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Santa Ana - Garden Grove Streetcar Project <br />Traffic Study Addendum <br />• Streetcar headway of 12 per hour (frequency per cycle dependent on intersection cycle lengths) <br />• Green Extension - green interval increased by up to 20 seconds when a streetcar is detected (signal would <br />extend the green time for that particular approach to allow the streetcar to essentially skip the red interval) <br />• Red Truncation/Early Green - effectively shortens the conflicting phases by up to 20 seconds in the event <br />the streetcar arrives during a red interval. <br />Table 3-7 summarizes the delay and corresponding LOS for 2035 Streetcar Conditions, with and without the transit <br />signal priority adjustments. <br />Table 3-7 Intersection LOS Summary - Transit Signal Priority HCM Method <br />"a <br />2035 Streetcar Conditions' <br />No Transit Signal Priority <br />2035 Streetcar Conditions <br />With Transit Signal Priority <br />IV <br />AM Peak PM Peak <br />Hour Hour <br />AM Peak <br />Hour <br />PM Peak <br />Hour <br />ID <br />Main St <br />Cross St <br />Delay <br />LOS <br />Delay <br />LOS <br />Delay <br />LOS <br />Delay <br />LOS <br />iPelta <br />1* <br />Santa Ana Blvd <br />Raitt St <br />57.9 <br />E <br />72.6 <br />E <br />58.7 <br />E <br />72.8 <br />E <br />+0.8 <br />+0.2 <br />2* <br />Santa Ana Blvd <br />Pacific Ave <br />27.2 <br />C <br />42.3 <br />D <br />32.1 <br />C <br />40.2 <br />D <br />+4.9 <br />-2.1 <br />3* <br />Santa Ana Blvd <br />Shelton St <br />18.6 <br />B <br />17.2 <br />B <br />18.6 <br />B <br />16.1 <br />B <br />0 <br />-1.1 <br />4 <br />Santa Ana Blvd <br />Flower St <br />33.1 <br />C <br />37.1 <br />D <br />33.8 <br />C <br />37.1 <br />D <br />+0.7 <br />0 <br />5 <br />Santa Ana Blvd <br />Parton St <br />8.7 <br />A <br />8.0 <br />A <br />8.8 <br />A <br />8.0 <br />A <br />+0.1 <br />0 <br />6 <br />Santa Ana Blvd <br />Ross St <br />45.9 <br />D <br />58.7 <br />F <br />46.9 <br />D <br />56.5 <br />E <br />+1.0 <br />-2.2 <br />7 <br />Santa Ana Blvd <br />Bush St <br />21.1 <br />C <br />22.5 <br />C <br />21.1 <br />C <br />22.8 <br />C <br />0 <br />+0.3 <br />8 <br />Santa Ana Blvd <br />French St <br />13.1 <br />B <br />12.7 <br />B <br />12.9 <br />B <br />12.8 <br />B <br />-0.2 <br />+0.1 <br />9 <br />Santa Ana Blvd <br />Lacy St <br />36.6 <br />D <br />32.9 <br />C <br />33.9 <br />C <br />32.5 <br />C <br />-2.7 <br />-0.4 <br />10 <br />Santa Ana Blvd <br />Santiago St <br />21.5 <br />C <br />25.9 <br />C <br />21.8 <br />C <br />24.4 <br />C <br />+0.3 <br />-1.5 <br />11 <br />4" St <br />Bush St <br />17.3 <br />B <br />18.0 <br />B <br />16.7 <br />B <br />17.6 <br />B <br />-0.6 <br />-0.4 <br />12 <br />4" St <br />French St <br />14.1 <br />B <br />16.9 <br />B <br />14.2 <br />B <br />16.4 <br />B <br />+0.1 <br />-0.5 <br />13 <br />4" St <br />Mortimer St <br />1 19.2 <br />1 B <br />28.7 <br />1 C <br />1 19.2 <br />B <br />1 27.4 <br />1 C <br />0 <br />-1.3 <br />Notes: Delay expressed as average intersection delay (in seconds) <br />* Includes proposed Santa Ana Boulevard reclassification (reduction in eastbound and westbound through lanes from 4 lanes <br />to 2 lanes). <br />'Traffic Impact Assessment (October 2012). <br />' Includes TSP adjustments (green extension for street preemption, red truncation for all other phases). <br />Table 3-7 reports the overall intersection delay changes with implementation of TSP. It should be noted that the <br />delay changes on a movement -by -movement basis were documented in order to determine the appropriate <br />capacity credits and reductions used in the subsequent ICU analysis. On average, application of TSP would increase <br />delay in the AM peak hour by 0.33 seconds and would decrease delay by 0.53 seconds in the PM peak hour <br />throughout the alignment. HCM level of service worksheets are provided in Appendix D. <br />® 14 <br />f�� <br />