 ' 2006 Alternative D 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 " Thousand Daily Passengers based on Average Day of the Peak Month of August .333% of MAP i John Wayne Airport 34 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptdoc I I n I I I 1 I I I I 1 I I I I Figure 3-1 PROJECT TRIP DISTRIBUTION PERCENTAGES -GENERAL 2006 DISTRIBUTION John Wayne Airport 3-5 Austin -Foust Associates, Inc. fl 3 1 dw Environments] Impact Report 059020rt P g • • g I LJ u 1 n I L u 1 j j I I 1 H 1 1 1 I Legend Figure 3-4 X.X = PERCENT OF PROJECT TRAFFIC OUTBOUND DISTRIBUTION (%) (10.5=10.5%) (NORTH AREA) John Wayne Airport 3.8 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt8g3-2-3.4-S.dwg MESA i ra �� DEL MAR UNIVERSITY ' \ ' q w S r ' .a ISA9EL SANTA ' WILSON LL " " K iPy " �r 22ND SAN 11AW 21ST 0 0 z z ¢ } 20TH HIGHLAND rq 19TH } SqP OAP ' �O P 0 0 ¢ z i ¢ O i N z i N II Y� .�0� 177H WESTCLIFF Legend Figure 3-5 X.X = PERCENT OF PROJECT TRAFFIC OUTBOUND DISTRIBUTION (%) ' (10.5 = 10.501.) (SOUTHAREA) ' John Wayne Airport 3.9 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptfig3-2-3-4-5.dwg I 0 0 E CHAPTER 4.0 IMPACT ANALYSIS This chapter addresses the traffic impacts of the proposed project. Traffic conditions for year 2006 are described for the No -Project and the four project alternatives, and project impacts are identified using the criteria outlined in Chapter 1.0. 4.1 NO -PROJECT TRAFFIC CONDITIONS The "No -Project' traffic conditions are based on year 2006 volumes on the study area network for JWA under current operating constraints. This forms the basis for identifying potential traffic impacts of the four project 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 data from ' the 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. Listed here for comparison purposes are the existing ICUs. ' The ICU tabulations indicate some deficiencies in the study area with several of the key ' intersections operating at level of service (LOS) D or worse. The corresponding No -Project levels of service at selected locations on the regional highway network (freeway links and interchange ramps) are ' summarized in Table 4-2 together with the existing volumes and V/C ratios. Several freeway ramps and freeway links also exceed the performance standards with the 2006 No -Project volumes. ' Environmental lssociates, Inc. 059020cpt.doc ' u s MACARTHUR J 0 ' � m 04 7 5 n N F � c N m 27 0 291 ' �Gvhg' W 8 7 N m N m 23 37 ' ICNELSON i $ ' 32 30 m m M w v N N O 9 18 19 ' 14 CAMPUS E A ' Sp O a0 _ N 20 BIRCH .y0 of Q14� M m M M d a � 49cyQ 1 3 m QUAIL SLR ' m s 8g N BRISroL 16 30 ' 75 s BRIsroL 33 n S o z I �d h Pe'JaG a MESA n 13 ' UEL MAR UNIVERsn S �G SANTA ISABEL F J ' Figure 4-1 ' ADT VOLUMES (000) -2006 No Project Conditions ' 4.2 Austin -Foust Associates, Inc. John Wayne Airport Environmental Impact Report 059020rptfig4-1-2-3-4-5.dwg i E I n U 1 CI Table 4-1 ICU SUMMARY -NO -PROJECT CONDITIONS EXISTING (2000) INTERSECTION AM PM 2006 NO -PROJECT AM PM IRVINE 1. MacArthur & Main .61 .92 .66 1.01 2. MacArthur & I-405 NB Ramps .60 .59 .63 .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 & I405 NB Ramps .56 .61 .63 .69 8. Jamboree & I405 SB Ramps .79 .62 .88 .68 9. Jamboree & Michelson .68 .78 .75 .98 10. Jamboree & Campus .79 .69 .84 .76 14. VonKarman&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 .53 .68 .55 .71 11. Jamboree & MacArthur .88 .95 .96 1.04* 12. Jamboree & Bristol N .58 .63 .60 .68 13. Jamboree & Bristol S .69 .69 .75 .76 15. Campus & Airport N .33 .85 .36 .91 16. Campus & Quail .62 .61 .68 .65 17. Campus &Bristol N .71 .98* .75 1.05* 18. Campus & Bristol S .72 .67 .86 .72 19. Birch & Bristol N .66 .81 .67 .83 20. Birch & Bristol S .47 .59 .49 .61 26. Irvine & Mesa' .76 1.18* .62 1.05* 27. Irvine & University .68 .68 .74 .73 28. Irvine & 22nd .65 .75 .68 .77 29. Irvine & 20th .52 .81 .53 .85 30. Irvine & 19th .60 .67 .65 .70 31. Irvine & 17th .50 .79 .50 .80 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 .48 .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) 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 4-3 Austin -Foust Associates, Inc. Egvironmental Impact Report 059020rpt.doc CI LOCATION Table 4-2 FREEWAY LEVEL OF SERVICE ANALYSIS -NO-PROJECT YEAR 2000 YEAR 2006 -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 1,500 516 .34 A SB On 1,080 530 .49 A 1,080 594 .55 A NB Off 1,500 1648 1.10* F 1,500 1897 1.26* F SB Off 3,000 2509 .84 D 3,000 2736 .91 E I405 at Jamboree' NB Direct On 2,250 1228 .55 A 2,250 1280 .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 1,500 130 .09 A NB Off 2,250 1730 .77 C 2,250 1840 .82 D SB Off 2,250 2317 1.03* F 2,250 2460 1.09* F SR-73 at Jamboree NB Loop On 1,500 689 A6 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 1,500 1130 .75 C 1,500 1183 .79 C SB Off 2,250 2364 1.05* F 2,250 2695 120* F SR-55 at JWA NB On from JWA 1,500 262 .17 A 1,500 299 .20 A SB Off to JWA 1,500 269 .18 A 1,500 310 .21 A B. Freeway Mainline Segments I-405 w/o SR-55 NB 11,600 8,905 .77 D 11,600 9,131 .79 D I.405w/c,MacArthur NB 10,600 10,142 .96 E 10,600 10,737 1.01* F I.405 w/o Jamboree NB 12,600 11,331 .90 E 12,600 11,926 .95 E SR-55 n/o I.405 NB 9,000 8,979 1.00 E 10,600 9,429 .89 E SR-55 n/o SR 73 NB 6,500 6,448 .99 E 6,500 6,781 1.04* F SR-55 n/o Mesa NB 6,500 6,365 .98 E 6,500 6,550 1.01* F SR-73 w/o SR-55 NB 6,000 6,237 1.04* F 6,000 6,470 1.08* F SR-73 e/o SR-55 NB 6,000 5,918 .99 E 6,000 6,209 1.03* F SR-73e%oCampus NB 6,000 4,788 .80 D 6,000 5,123 .85 D 1405 w/o SR-55 SB 9,600 6,490 .68 C 9,600 6,666 .69 D I-405 w/o MacArthur SB 12,600 11,292 .90 E 12,600 11,964 .95 B I-405w/o Jamboree SB 12,600 9,313 .74 D 12,600 9,803 .78 D SR-55 n/o I.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 C SR-73 w/o SR-55 SB 6,000 5,940 .99 E 6,000 6,154 1.03* F SR-73c/o SR-55 SB 8,000 5,605 .70 D 8,000 5,973 .73 D SR-73 c/o Campus SB 6,000 3,242 .54 C 6,000 3,469 .58 C Continued John Wayne Airport 4-4 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doe Table 4-2 (cont) ' FREEWAY LEVEL OF SERVICEANALYSIS -NO-PROJECT YEAR2000 YEAR2006-NO-PROJECT 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 1758 1.17* F 1,500 1930 1.29* F SB On 1,080 1517 1.40* F 1,080 1764 1.63* F ' NB Off SB Off 1,500 3,000 869 1297 .58 .43 A A 1,500 3,000 1185 1394 .79 A6 C A I-405 at Jamboree' NB Direct On 2,250 999 .44 A 2,250 105o .47 A NB Loop On 1,500 470 .31 A 1,500 510 .34 A SB Direct On 2,250 1407 .63 B 2,250 1482 .66 B ' SB Loop On 1,500 741 .49 A 1,500 790, .53 A NB Off 2,250 801 .36 A 2,250 830 .37 A SB Off 2,250 1584 .70 B 2,250 1680 .75 C ' SR 73 at Jamboree NB Loop On 1,500 810 .54 A B 1,500 1,500 900 1094 .60 A C SB On 1,500 1011 .67 .73 SR-73atCampus/Irvine NB On 1,500 2258 1.51* F 1,500 2380 1.59* F ' SB Off 2,250 1084 .48 A 2,250 1166 .52 A SR-55 at IWA NB On from JWA 1,500 600 .40 A 1,500 662 .44 A SB Off to TWA 1,500 244 .I6 A 1,500 306 .20 A ' B. Freeway Maluline Segments I-405 w/o SR-55 NB 11,600 9,059 .78 D 11,600 9,293 .80 D ' I-405 w/o MacArthur NB 10,600 9,161 .86 E 10,600 9,703 .92 E I.405 w/o Jamboree NB 12,600 8,272 .66 C 12,600 8,720 .69 D SR-55 n/o I.405 NB 9,000 7,046 .78 D 10,600 7,432 .70 D SR-55 n/o SR-73 NB 6,500 4,309 .66 C 6500 4,532 .70 D SR-55 n/o Mesa NB 6,500 4,253 .65 C 6,500 4,379 .67 C SA 73 w/o SR-55 NB 6,000 6,831 1.14* F 6,000 7,092 1.18* F ' SR-73 e%SR-55 NB 6,000 6,502 1.08* F D 6,000 6,000 6,828 4,540 1.14* F D SR 73 c/o Campus NB 6,000 4,243 .71 .76 I405 w/o SR-55 SB 9,600 5,671 .59 C 9,600 5,835 .61 C I405 w/o MacArthur SB 12,600 9,497 .75 D 12,600 10,073 .80 D ' I405 w/o Jamboree SB 12,600 9,717 .77 D 12,600 10,237 .91 D SR-55 n/o I405 SB 8,000 V47 1.03* ' F 9,600 8,689 .91 E SA 55 n/o SR-73 SB 7,000 6,433 .92 E 7,000 6,765 .97 E ' SR-55 n/o Mesa SB 8,000 6,350 .79 D 8,000 6,536 .82 D SR-73 w/o SR-55 SB 6,000 6,633 1.11* F 6,000 6,873 1.15* F SR-73 c/o SR 55 SB 1,000 6,320 .79 D 1,000 6,624 .83 D ' SR-73 c/o Campus SB 6,000 5,235 .87 E 6,000 5,602 .93 E *Exceeds performance standard (See Tables 1-3 and 1-5) See Appendix E for additional lane and capacity information '1 John Wayne Airport 4-5 Austin -Foust Associates, Inc. ' Environmental Impact Report 059020rptdoe 17 ' 4.2 TRAFFIC IMPACTS - PROJECT SCENARIO 1 ' As discussed in Chapter 3.0, Scenario 1 would increase trip generation by 12,880 vehicle trips per day, with 640 in the AM peak hour and 1,020 in the PM peak hour. Figure 4-2 shows the ADT volumes for 2006 for Scenario 1. The corresponding comparison for ' peak hour ICU values can be found in Table 4-3. Three intersections show a significant project impact. Table 4-4 summarizes the ramp and freeway segment impacts. Four freeway ramps are significantly ' impacted by the project. ' 4.3 TRAFFIC IMPACTS - PROJECT SCENARIO 2 As discussed in Chapter 3.0, Scenario 2 would increase trip generation by 19,140 vehicle trips per day, with 960 in the AM peak hour and 1,510 in the PM peak hour. Figure 4-3 shows the ADT volumes for 2006 for Scenario 2. The corresponding comparison for peak hour ICU values can be found in Table 4-5. Three intersections show a significant project impact. Table 4-6 summarizes the ramp and freeway segment impacts. Four freeway ramps are significantly impacted by the project. 4.4 TRAFFIC IMPACTS - PROJECT SCENARIO 3 As discussed in Chapter 3.0, Scenario 3 would increase trip generation by 28,710 vehicle trips per day, with 1,440 in the AM peak hour and 2,270 in the PM peak hour. Figure 4-4 shows the ADT volumes for 2006 for Scenario 3. The corresponding comparison for peak hour ICU values can be found in Table 4-7. Three intersections show a significant project impact. Table 4-8 summarizes the ramp and freeway segment impacts. Four freeway ramps are significantly impacted by the project. Text continued on page 4-19 EnvironmentatImpact Report 059020rptdoc u u Figure 4-2 ADT VOLUMES (000) -2006 with JWA Scenario 1 ' John Wayne Airport 4.7 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptfig4.1-2.3-4-5.dwg n LIB H F L LI I LOCATION Table 4-3 ICU SUMMARY- SCENARIO 1 2006 NO -PROJECT AM PM AM 2006 SCENARIO I DIFF PM DIFF IRVINE 1. MacArthur & Main .66 1.01 .66 .00 1.03 .02* 2. MacArthur & I.405 NB Ramps .68 .64 .68 .00 .65 .01 3. MacArthur & I405 SB Ramps .67 .93 .67 .00 .94 .01 4. MacArthur & Michelson .89 .58 .92 .03 .62 .04 5. MacArthur & Campus .64 .79 .64 .00 .79 .00 7. Jamboree & 1405 NB Ramps .63 .69 .63 .00 .70 .01 8. Jamboree & I.405 SB Ramps .88 .68 .88 .00 .68 .00 9. Jamboree&Michelson .75 .88 .75 .00 .88 .00 10. Jamboree & Campus .84 .76 .84 .00 .76 .00 14. VonKarman & Michelson .57 .76 .57 .00 .77 .01 21. Red Hill & MacArthur .77 .77 .77 .00 .77 .00 22. Red Bill & Main .76 .99 .76 .00 1.00 .01 NEWPORTBEACH 6. MacArthur & Binh .55 .71 .55 .00 .71 .00 11. Jamboree & MacArthur .96 1.04 .96 .00 1.04 .00 12. Jamboree &Bristol N .60 .68 .60 .00 .68 .00 13. Jamboree & Bristol S .75 .76 .75 .00 .76 .00 15. Campus&AirportN .36 .91 .37 .01 .93 .02* 16. Campus & Quail .68 .65 .68 .00 .66 .01 17. Campus & Bristol N .75 1.05 .76 .01 1.08 .03* 18. Campus & Bristol S .86 .72 .86 .00 .74 .02 19. Bireh&BristolN .67 .83 .67 .00 .83 .00 20. Birch &Bristol S .49 .61 .49 .00 .61 .00 26. Irvine & Mesa .62 1.05 .62 .00 1.06 .002 27. Irvine & University .74 .73 .75 .01 .73 .00 28. Irvine & 22nd .68 .77 .68 .00 .78 .01 29. Irvine & 20th .53 .85 .53 .00 .85 .00 30. hvine & 19th .65 .70 .65 .00 .70 .00 31. Irvine & 17th .50 .80 .50 .00 .80 .00 COSTA MESA 23. Santa Ana&Bristol .41 .72 .41 .00 .72 .00 24. Santa Ana&Mesa .43 .62 .43 .00 .62 .00 25. Santa Ana & Del Mar .45 .68 .45 .00 .68 .00 32. Newport SB & Mesa .28 .82 .28 .00 .82 .00 33. NewportNB&Mesa .37 .51 .37 .00 .51 .00 34. Newport SB & Del Mar .38 .55 .38 .00 .56 .01 35. Newport NB & Del Mar .85 .51 .85 .00 .51 .00 * Significant Impact 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 4-8 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc LOCATION Table 4-4 FREEWAY LEVEL OF SERVICE ANALYSIS - SCENARIO 1 YEAR 2006 - NO -PROJECT YEAR 2006- SCENARIO I CAPACITY VOLUME V/C LOS CAPACITY VOLUME V/C LOS L AM PEAK HOUR A. Freeway Ramps L405,atMacArthur NB On 1,500 516 .34 A 1,500 528 .35 A SB On 1,080 594 .55 A 1,080 623 .58 A NB Off 1,500 1897 1.26 F 1,500 1930 129* F SB Off 3,000 2736 .91 E 3,000 2768 .92 E 1-405 at Jamboree) NB Direct On 2,250 1280 .57 A 2,250 1280 .57 A NB Loop On 1,500 290 .19 A 1,500 290 .19 A SB Direct On 2,250 461 .20 A 2,250 463 21 A SB Loop On 1,500 130 .09 A 1,500 130 .09 A NB Off 2,250 1840 .82 D 2,250 1840 .82 D SB Off 2,250 2460 1.09 F 2,250 2460 1.09 F SR-73 at Jamboree NB Loop On 1500 760 .51 A 1,500 760 .51 A SB On 1,500 613 .41 A 1,500 618 .41 A SR-73 at Campusltrvine NB On 1,500 1183 .79 C 1,500 1208 .81 D SB Off 2,250 2695 1.20 F 2,250 2703 1.20 F SR-55 at JWA NB On from JWA 1,500 299 .20 A 1,500 376 .25 A SBOff toJWA 1,500 310 .21 A 1,500 393 .26 A B. Freeway Mainline Segments I.405 w/o SR-55 NB 11,600 9,131 .79 D 11,600 9,144 .79 D I405 w/o MacArthur NB 10,600 10,737 1.01 F 10,600 10,750 1.01 F I-405 w/o Jamboree NB 12,600 11,926 .95 E 12,600 11,960 .95 E SR-55 n/o I405 NB 10,600 9,429 .89 E 10,600 9,506 .90 E SR-55 n/o SR 73 NB 6,500 6,781 1.04 F 6,500 6,782 1.04 F SR-55 n/o Mesa NB 6,500 6,550 1.01 F 6,500 6,555 1.01 F SR-73 w/o SR 55 NB 6,000 6,470 1.08 F 6,000 6,491 1.08 F SR 73 do SR-55 NB 6,000 6,209 1.03 F 6,000 6,234 1.04 F 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 D 9,600 6,697 .70 D I.405 w/o MacArthur SB 12,600 11,964 .95 E 12,600 11,996 .95 E I-405 w/o Jamboree SB 12,600 9,803 .78 D 12,600 9,832 .78 D SR 55 n/o I.405 SB 9,600 7,156 .75 D 9,600 7,239 .75 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 A8 C 8,000 3,879 .48 C SR-73 w/o SR-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 8,000 5,881 .74 D SR-73 c/o Campus SB 6,000 3,469 .58 C 6,000 3,469 .58 C Continued I.' John Wayne A Environmental 059020tpt.doc II II Table 44 (cont) FREEWAY LEVEL OF SERVICE ANALYSIS - SCENARI0 I YEAR 2006-NO-PROJECT LOCATION CAPACITY VOLUME VIC LOS YBAR2006- SCENARIO 1 CAPACITY VOLUME V/C LOS II. PM PEAK HOUR A. Freeway Ramps I-405 at MacArthur NB On 1,500 1930 1.29 F 1,500 1951 1.30* F SB On 1,080 1764 1.63 F 1,080 1812 1.68* F NB Off 1,500 1185 .79 C 1,500 1236 .82 D SB Off 3,000 1394 .46 A 3,000 1443 .48 A 1-405 at Jamboree NB Direct On 2,250 1050 .47 A 2,250 1050 .47 A NB Loop On 1,500 510 .34 A 11500 510 .34 A SB Direct On 2,250 1482 .66 B 2,250 1485 .66 B SB Loop On 1,500 790 .53 A 11500 790 .53 A NB Off 2,250 830 .37 A 2,250 830 .37 A SB Off 2,250 1680 .75 C 2,250 1680 .75 C SR-73 at Jamboree NB Loop On 1,500 900 .60 A 1,500 900 .60 A SB On 1,500 1094 .73 C 1,500 1103 .74 C SR-73at Campus/Irvine NB On 1,500 2380 1.59 F 1,500 2421 1.61* F SB Off 2,250 1166 .52 A 2,250 1178 .52 A SR-55atJWA NB On from JWA 1,500 662 .44 A 11500 789 .53 A SB Off to JWA 1,500 306 .20 A 1,500 432 .29 A B. Freeway Mainline Segments 1405 w/o SR-55 NB 11,600 9,293 .80 D 11,600 9,314 .80 D 1405 w/o MacArthur NB 10,600 9,703 .92 E 10,600 9,724 .92 E I-405w/o Jamboree NB 12,600 8,720 .69 D 12,600 8,771 .70 D SR-55 n/o 1.405 NB 10,600 7,432 .70 D 10,600 7,559 .71 D SR-55 n/o SR 73 NB 6,500 4,532 .70 D 6,500 4,533 .70 D SR-55n/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 F 6,000 7,126 1.19 F SR-73 e/o SR-55 NB 6,000 6,828 1.14 F 6,000 6,970 1.15 F 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 5,882 .61 C I.405 w/o MacArthur SB 12,600 10,073 .80 D 12,600 10,122 .80 D I.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 6,880 1.15 F SR-73 e/o SR-55 SB 8,000 6,624 .83 D 8,000 6,636 .83 D SR 73 eto Campus SB 6,000 5,602 .93 E 6,000 5,602 .93 E *Significantimpact ' CMP Interchange See Appendix E for additional tone and capacity information associates, Inc. 059020rpt.doe John Wayne Environmental 4-10 H 1 1 �I u f� I In u I L_J I I LJ L I� u LOCATION Table 4-5 ICU SUMMARY- SCENARIO 2 2006 NO -PROJECT AM PM AM 2006 SCENARIO 2 DIFF PM DIFF IRVINE 1. MacArthur & Main .66 1.01 .67 .01 1.03 .02* 2. MacArthur & 1405 NB Ramps .68 .64 .68 .00 .66 .02 3. MacArthur & I.405 SB Ramps .67 .93 .67 .00 .95 .02 4. MacArthur & Michelson .89 .58 .93 .04 .65 .07 5. MacArthur & Campus .64 .79 .64 .00 .79 .DD 7. Jamboree & 1.405 NB Ramps .63 .69 .63 .00 .70 .01 8. Jamboree & 1405 SB Ramps .89 .68 .88 .00 .68 .00 9. Jamboree & Michelsam .75 .88 .75 .00 .89 .01 10. Jamboree & Campus .84 .76 .94 .00 .76 .00 14. VonKamam&Michelson .57 .76 .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 NEWPORTBEACH 6. MacArthur&Birch .55 .71 .55 .00 .72 .01 11. Jamboree & MacArthur .96 1.04 .96 .00 1.04 .00 12. Jamboree &Bristol N .60 .68 .60 .00 .68 .00 13. Jamboree & Bristol S .75 .76 .75 .00 .76 .00 15. Campus&AirportN .36 .91 .38 .02 .95 .04* 16. Campus &Quail .68 .65 .69 .01 .67 .02 17. Campus&BristolN .75 1.05 .76 .01 1.09 .04* 18. Campus & Bristol S .86 .72 .86 .00 .74 .02 19. Birch & Bristol N .67 .83 .68 .01 .83 .00 20. Birch & Bristol S .49 .61 .49 .00 .61 .00 26. Irvine & Mesa .62 1.05 .62 .00 1.06 .003 27. Irvine & University .74 .73 .75 .01 .73 .00 28. Irvine & 22nd .68 .77 .68 .00 .78 .01 29. Irvine & 20th .53 .85 .53 .00 .85 .00 30. Irvine & 19th .65 .70 .65 .00 .70 .00 31. Irvine & 17th .50 .80 .50 .00 .80 .00 COSTA MESA 23. Santa Ana&Bristol .41 .72 .41 .00 .72 .00 24. Santa Ana & Mesa .43 .62 .43 .00 .62 .00 25. Santa Ana & Del Mar .45 .68 .45 .00 .68 .00 32. Newport SB & Mesa .28 .82 .28 .00 .82 .00 33. NewportNB&Mesa .37 .51 .37 .00 .51 .00 34. Newport SB&Del Mar .38 .55 .38 .00 .56 .01 35. NewportNB&Del Mar .85 .51 .85 .00 .51 .00 * Significant Impact 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 4-12 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doe LOCATION Table 4.6 FREEWAY LEVEL OF SERVICE ANALYSIS - SCENARIO 2 YEAR 2006-NO-PROJECT YEAR 2006 - SCENARIO 2 CAPACITY VOLUME V/C 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 1,080 594 .55 A 1,080 645 .60 A NB Off 1,500 1897 126 F 1,500 1955 1.30" F SB Off 3,000 2736 .91 E 3,000 2792 .93 E 1405 at Jamboree' NB Direct On 2,250 1280 .57 A 2,250 1280 .57 A NB Loop On 1,500 290 .19 A 1,500 290 .