HomeMy WebLinkAboutExhibit 4-3_55A_BRISTOL WIDENING TRAFFIC STUDYr'
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CITY OF SANTA ANA
Traffic Study for Bristol Street
Specific Plan
prepamd for
City of Santa Ana
Santa Ana, CA
by
DKS Associates
May 1991
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DISCS Associates
�I 2700 North M&:i. Street, Sweu 9;'�
f. Santa Ana, C:A 4 2707
Phone. (714) 543.960+
Fah 1714) 648 0402
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May 20, 1991
Mr. Dave Biondillilo
City of Santa Ana
141 West 4th Street
P.O. Box 1988 M -21
Santa Ana, CA 92702
Subject: Traffic Study for Bristol Street Specific Plan P90223A
Dear Mr. Biondillilo:
DKS Associates is pleased to submit the revised traffic report for the Bristol Street Specific
Plan. The report includes all review comments and encompasses an evaluation of existing
conditions, followed by a comparison of general plan and project conditions. The ICU
calculation sheets are all included in the Appendix for reference. Please call me if you have
any questions.
Sincerely,
DKS Associates
Abi Mogharabi, P.E.
r Senior Transportation Engineer
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CITY OF SANTA ANA
Traffic Study for Bristol Street
Specific Plan
prepamd for
City of Santa Ana
Santa Ana, CA
by
DKS Associates
May 1991
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DKS Associates
Table of Contents
EXECU'T`IVE SUMMARY
1. INTRODUCTION ...............................................
2. PROJECT DESCRIPTION .......... ...............................
21 Bristol Street Widening Project ...............................
2.2 Bristol Street Specific Plan ..................................
3. EXISTING CONDITIONS .........................................
3.1 Major Street Characteristics .................................
3.2 Midblock Capacity Analysis .................................
3.3 Intersection Capacity Analysis ................................
3.4 Bus Transit ............................................
4. GENERAL PLAN CONDITION (YEAR 2006) WITH AND WITHOUT
WIDENING ...... . . . ... .... ....................... .. . . . ...
5. SPECIFIC PLAN IMPACT ......... ...............................
5.1 Trip Generation .. . . . .... ............................... .
5.2 Trip Distribution and Assignment .............................
5.3 Midblock Operation ...... .
5.4 Intersection Operational Analysis .............................
6. RESIDENTIAL IMPACT .......... ............................... .
7. GUIDELINES FOR DESIGN STANDARDS ............................
8. MITIGATION MEASURES ........................................
8.1 Proposed Bus Turnout Locations .............................
8.2 Signal Installation ........ ............................... .
APPENDIX
Figures
Figure 3 -1
Figure 3 -2
Figure 4 -1
Figure 5 -1
Figure 6 -1
Figure 7 -1
1
2
2
4
6
6
10
10
16
18
23
23
23
28
28
32
35
40
40
41
Vicinity Map ............ ............................... 7
Existing Lane Configuration .. ............................... 13
Future Lane Configuration (General Plan, Year 20066) ............... 22
Traffic Analysis Zones ...... ............................... 24
Peak Hour Warrant Future With Specific Plan .................... 34
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Tables
Table 3 -1
Roadway Capacity Values .... ...............................
11
Table 3 -2
Existing Average Daily Traffic and Capacity Analysis ................
12
Table 3 -3
Level of Service Interpretation ...............................
15
Table 3-4
Intersection Capacity Analysis Summary - Existing Traffic
and Intersection Lame Configurations .........................
17
Table 41
Roadway Links Levels of Service - Year 2006 With and
Without Widening Project . ...............................
19
Table 4 -2
Year 2006 Intersection ICU and LDS Values Without Widening ........
20
Table 4 -3
Year 2006 Intersection ICU and LDS Values With Widening ..........
21
Table 5 -1
Land Use Type by Zones . . .. ...............................
25
Table 5 -2
Trip Generation Rates - San Diego Traffic Generators I ..............
26
Table 5 -3
Total Trip Generation by Zones ..............................
