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City of Santa Ana <br />Environmental Checklist <br />roadways must maintain an LOS D or better to comply with the City of Santa Ana General Plan, <br />Circulation Element Measure M. The City of Santa Ana does not maintain standards for unsignalized <br />intersection operations; however, acceptable conditions, per the HCM Unsignalized methodology, <br />include LOS C or better. The study area intersections analyzed in the TIA are shown in Figure 3 -9. <br />Existing intersection operations were determined by using the Intersection Capacity Utilization <br />(ICU) methodology for signalized intersections and the Highway Capacity Manual 2000 (HCM 2000) <br />for unsignalized intersections. As shown in Table 3 -22, existing signalized intersection operations <br />within the study area operate at acceptable conditions (LOS D or better) during the AM and PM peak <br />hour, except for the intersection of Fairview Street at 17th Street /Westminster Avenue in the PM <br />peak hour, which operates at LOS E. <br />The City determines that a significant impact occurs at an unsignalized intersection when both the <br />worst -case movement delay causes the intersection to operate at LOS E or worse, and the <br />intersection meets a peak hour traffic signal warrant. In the existing condition, all of the <br />unsignalized intersections operate at LOS F under worst -case conditions, as shown in Table 3 -22. <br />Table 3 -22. Existing Peak Hour Intersection Capacity Analysis <br />Key Intersection <br />Minimum <br />Acceptable <br />LOS <br />Control <br />Type <br />Peak <br />Hour <br />V/C or Delay <br />(seconds)3 <br />LOS4 <br />Fairview Street at <br />D <br />Traffic Signal <br />AM <br />0.667 <br />B <br />Trask Avenue' <br />PM <br />0.661 <br />B <br />Fairview Sheet at <br />C <br />Side - Street Stop <br />AM <br />>50.0 (4.4) <br />F (A) <br />Edna Drivel <br />PM <br />>50.0 (10.1) <br />F (B) <br />Fairview Street at <br />C <br />Side - Street Stop <br />AM <br />>50.0 (0.7) <br />F (A) <br />Huckleberry Roadz <br />PM <br />>50.0 (0.6) <br />F (A) <br />Fairview Street at <br />C <br />Side - Street Stop <br />AM <br />>50.0 (0.7) <br />F (A) <br />Strawberry Lane2 <br />PM <br />>50.0 (1.2) <br />F (A) <br />Fairview Street at <br />D <br />Traffic Signal <br />AM <br />0.693 <br />B <br />17th Street /Westminster <br />PM <br />0.904 <br />E <br />Avenue' <br />Notes: <br />I. Signalized Intersection. V/C for intersections based on application of intersection Capacity Utilization methodology using <br />Traffix software. V/C = Volume / Capacity Ratio. <br />2. Side - street stop - controlled intersection. Worst case movement delay and average delay for intersections based on application <br />of 2000 HCM Unsignalized methodology. Delay, In seconds, was calculated using Traffix software. <br />3. V/C is reported for signalized intersections. Worst case movement delay followed by average intersection delay 1n <br />parentheses is reported for unsignalized intersections. <br />4. LOS based on V/C reported for signalized intersections. LOS for worst case movement delay followed by LOS for average <br />intersection delay in parentheses is reported for unsignalized intersections. <br />Source: Fehr & Peers, TrafJrc Impact Analysfs, 2012, <br />The traffic impacts of the proposed project during the AM and PM peak hours were evaluated in the <br />TIA based on the existing plus project traffic conditions at the five study area intersections for both <br />project phases. Table 3 -23 shows the changes in the performance of the intersections during each <br />project phase compared to existing conditions. As shown, both signalized and unsignalized <br />intersections within the study area would continue to operate at acceptable levels with operation of <br />both phases of the proposed project in the near -term. <br />The Academy Charter High School June 2012 <br />Initial Study /Mitigated Negative Declaration 3 -93 <br />ICF 00914.11 <br />31 B -171 <br />