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09-24-18_FULL PACKET
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09-24-18_FULL PACKET
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<br />LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3881-1 <br />Tustin Avenue Retail, Santa Ana <br />N:\3800\2173881 - Tustin Avenue Retail, Santa Ana\Report\3881 - Tustin Avenue Retail, Santa Ana TIA 03-13-18.doc <br /> 7 <br />Per City of Santa Ana requirements, the ICU calculations use a lane capacity of 1,700 vehicles per <br />hour (vph) for through lanes and 1,600 vph for left-turn lanes and right-turn lanes. A clearance <br />adjustment factor of 0.05 was added to each Level of Service calculation. <br />Per City of Tustin requirements, the ICU calculations use a lane capacity of 1,700 for through and all <br />turn lanes. A clearance adjustment factor of 0.05 was added to each Level of Service calculation. <br />The ICU value translates to a Level of Service (LOS) estimate, which is a relative measure of the <br />intersection performance. The ICU value is the sum of the critical volume to capacity ratios at an <br />intersection; it is not intended to be indicative of the LOS of each of the individual turning <br />movements. The six qualitative categories of Level of Service have been defined along with the <br />corresponding ICU value range and are shown in Table 3-1. <br />3.3.2 Highway Capacity Manual 6 (HCM 6) Method of Analysis (Unsignalized Intersections) <br />Two-way stop-controlled intersections are comprised of a major street, which is uncontrolled, and a <br />minor street, which is controlled by stop signs. Level of service for a two-way stop-controlled <br />intersection is determined by the computed or measured control delay. The control delay by <br />movement, by approach, and for the intersection as a whole is estimated by the computed capacity <br />for each movement. LOS is determined for each minor-street movement (or shared movement) as <br />well as major-street left turns. The worst side street approach delay is reported. LOS is not defined <br />for the intersection as a whole or for major-street approaches, as it is assumed that major-street <br />through vehicles experience zero delay. The HCM control delay value range for two-way stop- <br />controlled intersections is shown in Table 3-2. <br />3.3.3 Level of Service Criteria <br />According to the Cities of Santa Ana and Tustin, LOS D is the minimum acceptable condition that <br />should be maintained during the peak commute hours. However, the City of Santa Ana has defined <br />exceptions to this criterion at specific locations within the study area. The City of Santa Ana has <br />defined major development areas where LOS “E” is considered acceptable. <br />Caltrans “endeavors to maintain a target LOS at the transition between LOS “C” and LOS “D” on <br />State highway facilities”; it does not require that LOS “D” (shall) be maintained. However, Caltrans <br />acknowledges that this may not always be feasible and recommends that the lead agency consult <br />with Caltrans to determine the appropriate target LOS. Caltrans has determined that all state owned <br />facilities that operate below LOS D should be identified and improved to an acceptable LOS. The <br />Caltrans Traffic Impact Study Guidelines dated December 2002 does state that if an existing state <br />owned facility operates at less than LOS D, the existing service level should be maintained. Based <br />on the above, the following summarizes the LOS required for each key study intersection: <br /> <br /> <br />2-72
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