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 1840 .82 D 2,250 1840 .82 D SB Off 2,250 2460 1.09 F 2,250 2460 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 Al A 1,500 622 .41 A SR-73 at Compus/Irvine NB On 1,500 1183 .79 C 1500 1226 .82 D SB Off 2,250 2695 1.20 F 2,250 2707 1.20 F SR-55 at JWA NB On from JWA 1,500 299 .20 A 1,500 433 .29 A SBOff toJWA 1,500 310 .21 A 1,500 454 .30 A B. Freeway Mainline Segments 1405 w/o SR-55 NB 11,600 9,131 .79 D 11,600 9,153 .79 D 1405 w/o MacArthur NB 10,600 10,737 1.01 F 10,600 10,759 1.02 F I405w/o Jamboree NB 12,600 11,926 .95 E 12,600 11,985 .95 E SR-55 n/o I-405 NB 10,600 9,429 .89 E 10,600 9,563 .90 E SR-55 n/o SR-73 NB 6,500 6,781 1.04 F 6,500 6,782 1.04 F SR-55n/o Mesa NB 6,500 6,550 1.01 F 6,500 6,558 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 c/o SR-55 NB 6,000 6,209 1.03 F 6,000 6,252 1.04 F SR-73 e%Campus NB 6,000 5,123 .85 D 6,000 5,123 .85 D I405 w/o SR-55 SB 9,600 6,666 .69 D 9,600 6,720 .70 D 1405 w/o MacArthur SB 12,600 11,964 .95 E 12,600 12,020 .95 E I.405 w/o Jamboree SB 12,600 9,803 .78 D 12,600 9,853 .78 D SR-55 n/o I405 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 6,500 4,009 .62 C SR-55 n/o Mesa SB 8,000 3,874 .48 C 8,000 3,882 .49 C 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 c/o Campus SB 6,000 3,469 .58 C 6,000 3,469 .58 C Continued John Wayne Airport 4-13 Austin -Foust Associates, Inc, Environmental Impact Report 059020rpt.doc I I 1 Table 4-6 (cont) FREEWAY LEVEL OF SERVICE ANALYSIS - SCENARIO 2 YEAR 2006-NO-PROJECT LOCATION CAPACITY VOLUME V/C LOS YEAR 2006 - SCENARIO 2 CAPACITY VOLUME VIC LOS H. PM PEAK HOUR A. Freeway Ramps I405 at MacArthur NB On 1,500 1930 1.29 F 1,500 1965 1.31* F SB On 1,080 1764 1.63 F 1,080 1846 1.71* F NB Off 1,500 1185 .79 C 1,500 1273 .85 D SB Off 3,000 1394 .46 A 3,000 1479 .49 A 1405 at Jamboree' NB Direct On 2,250 1050 .47 A 2,250 1050 .47 A NB Loop On 1,500 510 .34 A 1,500 510 .34 A SB Direct On 2,250 1482 .66 B 2,250 1488 .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 1680 .75 C 2,250 1680 .75 C SR-73 at Jamboree NB Loop On 1,500 900 .60 A 1,500 900 .60 A SB On 1,500 1094 .73 C 1,500 1110 .74 C S1143 at CompuvlTinc NB On 1,500 2380 1.59 F 1,500 2451 1.63* F SB Off 2,250 1166 .52 A 2,250 1188 .53 A SR55atJWA NB On from JWA 1,500 662 .44 A 1,500 880 .59 A SB Off to JWA 1,500 306 .20 A 1,500 524 .35 A B. Freeway Mainline Segments I-405 w/o SR-55 NB 11,600 9,293 .80 D 11,600 9,328 .80 D 1 405 w/o MacArthur NB 10,600 9,703 .92 E 10,600 9,739 .92 E I-405 w/o Jamboree NB 12,600 8,720 .69 D 12,600 8,808 .70 D SR 55 n/o 1405 NB 10,600 7,432 .70 D 10,600 7,651 .72 D SR-55 n/o SR-73 NB 6,500 4,532 .70 D 6,500 4,534 .70 D SR-55 We Mesa NB 6,500 4,379 .67 C 6,500 4,391 .68 C SR-73 w/o SR 55 NB 6,000 7,092 1.18 F 6,000 7,151 1.19 F SR-73 c/o SR-55 NB 6,000 6,828 1.14 F 6,000 6,900 1.15 F SR-73 c/o Campus NB 6,000 4,540 .76 D 6,000 4,540 .76 D I405 w/o SR 55 SB 9,600 5,835 .61 C 9,600 5,917 .62 C I.405 w/o MacArthur SB 12,600 10,073 .80 D 12,600 10,157 .81 D I405 w/o Jamboree SB 12,600 10,237 .81 D 12,600 10,319 .82 D SR-55 n/o I-405 SB 9,600 8,689 .91 E 9,600 8,906 .93 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 6,548 .82 D SR-73 w/o SR-55 SB 6,000 6,873 1.15 F 6,000 6,885 1.15 F SR-73 c/o SR-55 SB 8,000 6,624 .83 D 8,000 6,645 .83 D SR 73 e/o Campus SB 6,000 5,602 .93 E 6,000 5,602 .93 E *Significant Impact ICMP Interchange See Appendix E for additional lane and capacity information Report lssociates, Inc. 059020rpt.dac C 1 1 1 n 1 1 1 1 1 1 I d I 1 1 1 Figure 4.4 ADT VOLUMES (000) -2006 with SWA Scenario 3 John Wayne Airport 4-15 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptfig4-1-2-3-4-5.dwg 1 II LOCATION Table 4-7 ICU SUMMARY- SCENARIO 3 2006 NO -PROJECT AM PM AM 2006 SCENARIO 3 DIFF PM DIFF IRVINE 1. MacArthur & Main .66 1.01 .67 .01 1.04 .03 2. MacArthur & I-405 NB Ramps .68 .64 .69 .01 .68 .04 3. MacArthur & I405 SB Ramps .67 .93 .68 .01 .96 .03 4. MacArthur & Michelson .89 .58 .96 .07 .71 .13 5. MacArthur & Campus .64 .79 .64 .00 .79 .00 7. Jamboree & I405 NB Ramps .63 .69 .64 .01 .70 .01 8. Jamboree & I-405 SB Ramps .88 .68 .88 .00 .68 .00 9. Jamboree & Michelson .75 .88 .75 .00 .89 .01 10. Jamboree & Campus .84 .76 .84 .00 .78 .02 14. VonKarman & Michelson .57 .76 .58 .01 .77 .01 21. Red Hill & MacArthur .77 .77 .77 .OD .78 .01 22. Red Hill & Main .76 .99 .76 .00 1.00 .01 NEWPORTBEACH 6. MacArthur & Birch .55 .71 .55 .00 .72 .01 11. Jamboree & MacArthur .96 1.04 .97 .006 1.04 .00 12. Jamboree &Bristol N .60 .68 .60 .00 .68 .00 13. Jamboree & Bristol S .75 .76 .75 .00 .76 .00 15. Campus&AirportN .36 .91 AO .04 .98 .07* 16. Campus&Quail .68 .65 .69 .01 .69 .04 17. Campus & Bristol N .75 1.05 .76 .01 1.10 .05* 18. Campus & Bristol S .86 .72 .87 .01 .75 .03 19. Birch & Bristol N .67 .83 .68 .01 .83 .00 20. Birch & Bristol S .49 .61 .49 .00 .61 .00 26. Irvine &Mesa .62 1.05 .62 .00 1.06 .006 27. Irvine & University .74 .73 .75 .01 .73 .00 28. Irvine & 22nd .68 .77 .68 .00 .78 .01 29. Irvine & 20th .53 .85 .53 .00 .85 .00 30. Irvine & 19th .65 .70 .65 .00 .70 .00 31. Irvine & 17ih .50 .80 .50 .00 .80 .00 COSTA MESA 23. Santa Ana&Bristol .41 .72 .41 .00 .72 .00 24. Santa Ana & Mesa .43 .62 .43 .00 .62 .00 25. Santa Ana & Del Mar .45 .68 .46 .01 .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 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 4-16 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc I I LOCATION Table 4-8 FREEWAY LEVEL OF SERVICE ANALYSIS -SCENARIO 3 YEAR 2006 -NO-PROJECT YEAR 2006 -SCENARIO 3 CAPACITY VOLUME V/C LOS CAPACITY VOLUME V/C LOS I. AMPEAKHOUR A. Freeway Ramps 1.405 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 1897 126 F 1,500 1993 1.33" F SB Off 3,000 2736 .91 E 3,000 2828 .94 E I.405 at Jamboree` NB Direct On 2,250 1280 .57 A 2,250 1280 .57 A NB Loop On 1,500 290 .19 A 1,500 290 .19 A SB Direct On 2,250 461 .20 A 2,250 467 .21 A SB Laop On 1,500 130 .09 A 1,500 130 .09 A NB Off 2,250 1840 .82 D 2,250 1840 .82 D SB Off 2,250 2460 1.09 F 2,250 2460 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 Campus/Irvine NB On 11500 1183 .79 C 1,500 1253 .84 D SB Off 2,250 2695 1.20 F 2,250 2717 121 F SR-55atJWA NB On from JWA 11500 299 .20 A 1,500 517 .34 A SBOff toJWA 1,500 310 .21 A 1,500 547 .36 A B. Freeway Mainline Segments 1.405w/oSR-55 NB 11,600 9,131 .79 D 11,600 9,167 .79 D 1.405 w/o MacArthur NB 10,600 10,737 1.01 F 10,600 10,772 1.02 F 1.405 w/o Jamboree NB 12,600 11,926 .95 E 12,600 12,022 .95 E SR 55 n/o I405 NB 10,600 9,429 .89 E 10,600 9,647 .91 E SR-55 We SR-73 NB 6,500 6,781 1.04 F 6,500 6,783 1.04 F SR-55 n/o Mesa NB 6,500 6,550 1.01 F 6,500 6,563 1.01 F SR-73 w/o SR-55 NB 6,000 6,470 1.08 F 6,000 6,529 1.09 F SR-73 c/o SR-55 NB 6,000 6,209 1.03 F 6,000 6,280 1.05 F SR-73 c/o Campus NB 6,000 5,123 .85 D 6,000 5,123 .85 D I-405 w/o SR-55 SB 9,600 6,666 .69 D 9,600 6,756 .70 D I.405 w/o MacArthur SB 12,600 11,964 .95 E 12,600 12,056 .96 E I405 w/o Jamboree SB 12,600 9,803 .78 D 12,600 9,885 .78 D SR-55 n/o 1405 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 AS C 8,000 3,887 .49 C SR-73 w/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 4-17 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc Table 4-8 (cont) FREEWAY LEVEL OF SERVICE ANALYSIS - SCENARIO 3 YEAR 2006-NO-PROJECT LOCATION CAPACITY VOLUME V/C LOS YEAR 2006 -SCENARIO 3 CAPACITY VOLUME V/C LOS H. PM PEAK HOUR A. Freeway Ramps I-405atMacArthur NB On 1,500 1930 1.29 F 1,500 1988 1.33* F SB On 1,080 1764 1.63 F 1,080 1899 1.76* F NB Off 1,500 1185 .79 C 1,500 1330 .89 D SB Off 3,000 1394 .46 A 3,000 1533 .51 A I.405 at Jamboree' NB Direct On 2,250 1050 .47 A 2,250 1050 .47 A NB Loop On 1,500 510 .34 A 1,500 510 .34 A SB Direct On 2,250 1482 .66 B 2,250 1491 .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 1680 .75 C 2,250 1680 .75 C SR-73 at Jamboree NB Loop On 1,500 900 .60 A 1,500 900 .60 A SB On 1,500 1094 .73 C 1,500 1120 .75 C SR-73 at Campus/Irvine NB On 1,500 2380 1.59 F 1,500 2499 1.67* F SB Off 2,250 1166 .52 A 2,250 1203 .53 A SR-55atJWA NB On from JWA 1,500 662 .44 A 1,500 1021 .68 B SB Off to JWA 1,500 306 .20 A 1,500 664 .44 A B. Freeway Mainline Segments I405 w/o SR-55 NB 11,600 9,293 .90 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 I.405 w/o Jamboree NB 12,600 8,720 .69 D 12,600 8,865 .70 D SR55n1oI405 NB 10,600 7,432 .70 B 10,600 7,791 .74 D SR-55 n/o SR 73 NB 6,500 4,532 .70 D 6,500 4,536 .70 D SR 55 n/o Mesa NB 6,500 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 e% SR-55 NB 6,000 6,828 1.14 F 6,000 6,946 1.16 F SR-73 eto 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 5,970 .62 C I.405 w/o MacArthur SB 12,600 10,073 .80 D 12,600 10,212 .81 D I405 w/o Jamboree SB 12,600 10,237 .81 D 12,600 10,373 .82 D SR-55 n/o I405 SB 9,600 8,689 .91 E 9,600 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 Mesa SB 8,000 6,536 .82 D 8,000 6,556 .82 D SR-73 w/o SR-55 SB 6,000 6,873 1.15 F 6,000 6,893 1.15 F SR-73c/o SR55 SB 8,000 6,624 .83 D 8,000 6,659 .83 D SR-73 do Campus SB 6,000 5,602 .93 E 6,000 5,602 .93 E * Significant Impact CMP Interchange See Appendix E for additional lane and capacity information John Wayne Airport 4-18 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc I 4.5 TRAFFIC IMPACTS - PROJECT ALTERNATIVE D As discussed in Chapter 3.0, Alternative D would increase trip generation by 38,270 vehicle trips per day, with 1,920 in the AM peak hour and 3,030 in the PM peak hour. Figure 4-5 shows the ADT volumes for 2006 for Alternative D. The corresponding comparison for peak hour ICU values can be found in Table 4-9. Three intersections show a significant project impact. Table 4-10 summarizes the ramp and freeway segment impacts. Five freeway ramps are significantly impacted by the project. 4.6 MITIGATION MEASURES Table 4-11 summarizes those locations significantly impacted by the various alternatives. The proposed mitigation measures are summarized in Table 4-12. Tables 4-13 and 4-14 list the projected levels of service for the project area intersections with the proposed improvements. In all cases, each location is fully mitigated by the proposed improvements. Report j 1 1 H 11 I.1 1 I Table 4.9 ICU SUMMARY -ALTERNATIVE D 2006 NO -PROJECT LOCATION AM PM 2006 ALTERNATIVE D AM DIFF PM DIFF DIVINE 1. MacArthur & Main .66 1.01 .68 .02 1.07 .06* 2. MacArthur & I-405 NB Ramps .68 .64 .71 .03 .71 .07 3. MacArthur & I-405 SB Rarnps .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 & I.405 NB Ramps .63 .69 .64 .01 .70 .01 8. Jamboree & I405 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 .79 .01 22. Red Hill & Main .76 .99 .76 .00 1.00 .01 NEWPORTBEACH 6. MacArthur & Birch .55 .71 .55 .00 .72 .01 11. Jamboree & MacArthur .96 1.04 .97 .008 1.04 .00 12. Jamboree & Bristol N .60 .68 .60 .00 .68 .00 13. Jamboree&BristolS .75 .76 .75 .00 .77 .01 15. Campus&AirportN .36 .91 .42 .06 1.01 .10* 16. Campus&Quail .68 .65 .70 .02 .70 .05 17. Campus&BristolN .75 1.05 .78 .03 1.12 .07* 18. Campus & Bristol S .86 .72 .97 .01 .76 .04 19. Birch & Bristol N .67 .83 .68 .01 .83 .00 20. Birch & Bristol S A9 .61 A9 .00 .62 .01 26. Irvine & Mesa .62 1.05 .63 .01 1.06 .008 27. Irvine & University .74 .73 .75 .01 .73 .00 28. Irvine & 22nd .68 .77 .68 .00 .78 .01 29. Irvine & 20th .53 .85 .53 .00 .85 .00 30. Irvine & 19th .65 .70 .65 .00 .70 .00 31. Irvine & 17th .50 .80 .50 .00 .80 .00 COSTA MESA 23. Santa Ana & Bristol .41 .72 .41 .00 .72 .00 24, Santa Ana & Mesa .43 .62 .43 .00 .62 .00 25. Santa Ana & Del Mar .45 .68 .46 .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. Newport NB&Del Mar .85 .51 .86 .01 .52 .01 * Significant Impact 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. Environmental Impact Report 059020rpt.doc I LOCATION Table 4-10 FREEWAY LEVEL OF SERVICE ANALYSIS -ALTERNATIVE D YEAR 2006 -NO-PROJECT YEAR 2006 -ALTERNATIVE D CAPACITY VOLUME V/C LOS CAPACITY VOLUME V/C LOS I. AM PEAK HOUR A. Freeway Ramps I.405 at MacArthur NB On 1,500 516 .34 A 1,500 565 .38 A SB On 1,080 594 .55 A 1,080 709 .66 B NB Off 1,500 1897 1.26 F 1,500 2030 135' F SB Off 3,000 2736 .91 E 3,000 2864 .95 E I-405 at Jamboree' NB Direct On 240 1280 .57 A 2,250 1280 .57 A NB Loop On 1500 290 .19 A 1500 290 .19 A SB Direct 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 Off 2,250 1940 .82 D 2,250 1840 .82 D SB Off 2,250 2460 1.09 F 2,250 2460 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 1,500 634 .42 A SR-73 at Campus/Jrvine NB On 1,500 1183 .79 C 1,500 1281 .85 D SB Off 2,250 2695 1.20 F 2,250 2727 1.21• F SR 55 at JWA NB On from JWA 1,500 299 .20 A 1,500 602 .40 A SB Off to JWA 1,500 310 21 A 1,500 639 .43 A B. Freeway Mainline Segments I405 w/o SR-55 NB 11,600 9,131 .79 D 11,600 9,180 .79 D I405 w/o MacArthur NB 10,600 10,737 1.01 F 10,600 10,786 1.02 F I405 w/o Jamboree NB 12,600 11,926 .95 E 12,600 12,060 .96 E SR 55 n/o I.405 NB 10,600 9,429 .89 E 10,600 9,732 .92 E SR-55 n/o SR 73 NB 6,500 6,781 1.04 F 6,500 6,784 1.04 F SR55n1cMesa NB 6,500 6,550 1.01 F 6,500 6,569 1.01 F SR 73 w/o SR-55 NB 6,000 6,470 1.08 F 6,000 6,552 1.09 F SR-73 c/o SR-55 NB 6,000 6,209 1.03 F 6,000 6,308 1.05 F SR-73e/o Campus NB 6,000 5,123 .85 D 6,000 5,123 .85 D I405 w/o SR-55 SB 9,600 6,666 .69 D 9,600 6,791 .11 D I-405w/oMacArthur SB 12,600 11,964 .95 E 12,600 12,092 .96 E I.405w/o Jamboree SB 12,600 9,803 .78 D 12,600 9,917 .79 D SR 55 n/o 1405 SB 9,600 7,156 .75 D 9,600 7,485 .78 D SR-55 n/o SR-73 SB 6,500 4,009 .62 C 6,500 4,009 .62 C SR-55n/o Mesa SB 8,000 3,874 AS C 8,000 3,891 A9 C SR-73 w/o SR-55 SB 6,000 6,154 1.03 F 6,000 6,172 1.03 F SR-73 elo SR-55 SB 8,000 5,873 .73 D 8,000 5,906 .74 D SR-73 e/o Campus SB 6,000 3,469 .58 C 6,000 3,469 .58 C Continued John Wayne ' Environmental Report 059020rpt.doc I Table 4.10 (cont) FREEWAY LEVEL OF SERVICE ANALYSIS - ALTERNATIVE D YEAR 2006-NO-PROJECT LOCATION CAPACITY VOLUME VIC. LOS YEAR 2006-ALTERNATIVED CAPACITY VOLUME V/C LOS IL PM PEAK HOUR A. Freeway Ramps I.405 at MacArthur NB On 1,500 1930 1.29 F 1,500 2011 1.34* F SB On 1,080 1764 1.63 F 1,080 1952 1.81* F NB Off 1,500 1185 .79 C 1,500 1397 .92 E SB Off 3,000 1394 A6 A 3,000 1588 .53 A I.405 at Jamboree NB Direct On 2,250 1050 .47 A 2,250 1050 .47 A NB Loop On 1,500 510 .34 A 1,500 510 .34 A SB Direct On 2,250 1482 .66 B 2,250 1495 .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 1680 .75 C 2,250 1680 .75 C SR-73 at Jamboree NB Loop On 1,500 900 .60 A 3,000 900 .60 A SB On 1,500 1094 .73 C 2,250 1129 .75 C SR-73 at Campua/hvine NB On 1,500 2380 1.59 F 3,000 2543 1.70* F SB Off 2,250 1166 .52 A 2,250 1215 .54 A SR55 at JWA NB On from JWA 1,500 662 .44 A 1,500 1161 .77 C SB Off to JWA 1,500 306 .20 A 1,500 803 .54 A B. Freeway Mainline Segments I-405 w/o SR-55 NB 11,600 9,293 .80 D 11,600 9,374 .81 D I405 w/o MacArthur NB 10,600 9,703 .92 E 10,600 9,784 .92 E 1405 w/o Jamboree NB 12,600 8,720 .69 D 12,600 8,921 .71 D SR-55 n/o I405 NB 10,600 7,432 .70 D 10,600 7,931 .75 D SR-55 n/o SR-73 NB 6,50D 4,532 .70 D 6,500 4,537 .70 D SR-55We 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 c%oSR-55 NB 6,000 6,828 1.14 F 6,000 6,991 1.17 F SR-73 c/o Campus NB 6,000 4,540 .76 D 6,000 4,540 .76 D I405 w/o SR-55 SB 9,600 5,835 .61 C 9,600 6,023 .63 C I.405 w/o MacArthur SB 12,600 10,073 .80 D 12,600 10,266 .81 D I-405 w/o Jamboree SB 12,600 10,237 .81 D 12,600 10,426 .93 D SR55u/oI405 SB 9,600 8,689 .91 E 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-55n/o Mesa SB 8,000 6,536 .82 D 8,000 6,564 .82 D SR 73 w/o SR-55 SB 6,000 6,873 1.15 F 6,000 6,900 1.15 F SR-73 a/o SR-55 SB 8,000 6,624 .83 D 8,000 6,673 .83 D SR 73 elo Campus SB 6,000 5,602 .93 E 6,000 5,602 .93 E * Significant Impact CMP Interchange See Appendix E for additional lane and capacity information John Wayne Airport 4-23 Austin -Foust Associates, Inc. ' Environmental Impact Report 059020tpt.doe LOCATION Table 4-11 SIGNIFICANT IMPACT SUMMARY .JURISDICTION SCENARIO SCENARIO SCENARIO ALTERNATIVE INTERSECTIONS 1. MacArthur & Main Irvine Yes Yes Yes Yes 15. Campus& Airport N. Newport Beach Yes Yes Yes Yes 17. Campus & Bristol N. Newport Beach Yes Yes Yes Yes FREEWAY RAMPS I405 at MacArthur: NB On -Ramp Caltrans Yes Yes Yes Yes I405 at MacArthur: SB On -Ramp Caltrans Yes Yes Yes Yes I405 at MacArthur: NB Off -Ramp Caltrans Yes Yes Yes Yes SR 73 at Campus/hvine: NB On -Ramp Caltrans Yes Yes Yes Yes SR-73 at C us/h vine: SB Off -Ramp Caltrans Yes 059020rpt.doc Table 4-12 MITIGATION SUMMARY APPLICABLE 1. MacArthur & Main Irvine 1,2,3 & D Add Overlap Phase for Eastbound Right -Turn Lane 15. Campus & Airport N. Newport Beach 1,2,3 & D Add 2nd Northbound Left -Turn Lane 17. Campus & Bristol N. Newport Beach 1,2,3 & D Add 3rd Southbound Right -Turn Lane FREEWAYRAMPS I-405 at MacArthur: NB On -Ramp Caltrans I405 at MacArthur: SB On -Ramp Caltrans I405 at MacArthur: NB Off -Ramp Caltmns SA 73 at Campus/Irvine: NB On -Ramp Caltrans SR-73 at Campus/Irvine: SB Off -Ramp Caltrans 1,2,3 & D Add 2nd Lane to On -Ramp (including Mainline Auxiliary Lane) 1,2,3 & D Add 2nd Mixed Flow Lane at Meter (Transition to 1 Lane before Mainline) 1,2,3 & D Add 2nd Lane to Off -Ramp (w/o 2nd Mainline Auxiliary Lane) 1,2,3 & D Add 2nd Lane to On -Ramp (including Mainline Auxiliary Lane) D Add 2nd Auxiliary Lane on Mainline (for Existing 2nd Off - Ramp Lane) John Wayne Airport 4-25 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc Table 4-13 ICU SUMMARY WITH MMOATION 2006 SCENARIO 1 2006 SCENARIO 2 2006 SCENARIO 3 2006 ALTERNATIVE D EXISTING(2000) 2006NO-PROJECT WITHMITIGATION WITHMITIGATION WITHMITIGATION WITHMITIGATION INTERSECTION AM PM AM PM AM PM AM PM AM PM AM PM IRVINE 1. MacArthur&Main .61 .92 .66 1.01 .66 .96 .67 .96 .67 .97 .68 1.00 NEWPORTBEACH 15. Campos&AirportN .33 .85 .36 .91 .36 .74 .36 .77 .36 .79 .37 .82 17. Campus &Bristol N .71 .98 .75 1.05 .76 .96 .76 .97 .76 .98 .78 .99 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 4-26 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptdoc Table 4-14 FREEWAY RAMP WITH MITIGATION LOS SUMMARY TABLE AM PEAK HOUR LOCATION V/C LOS PMPEAKHOUR V/C LOS EXISTING (2000) I405 at MacArthur NB On .31 A 1.17 F SB On A9 A 1.40 F NB Off 1.10 F .58 A SR 73 at Campus/Irvine NB On .75 C 1.51 F SB Off 1.05 F A8 A 2006 NO -PROJECT I405 at MacArthur NB On .34 A 1.29 F SB On .55 A 1.63 F NB Off 1.26 F .79 C SR 73 at Campus/Irvine NB On .79 C 1.58 F SB Off 1.20 F .52 A 2006 SCENARIO WITH MITIGATION I405 at MacArthur NB On .29 A 1.08 F SB On .42 A 1.21 F NB Off .86 D .55 A SR-73 at Campus/Irvine NB On .67 B 1.35 F SB Off - 2006 SCENARIO 2 WITH MITIGATION I405 at MacArthur NB On .30 A 1.09 F SB On .43 A 123 F NB Off .87 D .57 A SR-73 at Campus/Irvine NB On .68 A 1.36 F SB Off - - 2006 SCENARIO WITH MITIGATION 1405 at MacArthur NB On .31 A 1.10 F SB On .44 A 127 F NB Off .89 D .59 A SR-73 at Campus/Irvine NB On .70 B 1.39 F SB Off - - 2006 ALTERNATIVE D WITH MITIGATION I405 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/hvine NB On .71 C IAI F SB Off .91 E .41 A Environmental Impact Report 059020tpt.doc H 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 ProgramZ and incorporated by reference into EIR 573. 