27
Table 5-4
Summary of Midblock Capacity Analysis .........................
29
Table 5 -5
Intersection Capacity Analysis Summary -
Proposed Redevelopment Impact (AM Peak) ...................
30
Table 5-6
Intersection Capacity Analysis Summary -
Proposed Redevelopment Impact (PM Peak) .......... . .........
31
Table 6-1
Approach Peak Hour Volumes Future With Specific Plan ............
33
Table 8 -1
Bristol Corridor Specific Plan - Proposed Farside Bus Turnouts ........
42
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Executive Summary
DKS Assoolates
Executive Summary
This report analyzes the traffic impacts associated with the implementation of the Bristol Street
Specific Plan compared with the impacts associated without implementation. The study also
discusses the guidelines for establishing design standards for the spacing of driveway access
locations and street intersections. The report also discusses the residential impacts due to traffic
congestion on Bristol Street. The study area is comprised of a north/south corridor centered
around Bristol Street within the City of Santa Ana. The proposed plan involves upgrading land
uses along this corridor with parks and landscaping, along with several new commercial
developments.
The traffic impacts associated with the proposed specific plan represent a net decrease in
projected traffic volumes compared to the General Plan. The traffic generation for the site
accounts for both the reduction in traffic due to the lane reconfiguration according to the
{ General Plan as well as the decrease in traffic attributable to the proposed land uses such as
parks and landscaping. For the entire study area, approximately 7,004 daily trips are generated
` by the site which is a reduction from the 16,354 daily trips generated by the General Plan.
Approximately 700 trips are projected to be generated during the PM peak hour for the Specific
Plan compared to the 1,640 trips without the Specific Plan.
Analysis
Thirteen intersections have been included in the analysis. Operating conditions have been
analyzed at these intersections based on the Intersection Capacity Utilization (ICU) Operational
Analysis Methodology for the following scenarios:
1. Existing traffic and existing lane configurations (Figure 3 -2).
2. General Plan traffic for the year 2406 with approved future lane configuration
(Figure 4 -1).
3. Specific Plan traffic and trip generation with the future lane configuration.
Table ES -1 provides a comparison of total trip generation by zones for the future condition with
and without the Specific Plan, while Table ES -2 presents a summary of levels of service for the
three scenarios.
i For the existing condition, the intersections of Bristol Street at Memory Lane, 17th Street and
1st Street are not functioning at acceptable levels. The intersection of Bristol Street at Memory
Lane functions at a level of service E during both peak hours. The intersection of Bristol
Street at 17th Street functions unsatisfactorily during the PM peak hour at level of service F.
In contrast, the intersection of Bristol Street and 1st Street does not function satisfactorily
j 4 during the AM peak hour at a level of service E.
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Table ES -i
Total Trip Generation by Zones
Total:
28657.P9022W Rps
950 1,612
ES -2
382 688
563 924
Future Without
Future With
Specific Plan
Specific Plan
Net Reduction
Zone
AM Peak PM Peak
AM Peak PM Peak
AM Peak
PM Peak
1
69 113
10 28
59
85
2
19 20
0 0
19
20
3
211 382
148 199
63
183
4
76 154
39 100
37
54
5
108 172
87 112
21
60
6
67 178
0 0
67
178
7
42 127
0 0
42
127
8
39 87
28 82
11
5
9
142 183
24 70
118
113
10
128 131
46 97
82
34
11
35 48
0 0
35
48
12
14 17
0 0
14
17
Total:
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950 1,612
ES -2
382 688
563 924
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Table ES -2
Intersection Capacity Analysis Summary
Proposed Redevelopment Impact (AM Peak)
• Deficient intersection
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ES -3
Future Without
F-astina
Specific Plan
Specific Plan
Intersection: Bristol St.
ICU
LOS
ICU
LOS
ICU
LOS
1. Warner Ave.
0.63
B
0.50
A
0.53
A
2. Glenwood Pl.
0.43
A
0.44
A
0.44
A
3_ Edinger Ave.
