2017-046 - Approving Addendum Nos. 1 and 2

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Santa Ana/Garden Grove Fixed Guideway Project Addendum intersection Level of Service (LOS) Summary for the Santa Ana Boulevard Reclassification. As shown, the Santa Ana Boulevard Reclassification would not cause any of the affected intersections to deteriorate to unacceptable LOS (all intersections operate at LOS D or better). Table 3-2 of the supplemental traffic analysis shows the results of the roadway segment LOS analysis at the seven affected roadway segments. As shown in Table 3-2, the Santa Ana Boulevard reclassification would not cause any of the affected roadway segments to deteriorate to an unacceptable LOS (all seven roadway segments are forecast to operate at acceptable LOS B). Santa Ana Boulevard Stations. Table 3-3 of the supplemental traffic analysis (see Appendix C), provides the results of the intersection LOS analysis at the intersection of Santa Ana Boulevard/Ross Street. As shown in Table 3-3, the Santa Ana Boulevard station relocation would not cause the affected intersection to deteriorate to unacceptable LOS (the intersection of forecast to operate at acceptable LOS A during the AM and PM peak hours). Fairview Street Grade Crossing Analysis. Table 34 shows the results of the intersection VISSIM analysis at the intersections of Fairview Street and Civic Center Drive and Fairview Street and 5r^ Street. As shown in Table 3-4, the Fairview Street grade crossing would not cause the affected intersections to deteriorate to unacceptable LOS. Tables 3-5 and 3-6 show the AM and PM Peak Hour intersection queuing summary associated with the Fairview Street Grade Crossing. As shown in Tables 3-5 and 3-6, the addition of the at -grade crossing at Fairview Street between Civic Center Drive and 59, Street would reduce, on average, both the average and maximum queue lengths. Traffic Signal Priority for the Streetcar. Table 3-7 summarizes the delay and corresponding LOS for 2035 Streetcar Conditions, with and without the transit signal priority adjustments, and using Highway Capacity Manual (HCM) Methodology. As shown on Table 3-7, overall intersection delay would change with implementation of Traffic Signal Priority, with minor decreases in delay at some locations, and minor increases in delay at other locations. However, in no instance would the minor increase in delay result in a new significant impact, or increase in the severity of an impact. All intersections would continue to operate at an acceptable LOS. Table 3-8 summarizes the delay and corresponding LOS for 2035 Streetcar Conditions, with and without the transit signal priority adjustments, and using Intersection Capacity Utilization (ICU) Methodology. As shown in Table 3-8, the application of Traffic Signal Priority to all of the affected intersections would not result in any deterioration of LOS from acceptable to unacceptable. Street Design Concept for Santa Ana Boulevard. Table 3-9 summarizes the LOS for study area intersections with implementation of the Santa Ana Boulevard Street Design Concepts, but without the implementation of the Traffic Signal Priority as discussed above. Table 3-9 shows an impact at the intersection of Santa Ana Boulevard/Raiff Street, where the LOS would deteriorate from acceptable LOS D to unacceptable LOS E in the PM peak hour. However, implementation of the design modifications includes implementing Traffic Signal Priority. Therefore, the new street design concept with the inclusion of Traffic Signal Priority was evaluated, and is summarized in Table 3- 10. As shown in Table 3-10, the application of Traffic Signal Priority to all the affected intersections would not result in any deterioration of LOS from acceptable to unacceptable. Based on this supplemental traffic impact analysis of design modifications, no new significant traffic impacts and no increase in the severity of an impact would result as compared to the originally approved Project as evaluated in the EIR. No additional traffic impacts would occur and the conclusion that the Project would result in a less than significant traffic impact as identified in the EIR remain accurate. Noise and Vibration A Supplemental Noise and Vibration Technical Analysis was prepared to address the potential noise and vibration impacts associated with the proposed design modifications (see Appendix D). The findings of the supplemental noise and vibration analysis of proposed design modifications conclude that the recommendations have been incorporated into the Project in the form of design features that are consistent with previously -adopted Mitigation Measures N-1 through N-3 in the EIR. Incorporation of these design features would attenuate noise and vibration levels at the few locations potentially affected by the design modifications along the 101P age 1170726.1