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 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 (ITE) Trip Gener-adion3 is generally used as the basic source of trip generation rates for different land uses. However, for commercial airports, the ITE rates are ' based on data from three airports only. Furthermore, the ITE 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 ITE trip generation rates for commercial airports were established, a more ' comprehensive approach is necessary. ' 2 The OCAA Team, MCASEI Toro Master Development Program Airport System Master Plan Ground Access Traffic and Trip Generation, April 15,1999 ' 3 Institute of Transportation Engineers, Trip Generation— Bh Edition, 1997. John Wayne Airport A-1 Austin -Foust Associates, Inc. ' Environmental Impact Report 059020rpt.doc u ' The Federal Highway Administration (FIIWA) and Federal Aviation Administration (FAA) report entitled Intermodal Ground Access to Airports —A Planning Guide 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 generation rates. 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 traffic 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 the OCX and JWA, the above referenced report ' for EIR 573 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 hitemational Airport (SAN) • Seattle -Tacoma International Airport (SEA) • Portland International Airport (PDX� • John Wayne Airport (JWA). ' The analysis addressed trip 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 1 ' ° Federal Highway Administration and Federal Aviation Administration, Intermodal Ground Access to Airports —A Planning Guide, December 1996. 5 Terry Ruhl and Boris Tmayslds, "Airport Trip Generation," Institute afTransportation Engineers (ITE) Journal, May 1998, ' pages 24-31. The ITE Journal is a publication for traffic engineers and transportation planning professionals. •nmen al Imp. 059020 tdoc ' Environmental Impact Report �P generation 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: In addition to the ADT estimates, peak hour traffic shares are derived for the following peak • Morning commuter peak hour (7:30 — 8:30 Alva) • Afternoon commuter peak hour (5:00 — 6:00 PM) Using trip rates established in this analysis, 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 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. Table A-2 shows the comparison with 2001 count data. A.3 TRIP DISTRIBUTION The trip distribution pattern for airport trips is shown in Figure A-1. These were derived from the special airport trip distributions (regionwide) developed for EIR 573. ' Environmental 059020ryi.doo TRIP RATE ADTPERNON- CONNECTING MONTH PASSENGER Table A-1 JWA TRIP GENERATION RATES AM COMMUTERPEAK AIRPORT TERMINAL PEAK (730-8:30 AM) PERCENT PERCENT PERCENT PERCENT PEAK HOUR INBOUND OF DAILY INBOUND OF DAILY PM COMMUTER PEAK (5:00-6:00 PM) PERCENT PERCENT INBOUND OF DAILY TERMINAL' August 1.80 5:00-6:OOPM 50% 8% 52% 5% 50% 8% Annual Average 1.98 5:00-6:OOPM 50% 8% 52% 5% 50% 8% EMPLOYEE PARKING ' August .04 11:00AM— 50% 15% 60% 5% 40% 4% 12:00 PM Annual .04 I1:00 AM - 50% 15% 60% 5% 40% 4% Average 12:00 PM PUBLIC PARKING' August .41 12:00— 50% 8% 70% 4% 50% 6% 1:00 PM Annual .41 12:00— 50% 8% 70% 4% 50% 60/. Average 1:00 PM RENTAL CAR TRAFFIC' August .54 5:00-6:00PM 80% 8% 70% 5% 80% 8% Annual Average .54 5:00-6:OOPM 80% 8% 70% 5% 80% 8% ' Terminal trip generation rates exclude employee traffic but include rental car and parldng garage traffic. ' These rates are included in the terminal trip generation rates John Wayne Airport A-4 Ausnn-roust Associates, mc. Environmental Impact Report 059020rpt.doc AIRPORT COMPONENT Table A-2 TRIP RATES -PEAK MONTH (AUGUST) AM PEAK HOUR UNIT IN OUT TOTAL IN PM PEAK HOUR OUT TOTAL ADT COMMERCIAL AIR TERMINAL Employee Parking TDP 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 MP 16.42 30.18 46.60 25.14 51.06 76.20 850 AIR CARGO HANDLING FACILITY 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 Abbreviations: TDP=thousand daily (non -connecting) passengers TDCT = thousand daily cargo tons ADT= average daily traffic TRIP GENERATIONMZAFFIC COUNT COMPARISON July 2001 Peak Weekday AM PEAK HOUR PM PEAK HOUR AIRPORT COMPONENT UNIT IN OUT TOTAL IN OUT TOTAL ADT COMMERICAL AIR TERMINAL Employee Parking 25.5 TDP 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 482 207 689 891 220 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 Chucks) .04 TDCT I 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 vs. Count 3.1% 0.3% 1.7% 5.0% 2.6% 3.8% 0.1% John Wayne Airport A-5 Austin -Foust Associates, Inc. ' Environmental Impact Report 059020rptdoc u R u P n L.� Ll Figure A-1 PROJECT TRIP DISTRIBUTION PERCENTAGES -GENERAL 2006 DISTRIBUTION John Wayne Airport A-6 Austin -Foust Associates, Inc. Environmental Impact Report 059020rtpfigA-l.dwg I 1 L I II APPENDIX B YEAR 2006 TRAFFIC FORECASTS The impact analysis in this report uses year 2006 as the forecast year for identifying the traffic impacts of the various alternatives. This appendix gives a description of the derivation process. B.1 OVERVIEW Year 2006 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. For this study, those forecasts were used for 2006 volumes by factoring down slightly, using an interpolation between 2000 and 2007. Outside the City of Irvine, the demographic database is the 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 2002, 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. The following sections describe the derivation process in detail. 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. 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 John Wayne Environmental Report 059020rptdoe 1 i 1 t 1 1 1 1 i 1 1 1 1 1 1 1 1 1 1 Figure B-1 OCP-2000 Projections -By Community Analysis Areas (CAA's) Population Housing Employment year 2007 model had not at this time been fully calibrated for all the intersections in the study area and hence the use of ITAM 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-1. 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. A special process is used 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 for the increase in ADT link volumes. 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 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 can be summarized as follows: THOUSAND DAILY AM PEAK HOUR PMPEAKHOUR MAP PASSENGERS* IN OUT TOTAL IN OUT TOTAL ADT Existing (2001) Conditions 7.7 25.7 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 110 101 211 168 168 336 4,232 Using the trip distribution for JWA, this increment of traffic was added to the basic 2006 traffic forecast to produce a 2006 No -Project scenario. John Wayne Airport B-3 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc n 1 I I n 1 I j t ROADNAME Table B-I YEAR 2006 ADT GROWTH FACTORS EXISTING EXISTING 2007 MODEL 2000 COUNT 2000 MODEL MODEL INCREMENT PERCENT INCREASE AVERAGE ANNUAL GROWTH 2006 ADT MacArthur 55 Fwy-Red Hill 45,948 47,851 50,013 2,162 4.5% 0.6% 47,727 MacArthur SIO Red Hill 28,036 32,581 35,212 2,631 8.1% 12% 29,977 MacArthur NIO Main 28,036 32,500 35,178 2,678 8.2% 1.2% 30,016 MacArthur Main-405 NB 54,745 53,840 59,483 5,643 10.5% 1.5% 59,663 MacArthur 405 NB405 SB 54,433 54,000 60,000 6,000 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 5.1% 0.7% 52,250 MacArthur Campus -Jamboree 20,770 20,753 22,661 1,908 9.2% 1.3% 22,407 MacArthur Jamboree -University 31,046 29,473 32,788 3,315 11.20/0 1.6% 34,039 Jamboree Main405Fwy 57,800 68,895 76,113 7,218 10.5% 1.5% 62,991 Jamboree 405SB-Michelson 51,153 60,583 70,339 9,756 16.1% 2.3% 58,214 Jamboree Michelson -Campus 42,099 44,941 51,825 6,884 15.3% 2.2% 47,626 Jamboree Campus -MacArthur 35,551 32,799 36,684 3,885 11.80/. 1.7% 39,160 Von Kerman Main-405 Fwy 21,864 25,484 28,267 2,783 10.9% 1.6% 23,911 Von Kalman 405 Fwy-Michelson 20,412 33,779 36,107 2,328 6.9% 1.0% 21,618 Von KatmanMichelson-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% 1.2% 32,709 Campus MacArthur -Von Kalman 16,684 22,846 25,526 2,680 11.7% 1.7% 18,362 Campus Jamboree -University, 17,814 21,554 22,648 1,094 5.1% 0.7% 18,589 Red Hill MacArthur -Main 25,093 25,584 27,379 1,795 7.0% 1.0% 26,602 Red Hill Main405 Fwy 25,069 20,322 21,199 877 4.3% 0.6% 25,996 Red Hill 405 Fwy-Paularino 22,000 20,000 21,000 1,000 5.0% 0.7% 22,943 Red Hill Paularino-Baker 20,000 16,000 17,000 1,000 6.3% 0.9% 21,071 Red Hill Baker -Bristol 18,532 18,231 18,633 402 2.2% 0.3% 18,882 Santa Ana Bristol -Mesa 10,000 17,941 17,489 452 -2.5% 0.0% 10,000 Santa Ana Mesa -Del Mar 7,000 12,000 12,000 0 0.0% 0.0% 7,000 Santa Ana SIG 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% 0.0% 5,000 Santa Ana 19th-17th 8,000 6,000 6,000 0 0.0% 0.0% 8,000 Irvine Bristol-S-Mesa 29,000 27,135 31,690 4,555 16.8% 2.4% 33,173 Irvine Wilson-22nd 29,000 25,000 26,000 1,000 4.0% 0.6% 29,994 Irvine 190r-17th 24,000 15,000 15,000 0 0.0% 0.0% 24,000 Main Red Hill -MacArthur 25,081 35,584 38,988 3,404 9.60A 1.4% 27,138 Main MacArthur-VonKarman 31,780 39,341 42,179 2,838 7.2% 1.0% 33,745 Michelson MacArthur -Von Karnum 20,209 23,138 25,192 2,054 8.9% 1.3% 21,747 Michelson Von Kamnsrrdamboree 21,606 29,976 32,329 2,353 7.8% 1.1% 23,060 Michelson Jamboree -University 30,258 35,718 44,284 8,566 24.0% 3A% 36,478 Del Mar 55Fwy-Santa Ana 12,000 8,000 9,000 1,000 12.5% 1.8% 13,286 Mesa 5517wy-Santa Ana 6,000 3,695 3,844 149 4.0% 0.6% 6,207 Baker Bristol-55 Fwy 28,000 27,000 29,000 2,000 7.4% 1.1% 29,778 Baker 55 Fwy-Red Hill 20,000 22,000 22,000 0 0.0% 0.0% 20,000 Paularino Bristol-55 Fwy 20,000, 21,000 21;000 0 0.0% 0.0% 20,000 Paularino 55 Fwy-Red Hill 14,000 14,000 14,000 0 0.0% 0.0% 14,000 22nd Newport -Santa Ana 7,000 11,000 11,000 0 0.0% 0.0% 7,000 22nd Santa Ana -Irvine 5,000 10,000 10,000 0 0.0% 0.0% 5,000 19th Newport -Santa Ann 8,000 20,000 20,000 0 0.0% 0.0% 8,000 19thSanta Ana -Irvine 7,000 15,000 15,000 0 0.0% 0.0% 7,000 17thNewport-Santa Ana 31,743 34,000 34,000 0 0.0% 0.0% 31,743 17th Santa Ana -Irvine 30,353 38,000 38,000 0 0.0% 0.0% 30,353 Bristol-N Birch -Jamboree 16,278 14,000 14,000 0 0.0% 0.0% 16,278 BtistolSBirch-Jamboree 31,172 26,000 28,000 2,000 7.7% 1.1% 33,227 Bristol Santa Ana -Newport 28,000 33,000 36,000 3,000 9.1% 1.3% 30,182 Bristol Paularino-405 Fwy 47,000 51,000 55,000 4,000 7.8% 1.1% 50,160 Confined John Wayne Airport B4 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc I 1 L I Table B-1 (cont) YEAR2006 ADT GROWTH FACTORS EXISTING ROADNAME 2000COUNT EXISTING 2000 MODEL 2007 MODEL MODEL INCREMENT PERCENT INCREASE AVERAGE ANNUAL GROWTH 2D06 ADT Newport NB 21st-22nd 13,000 15,000 14,000 -1,000 -6.7% 0.0% 13,000 Newport SB2lst-22nd 10,000 12,000 11,000 .1,000 -8.3% 0.0% 10,000 1405 w/o Jamboree 276,000 268,831 284,948 16,017 6.0% 0.9% 290,095 I405 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% 0.4% 288,973 SR-55 n/o Mesa 153,000 104,815 108,325 3,510 3.3% 0.5% 157,392 SR-55n/oSR-73 155,000 141,794 150,319 8,525 6.0% 0.9% 162,988 SR-55 n/o I405 237,000 181,711 191,463 9,752 5.40/. 0.8% 247,902 S11-73 w/o SR-55 99,000 96,000 100,000 4,000 4.2% 0.6% 102,536 SR-73 e% SR-55 94,000 144,423 152,351 7,928 5.5% 0.8% 98,423 SR-73 c/o Campus 70,000 112,674 121,985 9,211 82% 1.2% 74,905 Red Hill n/o MacArthur 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 l-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 a/c Quail 30,434 36,161 39,315 3,154 8.7% 1.20/0 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 s/oMacArthur 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 elo 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 do Campus 14,000 14,000 15,500 1,500 10.7% 1.5% 15,286 Newport SB n/o Mesa 11,000 11,000 11,000 0 0.0% 0.0% 11,000 Newport SB s/o Mesa 18,000 18,000 19,000 1,000 5.6% 0.8% 18,857 Newport NB n/o Mesa 9,000 9,000 9,000 0 0.0% 0.0% 9,000 Newport NBs/oMesa 23,000 23,000 24,000 1,000 4.3% 0.6% 23,837 Mesabtwn Newport 5,000 5,000 5,500 500 10.0% 1A% 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 6,0D0 6,000 0 0.0% 0.0% 6,000 Del Mar w/o Irvine 91000 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 a/c 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 e/o Irvine 15,OD0 15,000 16,000 1,000 6.7% 1.0% 15,857 1-405 c/o Jamboree 260,000 240,033 249,949 9,916 4.1% 0.6% 269,206 1-405 c/o Jamboree 260,000 240,033 249,949 9,916 4.1% 0.6% 269,206 SR-73 c/o Jamboree 73,200 85,756 94,198 8,442 9.9% 1.40/. 79,377 SR-73 c/o Jamboree 73,200 85,756 94,198 8,442 9.8% 1.40/. 79,377 Campus n/o AirportWayN 30,434 29,022 32,304 3,282 11.3% 1.6% 33,384 Birch n/o Bristol N 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 a/c Campus 21,412 29,753 31,579 1,826 6.1% 0.9% 22,538 Average (Study Locations Only) -> 6.52% 0.93% ' Environmental 059020rpt.doc J n APPENDIX C 1 PEAK HOUR TURNING MOVEMENT 1 1 1 n 1 1 !I J I I 1 J I VOLUME ILLUSTRATIONS John Wayne Airport Environmental Impact Repon BEING PREPARED J I 0 n I 1 I I I 11 u 5 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 thru-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 -turn -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. Ri¢bt-Tum-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-I Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc u H H 1 U u 1 u H Legend Figure D-1 �x Study Location INTERSECfIONSTUDY LOCATIONS John Wayne Airport D-2 Austin -Foust Associates, Inc. Environmental Impact Report 059020rptfigD-l.dwg ' 2. Rigl*Turn-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 C 1 LJ I II 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 - VIC (WBL) 4. Total Rid*Tum 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 = VIC (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 deternune 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, thm/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: '1 John Wayne Airport D-3 Austin -Foust Associates, Inc. Environmental Impact Report 059020rpt.doc n n C t I I I n Example for Shared LeftlThru Lane 1. Average Lane Volume (ALV) ALV = Left-Tum Volume + Thm Volume Total Left + Thru Approach Lanes (including shared lane) 2. ALV for Each Approach ALV (Left) = Left -Turn Volume Left Approach Lanes (including shared lane) ALV Mira) = 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 -tam approach is warranted. Left -tam and thru V/C 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 frill dedication to the thru approach is warranted, and left -turn and thru V/C ratios are calculated as follows: VIC (Left) = Left-Tum Volume Left Approach Capacity (excluding shared lane) V/C (Thru) = Thru Volume Thra 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 thru approach lane carries an evenly distributed volume of traffic equal to ALV. A combined left/thru V/C ratio is calculated as follows: V/C (Left/Tbra) = Left -Turn Volume + Thru Volume Total Left + Thm Approach Capacity (including shared lane) This V/C (Left[Fhm) 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 DA Austin -Faust Associates, Inc. Environmental Impact Report 059020rpt.doe n 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 tbruhight lanes. If full dedication of a shared ' thruhight 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 thru/right 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 ' steps one through four are repeated for the two movements involved in the other shared lane. F II II II ALSUR-r11Y51d buulu6 ' LIG. 05I020Ipt.doc 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* NBT 4 6800 927 .14 903 .13 NBR 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 .09* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .61 .92 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 894 .26* 986 .29* NBT 4 6800 1012 .15 984 .14 NBR f 1204 637 SBL 2 3400 440 .13 360 .11 SBT 4 6800 663 .10* 954 .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 464 .27 886 .52 WBL 2 3400 325 .10* 787 .23* WBT 3 5100 750 .15 1530 .30 WBR f 230 630 Right Turn Adjustment EBR .11* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .66 1.01 2006 Baseline 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 5100 760 .15* 970 .19* EBR 1 1700 460 .27 880 .52 WBL 2 3400 320 .09* 760 .23* WBT 3 5100 750 .15 1530 .30 WBR f 230 630 Right Turn Adjustment EBR .11* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .65 1.01 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3400 901 .26* 999 .29* NBT 4 6800 1017 .15 992 .15 NBR f 1214 652 SBL 2 3400 440 .13 360 .11 SBT 4 6800 668 .10* 962 .