0.73
C
0.63
B
0,61
B
4. McFadden Ave.
0.61
B
0.67
B
0.65
B
5. Bishop St.
0.52
A
0.47
A
0.48
A
6. 1st St.
0.91
E*
0.73
C
0.72
C
7. Santa Ana Blvd.
0.43
A
0.57
A
0.53
A
8. 5th St.
0.59
A
0.70
B
0.65
B
9. Civic Center Dr.
0.50
A
0.84
C
0.76
C
10. Washington Ave.
0.70
B
0.77
C
0.73
C
11. 17th St.
0.72
C
0.68
B
0.79
C
12. Santa Clara Ave.
0.77
C
0.84
D
0.81
D
13. Mcmory Ln.
0.96
E*
0.88
D
0.78
C
• Deficient intersection
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Table ES -3
Intersection Capacity Analysis Summary
Proposed Redevelopment Impact (PM Peak)
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Future Without
Existing
Specific Plan
Specific Plan
Intersection: Bristol St.
ICU
LAS
ICU
LOS
ICU
LOS
1. Warner Ave.
0.84
D
0.50
A
0.68
B
2. Glenwood Pl.
0.61
B
0.50
A
0.56
A
3. Edinger Ave.
0.86
D
0.63
B
0.73
C
4_ McFadden Ave.
0.89
D
0.69
B
0.58
A
5. Bishop St.
0.72
C
0.50
A
0.66
B
6. 1st St.
0.84
D
0.83
D
0.80
C
7. Santa Ana Blvd.
0.60
A
0.67
B
0.50
A
S. 5th St.
0.67
B
0.74
C
0.58
A
9. Civic Center Dr.
0.59
A
0.80
C
0.77
C
10. Washington Ave.
0.65
B
0.82
D
0.79
C
11. 17th St.
1.04
F"
0.89
D
0.85
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11 Santa Clara Ave.
0.77
C
0.77
C
0.73
C
13. Memory Ln.
0.96
E*
0.88
D
0.85
D
'Deficient intersection
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All intersections are found to be functioning at a satisfactory level of service for both the future
without Specific Plan and future with Specific Plan scenarios.
General Plan Designation
Bristol Street is expected to be constructed to its ultimate width as a six -lane arterial with raised
median islands in accordance with the Environmental Impact Statement (EIS) for Bristol Street
Specific Plan. The ultimate lane configurations of the 13 intersections in the study area are
shown on Figure 41.
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BRISTOL STREET WIDENING PROJECT
The proposed Bristol Street widening to a six -lane divided major arterial as submitted in the
final Environmental Impact Statement (EIS) has been previously approved for implementation.
Recommended improvements under the EIS are:
1. Provide a 100 foot wide roadway on a 120 foot wide right-of-way from the Santiago
Creek to Warner Avenue.
2. Provide intersection lane configurations as shown in Figure 4 -1.
3. Prohibit U -turns and provide right -turn overlaps with left -turn phasing at the intersection
of Bristol Street with Memory Lane and 17th Street.
4_ Provide protected left -turn phasing in all directions of the intersection along Bristol Street
at Memory Lane, 17th Street, First Street, Edinger Avenue and Warner Avenue. Provide
protected left -turn phasing on Bristol Street in the north -south direction at the Bishop
Street/Willits Street and the McFadden Avenue intersection.
5. Provide protected, left -turn phasing on Bristol Street in the north -south direction at the
Santa Clara Avenue, Washington Avenue, Civic Center Drive, 5th Street and Santa Ana
Boulevard intersections.
G. Widen the bridge over Santiago Creek to a 100 -foot right -of -way with three through lanes
R in each direction.
7. Remove yellow school crosswalk markings on the north leg of Bristol Street at St.
Andrews Place and direct pedestrians to use the traffic signal at Glenwood Place to cross
Bristol Street. Reestablish safest route to school utilizing signalized intersection.
