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-- 449 <br />RES. NO. 87-91 <br /> <br />the City of Irvine, the City of Irvine locations would <br />be adverse with or without the Project. Further <br />physical improvements at all of the above locations are <br />generally unfeasible. <br /> <br /> (c) If the Project is fully developed without <br />the McGaw overpass, additional improvements will be <br />necessary for the Main/Alton, Maple/Alton and <br />Halladay/Alton intersections. Hutton Center/MacArthur <br />would be more adverse in the evening peak hour, and the <br />Route 55 southbound off-ramp/MacArthur intersection <br />would be adverse during the morning peak hour. <br />Furthermore, the Route 55 southbound off-ramp would also <br />be adverse in the evening peak hour, as would the <br />Route 55 northbound off-ramp during the morning peak <br />hour. Elimination of the McGaw overpass would also <br />cause a deterioration of all MacArthur intersections by <br />as much as one service level. The description of the <br />different service levels is set forth in the exhibits <br />attached to the EIR. Level of Service D ("LOS D") is <br />traditionally considered the maximum acceptable level <br />for urban or suburban peak hour conditions. At LOS D, <br />most traffic clears an intersection on the first <br />available green phase of the signal, but short <br />accumulations of vehicles may occur. At LOS D, average <br />vehicle speeds are in the range of 20-25 miles per hour, <br />including stops. <br /> <br /> (d) Notwithstanding the construction of the <br />McGaw overpass, the Hutton Center/MacArthur and Route 55 <br />southbound off-ramp intersections would not operate at <br />LOS D during the morning and evening peak hours, <br />respectively. At set forth below, a change in Project <br />mix or description, implementation of a Transportation <br />Demand Management ("TDM") program, or combination of <br />these actions, may significantly reduce the adverse <br />effects of the Project. <br /> <br /> (e) Without reduction based on a change in <br /> the Project mix or success of the TDM program, the <br /> Project is expected to generate at full development <br /> 610,000 vehicle miles of travel daily. <br /> <br /> (2), The first phase of the Project ("Phase I") <br />anticipates 700,000 square feet of office/commercial, <br />400 residential units, and a 250-room hotel constructed over <br />the next five years. Phase I impacts are as follows: <br /> <br /> (a) Traffic generation will total <br />approximately 25,350 daily trips (half inbound, half <br />outbound), 1,935 trips in the morning peak hours and <br /> <br />-19- <br /> <br /> <br />