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 472 .28 899 .53 WBL 2 3400 335 .10* 802 .24* WBT 3 5100 750 .15 1530 .30 WBR f 230 630 Right Turn Adjustment EBR .12* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .66 1.03 1. MacArthur h Main 2006 Scenario 2 I AM PK HOUR PH PK I HOUR LANES CAPACITY VOL V/C VOL V/C � NBL 2 3400 907 .27* 1008 I .30* NBT 4 6800 1021 .15 998 .15 NBR f 1220 663 I SBL 2 3400 440 .13 360 i .11 SBT 4 680D 672 .10* 968 .14* SBR 1 1700 90 .05 110 .06 I 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 I Right Turn Adjustment EBR I .11* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .67 1.03 2006 Alternative D I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL V/C VOL V/C I NBL 2 3400 924 .27* 1036 I .30* NBT 4 6800 1032 .15 1016 .15 NBR f 1240 697 SBL 2 3400 440 .13 360 I .11 SBT 4 6800 684 .10* 986 .15* SBR 1 1700 90 .05 110 .06 I EBL 1 1700 20 .01 70 i .04 EBT 3 5100 760 .15* 970 .19* EBR 1 1700 497 .29 936 .55 I WBL 2 3400 364 .11* 847 I .25* WBT 3 5100 750 .15 1530 .30 WBR f 230 630 I Right Turn Adjustment EBR i .13* I Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .68 1.07 2006,Scenario 3 I� I AM PK HOUR PM PK HOUR I I ' LANES CAPACITY VOL V/C VOL V/C I NBL 2 3400 916 .27* 1022 .30* i NBT 4 6800 1027 .15 1007 .15 NBR f 1230 680 SBL 2 3400 440 .13 360 .11 I� SBT 4 6800 678 .10* 977 .14* j SBR 1 1700 90 .05 110 .06 I I EBL 1 1700 20 .01 70 .04 I'I I EBT 3 5100 760 .15* 970 .19* EBR 1 1700 488 .29 922 .54 I � WBL 2 3400 353 .10* 830 .24* I' I WBT 3 5100 750 .15 1630 .30 WBR f 230 630 I ' � Right Turn Adjustment EBR .12* I Clearance Interval .05* .05* I ' TOTAL CAPACITY UTILIZATION .67 1.04 I 2. MacArthur & I.405 NB ramps 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 1805 .27* 1570 .23* NBR 2 3400 294 .09 1153 .34 SBL 2 3400 165 .05* 605 .18* SBT 4 6800 1040 .15 1680 .25 SBR f 0 0 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 772 .23* 348 .10* WBT 0 0 0 0 WBR 2 3400 876 .26 521 .15 Right Turn Adjustment NBR .03* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .60 .59 1 2006 No Project LANES CAPACITY NBL 0 0 NBT 4 6800 NBR 2 3400 SBL 2 3400 SBT 4 6800 SBR f EBL 0 0 EBT 0 0 EBR 0 0 WBL 2 3400 WBT 0 0 WBR 2 3400 Right Turn Adjustment I Clearance Interval TOTAL CAPACITY UTILIZATIO AM PK HOUR PM PK HOUR VOL V/C VOL V/C 0 0 2051 .30* 1818 .27* 316 .09 1270 .37 200 .06* 660 .19* 1252 .18 1958 .29 0 0 0 0 0 0 0 0 837 .25* 395 .12* 0 0 1060 .31 790 .23 WBR .02* NBR .01* .05* .05* ' N .68 .64 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C 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 .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 0 0 WBR 2 3400 1060 .31 790 .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 6B00 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 2. MacArthur & I.405 NO ramps 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NOT 4 6800 2088 .31* 1880 .28* NOR 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 EST 0 0 0 0 EBR 0 0 0 0 WBL 2 3400 895 .26* 483 .14* WBT 0 0 0 0 WBR 2 $400 1060 .31 790 .23 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .66 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NOT 4 6800 2136 .31* 1959 .29* NOR 2 3400 365 .11 1351 .40 SBL 2 3400 200 .06* 660 .19* SOT 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 WBL 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 2006 Scenario 3 LANES CAPACITY NBL 0 0 NOT 4 6800 NOR 2 3400 AM PK HOUR PM PK HOUR VOL V/C VOL V/C 0 0 2112 .31* 1919 .28* 351 .10 1328 .39 SBL 2 3400 200 .06* 660 .19* SOT 4 6800 1319 .19 2059 .30 SBR f 0 0 EBL 0 0 0 0 1 EBT 0 0 0 0 EBR 0 0 0 0 � WBL 2 3400 933 .21* 540 .16* � WBT 0 0 0 0 WBR 2 3400 1060 .31 790 .23 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION 69 .68 ' 11 1' 3. MacArthur & I-405 SB ramps 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 1003 .15* 2388 .35* NBR 1 1700 379 .22 809 .48 SBL 2 3400 151 .04* 708 .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 1 1700 204 .12 161 .09 WBR f 1034 389 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .61 .83 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 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 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 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 V/C VOL V/C 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 EBT 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 3. MacArthur & I.405 SB ramps 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 0 0 NBT 4 6800 1246 .18* 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 2006 Alternative b AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 D 0 0 NBT 4 6800 1321 .19* 2890 .43* NBR 1 1700 529 .31 1062 .62 SBL 2 3400 180 .05* 890 .26* SBT 4 6800 1550 .23 1130 .17 SBR 1 1700 585 .34 676 .40 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 344 .20 378 .22 WBR f 1180 420 Right Turn Adjustment NBR .02* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .99 2006 Scenario 3 ' AM PK HOUR PM PK HOUR f LANES CAPACITY. VOL VIC VOL VIC ' 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 EAR 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 11 11 1' 11 11 1' 4. MacArthur & Michelson 2000 Counts (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 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 1636 .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 ISO 1095 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .80 .53 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* WBR f 180 1270 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .89 .58 2006 Baseline 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 EBR 0 0 38 71 WBL 2 3400 90 .03 480 .14 WBT 1 1700 112 .07* 173 .10* WBR f ISO 1270 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .92 .62 4. MacArthur & Michelson U 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 262 .15 43 .03 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 661 .19* 661 .19* EST 2 3400 125 .05 167 .07 J EBR 0 0 48 85 J WBL 2 3400 90 .03 480 .14 WBT 1 1700 122 .07* 189 .11* WBR f ISO 1270 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .93 .65 J 2006 Alternative 0 J J AM PK HOUR PM PK � HOUR J LANES CAPACITY VOL V/C VOL V/C J J NBL 1 1700 284 .17 77 � .05* J NOT 4 6800 1430 .21* 1850 .27 J NOR 1 1700 350 .21 150 .09 J SBL 2 3400 1390 .41* 100 � .03 SBT 4 6800 1550 .23 1770 .26* SBR 0 0 30 10 J J J EBL 2 3400 800 .24* 893 � .26* J J EST 2 3400 159 .07 224 .10 J EBR 0 0 75 131 J J WBL 2 3400 90 .03 480 � .14 f J WBT 1 1700 155 .09* 238 .14* J WBR f 180 1270 J J Clearance Interval .05* � .05* J TOTAL CAPACITY UTILIZATION 1.00 .76 2006 Scenario 3 J' J AM PK HOUR PH PK HOUR J' LANES CAPACITY VOL V/C VOL V/C J J NBL 1 1700 273 .16 60 .04 J ' J NOT 4 6800 1430 .21* 1850 .27* NOR 1 1700 350 .21 150 .09 SBL 2 3400 1390 .41* 100 .03* J ' SBT 4 6800 1550 .23 1770 .26 J SBR 0 0 30 10 J EBL 2 3400 730 .21* 777 .23* ' EST 2 3400 142 .06 195 .09 J EBR 0 0 61 108 J W8L 2 3400 90 .03 480 .14 J J WBT 1 1700 139 .08* 214 .13* J WBR f 180 1270 J Clearance Interval .05* .05* J TOTAL CAPACITY UTILIZATION .96 .71 , U Ll I U I 5. MacArthur & Campus 1 2000 Counts (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 68 .04 167 .10 NBT 4 6800 1012 .15* 1237 .18* NBR 1 1700 104 .06 66 .04 SBL 1 1700 338 .20* 171 .10* SBT 4 6800 1066 .16 974 .14 SBR 1 1700 272 .16 594 .35 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 21B Right Turn Adjustment SBR .09* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .60 .72 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 3400 70 .02* 160 .05 WBT 3 5100 292 .06 1163 .23* WBR f 100 230 Right Turn Adjustment SBR .10* Clearance Interval .05* .05* 1 1 2006 Baseline 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 .05* .05* TOTAL CAPACITY UTILIZATION .64 .79 2006 Scenario 1 AM'PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 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 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* I Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .64 .79 TOTAL CAPACITY UTILIZATION .64 .79 5. MacArthur 6 Campus 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C I NBL 1 1700 80 .05 190 I .11 NBT 4 6800 1079 .16* 1319 .19* NBR 1 1700 120 .07 70 .04 I SBL 1 1700 358 .21* 194 I .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 i WBL 2 3400 70 .02* 160 .05 WBT 3 5100 298 .06 1172 .23* WBR f 101 232 I Right Turn Adjustment SBR � .10* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .64 .79 2006 Alternative 0 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C I NBL 1 1700 BO .05 190 I .11 NBT 4 6800 1098 .16* 1347 .20* NBR 1 1700 120 .07 70 .04 I SBL 1 1700 367 .22* 207 � .12* SBT 4 6800 1145 .17 1068 .16 SBR 1 1700 293 .17 635 .37 I EBL 2 3400 443 .13 375 I .11* EBT 3 5100 990 .20* 390 .09 I EBR 0 0 30 60 WBL 2 3400 70 .02* 160 .05 WBT 3 5100 306 .06 1184 .23* WBR f 102 233 J I Right Turn Adjustment SBR .08* Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .65 .79 H 2006 Scenario 3 AM PK HOUR PM PK HOUR ' LANES CAPACITY VOL V/C VOL V/C I I NBL 1 1700 80 .05 190 .11 I NBT 4 6800 1089 .16* 1333 .20* ' NBR 1 1700 120 .07 70 .04 SBL 1 1700 362 .21* 200 .12* I ' SBT 4 6800 1136 .17 1053 .15 1 SBR 1 1700 292 .17 633 .37 I EBL 2 3400 442 .13 373 .11* EBT 3 5100 990 .20* 390 .09 FOR 0 0 30 60 � WBL 2 3400 70 .02* 160 I .05 WBT 3 6100 302 .06 1178 .23* WBR f 102 232 i Right Turn Adjustment SBR I OB* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .64 .79 H I 1 11 H I i 6. MacArthur & Birch 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 42 .03 196 .12* NBT 3 4800 956 .20* 799 .17 NBR 1 1600 116 .07 49 .03 SBL 1 1600 160 .10* 80 .05 SBT 4 6400 741 .15 994 .19* SBR 0 0 249 .16 223 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 53 158 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .53 .68 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 Clearance Interval L .05* .05* � TOTAL CAPACITY UTILIZATION .55 .71 2006 Baseline 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)* 1 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .54 .71 1 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 40 .03 210 .13* NBT 3 4800 1042 .22* 888 .19 NBR 1 1600 130 .08 50 .03 SBL 1 1600 161 .10* 81 .05 SBT 4 6400 811 .17 1088 .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 51 161 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .55 .71 6. MacArthur & Birch I 2006 Scenario 2 AM PK HOUR PM PK HOUR I LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 40 .03 210 .13* NBT 3 4800 1048 .22* 897 .19 NOR 1 1600 130 .08 50 .03 SBL 1 1600 161 .10* 82 .05 SBT 4 6400 817 .17 1097 .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 51 162 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .55 .72 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 40 .03 210 .13* NBT 3 4800 1066 .22* 924 .19 NBR 1 1600 130 .08 50 .03 SBL 1 1600 162 .10* 83 ,05 SBT 4 6400 833 .17 1125 .21* SBR 0 0 250 220 EBL 1.5 170 .11 310 {.121* 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 52 163 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .55 .72 2006 Scenario 3 AM PK HOUR PM PK HOUR ' LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 40 .03 210 .13* NBT 3 4800 1057 .22* 911 .19 ' NBR 1 1600 130 .08 50 .03 � SBL 1 1600 161 .10* 82 ,05 � SET 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 Clearance Interval .05* .05* ' TOTAL CAPACITY UTILIZATION .66 .72 [l I J I 7. Jamboree 6 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 � I 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 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 12BO 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 I Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .63 .69 2006 Baseline 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 6600 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 7. Jamboree 6 I.405 NB It 2006 Scenario 2 I AM PK HOUR i PM PK HOUR LANES CAPACITY VOL V/C VOL VIC I NBL 0 0 0 I 0 NBT 3 5100 1809 .35* 2685 .53* NBR f 290 510 I SBL 0 0 0 I 0 SBT 4 6800 2060 .30 2055 .30 1 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 I i Clearance Interval .05* .05* i TOTAL CAPACITY UTILIZATION .63 .70 2006 Alternative D I AM PK HOUR PH PK I HOUR LANES CAPACITY VOL V/C VOL V/C ( 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 I .12* WBT 0 0 0 0 WBR f 690 230 I Clearance Interval .05* I .05* TOTAL CAPACITY UTILIZATION .64 .70 2006 Scenario 3 AM PK HOUR LANES CAPACITY VOL V/C I NBL 0 NBT 3 NBR f I SBL 0 SBT 4 j SBR f 11 PM PK HOUR I , VOL V/C 0 0 0 5100 1814 .36* 2693 .53* 290 510 0 6800 0 2065 1280 EBL 0 0 TOTAL CAPACITY UTILIZATION 0 0 0 0 .30 2063 1050 0 0 0 .23* 600 0 230 .05* S .30 .12* .05* .70 8. Jamboree & I.405 SB 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* 10B6 .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 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 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 O 0 0 0 WBR 0 0 0 0 Right Turn Adjustment EBR .03* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .88 .68 2006 Baseline 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* i TOTAL CAPACITY UTILIZATION .88 .68 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 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 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* 1 Clearance Interval .05* .05* I TOTAL CAPACITY UTILIZATION .8B .68 8. Jamboree & I.405 $B 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C J NBL 0 0 0 0 J 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 I J EBL 2 3400 1180 .35* 109D .32* J EBT 0 0 0 0 J EBR 2 3400 1280 .38 590 .17 WBL 0 0 0 0 J WBT 0 0 0 0 J WBR 0 0 0 0 J Right Turn Adjustment EBR .03* Clearance Interval .05* .05* i TOTAL CAPACITY UTILIZATION .88 .68 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C i NBL 0 0 0 0 NBT 4 6800 928 .14 2120 .31* J NBR f 469 1495 SBL 0 0 0 0 J SBT 4 6800 3090 .45* 1880 .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 J Right Turn Adjustment EBR .03* Clearance Interval .05* .05* J TOTAL CAPACITY UTILIZATION .88 .68 J 2006 Scenario 3 J ' AM PK HOUR PM PK HOUR J LANES CAPACITY VOL V/C VOL V/C I� NBL 0 0 0 0 J I NBT 4 6800 924 .14 2113 .31* J t NBR f 467 1491 J J SBL 0 0 0 0 J SBT 4 6800 3085 .45* 1873 .28 SBR f 130 790 EBL 2 3400 1180 .35* 1090 .32* J EBT 0 0 0 0 J J EBR 2 3400 1280 .38 590 .17 WBL 0 0 0 0 J' WBT 0 0 0 0 J WBR 0 0 0 0 J I Right Turn Adjustment EBR .03* 1 J Clearance Interval .05* .05* I , TOTAL CAPACITY UTILIZATION .8B .68 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 .6B .78 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 6600 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 W8L 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 Baseline 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 9. Jamboree h Michelson 2006 Scenario 2 I I 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* EST 2 340D 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 2006 Alternative D � I AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C I I NBL 1 1700 182 .11* 63 .04 NBT 4 6800 1010 .17 1900 .30* NBR 0 0 160 120 I i SBL 2 3400 810 .24 690 .20* i SBT 4 6800 2640 .37* 1670 .25 SBR f 940 260 I I EBL 2 3400 158 .05* 926 .27* EBT 2 3400 96 .03 691 .21 EBR 0 0 12 123 I I WBL 2 3400 380 .11 300 .09 WBT 2 3400 627 .18* 241 .07* WBR f 280 630 I 1 Clearance Interval .05* .05* i TOTAL CAPACITY UTILIZATION .76 .89 ' 2006 Scenario 3 I I LANES CAPACITY I NBL 1 1700 NBT 4 6800 1 NBR 0 0 AM PK HOUR PM PK HOUR VOL V/C VOL V/C 182 .11* 62 .04 1010 .17 1900 .30* 160 120 SBL 2 3400 810 .24 690 .20* I ' SBT 4 6B00 2540 .37* 1670 .25 SBR f 935 253 I EBL 2 3400 151 .04* 914 .27* ( I'I EBT 2 3400 95 .03 588 .21 EBR 0 0 11 122 I, I WBL 2 3400 380 .11 300 .09 I WBT 2 3400 625 .18* 238 .07* WBR f 280 630 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .75 .89 ' 11 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 1.6 137 238 .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 2006 No Project 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 250 .07 320 .09 SBT 3 5100 1800 .41* 1790 .42* SBR 0 0 290 330 EBL 1.5 170 290 EBT 1.5 5100 151 .06* 542 .16* EBR f 20 160 WBL 1 1700 370 .22* 150 .09 WBT 2 3400 571 .17 312 .09* WBR 1 1700 130 .08 260 .15 Clearance Interval .05* .05* Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .84 .76 2006 Baseline 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 250 .07 320 .09 SBT 3 5100 1800 .41* 1790 .42* SBR 0 0 290 330 EBL 1.5 170 290 EBT 1.5 5100 150 .06* 540 .16* EBR f 20 160 WBL 1 1700 370 .22* 150 .09 WBT 2 3400 570 .17 310 .09* WBR 1 1700 130 .08 260 .15 Clearance Interval .05* .05* Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .84 .76 2006 Scenario 1 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 250 .07 321 .09 SBT 3 5100 1800 .41* 1790 .42* SBR 0 0 290 330 EBL 1.5 170 290 EBT 1.5 5100 154 .06* 547 .16* EBR f 20 160 WBL 1 1700 370 .22* 150 .09 WBT 2 3400 574 .17 317 .09* WBR 1 1700 130 .08 261 .15 Clearance Interval .05* 05* Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .84 .76 10. Jamboree 6 Campus 2006 Scenario 2 I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 1 1700 170 .10* 60 I .04* NBT 4 6800 1310 .20 1740 .31 NBR 0 0 70 370 I SBL 2 3400 260 .07 321 I .09 SBT 3 6100 1800 .41* 1790 .42* SBR 0 0 290 330 EBL 1.5 170 290 EBT 1.5 5100 156 .06* 550 .16* EBR f 20 160 WBL 1 1700 370 .22* 150 .09 WBT 2 3400 577 .17 320 .09* WBR 1 1700 131 .08 Z61 .15 I Clearance Interval .05* I .05* Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .84 .76 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 1 1700 170 .10* 60 .04* NBT 4 6800 1310 .20 1740 .31 NBR 0 0 70 370 I SBL 2 3400 261 .07 322 .09 SBT 3 5100 1800 .41* 1790 .42* SBR 0 0 290 330 I EBL 1.5 170 290 EBT 1.5 5100 162 .07* 560 .17* EBR f 20 160 I WBL 1 1700 370 .22* 150 .09 WBT 2 3400 583 .17 330 .10* WBR 1 170D 131 .08 262 .15 I Clearance Interval .05* .05* Note: Assumes E/W Split Phasing TOTAL CAPACITY UTILIZATION .85 .78 2006 Scenario 3 I AM PK HOUR PM PK HOUR I I LANES CAPACITY VOL VIC VOL Y/C ' � NBL 1 1700 170 .10* 60 .04* I NBT 4 6800 1310 .20 1740 .31 I ' 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 I' I EBT 1.5 5100 159 .06* 656 .