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Santa Ana Blvd. Grade Separation <br />Table 2 - Rail -Highway Grade Crossing Delay Analysis without Project <br />Table 3 summarizes the intersection LOS with and without the project in the existing <br />condition (2011), project opening (2016) and future condition (2035). Existing traffic <br />volumes were collected at the study intersections. Opening year volume is composed of <br />existing count data, background growth, and the traffic that is anticipated to occur based on <br />known development projects within the vicinity of the study area. The future year condition <br />accounts for major plans within the study area, including the Santa Ana Fixed Guideway <br />(Streetcar), Santa Ana Regional Transportation Center (SARTC) Expansion, and Transit <br />Zoning Code Environmental Impact Report. <br />As shown in Table 3, all study area intersections are forecast to operate at acceptable LOS <br />with the project except for that of Fuller Street/Santa Ana Boulevard. It should be noted that <br />this location experiences significant delays on the minor street approach (Fuller Street) due <br />to the high volume on Santa Ana Boulevard that is not required to stop. Utilizing the Federal <br />Highway Administration's (FHWA) Manual on Uniform Traffic Control Devices (MUTCD) <br />Signal Warrant 3 (Peak Hour Warrant), this location does not warrant a signal under <br />existing, project opening, and future conditions. In addition, this location will operate at LOS <br />F without the project; as such, the additional delay (less than the 1% threshold of <br />significance) with the project would not constitute a significant impact. <br />At all other locations, the project will result in minimal changes to the intersection capacity <br />utilization (ICU) values (none greater than the 0.010 ICU threshold) or the average delays <br />(less than 1 %) per vehicle. Overall, the project and associated improvements can be <br />implemented without significantly impacting any of the study area intersections or roadway <br />segments. The proposed project will provide a net benefit by reducing the congestion along <br />Santa Ana Boulevard caused by daily train crossings by removing the existing at -grade <br />conflict between vehicular traffic and rail traffic. <br />PROJECT REPORT EQUIVALENT <br />Train Frequency <br />Daily Delay <br />AM Peak Delay <br />PM Peak Delay <br />Study Year <br />(trains per day) <br />(minutes/vehicle) <br />(minutes/vehicle) <br />(minutes/vehicle) <br />Existing <br />66 <br />0.10 <br />2011 <br />8/10 (AM/PM) <br />trains per hour <br />0.28 <br />0.32 <br />Project <br />71 <br />0.13 <br />Opening <br />8/10 (AM/PM) <br />2016 <br />trains per hour <br />0.34 <br />0.41 <br />Future <br />105 <br />0.20 <br />2035 <br />8/10 (AM/PM) <br />trains per hour <br />0.43 <br />0.48 <br />Table 3 summarizes the intersection LOS with and without the project in the existing <br />condition (2011), project opening (2016) and future condition (2035). Existing traffic <br />volumes were collected at the study intersections. Opening year volume is composed of <br />existing count data, background growth, and the traffic that is anticipated to occur based on <br />known development projects within the vicinity of the study area. The future year condition <br />accounts for major plans within the study area, including the Santa Ana Fixed Guideway <br />(Streetcar), Santa Ana Regional Transportation Center (SARTC) Expansion, and Transit <br />Zoning Code Environmental Impact Report. <br />As shown in Table 3, all study area intersections are forecast to operate at acceptable LOS <br />with the project except for that of Fuller Street/Santa Ana Boulevard. It should be noted that <br />this location experiences significant delays on the minor street approach (Fuller Street) due <br />to the high volume on Santa Ana Boulevard that is not required to stop. Utilizing the Federal <br />Highway Administration's (FHWA) Manual on Uniform Traffic Control Devices (MUTCD) <br />Signal Warrant 3 (Peak Hour Warrant), this location does not warrant a signal under <br />existing, project opening, and future conditions. In addition, this location will operate at LOS <br />F without the project; as such, the additional delay (less than the 1% threshold of <br />significance) with the project would not constitute a significant impact. <br />At all other locations, the project will result in minimal changes to the intersection capacity <br />utilization (ICU) values (none greater than the 0.010 ICU threshold) or the average delays <br />(less than 1 %) per vehicle. Overall, the project and associated improvements can be <br />implemented without significantly impacting any of the study area intersections or roadway <br />segments. The proposed project will provide a net benefit by reducing the congestion along <br />Santa Ana Boulevard caused by daily train crossings by removing the existing at -grade <br />conflict between vehicular traffic and rail traffic. <br />PROJECT REPORT EQUIVALENT <br />