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 Clearance Interval .05* .05* Note: Assumes E/W Split Phasing I , TOTAL CAPACITY UTILIZATION .84 .78 11. Jamboree & MacArthur 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 646 .17* 253 .08* NBT 3 4800 849 .18 935 .19 NBR 1 1600 202 .13 48 .03 SBL 2 3200 254 .08 671 .21 SBT 3 4800 928 .19* 1577 .33* SBR f 268 173 EBL 1 1600 62 .04* 194 .12 EBT 3 4800 326 .07 1535 .32* EBR f 148 379 WBL 1 1600 184 .12 270 .17* WBT 3 4800 1732 .43* 583 .17 WBR 0 0 311 226 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .88 .95 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 1 1600 70 .04* 210 .13 EBT 3 4800 352 .07 1663 .35* EBR f 172 403 WBL 1 1600 210 .13 300 .19* WBT 3 4800 1892 .47* 633 .18 WBR 0 0 350 250 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .96 1.04 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 580 .18* 270 .OB* 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 1 1600 70 .04* 210 .13 EBT 3 4800 350 .07 1660 .35* EBR f 170 400 WBL 1 1600 210 .13 300 .19* WBT 3 4800 1890 .47* 630 .18 WBR 0 0 350 250 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .96 1.03 1 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 586 .18* 279 .09* NBT 3 4800 940 .20 1030 .21 NBR 1 1600 220 .14 50 .03 SBL 2 3200 290 .09 750 .23 SBT 3 4600 1070 .22* 1730 .36* SBR f 290 190 EBL 1 1600 70 .04* 210 .13 EBT 3 4800 355 .07 1668 .35* EBR f 175 409 WBL 1 1600 210 .13 300 .19* WBT 3 4800 1895 .47* 638 .19 WBR 0 0 350 250 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .96 1.04 11. Jamboree 8 MacArthur I 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 589 .16* 283 .09* NBT 3 4800 940 .20 1030 .21 NBR 1 1600 220 .14 50 .03 SBL 2 3200 290 .09 750 .23 I SBT 3 4800 1070 .22* 1730 .36* SBR f 290 190 I I EBL 1 1600 70 .04* 210 I .13 I EST 3 4800 357 .07 1672 .35* I EBR f 178 413 WBL 1 1600 210 .13 300 .19* WBT 3 4800 1898 .47* 642 .19 I WBR 0 0 350 250 I I Clearance Interval .05* I .05* TOTAL CAPACITY UTILIZATION .96 1.04 I 2006 Alternative 0 I I AM PK HOUR PM PK I HOUR I LANES CAPACITY VOL V/C VOL V/C I I NBL 2 3200 597 .19* 296 I .09* NBT 3 4800 940 .20 1030 .21 I NBR 1 160D 220 .14 50 .03 I SBL 2 3200 290 .09 750 � .23 SBT 3 4800 1070 .22* 1730 .36* SBR f 290 190 I EBL 1 1600 70 .04* 210 .13 I EST 3 4800 365 .08 16B4 .35* I EBR f 186 426 WBL 1 1600 210 .13 300 .19* WBT 3 4800 1906 .47* 654 .19 I I WBR 0 0 350 250 I I Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .97 1.04 2006 Scenario 3 I AM PK HOUR PM PK HOUR I LANES CAPACITY VOL V/C VOL I NBL 2 3200 593 .19* 289 .09* I I NBT 3 4800 940 .20 1030 .21 I ' NBR 1 1600 220 .14 50 .03 I I SBL 2 3200 290 .09 750 .23 i I SBT 3 4800 1070 .22* 1730 .36* I SBR f 290 190 I EBL 1 1600 70 .04* 210 .13 I ' EST 3 4800 361 .08 1678 .35* I EBR f 182 419 I I WBL 1 1600 210 .13 300 .19* I'� I WBT 3 4800 1902 .47* 648 .19 I WBR 0 0 350 250 I ' I Clearance Interval .05* 05* i i TOTAL CAPACITY UTILIZATION .97 1.04 ' 11 11 ', I 11 11 12. Jamboree & Bristol-N 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 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 Clearance Interval .05* 05* TOTAL CAPACITY UTILIZATION .58 .63 2006 No•Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 1010 .32* 800 .25* NBT 1.5 4800 1742 .54 1353 .47 NBR 1.5 760 .48 900 SBL 0 0 0 0 SBT 2.5 6400 962 .23* 1473 .38* SBR 1.5 490 960 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .60 .68 1 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 1010 .32* 800 .25* NBT 1.5 4800 1740 .54 1350 .47 NBR 1.5 760 .48 900 SBL 0 0 0 0 SBT 2.5 6400 960 .23* 1470 .38* SBR 1.5 490 960 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .60 .68 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 1010 .32 801 .25* NBT 1.5 4800 1746 .55* 1359 .47 NBR 1.5 760 .48 900 SBL 0 0 0 0 SBT 2.5 6400 965 .23 1479 .38* SBR 1.5 490 960 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .60 .68 12. Jamboree 6 Bristol•N 2006 Scenario 2 AM PK HOUR PH PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 1011 .32 801 .25* NBT 1.5 4800 1749 .55* 1363 .47 NBR 1.5 760 .48 900 SBL 0 0 0 0 SBT 2.5 6400 968 .23 1483 .3B* SBR 1.5 490 960 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .60 .68 .2006 Alternative D AM PK HOUR PH PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 1011 .32 802 .25* NBT 1.5 4800 1757 .55* 1376 .47 NBR 1.5 760 .48 900 SBL 0 0 0 0 SBT 2.5 6400 976 .23 1496 .38* SBR 1.5 490 960 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .60 .68 2006 Scenario 3 ' AM PK HOUR PH PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 1011 .32 801 .25* NBT 1.5 4800 1753 .55* 1369 .47 NBR 1.5 760 .48 900 SBL 0 0 0 D ' SBT 2.5 6400 972 .23 1489 .38* SBR 1.5 490 960 � EBL 0 0 0 0 � EBT 0 0 0 0 EBR 0 0 0 0 � WBL 0 0 0 D � WBT 0 0 0 0 WBR 0 0 0 0 Clearance Interval .05* .05* ' TOTAL CAPACITY UTILIZATION .60 .68 13. Jamboree & Bristol-S 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 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 4800 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* I Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .69 .69 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 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 Clearance Interval .05* .05* L � TOTAL CAPACITY UTILIZATION .75 .76 2006 Baseline 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .75 .76 2006 Scenario 1 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .75 .76 13. Jamboree 6 Bristol-S 1 2006 Scenario 2 I I ( AM PK HOUR PH PK HOUR 1 i LANES CAPACITY VOL V/C VOL V/C 1 ( NBL 0 0 0 0 i NBT 5 8000 2249 .30* 2094 .28 1 1 NBR 0 0 ISO 150 I I S8L 0 0 0 0 1 SBT 3 4800 968 .20 1483 .31* 1 SBR 0 0 0 0 I I 1 EBL 1.5 1270 .40* 970 (.40)* 1 EBT 1.5 4800 472 .29 960 .40 i ( EBR 2 3200 1360 .43 1271 .40 1 I I 1 WBL 0 0 0 0 1 WBT 0 0 0 0 1 1 WBR 0 0 0 0 1 I I 1 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .75 .76 2006 Alternative D I I 1 AM PK HOUR PM PK HOUR 1 1 LANES CAPACITY VOL V/C VOL V/C 1 I I 1 NBL 0 0 0 0 1 NBT 5 8000 2258 .30* 2107 .28 1 ( NBR 0 0 ISO ISO 1 I I SBL 0 0 0 0 SBT 3 4800 976 .20 1496 .31* SBR 0 0 0 0 1 2006 Scenario 3 1 I I AM PK HOUR PM PK HOUR 1 LANES CAPACITY VOL V/C VOL V/C 1 ' I I NBL 0 0 0 0 NBT 5 8000 2264 .30* 2100 .28 1 NBR 0 0 ISO ISO 58L 0 0 0 0 (' SBT 3 4800 972 .20 1489 .31* 1 SBR 0 0 0 0 1 EBL 1.5 1270 .40* 970 {.40}* 1 i EBT 1.5 4800 478 .30 970 .40 i i EBR 2 3200 1361 .43 1271 .40 1 i WBL 0 0 0 0 WBR 0 0 0 0 1 I I� 1 Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .75 .76 ' I 'EBL 1.5 1270 .40* 970 {.41}* 1 EBT 1.5 4800 484 .30 979 .41 1 EBR 2 3200 1361 .43 1272 .40 I I ' WBL 0 0 0 0 1 WBT 0 0 0 0 WBR 0 0 0 0 1 I ' Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .75 .77 , Id F I 14. Von Karman & Michelson 2000 Counts (Irvine) 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 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1700 70 .04 Ill .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 60 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 Baseline 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 BO 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 I 14. Von Kerman S Michelson 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 17QO 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 2006 Alternative 0 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 $BL 1 1700 160 .09* 190 .11* SBT 2 3400 400 .16 900 .32 SBR 0 0 130 200 EBL 1 1700 248 .15* 320 .19* EBT 2 3400 239 .09 524 .18 EBR 0 0 83 85 WBL 1 1700 200 .12 170 .10 WBT 2 3400 372 .11* 538 .16* WBR 1 1700 160 .09 200 .12 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .59 .79 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 SBL 1 1700 160 .09* 190 .11* ' SBT 2 3400 400 .15 900 .32 SBR 0 0 125 193 f 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 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .33 .85 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .36 .91 2006 Baseline 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .36 .90 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .37 .93 15. Campus S Airport•N 2006 Scenario 2 I AM PK HOUR PM PK i HOUR LANES CAPACITY VOL V/C VOL V/C f I NBL 1 1600 343 .21* 720 l .45* NBT 3 4800 1482 .31 1052 .22 NBR 0 0 0 0 I SBL 0 0 0 0 I SBT 3 4800 511 .12* 1892 .45* SBR 0 0 48 282 I EBL 0 0 0 0 I EST 0 0 0 0 EBR 2 3200 388 .12 664 .21 I WBL 0 0 0 0 I WBT 0 0 0 0 WBR 0 0 a 0 i Clearance Interval .05* I .05* TOTAL CAPACITY UTILIZATION .38 .95 2006 Alternative 0 I I AM PK HOUR PM PK HOUR I LANES CAPACITY VOL V/C VOL V/C I NBL 1 1600 396 .25* 800 .50* NBT 3 4800 1483 .31 1055 .22 NBR 0 0 0 0 SBL 0 0 0 0 SBT 3 4800 513 .12* 1895 .46* SBR 0 0 56 294 EBL 0 0 EBT 0 0 EBR 2 3200 W8L 0 0 WBT 0 0 WBR 0 0 Clearance interval 474 .15 808 .25 05* .05* TOTAL CAPACITY UTILIZATION .42 1.01 2006 Scenario 3 � AM PK HOUR PM PK HOUR I I LANES CAPACITY VOL V/C VOL Y/C ' I NBL 1 1600 370 .23* 760 .48* I I NBT 3 4800 1482 .31 1053 .22 ' NBR 0 0 0 0 I SBL 0 0 0 0 i SBT 3 4800 512 .12* 1893 .45* SBR 0 0 52 288 I EBL 0 0 0 0 I I'I EBT 0 0 0 0 EBR 2 3200 431 .13 736 .23 I WBL 0 0 0 0 ' WBT 0 0 0 0 WBR 0 0 0 0 I Clearance Interval .05* .05* I L CAPACITY UTILIZATION .40 .98 J ,TOTAL [_1 H H H I I t 1 I 16. Campus & Quail 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR ' LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 61 .04 28 .02* ' NBT 3 4800 1969 .44* 806 .19 NBR 0 0 158 86 SBL 1 1600 165 .10* 109 .07 � SBT 3 4800 463 .10 2191 .46* 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 1 1600 1 .02 2 .03 ' WBR 0 0 32 47 Clearance Interval .05* .05* ' TOTAL CAPACITY UTILIZATION .62 .61 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 60 .04 30 .02* NBT 3 4800 2142 .48* 886 .20 NBR 0 0 160 90 SBL 1 1600 170 .11* 110 .07 SBT 3 4800 549 .12 2392 .50* 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 30 50 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .6B .65 1 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 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 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 30 50 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .64 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 60 .04 3O .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 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 31 51 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .66 I 1 16. Campus S Quail ( 2006 Scenario 2 ( AM PK HOUR PM PK HOUR ( LANES CAPACITY VOL VIC VOL VIC ( NBL 1 1600 60 .04 30 .02* ( NBT 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 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 31 52 ( Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .69 .67 2006 Alternative D ( AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC ( NBL 1 1600 60 .04 30 .02* ( NBT 3 4800 2236 .50* 1030 .23 ( NBR 0 0 160 90 ( ( S8L 1 1600 172 .11* 113 .07 ( SBT 3 4800 704 .16 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 ( ( Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .70 .70 ( 2006 Scenario 3 ( ' ( ( AM PK HOUR PM PK HOUR (' ( LANES CAPACITY VOL VIC VOL VIC ( ( NBL 1 1600 60 .04 30 .02* ( NBT 3 4800 2210 .49* 990 .23 1 NBR 0 0 160 90 I SBL 1 SBT 3 SBR 0 EBL 0 EBT 1 EBR 0 1600 171 .11* 112 4800 661 .14 2576 0 10 10 0 10 {.01)* 1600 0 .01 0 10 ( WBL 1 1600 40 .03 ( WBT 1 1600 10 .03* ( WBR 0 0 32 ( Clearance Interval .05* TOTAL CAPACITY UTILIZATION 69 20 10 30 70 10 52 17. Campus & Bristol-N 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 483 .15 547 .17* NBT 3 4800 2081 .43* 678 .14 NBR 0 0 0 0 SBL 0 0 0 0 SBT 4 6400 372 .06 1067 .17* SBR 2 3200 280 .09 952 .30 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 .23* 2844 .46* WBR 0 0 221 130 Right Turn Adjustment SBR .13* Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .71 .98 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* I Clearance Interval .05* .05* 1 2006 Baseline 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* Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .75 1.05 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* Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .75 1.05 TOTAL CAPACITY UTILIZATION .76 1.08 17. Campus S Bristol-N I I 2006 Scenario 2 i AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC J I J NBL 2 3200 570 .18 710 I .22* J J NBT 3 4800 2300 .48* 880 .18 J J NBR 0 0 0 0 I SBL 0 0 0 0 i SBT 4 6400 435 .07 1422 .22* SBR 2 3200 352 .11 1112 .35 EBL 0 0 0 0 J EBT 0 0 0 0 J J EBR 0 0 0 0 I W8L 1 1600 240 .15 310 I .19 WBT 4 6400 1280 .23* 2850 .47* J WBR 0 0 214 140 I J Right Turn Adjustment SBR I .13* J Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .76 1.09 2006 Alternative 0 I AM PK HOUR I PM PK HOUR J LANES CAPACITY VOL VIC VOL VIC I NBL 2 3200 570 .18 710 � .22* NBT 3 4800 2339 .49* 939 .20 J NBR 0 0 0 0 J SBL 0 0 0 0 J SBT 4 6400 460 .07 1463 .23* J J SBR 2 3200 414 .13 1215 .38 � J EBL 0 0 0 0 I EBT 0 0 0 0 J EBR 0 0 0 0 J J WBL 1 1600 240 .15 310 I .19 J J WBT 4 6400 1280 .24* 2850 .47* J WBR 0 0 227 161 J Right Turn Adjustment SBR .15* J Clearance Interval .05* .05* J TOTAL CAPACITY UTILIZATION .78 1.12 2006 Scenario 3 I' � J AM PK HOUR PM PK HOUR I I J LANES CAPACITY VOL VIC VOL VIC ' i NBL 2 3200 570 .18 710 .22* I J NBT 3 4800 2319 .4B* 910 .19 ' J NBR 0 0 0 0 J SBL 0 0 0 0 I� I SBT 4 6400 448 .07 1443 .23* J SBR 2 3200 383 .12 1164 .36 EBL 0 0 0 0 I' J EBT 0 0 0 0 J EBR 0 0 0 0 I WBL 1 1600 240 .15 310 .19 I WBT 4 6400 1280 .23* 2850 .47* J WBR I 0 0 220 151 J I J Right Turn Adjustment SBR .13* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .76 1.10 ' 18. Campus & Bristol-S C� I I I 2000 Counts (Newport Beach) 1 I I AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 1 I I NBL 0 0 0 0 1 NBT 5 8000 1084 .16* 895 .14* 1 NBR 0 0 185 281 .18 I I SBL 1 1600 131 .08* 306 .19* SBT 3 4800 350 .07 1221 .25 SBR 0 0 0 0 1 I I EBL 1.5 1150 {.43)* 517 {.251* I EBT 2.5 6400 1618 .43 1102 .25 1 EBR 2 3200 407 .13 481 .15 1 I I WBL 0 0 0 0 WBT 0 0 0 0 1 WBR 0 0 0 0 1 I I Right Turn Adjustment NBR .04* 1 I Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .72 .67 2006 No Project I I AM PK HOUR PM PK HOUR 1 LANES CAPACITY VOL V/C VOL V/C I I NBL 0 0 0 0 1 NBT 5 8000 1453 .21* 1015 .16* NBR 0 0 220 330 .21 SBL 1 1600 173 .11* 325 .20* SBT 3 4800 483 .10 1375 .29 SBR 0 0 0 0 EBL 1.5 1386 {.49)* 529 {.261* EBT 2.5 6400 1720 .49 1160 .26 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* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .86 .72 2006 Baseline I I AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C I NBL 0 0 0 0 NBT 5 8000 1450 .21* 1010 .16* I NBR 0 0 220 330 .21 I SBL 1 1600 170 .11* 320 I .20* 1 SBT 3 4800 480 .10 1370 .29 SBR 0 0 0 0 I I EBL 1.5 1380 {.48)* 520 I (.26)* 1 I EBT 2.5 6400 1720 .48 1160 .26 EBR 2 3200 460 .14 550 .17 1 I 1 WBL 0 0 0 0 I WBT 0 0 0 0 WBR 0 0 0 0 I Right Turn Adjustment NBR I .05* 1 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .85 .72 2006 Scenario 1 1 AM PK HOUR PM PK HOUR 1 LANES CAPACITY VOL V/C VOL V/C 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 1397 (.49)* 546 {.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 I I Right Turn Adjustment NBR .05* Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .86 .74 18. Campus & Bristol•S I 2006 Scenario 2 ( AM PK HOUR PH PK HOUR ( LANES CAPACITY VOL VIC VOL VIC ( NBL 0 0 0 0 ( NOT 5 8000 1464 .21* 1031 .16* ( NOR 0 0 220 330 .21 ( SBL 1 1600 182 .11* 340 .21* ( SBT 3 4800 493 .10 1391 .29 ( SBR 0 0 0 0 ( E8L 1.5 1405 {.49}* 559 (.27)* 1 ( 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 NOR .05* 1 Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .86 .74 ( 2006 Alternative 0 ( AM PK HOUR PH PK HOUR ( LANES CAPACITY VOL VIC VOL VIC ( NBL 0 0 0 0 ( NOT 5 8000 1478 .21* 1052 .16* ( NOR 0 0 220 330 .21 ( SBL 1 1600 195 .12* 361 .23* ( SIT 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 NOR .05* I Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .87 .76 2006 Scenario 3 ' ( ( AM PK HOUR PM PK HOUR (� ( LANES CAPACITY VOL VIC VOL VIC ( NBL 0 0 0 0 J� ( NOT 5 8000 1471 .21* 1042 .16* ( NOR 0 0 220 330 .21 ( SOL 1 1600 189 .12* 351 .22* ( SOT 3 4800 499 .10 1402 .29 SBR 0 0 0 0 ( EBL 1.5 1416 {.49}* 578 {.27}* ('( ( ( EBT 2.5 6400 1720 .49 1160 .27 EBR 2 3200 460 .14 550 .17 ( ' ( WBL 0 0 0 0 ( NOT 0 0 0 0 ( WBR 0 0 0 0 Right Turn Adjustment NOR .05* i Clearance Interval L .05* .05* � TOTAL CAPACITY UTILIZATION .87 .75 A 11 11 u 11 19. Birch & Bristol-N I P H LI F I II 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 96 .03 176 .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 WBL 1.5 366 596 WBT 3.5 8000 1246 .24* 2218 .38* WBR 0 338 20B Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .66 .81 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 100 .03 180 .06* NBT 2 3200 1220 .38* 370 .12 NBR 0 0 0 0 56L 0 0 0 0 SBT 1.5 6400 130 .04 760 .33* SBR 2.5 140 1350 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 1.5 370 680 WBT 3.5 8000 1243 .24* 2215 .39* WBR 0 340 210 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .67 .83 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 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* SBR 2.5 140 1350 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 1.5 370 6BO WBT 3.5 8000 1240 .24* 2210 .39* WBR 0 340 210 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .67 .83 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 100 .03 180 .06* NBT 2 3200 1220 .38* 371 .12 NBR 0 0 0 0 SOL 0 Q 0 0 SBT 1.5 6400 130 .04 761 .33* SBR 2.5 140 1350 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 1.5 370 680 WBT 3.5 8000 1249 .24* 2224 .39* WBR 0 340 210 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .67 .83 19. Birch 8 Bristol•N 11 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 100 .03 180 .06* NBT 2 3200 1221 .38* 371 .12 NBR 0 0 0 0 SBL 0 0 0 0 SBT 1.5 6400 130 .04 761 .33* SBR 2.5 140 1350 EBL 0 0 0 0 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .83 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 100 .03 180 .06* NBT 2 3200 1221 .38* 372 .12 NBR 0 0 0 0 SBL 0 0 0 0 SST 1.5 6400 131 .04 762 .33* SBR 2.5 140 1350 EBL 0 0 0 0 EBT 0 0 0 0 EBR 0 0 0 0 WBL 1.5 370 680 WBT 3.5 8000 1267 .25* 2251 .39* WBR 0 340 210 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .83 2006 Scenario 3 , AM PK HOUR PH PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 2 3200 100 .03 180 .06* NBT 2 3200 1221 .38* 371 .12 (, NBR 0 0 0 0 S8L 0 0 0 0 SBT 1.5 6400 131 .04 761 .33* SBR 2.5 140 1350 � EBL 0 0 0 0 � EBT 0 0 0 0 FOR 0 0 0 0 WBL 1.5 370 680 WBT 3.5 8000 1260 .25* 2241 .39* WBR 0 340 210 ' f Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .83 ' l I I 11 I 7 1 20. Birch & Bristol-S 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 2.5 6400 427 (.10)* 273 .09 NBR 1.5 251 287 .09 SBL 2 3200 188 .06* 377 .12 SBT 2 3200 290 .09 1047 .33* SBR 0 0 0 0 EBL 1.5 842 .26* 262 EBT 3.5 8000 877 .22 1281 .21* EBR 0 199 138 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .47 .59 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 2.5 6400 420 {.10)* 270 .08 NBR 1.5 260 290 .09 SBL 2 3200 190 .06* 390 .12 SBT 2 3200 310 .10 1050 .33* SBR 0 0 0 0 EBL 1.5 900 .28* 280 EBT 3.5 8000 993 .25 1415 .23* EBR 0 210 ISO WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .49 .61 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 2.5 6400 420 {.10)* 270 .08 NBR 1.5 260 290 .09 SBL 2 3200 190 .06* 390 .12 SBT 2 3200 310 .10 1050 .33* SBR 0 0 0 0 EBL 1.5 900 .28* 280 EBT 3.5 8000 990 .25 1410 .23* EBR 0 210 150 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .49 .61 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 0 0 NBT 2.5 6400 420 {.10)* 271 .08 NBR 1.5 260 290 .09 SBL 2 3200 190 .06* 390 .12 SBT 2 3200 310 .10 1051 .33* SBR 0 0 0 0 EBL 1.5 900 .28* 280 EBT 3.5 8000 998 .25 1424 .23* EBR 0 210 150 WBL 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .49 .61 20. Birch 6 Bristol•S 2006 Scenario 2 1 I AM PK HOUR i PM PK HOUR 1 LANES CAPACITY VOL VIC VOL VIC I NBL 0 0 0 I 0 1 NBT 2.5 6400 421 {.10}* 271 .08 1 i NBR 1.5 260 290 .09 1 1 SBL 2 3200 190 .06* 390 .12 i 1 SBT 2 3200 310 .10 1051 .33* 1 1 SBR 0 0 0 0 1 � 1 EBL 1.5 900 .28* 280 I 1 1 EBT 3.5 8000 1002 .25 1430 .23* 1 EBR 0 210 150 1 I 1 WBL 0 0 0 0 I 1 1 WBT 0 0 0 0 1 i WBR 0 0 0 0 I 1 Clearance Interval .05* I .05* TOTAL CAPACITY UTILIZATION .49 .61 1 2006 Alternative 0 1 � AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 0 0 0 0 I i 1 NBT Z.5 6400 421 {.10}* 272 .09 1 NBR 1.5 260 290 .09 1 I S8L 2 3200 190 .06* 390 � .12 1 1 SBT 2 3200 311 .10 1062 .33* 1 SBR 0 0 0 0 I EBL 1.5 900 .28* 280 I 1 1 EBT 3.5 8000 1015 .26 1451 .24* i EBR 0 210 150 i 1 WBL 0 0 0 0 I 1 1 WBT 0 0 0 0 1 WBR 0 0 0 0 i i Clearance Interval .05* I .05* 1 TOTAL CAPACITY UTILIZATION .49 .62 2006 Scenario 3 LANES CAPACITY NBL 0 0 NBT 2.5 6400 NBR 1.5 II AM PK HOUR PM PK HOUR i 1 VOL VIC VOL VIC ' 0 0 I �' 421 {.SO}* 271 .OB i 260 290 .09 SBL 2 3200 190 .06* 390 SBT 2 3200 311 .10 1051 SBR 0 0 0 0 EBL 1.5 900 .28* 280 EBT 3.5 8000 1009 .25 1441 EBR 0 210 150 W8L 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 0 Clearance Interval .05* TOTAL CAPACITY UTILIZATION .49 .12 .33* 1 I II I .23* I II I 11 21. Red Hill & MacArthur 2000 Counts (Irvine) 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 504 .15* 508 .15 SBT 2 3400 1091 .32 962 .28* SBR f 887 1894 EBL 2 3400 1081 .32* 768 .23* EBT 2 3400 710 .21 566 .17 EBR 1 1700 180 .11 174 .10 WBL 1 1700 90 .05 158 .09 WBT 2 3400 179 .05* 509 .15* WBR f 848 577 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .81 .89 2006 No Project 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 562 .17* 573 .17* SBT 3 5100 1160 .23 1040 .20 SBR f 930 1990 EBL 2 3400 1130 .33* 810 .24* EBT 3 5100 741 .18 591 .15 EBR 0 0 180 170 WBL 1 1700 90 .05 170 .10 WBT 3 5100 181 .04* 531 .10* WBR f 922 643 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .77 .77 2006 Baseline 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 560 .16* 570 .17* SBT 3 5100 1160 .23 1040 .20 SBR f 930 1990 EBL 2 3400 1130 .33* 810 .24* EBT 3 5100 740 .18 590 .15 EBR 0 0 180 170 W8L 1 1700 90 .05 170 .10 WBT 3 5100 180 .04* 530 .10* WBR f 920 640 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .76 .77 2006 Scenario 1 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 565 .17* 578 .17* SBT 3 5100 1160 .23 1040 .20 SBR f 930 1990 EBL 2 3400 1130 .33* 810 .24* EBT 3 5100 743 .18 594 .15 EBR 0 0 180 170 WBL 1 1700 90 .05 170 .10 WBT 3 5100 182 .04* 534 .10* WBR f 925 648 I Clearance Interval .05* � .05* TOTAL CAPACITY UTILIZATION .77 .77 21. Red Hill L MacArthur 2006 Scenario 2 j AM PK HOUR PM PK HOUR j LANES CAPACITY VOL V/C VOL V/C j NBL 2 3400 100 .03 300 .09 NOT 3 5100 880 .18* 980 .21* NOR 0 0 60 90 j j SBL 2 3400 567 .17* 581 .17* j SBT 3 5100 1160 .23 1040 .20 j SBR f 930 1990 j EBL 2 3400 1130 .33* 810 .24* EBT 3 5100 744 .18 596 .15 EBR 0 0 180 170 W8L 1 1700 90 .05 170 .10 WBT 3 5100 184 .04* 536 .11* WBR f 927 651 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .77 .78 i 2006 Alternative 0 j AM PK HOUR PM PK HOUR j LANES CAPACITY VOL V/C VOL V/C j NBL 2 3400 100 ,03 300 .09 NET 3 5100 880 .18* 980 21* j j NBR 0 0 60 90 j j SBL 2 3400 575 .17* 593 .17* j SBT 3 5100 1160 .23 1040 .20 j j SBR f 930 1990 j EBL 2 3400 1130 .33* 810 .24* EBT 3 5100 748 .18 602 .15 EBR 0 0 180 170 W8L 1 1700 90 .05 170 .10 WBT 3 5100 187 .04* 542 .11* W8R f 934 663 j Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .77 .78 2006 Scenario 3 j j j AM PK HOUR PM PK HOUR j LANES CAPACITY VOL V/C 40L V/C NBL 2 3400 100 .03 300 .09 NOT 3 5100 880 .18* 980 .21* i NOR 0 0 60 90 j SOL 2 3400 571 .17* 587 .17* SBT 3 6100 1160 .23 1040 .20 SBR f 930 1990 j EBL 2 3400 1130 .33* 810 .24* j EBT 3 5100 746 .18 599 .15 EBR 0 0 180 170 j WBL 1 1700 90 .05 170 .10 j, j WBT 3 5100 186 .04* 539 .11* j j WBR f 930 657 j Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .77 .78 , 22. Red Hill & Main 2000 Counts (Irvine) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC 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 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC 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 EBL 1 1700 220 .13 210 .12* EBT 3 5100 1464 .34* 846 .20 EBR 0 0 250 160 WBL 2 3400 150 .04* 470 .14 WBT 3 5100 663 .15 1946 .40* WBR 0 0 100 110 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .76 .99 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC 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 EBL 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 WBT 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 PM PK HOUR LANES CAPACITY VOL VIC VOL VIC 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 .23 690 .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 22. Red Hill 6 Main ij 2006 Scenario 2 f AM PK HOUR PM PK i HOUR LANES CAPACITY VOL V/C VOL V/C I NBL 2 3400 220 .06 200 1 .06* NBT 2 3400 950 .28* 650 .19 NBR 1 1700 381 .22 172 .10 I 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 1477 .34* 866 .20 EBR I 0 0 250 160 � WBL 2 3400 151 .04* 472 .14 WBT 3 5100 676 .16 1966 .41* WBR 0 0 100 110 I I Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .76 1.00 2006 Alternative 0 � AM PK HOUR PM PK I 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 I SBL 2 3400 160 .05* 150 I .04 SBT 2 3400 640 .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 I Clearance Interval .05* I .05* I TOTAL CAPACITY UTILIZATION .76 1.00 2006 Scenario 3 ' I I AM PK HOUR PM PK HOUR I LANES CAPACITY VOL V/C VOL V/C I NBL 2 3400 220 .06 200 .06* I I NBT 2 3400 950 .28* 650 .19 ' NBR 1 1700 382 .22 172 .10 i SBL 2 3400 160 .05* 150 .04 I SBT 2 3400 540 .23 890 .36* SBR 0 0 230 320 EBL 1 1700 220 .13 210 .12* I ' EBT 3 5100 1486 .34* 879 .20 EBR 0 0 250 160 � WBL 2 3400 151 .04* 472 .14 11 I WBT 3 5100 683 .15 1979 .41* WBR 0 0 100 110 � Clearance Interval .05* .05* I TOTAL CAPACITY UTILIZATION .76 1.00 , 1 1 1 u 1 H 1 1 1 23. Santa Ana & Bristol 2000 Counts (Costa Mesa) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 92 .03 134 .04* NBT 1.5 4800 475 .15* 154 .05 NBR 1.5 99 31 SBL 2 3200 164 .05* 442 .14 SBT 2 3200 114 .04 666 .21* SBR 1 1600 43 .03 427 .27 � EBL 2 3200 248 .08* 118 I .04* j EBT 3 4800 548 .11 543 .11 EBR 1 1600 72 .05 186 .12 WBL 2 3200 85 .03 196 .06 WBT 2.5 6400 379 .12* 1672 .35* WBR 1.5 440 .14 217 Right Turn Adjustment SBR .03* TOTAL CAPACITY UTILIZATION .40 .67 2006 No Project 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* 150 .05 NBR 1.5 100 30 SBL 2 3200 170 .05* 451 .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 601 .13 592 .12 EBR 1 1600 70 .04 200 .13 WBL 2 3200 90 .03 190 .06 WBT 2.5 6400 421 .13* 1802 .38* WBR 1.5 460 221 Right Turn Adjustment SBR .05* TOTAL CAPACITY UTILIZATION .41 .72 2006 Baseline 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* 150 .05 NBR 1.5 100 30 SBL 2 3200 170 .05* 450 .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 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 Right Turn Adjustment SBR .05* TOTAL CAPACITY UTILIZATION .41 .72 2006 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* 150 .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 .13 595 .12 EBR 1 1600 70 .04 200 .13 WBL 2 3200 90 .03 191 .06 WBT 2.5 6400 423 .13* 1805 .38* WBR 1.5 461 222 Right Turn Adjustment SBR .05* TOTAL CAPACITY UTILIZATION .41 .72 23. Santa Ana & Bristol 2006 Scenario 2 I AM PK HOUR PH I PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 100 .03 140 .04* NBT 1.5 4800 470 .15* 150 .05 NBR 1.5 101 31 I S8L 2 3200 172 .05* 452 I .14 SBT 2 3200 110 .03 660 .21* SBR 1 1600 50 .03 460 .29 I j EBL 2 3200 270 .08* 130 I .04* j EBT 3 4800 605 .13 598 .12 EBR 1 1600 70 .04 200 .13 i WBL 2 320D 90 .03 191 I .06 WBT 2.5 6400 425 .13* 1808 ,38* WBR 1.5 461 222 I Right Turn Adjustment SBR I .05* TOTAL CAPACITY UTILIZATION .41 .72 2006 Alternative D AM PK HOUR PH PK HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 2 3200 100 .03 140 I .04* j NBT 1.5 4800 470 .15* 150 .05 NBR 1.5 101 32 j I SBL 2 3200 173 .05* 456 � .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 610 .13 605 .13 EBR 1 1600 70 .04 200 .13 I WBL 2 3200 91 .03 192 i .06 WBT 2.5 640D 429 .13* 1815 .38* WBR 1.5 463 225 I Right Turn Adjustment SBR � .05* TOTAL CAPACITY UTILIZATION .41 .72 2006 Scenario 3 I AM PK HOUR PM PK HOUR I LANES CAPACITY VOL VIC VOL VIC I , � NBL 2 3200 100 .03 140 .04* I I NBT 1.5 4800 470 .15* 150 .05 ' NBR 1.5 101 31 I SBL 2 3200 172 .05* 453 .14 SBT 2 3200 110 .03 660 .21* SBA 1 1600 50 .03 460 .29 I EBL 2 3200 270 .DB* 130 ,04* I'I � EBT 3 4800 608 .13 601 .13 EBR 1 1600 70 .04 200 .13 WBL 2 3200 91 .03 191 .06 I� WBT 2.5 6400 427 .13* 1811 .38* WBR 1.5 462 223 Right Turn Adjustment SBR .05* t TOTAL CAPACITY UTILIZATION .41 .72 , I LJ iI J CI i 24. Santa Ana & Mesa 2000 Counts (Costa Mesa) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 13 .01 21 .01* NBT 1 1600 318 .23* 167 .13 NBR 0 0 42 42 SBL 1 1600 25 .02* 123 .08 SBT 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 86 .05 WBT 1 1600 88 .10* 455 .33* WBR 0 0 76 76 TOTAL CAPACITY UTILIZATION .44 .62 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 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 150 .09* 80 .05* EBT 1 1600 230 .16 100 .08 EBR 0 0 30 30 WBL 1 1600 10 .01 80 .05 WBT T 1600 90 .10* 460 .33* WBR 0 0 70 70 TOTAL CAPACITY UTILIZATION .43 .62 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 10 .01 20 .01* NBT 1 1600 320 .23* 170 .13 NBR 0 0 40 40 I SBL 1 1600 20 .01* 120 .08 SBT 1 1600 110 .07 360 .23* SBR 1 1600 40 .03 250 .16 EBL 1 1600 150 .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 V/C VOL V/C 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 EBL 1 1600 150 .09* BO .05* 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 TOTAL CAPACITY UTILIZATION .43 .62 24. Santa Ana L Mesa 2006 Scenario 2 I AM PK HOUR PH PK I HOUR LANES CAPACITY VOL VIC VOL VIC i NBL 1 1600 10 .01 20 I .01* NOT 1 1600 321 .23* 171 .13 NOR 0 0 41 42 I SBL 1 1600 20 .01* 120 I .08 SOT 1 1600 110 .07 361 .23* SBR 1 1600 40 .03 250 .16 I EBL 1 1600 150 .09* 80 I .05* EBT 1 1600 231 .16 102 .08 EBR 0 0 30 30 I W8L 1 1600 11 .01 82 I .05 WBT 1 1600 91 .10* 462 .33* WBR I 0 0 70 70 I TOTAL CAPACITY UTILIZATION .43 .62 2006 Alternative D I Al PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC i NBL 1 1600 10 .01 20 I .01* NOT 1 1600 321 .23* 172 .13 NOR 0 0 42 43 I SBL 1 1600 20 .01* 120 i .08 SOT 1 1600 111 .07 362 .23* SBR 1 1600 40 .03 250 .16 I EBL 1 1600 150 .09* 80 I .05* EBT 1 1600 232 .16 103 .08 EBR 0 0 30 30 I WBL 1 1600 12 .01 83 I .05 WBT 1 1600 92 .10* 463 .33* WBR I 0 0 70 70 I TOTAL CAPACITY UTILIZATION .43 .62 2006 Scenario 3 AM PK HOUR PH PK HOUR LANES CAPACITY VOL VIC VOL V/C I NBL 1 1600 10 .01 20 .01* NOT 1 1600 321 .23* 171 .13 NOR 0 0 42 42 I SBL 1 1600 20 .01* 120 .08 SOT 1 1600 111 .07 361 .23* SBR 1 1600 40 .03 250 .16 EBL 1 1600 150 .09* 80 .05* I EBT 1 1600 232 .16 102 .08 EBR 0 0 30 30 I WBL 1 1600 11 .01 82 .05 WBT 1 1600 91 .10* 462 .33* WBR 0 0 70 70 TOTAL CAPACITY UTILIZATION .43 .62 ' p 1 I H 25. Santa Ana & Del Mar 2000 Counts (Costa Mesa) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 60 30 (.02)* NBT 1 1600 214 .20* 140 .13 NBR 0 0 50 32 SBL 0 0 48 {.031* 79 1 SBT 1 1600 79 .11 406 .37* SBR 0 0 41 ill EBL 0 0 58 {.041* 35 (.02)* EBT 1 1600 167 .16 147 .16 EBR. 0 0 27 79 WBL 0 0 7 29 WBT 1 1600 121 .12* 314 .24* WBR 0 0 67 43 TOTAL CAPACITY UTILIZATION .39 .65 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0 0 80 40 (.02)* NBT 1 1600 230 .23* 150 .14 NBR 0 0 60 40 SBL 0 0 50 (.03)* 70 SBT 1 1600 90 .11 420 .37* SBR 0 0 40 100 EBL 0 0 60 30 {.021* EBT 1 1600 190 .18* 160 .18 EBR 0 0 40 100 WBL 0 0 10 [.Oil* 40 WBT 1 1600 140 .14 350 .27* WBR 0 0 70 40 TOTAL CAPACITY UTILIZATION .45 68 2006 No Project 2006 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 0 0 80 40 (.02)* NBL 0 0 80 40 {.021* NBT 1 1600 230 .23* 150 .14 NBT 1 1600 231 .23* 151 .15 NBR 0 0 60 40 NBR 0 0 60 41 SBL 0 0 50 (.03)* 70 SBL 0 0 50 (.03)* 70 SBT 1 1600 90 .11 420 .37* SBT 1 1600 91 .11 421 .37* SBR 0 0 40 100 SBR 0 0 40 100 EBL 0 0 60 30 (.02)* EBL 0 0 60 30 (.02)* EBT 1 1600 191 .lB* 161 .18 EBT 1 1600 193 .18* 164 .18 EBR 0 0 40 100 EBR 0 0 40 100 WBL 0 0 10 {.011* 40 WBL 0 0 10 {.011* 41 WBT 1 1600 141 .14 351 .27* WBT 1 1600 142 .14 354 .27* WBR 0 0 70 40 WBR 0 0 70 40 TOTAL CAPACITY UTILIZATION .45 .68 TOTAL CAPACITY UTILIZATION .45 .68 25. Santa Ana 6 Del Mar I ( 2006 Scenario 2 ( AM PK HOUR PM PK HOUR ( LANES CAPACITY VOL VIC VOL VIC ( NBL 0 0 80 40 (.02)* ( NBT 1 1600 231 .23* 152 .15 ( NBR 0 0 61 41 ( SBL 0 0 50 (.03)* 70 SBT 1 1600 91 .11 422 .37* ( SBR 0 0 40 100 ( EBL 0 0 60 30 (.02)* ( EBT 1 1600 194 .18* 166 .19 ( EBR 0 0 40 100 ( WBL 0 0 10 (.01)* 41 ( WBT 1 1600 144 .14 356 .27* ( WBR 0 0 70 40 TOTAL CAPACITY UTILIZATION .45 .68 2006 Alternative O AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 0 0 80 40 {.021* ( NBT 1 1600 232 .23* 153 .15 ( NBR 0 0 61 42 ( SBL 0 0 50 {.031* 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 ( 2006 Scenario 3 ( AM PK HOUR PM PK HOUR ( ( LANES CAPACITY VOL VIC VOL Y/C ' ( NBL 0 0 80 40 (.02)* ( ( NBT 1 1600 232 .23* 152 .15 ' ( NBR 0 0 61 41 ( SBL 0 0 50 (.03)* 70 ( ' ( SBT 1 1600 91 .11 422 .37* ( SBR 0 0 40 100 ( EBL 0 0 60 30 {.021* ( , ( EBT 1 1600 196 .19* 169 .19 ( EBR 0 0 40 100 ( ( WBL 0 0 11 {.011* 41 ' ( WBT 1 1600 146 .14 359 .28* ( WBR 0 0 70 40 TOTAL CAPACITY UTILIZATION .46 .69 ' 11 I I 11 I H 26. Irvine & Mesa 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C ' NBL 1 1600 NBT 2 3200 61 1120 .04 .48* 70 663 .04* .27 NBR 0 0 406 207 SBL 1 1600 14 01* 23 .01 � SBT 2 3200 451 .15 1505 .55* � SBR 0 0 31 270 � EBL 1 1600 113 .07 34 .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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .76 1.18 P H I 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 60 .04 60 .04* NBT 3 4800 1273 .35* 764 .20 NBR 0 0 410 200 SBL 1 1600 20 .01* 20 .01 SBT 3 4800 512 .12 1734 .42* SBR 0 0 40 301 EBL 1 1600 130 .08 41 .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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .62 1.05 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 60 .04 60 .04* NBT 3 4800 1270 .35* 760 .20 NBR 0 0 410 200 SBL 1 1600 20 .01* 20 .01 SBT 3 4800 510 .11 1730 .42* SBR 0 0 40 300 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .62 1.05 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 60 .04 60 .04* NBT 3 4800 1278 .35* 772 .20 NBR 0 0 410 200 SBL 1 1600 20 .01* 20 .01 SBT 3 4800 517 .12 1742 .43* SBR 0 0 41 302 EBL 1 1600 131 .08 42 .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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .62 1.06 26. Irvine 8 Mesa r ( 2006 Scenario 2 I AM PK HOUR i PM PK HOUR ( LANES CAPACITY VOL V/C VOL V/C I NBL 1 1600 60 .04 I 60 .04* NBT 3 4800 1282 .35* 778 .20 NBR 0 0 410 200 ( SBL 1 1600 20 .01* 20 .01 ( SBT 3 4800 521 .12 1748 .43* ( SBR 0 0 42 303 I EBL 1 1600 132 .08 43 I .03 ( EBT 1 1600 190 .14* 80 .15* EBR 0 0 40 160 I W8L 1 1600 110 .07* 630 I .39* WBT 1 1600 30 .02 360 .23 WBR 1 1600 10 .01 20 .01 I ( Clearance Interval .05* I .05* TOTAL CAPACITY UTILIZATION .62 1.06 ( 2006 Alternative 0 I ( AM PK HOUR PM PK I HOUR LANES CAPACITY VOL V/C VOL V/C ( NBL 1 1600 60 .04 60 .04* NBT 3 4800 1294 .36* 796 .21 ( NBR 0 0 410 200 I ( SBL 1 1600 20 .01* 20 I .01 ( SBT 3 4800 532 .12 1766 .43* ( SBR 0 0 44 306 i ( EBL 1 1600 134 .08 46 I .03 ( EBT 1 1600 190 .14* 80 .15* I ( EBR 0 0 40 160 I ( WBL 1 1600 110 .07* 630 I .39* ( WBT 1 1600 30 .02 360 .23 WBR 1 1600 10 .01 20 .01 i Clearance Interval .05* I .05* TOTAL CAPACITY UTILIZATION .63 1.06 2006 Scenario 3 ( �r I ( AM PK HOUR PM PK HOUR I Ir ( LANES CAPACITY VOL V/C VOL V/C I NBL 1 1600 60 .04 60 .04* I ( ( NBT 3 4800 1288 .35* 787 .21 ' NBR 0 0 410 200 SBL 1 1600 20 .01* 20 .01 ( ' SBT 3 4800 697 .12 1757 .43* ( SBR 0 0 43 305 I EBL 1 1600 133 .08 45 .03 I' ( EBT 1 1600 190 .14* 80 .15* EBR 0 0 40 160 ( WBL 1 1600 110 .07* 630 .39* I ' WBT 1 1600 30 .02 360 .23 WBR 1 1600 10 .01 20 .01 I ( Clearance Interval .05* .05* I TOTAL CAPACITY UTILIZATION .62 1.06 ' [_1 r 11 r u I r 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* 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .68 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 120 .08 100 .06* NBT 2 3200 1332 .42* 683 .21 NBR 1 1600 50 .03 30 .02 SBL 1 1600 110 .07* 60 .04 SBT 2 3200 412 .13 1463 .46* SBR 1 1600 41 .03 232 .15 EBL 1 1600 231 .14* 122 .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 0 0 50 70 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .74 .73 1 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C 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 SBT 2 3200 410 .13 1460 .46* SBR 1 1600 40 .03 230 .14 EBL 1 1600 230 .14* 120 .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 0 0 50 70 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .74 .73 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 120 .08 100 .06* NBT 2 3200 1335 .42* 688 .22 NBR 1 1600 50 .03 30 .02 SBL 1 1600 110 .07* 60 .04 SBT 2 3200 415 .13 1468 .46* SBR 1 1600 43 .03 235 .15 EBL 1 1600 233 .15* 125 .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 0 0 50 70 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .75 .73 27. Irvine d University 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL V/C i NBL 1 1600 120 .08 100 1 .06* NBT 2 3200 1337 .42* 691 .22 NBR 1 1600 50 .03 30 .02 I SBL 1 1600 110 .07* 60 I .04 SBT 2 3200 417 .13 1471 .46* SBR 1 1600 44 .03 237 .15 I EBL 1 1600 234 .15* 127 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 0 0 50 70 I Clearance Interval .05* I .05* TOTAL CAPACITY UTILIZATION .75 .73 2006 Alternative D AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C i NBL 1 1600 120 .08 100 I .06* NBT 2 320D 1345 .42* 703 .22 NBR 1 1600 50 .03 30 .02 I SBL 1 1600 110 .07* 60 I .04 SBT 2 3200 424 .13 1483 .46* SBR 1 1600 48 .03 244 J5 I EBL 1 1600 239 .15* 134 I OB* 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 0 0 50 70 I Clearance Interval .05* I .05* TOTAL CAPACITY UTILIZATION .75 .73 2006 Scenario 3 , I I AN PK HOUR PM PK HOUR i I LANES CAPACITY VOL V/C VOL V/C ' I NBL 1 1600 120 .08 100 .06* I I NBT 2 3200 1341 .42* 697 .22 ' NBR 1 1600 50 .03 30 .02 I SBL 1 1600 110 .07* 60 .04 I' I SBT 2 3200 420 .13 1477 .46* I SBR 1 1600 46 .03 240 .15 I EBL 1 1600 237 .15* 130 .08* I EBT 1 1600 70 .04 30 .02 EBR 1 1600 70 .04 130 .08 I WBL 1 1600 40 .03 40 .03 I WBT 1 1600 40 .06* 60 08* WBR 0 0 50 70 I Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .75 .73 ' 11 I 11 J ' 28. Irvine & 22nd I D II I I H d CI I J 2000 Counts (Newport Beach) � J AM PK HOUR J PM PK HOUR J J LANES CAPACITY VOL VIC VOL VIC J J NBL 1 1600 55 .03 86 J .05* J NBT 2 3200 1007 .32* 763 .24 NBR 0 0 8 16 J J J SBL 1 1600 44 .03* 98 J .06 SBT 2 3200 562 .19 1560 .52* J J SBR 0 0 35 112 J J EBL 0.5 166 {.10)* 43 J {.03)* 1 EBT 0.5 1600 57 .14 65 .07 EBR 1 1600 72 .05 92 .06 J J J WBL 0 0 18 24 � WBT 1 1600 79 .15* 56 .10* WBR 0 0 149 74 J J Clearance Interval .05* .05* J TOTAL CAPACITY UTILIZATION .65 .75 2006 No Project J AM PK HOUR PM PK HOUR J LANES CAPACITY VOL VIC VOL VIC J NBL 1 1600 60 .04 80 i .05* NBT 2 3200 1041 .33* 791 .25 NBR 0 0 10 20 J SBL 1 1600 50 .03* 100 .06 J SBT 2 3200 581 .19 1621 .54* J SBR 0 0 41 121 EBL 0.5 171 {.11)* 41 (.03)* J EBT 0.5 1600 60 .14 70 .07 J EBR 1 1600 70 .04 90 .06 J WBL 0 0 20 20 WBT 1 1600 80 .16* 60 .10* J J WBR 0 0 150 80 J J Clearance Interval .05* � .05* TOTAL CAPACITY UTILIZATION .68 .77 2006 Baseline J AM PK HOUR � PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 60 .04 80 .05* NBT 2 3200 1040 .33* 790 .25 J NBR 0 0 10 20 J SBL 1 1600 50 .03* 100 .06 SBT 2 3200 580 .19 1620 .54* J SBR 0 0 40 120 J J EBL 0.5 170 (.11)* 40 J {.02)* J EBT 0.5 1600 60 .14 70 .07 J J EBR 1 1600 70 .04 90 .06 J WBL 0 0 20 20 J J WBT 1 1600 80 .16* 60 .10* WBR 0 0 150 80 J J Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .76 2006 Scenario 1 J J J AM PK HOUR PM PK � HOUR J LANES CAPACITY VOL VIC VOL VIC J NBL 1 1600 60 .04 80 .05* J NBT 2 3200 1043 .33* 794 .25 J ,NBR 0 0 10 - 20 J SBL 1 1600 50 .03* 100 .06 SBT 2 3200 582 .20 1624 .55* SBR 0 0 42 123 J EBL 0.5 172 {.11)* 43 (.03)* J EBT 0.5 1600 60 .15 70 .07 EBR 1 1600 70 .04 90 .06 J I J WBL 0 0 20 20 I WBT 1 1600 80 .16* 60 .10* J WBR 0 0 150 80 J Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .78 FJ 28. Irvine 8 22nd u { 2006 Scenario 2 { { AM PK HOUR PH PK HOUR { LANES CAPACITY VOL V/C VOL V/C { ( NBL 1 1600 60 .04 BO .05* ( NBT 2 3200 1044 .33* 796 .26 NBR 0 0 10 20 { SBL 1 1600 50 .03* 100 .06 { ( SBT 2 3200 584 .20 1626 .55* { SBR 0 0 42 124 ( EBL 0.5 172 {.11)* 44 (.03)* { ( 86T 0.5 1600 60 .15 70 .07 { { EBR 1 1600 70 .04 90 .06 { WBL 0 0 20 20 { WBT 1 1600 80 .16* 60 .10* { ( WBR 0 0 150 80 { ( Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .78 ( 2006 Alternative 0 ( AM PK HOUR PM PK HOUR { LANES CAPACITY VOL V/C VOL V/C { NBL 1 1600 60 .04 80 .05* ( NBT 2 3200 1048 .33* 802 .26 I NBR 0 0 10 20 SBL 1 1600 50 .03* 100 .06 SBT 2 3200 587 .20 1632 .55* SBR 0 0 45 128 EBL 0.5 175 {.11)* 48 (.03)* EBT 0.5 1600 60 .15 70 .07 FOR 1 1600 70 .04 90 .06 { WBL 0 0 20 20 { WBT 1 1600 80 .16* 60 .10* { { WBR 0 0 ISO 80 { Clearance Interval 05* .05* TOTAL CAPACITY UTILIZATION .68 .78 2006 Scenario 3 { ' { { AM PK HOUR PH PK HOUR (� { LANES CAPACITY VOL V/C VtlL V/C { ( NBL 1 1600 60 .04 80 .05* ( 148T 2 3200 1046 .33* 799 .26 { t NBR 0 0 10 20 { { SBL 1 1600 50 .03* 100 .06 { t ( SBT 2 3200 586 .20 1629 .55* J SBR 0 0 43 126 { EBL 0.5 174 {.11)* 46 {.03)* { ' ( EBT 0.5 1600 60 .15 70 .07 ( EBR 1 1600 70 .04 90 .06 { ( { WBL 0 0 20 20 (' � ( HOT 1 1600 80 .16* 60 .10* { { WBR 0 0 ISO 80 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .68 .78 I I I 0 n I 0 11 29. Irvine & 20th 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 30 .02 87 .05* NBT 2 3200 1109 .35* 1045 .33 NBR 0 0 11 17 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 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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .52 .81 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 30 .02 100 .06* NBT 2 3200 1181 .37* 1101 .35 I NBR 0 0 10 20 SBL 1 1600 20 .Oi* 40 .03 SBT 2 3200 611 .19 1971 .63* SBR 0 0 10 50 EBL 0 0 40 (.02)* 30 EBT 1 1600 10 .08 30 .09* EBR 0 0 70 80 WBL 0 0 WBT 1 1600 WBR 0 0 Clearance Interval K!i(5�9:1'll�}ylllilll_�i'/:y+i�lll 20 30 {.02)* 30 .08* 30 .06 80 30 .05* .05* .53 .85 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 30 .02 100 .06* NBT 2 3200 1180 .37* 1100 .35 NBR 0 0 10 20 SBL 1 1600 20 .01* 40 .03 SBT 2 3200 610 .19 1970 .63* SBR 0 0 10 50 EBL 0 0 40 {.02}* 30 EBT 1 1600 10 .08 30 .09* EBR 0 0 70 80 WBL 0 0 20 30 (.02}* WBT 1 1600 30 .08* 30 .06 WBR 0 0 80 30 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .53 .85 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 1 1600 30 .02 100 .06* NBT 2 3200 1182 .37* 1104 .35 NBR 0 0 10 20 SBL 1 1600 20 01* 40 .03 SBT 2 3200 612 .19 1974 .63* SBR 0 0 10 50 EBL 0 0 40 {.02}* 30 EBT 1 1600 10 .08 30 .09* EBR 0 0 70 80 WBL 0 0 20 30 {.02}* WBT 1 1600 30 .08* 30 .06 WBR 0 0 80 30 Clearance Interval TOTAL CAPACITY UTILIZATION .05* .05* 1 .53 .85 L 29. Irvine 3 20th i 2006 Scenario 2 AM PK HOUR I PM PK HOUR LANES CAPACITY VOL V/C VOL V/C I NBL 1 1600 30 .02 100 I .06* NOT 2 3200 1184 .37* 1105 .35 NOR 0 0 10 20 SBL 1 1600 20 .01* 40 .03 SOT 2 3200 613 .19 1975 .63* SBR 0 0 10 50 EOL 0 0 40 {.02}* 30 EBT 1 1600 10 .08 30 .09* EBR 0 0 70 80 I W8L 0 0 20 30 I {.02}* WBT 1 1600 30 .08* 30 .06 I WBR 0 0 80 30 I Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .53 .85 2006 Alternative D I AM PK HOUR PM PK i HOUR LANES CAPACITY VOL V/C VOL VIC I NBL 1 1600 30 .02 100 I .06* NOT 2 3200 1187 .37* 1111 .35 NOR 0 0 10 20 I SBL 1 1600 20 .01* 40 I .03 SOT 2 3200 616 .20 1981 .63* SBR 0 0 10 50 I EBL 0 0 40 {.02}* 30 I EBT 1 1600 10 .08 30 .09* EBR 0 0 70 80 I WBL 0 0 20 30 I {.02}* WBT 1 1600 30 .08* 30 .06 WBR 0 0 80 30 I Clearance Interval .05* I .05* TOTAL CAPACITY UTILIZATION .53 .85 2006 Scenario 3 I AM PK HOUR PM PK HOUR I LANES CAPACITY VOL V/C VOL i NBL 1 1600 30 .02 10D .06* I I NOT 2 3200 1185 .37* 1108 .35 ' NOR 0 0 10 20 I SBL 1 1600 20 .01* 40 .03 I I ' SOT 2 3200 615 .20 1978 .63* SBR 0 0 10 60 EBL 0 0 40 {.02}* 30 I ' EBT 1 1600 10 .08 30 .09* EBR 0 0 70 80 I I WBL 0 0 20 30 {.02}* I' I WBT 1 1600 30 .08* 30 .06 WBR 0 0 80 30 ( Clearance Interval .05* .05* I TOTAL CAPACITY UTILIZATION .53 .85 11 30. Irvine & 19th 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR f LANES CAPACITY VOL V/C VOL V/C 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 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 309 .19 286 .18 Right Turn Adjustment WBR .05* Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .60 .67 2006 No Project 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 181 .11* 211 .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 WBL 1 1600 10 .01 20 .01 WBT 1 1600 70 .04* 200 .13* WBR 1 1600 331 .21 321 .20 Right Turn Adjustment WBR .09* I Clearance Interval .05* .05* 1 2006 Baseline 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 WBL 1 1600 10 .01 20 .01 WBT 1 1600 70 .04* 200 .13* WBR 1 1600 330 .21 320 .20 Right Turn Adjustment WBR .09* Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .65 .70 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 20 .01 30 .02* NBT 2 3200 921 .29* 761 .25 NBR 0 0 10 30 SBL 1 1600 182 .11* 213 .13 SBT 2 3200 621 .21 1361 .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 332 .21 323 .20 Right Turn Adjustment WBR .09* 1 Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .65 .70 TOTAL CAPACITY UTILIZATION .65 .70 30. Irvine & 19th ( 2006 Scenario 2 I J AM PK HOUR PM PK I HOUR f LANES CAPACITY VOL V/C VOL V/C J I J NBL 1 1600 20 .01 30 I .02* ( NOT 2 3200 921 .29* 762 .25 f J NOR 0 0 10 30 J I J SBL 1 1600 182 .11* 214 I .13 ( SOT 2 3200 621 .21 1362 .45* ( SBR 0 0 40 90 I EBL 1 1600 110 .07* 80 I .05* J ( EBT 1 1600 100 .08 100 .08 J EBR 0 0 20 30 I J WBL 1 1600 10 .01 20 i .01 J WBT 1 1600 70 .04* 200 .13* J J WBR 1 1600 332 .21 324 .20 J ( ( Right Turn Adjustment WBR .09* I Clearance Interval .05* .05* I TOTAL CAPACITY UTILIZATION .65 .70 f 2006 Alternative D J AM PK HOUR PM PK HOUR I LANES CAPACITY VOL V/C VOL V/C I J NBL 1 1600 20 .01 30 .02* J J NBT 2 3200 922 .29* 763 .25 J ( NOR 0 0 10 30 i ( SBL 1 1600 185 .12* 218 I .14 ( SOT 2 3200 622 .21 1363 .45* ( SBR 0 0 40 90 I ( EBL 1 1600 110 .07* 80 I .05* J EBT 1 1600 100 OB 100 .08 J EBR 0 0 20 30 I J WBL 1 1600 10 .01 20 I .01 J J WBT 1 1600 70 .04* 200 .13* J J WBR 1 1600 335 .21 328 .21 J I Right Turn Adjustment WBR .08* I J I Clearance Interval .05* .05* 1 TOTAL CAPACITY UTILIZATION .65 .70 ( 2006 Scenario 3 f I j AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL i NBL 1 1600 20 .01 30 .OZ* ( NOT 2 3200 922 .29* 762 .25 ' j NOR 0 0 10 30 J I f SBL 1 1600 183 .11* 216 .14 I' I SOT 2 3200 621 .21 1362 .45* ( ( SBR 0 0 40 90 J J EBL 1 1600 110 .07* 80 .05* ( ' f EBT 1 1600 100 .08 100 .08 J EBR 0 0 20 30 WBL 1 1600 10 .01 20 Oi J J WBT 1 1600 70 .04* 200 .13* J WBR 1 1600 334 .21 326 .20 I ( Right Turn Adjustment WBR .09* I J Clearance Interval .05* 05* ( , TOTAL CAPACITY UTILIZATION .65 .70 7 J 11 11 7 J IJ 31. Irvine & 17th I iI II I H n F I I 2000 Counts (Newport Beach) AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 214 .07* 206 .06* NBT 2 3200 470 .16 462 .16 NBR 0 0 35 47 SBL 2 3200 172 .05 157 .05 SBT 2 3200 290 .15* 535 .31* SBR 0 0 174 447 EBL 2 3200 204 .06 289 .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 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .50 .79 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 200 .06 200 .06* NBT 2 3200 480 .16* 470 .16 NBR 0 0 40 50 SBL 2 3200 190 .06* 180 .06 SBT 2 3200 290 .14 540 .30* SBR 0 0 160 430 EBL 2 3200 190 .06 280 .09* EBT 2 3200 530 .21* 630 .25 EBR 0 0 150 170 WBL 1 1600 30 .02* 140 .09 WBT 2 3200 430 .15 830 .30* WBR 0 0 60 120 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .50 .80 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 200 .06 200 .06* NBT 2 3200 480 .16* 470 .16 NBR 0 0 40 50 SBL 2 3200 190 .06* 180 .06 SBT 2 3200 290 .14 540 .30* SBR 0 0 160 430 EBL 2 3200 190 .06 280 .09* EBT 2 3200 530 .21* 630 .25 EBR 0 0 150 170 WBL 1 1600 30 .02* 140 .09 WBT 2 3200 430 .15 830 .30* WBR 0 0 60 120 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .50 .80 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL VIC VOL VIC NBL 2 3200 200 .06 200 .06* NBT 2 3200 480 .16* 471 .16 NBR 0 0 40 50 SBL 2 3200 190 .06* 180 .06 SBT 2 3200 290 .14 541 .30* SBR 0 0 160 431 EBL 2 3200 190 .06 281 .09* EBT 2 3200 530 .21* 630 .25 EBR 0 0 150 170 WBL 1 1600 30 .02* 140 .09 WBT 2 3200 430 .15 830 .30* WBR 0 0 60 120 Clearance Interval .05* .05* TOTAL CAPACITY UTILIZATION .50 .80 31. Irvine S 17th C 2006 Scenario 2 I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL V/C VOL V/C I NBL 2 3200 200 .06 200 i .06* NBT 2 3200 481 .16* 471 .16 NBR 0 0 40 50 I SBL 2 3200 190 .06* 180 I .06 SBT 2 3200 290 .14 541 .30* SBR 0 0 160 431 ( EBL 2 3200 191 .06 281 i .09* EBT 2 3200 530 .21* 630 .25 EBR 0 0 150 170 WBL 1 1600 30 .02* 140 .09 WBT 2 3200 430 .15 830 .30* WBR 0 0 60 120 i Clearance Interval .05* I .05* TOTAL CAPACITY UTILIZATION .50 .80 2006 Alternative D I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL V/C VOL V/C I NBL 2 3200 200 .06 200 I .06* NBT 2 3200 481 .16* 472 .16 NBR 0 0 40 50 I SBL 2 3200 190 .06* 180 I .06 SBT 2 3200 291 .14 542 .30* SBR 0 0 161 432 I EBL 2 3200 191 .06 282 I .09* EBT 2 3200 530 .21* 630 .25 EBR 0 0 150 170 I WBL 1 1600 30 .02* 140 I .09 WBT 2 3200 430 .15 83D .30* WBR 0 0 60 120 I Clearance Interval .05* I .05* TOTAL CAPACITY UTILIZATION .50 .80 2006 Scenario 3 , I i AM PK HOUR PM PK HOUR I LANES CAPACITY VOL V/C VOL V/C ' I NBL 2 3200 200 .06 200 .06* I NBT 2 3200 481 .16* 471 .16 NBR 0 0 40 50 I SBL 2 3200 190 .06* 180 .06 I, I SBT 2 3200 291 .14 541 .30* I SBR 0 0 161 431 I EBL 2 3200 191 .06 281 .09* I' I EBT 2 3200 530 .21* 630 .25 EBR 0 0 150 170 WBL 1 1600 30 .02* 140 .09 WBT 2 3200 430 .16 830 .30* WBR 0 0 60 120 I I Clearance interval .05* .05* TOTAL CAPACITY UTILIZATION .50 .80 32. Newport-SB & Mesa 2000 Counts (Costa Mesa) 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 183 .11 201 .13 SBT 4 6400 1019 .16* 2524 .39* SBR 1 1600 48 .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 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 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 190 .12 210 .13 SBT 4 6400 1201 .19* 2941 .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 120 .08* 560 .35* WBT 1 1600 10 .01 10 .01 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .28 .82 1 1 2006 Baseline 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 190 .12 210 .13 SBT 4 6400 1200 .19* 2940 .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 120 .OB* 560 .35* WBT 1 1600 10 .01 10 .01 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .28 .82 2006 Scenario 1 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 190 .12 210 .13 SBT 4 6400 1202 .19* 2943 .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 120 .08* 561 .35* WBT 1 1600 10 .01 10 .01 WBR 0 0 0 0 .82 TOTAL CAPACITY UTILIZATION .28 32. Newport•SB & Mesa LJ 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/G NBL 0 0 0 0 NOT 0 0 0 0 NOR 0 0 0 0 SBL 1 1600 190 .12 210 .13 SBT 4 6400 1203 .19* 2945 .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 .Oi WBL 1 1600 120 .08* 561 .35* WBT 1 1600 10 .01 10 .01 WBR I 0 0 0 0 � TOTAL CAPACITY UTILIZATION .28 .82 2006 Alternative D AM PK HOUR PM PK HOUR I LANES CAPACITY VOL V/C VOL V/C I NBL 0 0 0 0 NOT 0 0 0 D NOR 0 0 0 0 SBL 1 1600 190 .12 210 .13 SST 4 6400 1206 .19* 2949 .46* SBR 1 1600 50 .03 10 .01 EBL 0 0 0 0 EBT 1 1600 10 DI* 10 .01* EBR 1 1600 20 .01 10 .01 WBL 1 16DO 121 .08* 562 .35* WBT 1 1600 10 .01 10 .01 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .28 .82 2006 Scenario 3 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL Y/C ' NBL 0 Q 0 0 NOT 0 0 0 0 ' NOR 0 0 0 0 SBL 1 1600 190 .12 210 .13 � 58T 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 I WBL 1 1600 121 .OB* 561 .35* WBT 1 1600 10 .01 10 .01 WBR I 0 0 0 0 � , TOTAL CAPACITY UTILIZATION .28 .82 11 11 11 11 11 33. Newport -NB & Mesa 2000 Counts (Costa Mesa) 2006 Baseline 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 19 .01 20 .01 NBL 1 1600 30 .02 30 .02 NBT 2 3200 632 .25* 301 .12* NBT 2 3200 650 .26* 310 .13* NBR 0 0 181 86 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 45 .01* 40 .01* EBL 2 3200 50 .02* 50 02- EBT 1 1600 123 .08 173 .11 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 93 .09* 511 .35* WBT 1 1600 100 .09* 540 .36* WBR 0 0 52 44 WBR 0 0 50 30 TOTAL CAPACITY UTILIZATION .35 .48 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C � NBL 1 1600 30 .02 30 I .02 NBT 2 3200 651 .26* 312 .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 TOTAL CAPACITY UTILIZATION .37 .51 TOTAL CAPACITY UTILIZATION .37 .51 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 1 1600 30 .02 30 .02 NBT 2 3200 653 .26* 315 .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* 541 .36* WBR 0 0 50 30 TOTAL CAPACITY UTILIZATION .37 .51 33. Newport•NB 5 Mesa 2006 Scenario 2 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C J NBL 1 1600 30 .02 30 .02 I NOT 2 3200 654 .26* 317 .13* I NOR 190 90 SBL O 0 0 0 SBT 0 0 0 0 SBR 0 0 0 0 J EBL 2 3200 50 .02* 50 .02* EBT 1 1600 130 .08 190 .12 J EBR 0 0 0 0 J WBL 0 0 0 0 J WBT 1 1600 100 .09* 541 .36* J WBR J 0 0 50 30 � TOTAL CAPACITY UTILIZATION .37 .51 J 2006 Alternative 0 J J J AM PK HOUR PM PK � HOUR J LANES CAPACITY VOL V/C VOL V/C J J NBL 1 1600 30 .02 30 � .02 J NOT 2 3200 659 .27* 324 .13* NOR 0 0 190 90 � SBL 0 0 0 0 J J SOT 0 0 0 0 SBR 0 0 0 0 J J EBL 2 3200 50 .02* 50 .02* EBT 1 1600 130 .08 190 .12 J EBR 0 0 0 0 J W8L 0 0 0 0 W8T 1 1600 101 .09* 542 .36* J WBR 0 0 50 30 TOTAL CAPACITY UTILIZATION .38 .51 J 2005 Scenario 3 , J J AM PK HOUR PM PK HOUR J J LANES CAPACITY VOL V/C VOL V/C ' J NBL 1 1600 30 .02 30 .02 J NOT 2 3200 657 .26* 320 .13* NOR 0 0 190 90 J SOL 0 0 0 0 J' J � 5BT 0 0 0 0 J SBR 0 0 0 0 J EBL 2 3200 50 .02* 50 .02* J 'J � J EBT 1 1600 130 .08 190 .12 J EBR 0 0 0 0 J J WBL 0 0 0 0 J � WBT 1 1600 101 .09* 541 .36* WBR J 0 0 50 30 J J TOTAL CAPACITY UTILIZATION .37 .51 n F u C 34. Newport•SB & Del Mar 2000 Counts (Costa Mesa) 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 221 .14* 363 .23 SBT 3 4800 636 .13 1707 .36* SBR f 421 1279 EBL 0 0 0 0 EBT 4 6400 969 .16* 548 .09* EBR 0 0 36 32 WBL 1 1600 115 .07* 154 .10* WBT 2 3200 218 .07 471 .15 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .37 .55 2006 No Project 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 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 .55 2006 Baseline 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 230 .14 380 .24 SBT 3 4800 650 .14* 1730 .36* SBR f 460 1400 EBL 0 0 0 0 EBT 4 6400 1040 .17* 620 .10* EBR 0 0 40 40 WBL 1 1600 110 .07* 150 .09* WBT 2 3200 240 .08 500 .16 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .38 .55 2006 Scenario 1 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 230 .14 380 .24 SBT 3 4800 650 .14* 1731 .36* SBR f 462 1403 EBL 0 0 0 0 EBT 4 6400 1044 .17* 627 .10* EBR 0 0 40 40 WBL 1 1600 111 .07* 152 .10* WBT 2 3200 241 .08 502 .16 WBR 0 0 0 0 TOTAL CAPACITY UTILIZATION .38 .56 34. Newport•SO & Del Mar 2006 Scenario 2 I AM PK HOUR PH PK i HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 0 0 0 0 I NOT 0 0 0 0 NOR 0 0 0 0 � SBL 1 1600 230 .14 380 I .24 SOT 3 4800 650 .14* 1731 .36* SBR f 463 1405 I EBL 0 0 0 0 I EBT 4 6400 1047 .17* 630 .10* EBR 0 0 40 40 I WBL 1 1600 Ill .07* 152 I .10* WBT 2 3200 242 .08 503 .16 WBR I 0 0 0 0 I i TOTAL CAPACITY UTILIZATION .38 .56 2006 Alternative D I AM PK HOUR PM PK I HOUR LANES CAPACITY VOL VIC VOL VIC I NBL 0 0 0 0 I NOT 0 0 0 0 NOR 0 0 0 0 I I SBL 1 1600 230 .14 380 I .24 SOT 3 4800 651 .14* 1732 .36* SBR f 466 1409 I EBL 0 0 0 0 i EBT 4 6400 1053 .17* 640 .11* EBR 0 0 40 40 I WBL 1 1600 113 .07* 155 � .10* WBT 2 3200 244 .08 506 .16 WBR I 0 0 0 0 I TOTAL CAPACITY UTILIZATION .38 .67 2006 Scenario 3 ' I I AM PK HOUR PH PK HOUR I I LANES CAPACITY VOL VIC VOL VIC , � NBL 0 0 0 0 I I' NOT 0 0 0 0 NOR 0 0 0 0 I SBL 1 1600 230 .14 380 .24 I' I SOT 3 4800 651 .14* 1731 .36* I SBR f 464 1407 I EBL 0 0 0 0 I'I I EBT 4 6400 1050 .17* 635 .11* EBR 0 0 40 40 I' WBL 1 1600 112 .07* 153 .10* WBT 2 3200 243 .08 505 .16 WBR I 0 0 0 0 I TOTAL CAPACITY UTILIZATION .38 .67 F 35. Newport -NB & Del Mar E I 1 t I 0 I u 2000 Counts (Costa Mesa) AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0.5 103 144 NBT 2.5 4800 1283 .31* 715 .20* NBR 0 79 119 SBL 0 0 0 0 SBT 0 0 0 0 SBR 0 0 0 0 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 Right Turn Adjustment WBR .19* i TOTAL CAPACITY UTILIZATION .82 .50 2006 No Project AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0.5 100 130 NBT 2.5 4600 1280 .30* 720 .20* NBR 0 80 131 SBL 0 0 0 0 SBT 0 0 0 0 SBR 0 0 0 0 EBL 2 3200 831 .26* 482 .15* EBT 2 3200 440 .14 521 .16 EBR 0 0 0 0 WBL 0 0 0 0 WBT 2 3200 231 .07* 501 .16* WBR 1 1600 470 .29 210 .13 Right Turn Adjustment WBR .22* TOTAL CAPACITY UTILIZATION .85 .51 2006 Baseline AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0.5 100 130 NBT 2.5 4800 1280 .30* 720 .20* NBR 0 80 130 SBL 0 0 0 0 SBT 0 0 0 0 SBR _ 0 0 0 0 EBL 2 3200 830 .26* 480 .15* EBT 2 3200 440 .14 520 .16 EBR 0 0 0 0 WBL 0 0 0 0 WBT 2 3200 230 .07* 500 .16* WBR 1 1600 470 .29 210 .13 Right Turn Adjustment WBR .22* TOTAL CAPACITY UTILIZATION .85 .51 2006 Scenario 1 AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C NBL 0.5 100 130 NBT 2.5 4800 1280 .30* 721 .20* NBR 0 81 132 SBL 0 0 0 0 SBT 0 0 0 0 SBR 0 0 0 0 EBL 2 3200 833 .26* 485 .15* EBT 2 3200 441 .14 522 .16 EBR 0 0 0 0 WBL 0 0 0 0 WBT 2 3200 232 .07* 504 .16* WBR 1 1600 470 .29 210 .13 Right Turn Adjustment WBR .22* TOTAL CAPACITY UTILIZATION .85 .51 35. Newport•NB & Del Mar ( 2006 Scenario 2 I AM PK HOUR PM PK HOUR LANES CAPACITY VOL V/C VOL V/C ( NBL 0.5 100 130 ( NBT 2.5 4800 1281 .30* 721 .20* ( NBR 0 82 132 I J SBL 0 0 0 0 I SBT 0 0 0 0 SBR 0 0 0 0 I ( EBL 2 3200 834 .26* 487 I .15* ( EBT 2 3200 442 .14 623 .16 ( EBR 0 0 0 0 ( WBL 0 0 0 0 WBT 2 3200 233 .07* 505 .16* WBR 1 1600 470 .29 210 .13 I Right Turn Adjustment WBR .22* I TOTAL CAPACITY UTILIZATION .85 .51 2006 Alternative D LANES CAPACITY NBL 0.5 NBT 2.6 480D NBR 0 AM PK HOUR PM PK HOUR VOL V/C VOL V/C 100 130 1281 .31* 722 .21* 83 135 I SBL 0 0 0 0 I J SBT 0 0 0 0 J SBR 0 0 0 0 I ( EBL 2 3200 839 .26* 494 I .15* ( EBT 2 3200 444 .14 526 .16 ( EBR 0 0 0 0 I ( WBL 0 0 0 0 I ( WBT 2 3200 236 .07* 511 .16* ( WBR 1 1600 470 .29 210 .13 I ( Right Turn Adjustment WBR .22* � TOTAL CAPACITY UTILIZATION .86 .52 2006 Scenario 3 I ( AM PK HOUR PM PK HOUR i J LANES CAPACITY VOL V/C VOL V/C I ( NBL 0.6 100 130 I ( ( NBT 2.5 4800 1281 .30* 721 .21* , ( NBR 0 82 133 � SBL 0 0 0 0 I (' ( SBT 0 0 0 0 ( SOR 0 0 0 0 I EBL 2 3200 837 .26* 490 .15* I'( J I EBT 2 3200 443 .14 525 .16 ( EBR 0 0 0 0 i WBL 0 0 0 0 WBT 2 3200 235 .07* 508 .16* WBR 1 1600 470 .29 210 .13 Right Turn Adjustment WBR .22* C TOTAL CAPACITY UTILIZATION .85 .52 r 11 C F I -I Check of ICU Calculations for Impacts of .01 2006 No Project 2006 Project Intersection Cap Vol V/C Cap Vol V/C Increase Scenario 1 3. MacArthur & 1-405 SB Ramps 6800 2668 0.3924 6800 2724 0.4006 3400 890 0.2618 3400 890 0.2618 3400 790 0.2324 3400 790 0.2324 0.0500 0.0500 0.9365 0.9447 0.008 22. Red Hill & Main 3400 200 0.0588 3400 200 0.0588 3400 1210 0.3559 3400 1210 0.3559 1700 210 0.1235 1700 210 0.1235 5100 2056 0.4031 5100 2067 0.4053 0.0500 0.0500 0.9914 0.9935 0.002 26. Irvine & Mesa 1600 60 0.0375 1600 60 0.0375 4800 2035 0.4240 4800 2044 0.4258 1600 240 0.1500 1600 240 0.1500 1600 630 0.3938 1600 630 0.3938 0.0500 0.0500 1.0552 1.0571 0.002 Scenario 2 22. Red Hill & Main 26. Irvine & Mesa Scenario 3 22. Red Hill & Main 3400 200 0.0588 3400 200 0.0588 3400 1210 0.3559 3400 1210 0.3559 1700 210 0.1235 1700 210 0.1235 5100 2056 0.4031 5100 2076 0.4071 0.0500 0.0500 0.9914 0.9953 0.004 1600 60 0.0375 1600 60 0.0375 4800 2035 0.4240 4800 2051 0.4273 1600 240 0.1500 1600 240 0.1500 1600 630 0.3938 1600 630 0.3938 0.0500 0.0500 1.0552 1.0585 0.003 3400 200 0.0588 3400 200 0.0588 3400 1210 0.3559 3400 1210 0.3559 1700 210 0.1235 1700 210 0.1235 5100 2056 0.4031 5100 2089 0.4096 0.0500 0.0500 Austin -Foust Associates, Inc Page 1 10/8/01 0,9914 11. Jamboree & MacArthur 0.9978 0.006 3200 582 0.1819 3200 693 0,1853 4800 1070 0,2229 4800 1070 0.2229 1600 70 0.0438 1600 70 0.0438 4800 2242 0.4671 4800 2252 0.4692 0.0500 0.0500 0.9656 0.9711 26. Irvine & Mesa 1600 60 0.0375 1600 60 0.0375 4800 2035 0.4240 4800 2062 0.4296 1600 240 0.1500 1600 240 0,1500 1600 630 0.3938 1600 630 0.3938 010500 0.0500 1.0552 1.0608 Alternative D 22. Red Hill & Main 3400 200 0.0588 3400 200 0.0588 3400 1210 0.3559 3400 1210 0.3559 1700 210 0.1235 1700 210 0.1235 5100 2056 OA031 6100 2102 0,4122 0.0500 0.0500 0.9914 1.0004 11. Jamboree & MacArthur 3200 582 0,1819 3200 597 0.1866 4800 1070 0.2229 4800 1070 0.2229 1600 70 0.0438 1600 70 0.0438 4800 2242 OA671 4800 2256 0.4700 0.0500 0.0500 0.9656 0.9732 26. Irvine & Mesa 1600 60 0.0375 1600 60 0.0375 4800 2035 0.4240 4800 2072 0.4317 1600 240 0.1500 1600 240 0.1500 1600 630 0,3938. 1600 630 0.3938 0.0500 0.0500 1,0552 1.0629 f wq NE E U: Austin -Foust Associates,lnc Page 2 10/8/01 n I I I I I I I 0 I I 1 I I I APPENDIX E PEAK HOUR FREEWAY RAMP AND MAINLINE LEVEL OF SERVICE CALCULATIONS I John Wayne Airport E-1 Austin -Foust Associates, Inc. ' Environmental impact Report 059020rpt.doc Freeway Ramp LOS Summary Table Interchange Ramp Lanes Peak Hour Capacity Existing 2000 Counts 2006 No Project AM Peak Hour PM Peak Hour AMPeakHour PM Peak Hour Volume VIC LOS Volume V/C LOS Volume V/C LOS Volume V/C LOS I405 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 A6 A i I-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 LoopOn 1 1,500 122 .08 A 741 .49 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 Loa On 1 1,500 689 .46 A 810 .54 A A 900 .60 A SB On 1 1,500 567 .38 A 1011 .67 B A 1094 .73 C SR 73 at Cam us/Irvine NB On 1 1,500 1130 .75 C 2258 1.51 F C 2380 1.59 F SB Off 2 2,250 2364 1.05 F 1084 A8 A jj. F 1166 .52 A SR-55 at JWA NB On from JWA 1 1,500 262 .17 A 600 .40 A A 662 A4 A SB Offto JWA 1 1,500 269 .18 A 244 .16 A A 306 .20 A 'CMP Interchange Pagel of 5 Freeway Ramp LOS Summary Table Interchange Ramp Lanes Peak Hour Capacity 2006 No Project 2006 Scenario 1 AM Peak Hour PM Peak Hour AM Peak Hour PMPeakHour Volume VIC LOS Volume V/C LOS Volume VIC LOS Volume VIC LOS I-405 at MacArthur NB On 1 j 1,500 516 .34 A 1930 1.29 F 528 .35 A 1951 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 j 3,000 2736 .91 E 1394 A6 A 2768 .92 E 1443 A8 A I-405 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 .19 1 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 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 I 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 618 .41 Ah78 .74 C I SR 73 at Cam us/Irvine NB On 1 1,500 1183 .79 C 2380 1.59 F 1208 .81 D1.61 F SB Off 2 j 2,250 2695 1.20 F 1166 .52 A 2703 1.20 F .52 A 1 SR55atTWA NBOnfromJWA 1 j 1,500 299 .20 A 662 .44 A 376 .25 A .53 A SB Off to JWA 1 1,500 310 .21 A 306 .20 A 393 .26 A .29 A `CMP Interchange Page 2 of 5 Freeway Ramp LOS Summary Table Interchange Ram 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 VIC 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 A6 A 2792 .93 E 1479 .49 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 .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 F 1188 .53 A SR-55atJWA jNB On fromJWA 1 ! 1,500 299 .20 A 662 .44 A 433 .29 A 880 .59 A SB Offto JWA I 1 i 1,500 310 .21 A 1 306 .20 A 454 .30 A 524 .35 A 1CMP Interchange Page 3 of 5 Freeway Ramp LOS Summary Table Interchange Ramp Lanes Peak Hour Capacity 2006 No Project 2006 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 I-405 at MacArthur NB On 1 1,500 516 .34 A 1930 1.29 F 551 .37 A 1988 1.33 F SB On 1 j 1,080 594 .55 A 1764 1.63 F 677 .63 B 1899 1.76 F NB Off 1 I 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 .46 A 2828 .94 E 1533 .51 A I-405 at Jamboree[ NB Direct On 2 2,250 1280 .57 A 1050 .47 A 1280 .57 A 1050 A7 A NB LoopOn 1 1,500 290 .19 A 510 .34 A 290 .19 A 510 .34 A SB Direct On 2 I 2,250 461 .20 A 1482 .66 B 467 .21 A 1491 .66 B SB LoopOn 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 I SR-73 at Jamboree NB LoopOn 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 628 .42 A 1120 .75 C I SR 73 at Campus/Irvine NB On 1 1,500 1183 .79 C 2380 1.59 F 1253 2499 1.67 F SB Off 2 , 2,250 2695 1.20 F 1166 .52 A 2717 AlD A F 1203 .53 A i i SR55atJWA NB On fromJWA 1 1,500 299 .20 A 662 A4 A 517 .34 A 1021 .68 B SB Off to JWA 1 1,500 316 .21 A 306 .20 A 547 .36 A 664 .44 A 'CMP Interchange Page 4 of 5 Freeway Ramp LOS Summary Table Interchange Ramp Lanes Peak Hour Capacity 2006 No Project 2006 Alternative D AM Peak Hour PM Peak Hour AM PeakHour 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 1,500 516 .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 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 469 .21 A 1495 .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 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 NB On from JWA 1 1,500 299 .20 A 662 .44 A 602 .40 A 1161 .77 C SB Offto JWA I 1 1 1,500 310 .21 A 306 .20 A 639 .43 A 803 .54 A 'CMP Interchange Page 5 of 5 Freeway Ramp With Mitigation LOS Summary Table Interchange Ramp Lanes! Peak Hour Capacity 2006 Scenario 1 with Mitigation 2006 Scenario 2 with Mitigation AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Volume V/C LOS Volume V/C I LOS Volume V/C LOS Volume V/C LOS I-405 at MacArthur NB On 2 j 1,800 528 .29 A 1951 1.08 F 538 .30 A 1965 1.09 F SB On 1 j 1,500 623 A2 A 1812 1.21 F 645 A3 A 1846 1.23 F NB Off 2 2,250 1930 .86 D 1236 .55 A 1955 .87 D 1273 .57 A I SR 73 at Campus/Irvine NB On 2 j 1,800 1208 .67 B 2421 1.35 F 1226 .68 B 2451 1.36 F SR-73 at Cam us/Irvine SB Off n/a i n/a n/a n/a n/a n/a n1a n/a n/a n/a n/a n/a n/a n/a Interchange Ramp Lanes! Peak Hour Capacity 2006 Scenario 3 with Miti ation 2006 Alternative D with Mitigation AM Peak Hour I PM Peak Hour AM Peak Hour PM Peak Hour Volume VIC LOS Volume V/C LOS Volume V/C LOS Volume V/C LOS I405 at MacArthur NB On 2 j 1,800 551 .31 A 1988 1.10 F 565 .31 A 2011 1.12 F SB On 1 j 1,500 667 .44 A 1899 1.27 F 709 .47 A 1952 1.30 F NB Off 2 2,250 1993 .89 D 1330 .59 A 2030 .90 D 1387 .62 B j SR 73 at C us/Irvine NB On 2 1,800 1253 .70 B 2499 1.39 F 1281 .71 C 2543 1.41 F SR-73 at C us/irvine SB Off 2 3,000 n/a n/a n/a n/a n/a n/a 2727 .91 E 1215 .41 A Page 1 of 1 I Freeway Mainline LOS Summary Table n u I I� U I Existing Conditions 2000 Location Direction Lanes AM Peak Hour PM Peak Hour Capacity Volume V/C LOS Ca aci Volume V/C I LOS I405 w/o SR-55 NB 5+1H+1A 11,600 8,905 .77 D 11,600 9,059 .78 1 D I-405 w/o MacArthur NB 4+1H+2A 10,600 10,142 .96 E 10,600 9,161 .86 E I-405 w/o Jamboree NB 5+1H+SA 12,600 11,331 .90 E 12,600 8,272 .66 C SR-55 n/o I405 NB 4+1A 9,000 8,979 1.00 E 9,000 7,046 .78 D SR-55 n/o SR 73 NB 3+1A 6,500 6,448 .99 E 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 1.141 F SR-73 e/o SR-55 NB 3+1A 6,000 5,918 .99 E 6,000 6,502 1.081 F SR-73 e/o Campus NB 3 6,000 4,788 .80 D 6,000 4,243 .71 D I-405 w/o SR-55 SB 4+IH+IA 9,600 6,490 .68 C 9,600 5,671 .59 C I-405 w/o MacArthur SB 5+1H+1A 12,600 11,292 .90 E 12,600 9,497 .75 D I405 w/o Jamboree SB 5+1H+1A 12,600 9,313 .74 D 12,600 9,717 .77 D SR-55 n/o I-405 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 1 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 D 8,000 6,320 1 .79 1 D SR-73 e/o Campus SB 3+IA 6,000 1242 .54 C 6,000 5,235 1 .97 1 E Page 1 of 6 I Freeway Mainline LOS Summary Table F Lj F 2006 No Project Location Direction Lanes AM Peak Hour PM Peak Hour Ca achy Volume V/C LOS Capacity Volume V/C LOS I405 w/o SR-55 NB 5+lH+IA 11,600 9,131 .79 D 11,600 9,293 .80 D I405 w/o MacArthur NB 4+lH+2A 10,600 10,737 1.01 F 10,600 9,703 .92 E I-405 w/o Jamboree NB S+1H+lA 12,600 11,926 .95 E 12,600 8,720 .69 D SR-55 n/o I-405 NB 4+1H+1A 10,600 9,429 .89 E 10,600 7,432 .70 D SR-55 n/o SR-73 NB 3+1A 6,500 6,781 1.04 F 6,500 4,532 .70 D 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 1.08 F 6,000 7,092 1.18 F SR-73 e/o SR-55 NB 3+1A 6,000 6,209 1.03 F 6,000 6,828 1.14 F SR-73 e/o Campus NB 3 6,000 5,123 .85 D 6,000 4,540 .76 D I405 w/o SR-55 SB 4+iH+lA 9,600 6,666 .69 D 9,600 5,835 .61 C I-405 w/o MacArthur SB 5+1H+1A 12,600 11,964 .95 E 12,600 10,073 .80 D I-405 w/o Jamboree SB 5+1H+1A 12,600 9,803 .78 D 12,600 10,237 .8I D SR-55 n/o I-405 SB 4+iH+lA 9,600 7,156 .75 D 9,600 8,689 .91 B 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 3,874 .48 C 8,000 6,536 .82 D SR-73 w/o SR-55 SB 3+1A 6,000 6,154 1.03 F 6,000 1 6,873 1.151 F SR-73 e/o SR-55 SB 4+1A 8,000 5,873 .73 D 8,000 6,624 .83 1 D SR-73 e/o Campus SB 3+1A 6,000 3,469 .58 C 6,000 5,602 .93 1 E Page 2 of 6 Freeway Mainline LOS Summary Table IJI I H L 2006 Scenario 1 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 I 5+lH+1A 11,600 9,144 .79 D 11,600 9,314 .80 D I-405 w/o MacArthur NB 4+1H+2A 10,600 10,750 1.01 F 10,600 9,724 .92 E I405 w/o Jamboree NB 5+lH+lA 12,600 11,960 .95 E 12,600 8,771 .70 D SR-55 n/o I405 NB 4+1H+1A 10,600 9,506 .90 E 10,600 7,559 .71 D SR-55 n/o SR-73 NB 3+1A 6,500 6,782 1.04 F 6,500 4,533 .70 D 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 c/o SR-55 NB 3+1A 6,000 6,234 1.04 F 6,000 6,870 1.15 F SR-73 c/o Campus NB 3 6,000 5,123 .85 D 6,000 44,540 .76 D I405 w/o SR 55 SB 4+lH+lA 9,600 6,697 .70 D 9,600 5,882 .61 C I405 w/o MacArthur SB 5+lH+lA 12,600 11,996 .95 E 12,600 10,122 .80 D I405 w/o Jamboree SB 5+lH+lA 12,600 9,832 .78 D 12,600 10,285 .82 D SR-55 n/o I405 SB 4+1H+1A 9,600 7,239 .75 D 9,600 8,815 .92 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 3,879 .48 C 8,000 6,543 .82 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 .83 D SR-73 c/o Campus SB 3+1A 1 6,000 3,469 .58 C 6,000 5,602 1 .93 E n U Page 3 of 6 Freeway Mainline LOS Summary Table I r n 2006 Scenario 2 Location Direction Lanes AM Peak Hour PM Peak Hour V/C LOS Ca aci Volume V/C LOS I-405 w/o SR-55 NB 5+1H+lA 9,153 .79 D 11,600 9,328 .80 D I-405 w/o MacArthur NB 4+1H+2A 10,759 1.02 F 10,600 9,739 .92 EI-405 w/o Jamboree NB 5+1H+1A FCaadVolume 11,985 .95 E 12,600 8,808 .70 D SR-55 n/o I-405 NB 4+IH+lA 9,563 .90 E 10,600 7,651 .72 D SR-55 n/o SR-73 NB 3+1A6,782 1.04 F 6,500 4,534 .70 D 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 6,000 6,252 1.04 F 6,000 6,900 1.15 F SR-73e/oCamus NB 3 6,000 5,123 .85 D 6,000 4,540 .76 D I405 w/o SR-55 SB 4+lH+1A 9,600 6,720 .70 D 9,600 5,917 .62 C I405 w/o MacArthur SB 5+1H+1A 12,600 12,020 .95 E 12,600 10,157 .81 D I405 w/o Jamboree SB 5+1H+1A 12,600 9,853 .78 D 12,600 10,319 .82 D SR-55 n/o I-405 SB 4+lH+lA 9,600 7,300 .76 D 9,600 906 .93 E SR-55 n/o SR-73 SB 3+1A 6,500 4,009 .62 C 7,000 765 .97 E SR-55n/o Mesa SB 4+1A 8,000 3,882 .49 C 8,000 548 .82 D 16,645 SR-73 w/o SR 55 SB 3+1A 6,000 6,162 1.03 F 6,000 885 1.15 F SR-73 c/o SR-55 SB 4+1A 8,000 5,887 .74 D 8,000 .83 DSR-73 e/o C us SB 3+1A 6,000 3,469 .58 C 6,000 602 .93 E Page 4 of 6 Freeway Mainline LOS Summary Table i� I I I 2006 Scenario 3 Location Direction Lanes AM Peak Hour PM Peak Hour Ca acity Volume V/C LOS Ca aci Volume V/C LOS I-405 w/o SR 55 NB 5+1H+SA 11,600 9,167 .79 D 11,600 9,351 .81 D I-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+1H+1A 12,600 12,022 .95 E 12,600 8,865 .70 D SR 55 n/o I-405 NB 4+111+1A 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 D 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 e/o SR-55 NB 3+1A 6,000 6,280 1.05 F 6,000 6,946 1.161 F SR-73 c/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 6,756 .70 D 9,600 5,970 .62 C I405 w/o MacArthur SB 5+111+1A 12,600 12,056 .96 E 12,600 10,212 .81 D I-405 w/o Jamboree SB 5+111+1A 12,600 9,885 .78 D 12,600 10,373 .82 D SR-55 n/o I405 SB 4+lH+1A 9,600 7,393 .77 1 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+1A 8,000 3,887 .49 C 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 1.15 F SR-73 c/o SR-55 SB 4+1A 8,000 5,897 .74 D 8,000 6,659 .83 D SR-73 c/o Campus SB 3+1A 6,000 3,469 .58 C 6,000 5,602 .93 E Page 5 of 6 ' ' Location I405 w/o SR-55 Freeway Mainline LOS Summary Table 2006 Alternative D AM Peak Hour PMPeakHour Direction Lanes Capacity Volume VIC LOS Capacity Volume V/C NB 5+1H+lA 11,600 9,180 .79 D 11,600 9,374 .81 LOS D I-405 w/o MacArthur NB 4+1Ii+2A 10,600 10,786 1.02 F 10,600 9,784 .92 E I-405 w/o Jamboree NB 5+1H+IA 12,600 12,060 .96 E 12,600 8,921 .71 D ' SR-55 n/o I405 NB 4+1H+1A 10,600 9,732 .92 E 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 D 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 1.201 F SR-73 e/o SR-55 NB 3+IA 6,000 6,308 1.05 F 6,000 6,991 1.17 F 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 6,791 .71 D 9,600 6,023 .63 C I-405 w/o MacArthur SB 5+1H+1A 12,600 12,092 .96 E 12,600 10,266 .81 D I-405 w/o Jamboree SB 5+1H+1A 12,600 9,917 .79 D 12,600 10,426 .83 D SR-55 n/o I-405 SB 4+1H+1A 9,600 7,485 .78 D 9,600 9,186 .96 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 3,891 .49 C 8,000 6,564 .82 D SR-73 w/o SR-55 SB 3+1A 6,000 6,172 1.03 F 6,000 6,900 1.15 F SR-73 c/o SR-55 SB 4+1A 8,000 5,906 .74 D 8,000 6,673 .83 D ' SR-73 e/o Cam us I SB I 3+1A 6,000 3,469 Page 6 of 6 .58 C 6,000 5,602 .93 E