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8. Provide dual left -turn lanes on all approaches of the Bristol Street/First Street intersection
and Bristol Street/17th Street and in the north -south direction at the Bristol
Street/Warner Avenue intersection.
9. Cul -de -sac the following minor streets at their intersection with Bristol Street.
a. Pine Street - east and west leg
: b. Chestnut Street - east leg
C. CamiIIe Street - east leg
d. Raymar Street - east and west legs
C. Richland Street - west leg
U Highland Street - east leg
g. Cubbon Street - east leg
h. Russell Avenue - east leg
i. 7th Street - west leg
j. 2nd Street - east and west legs
10. Construct a raised center median on Bristol Street through the following minor street
intersections:
a. Walnut Street
b. Tolliver Street
C. Elder Avenue
d. Carlton Place
C. Camden Place
f. St. Anne Place
g. St. Gertrude Place
h. Park Lane
i. 22nd Street
j. 18th Street
k. 9th Street
11. Provide a far -side bus turn -out on the west side of Bristol Street south of Santa Ana
Boulevard.
12. Provide far -side bus turn -out areas on Bristol Street in both northbound and southbound
directions at the following intersections:
a a. First Street (northbound only)
F
b. McFadden Avenue
C. Edinger Avenue
d_ Warner Avenue
e. Santa Ana Boulevard (southbound only)
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13. Prohibit parking along both sides of Bristol Street from Memory Lane to Warner Avenue.
14. Provide signal coordination system along the Bristol Street corridor to maximize operating
efficiency of traffic signals.
BRISTOL STREET SPECIFIC PLAN
The proposed Bristol Street Specific Plan, in addition to the improvements recommended under
the EIS, suggest the following improvements:
Local Street Cul-de -Sacs:
a.
Walnut Avenue - east leg
b.
9th Street
- west leg
C.
10th Street
- west leg
d.
11th Street
- west leg
e.
12th Street
- west leg
E
19th Street
- east leg
Street Closure:
a. Russell Street - east leg (EIS recommended cul-de -sac)
Street Opening:
a. Cubbon Street - east leg (EIS recommended cul-de -sac)
Bus Turnouts:
The following locations are proposed for the installation of bus turnouts and concrete pad strips_
a. St. Gertrude Place - northbound farside bus turnout and southbound padstop.
b. St. Andrews Place - southbound farside bus turnout and northbound pad stop.
C. Wilshire Avenue - northbound farside bus turnout and southbound pad stop.
d. Tolliver Street - southbound farside bus turnout.
e. Richland Street- northbound farside bus turnout.
f. Bishop/Willits Street - northboundlsouthbound farside bus turnouts.
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g. Myrtle Street - northbound/southbound farside bus turnouts_
h. Civic Center Drive - northbound/southbound farside bus turnouts.
i. Washington Avenue - northbound/southbound farside bus turnouts.
i j. 17th Street - north bound/so uthbound farside bus turnouts.
k. 21st Street - southbound farside bus turnout.
1. Santa Clara Avenue - northbound/southbound bus turnouts.
Median Break:
Median breaks are proposed only for the following locations:
a.
Warner Avenue
b.
Glenwood Place
C.
Wilshire Avenue
d.
McFadden Avenue
e.
Cubbon Street
f.
Richland Street
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Bishop/Wiiiiis Street
h.
Myrtle Street
I.
First Street
j.
Santa Ana Blvd.
k.
5th Street
1.
Civic Center Drive
` m.
Washington Street
n_
17th Street
o.
Santa Clara Avenuc
SIGNAL INSTALLATION
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In order to control the additional traffic volumes at the unsignalized intersections of Pacific
Avenue with Washington Street and Civic Center Drive, as a result of eul- de- sating 9th, 10th,
11th and 12th Streets, traffic signals are recommended to be installed at the following two
intersections:
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a. Washington Street and Pacific Avenue
'. h. Civic Center Drive and Pacific Avenue
As an alternative to signalization of Washington Street/Pacific Avenue. Pacific Avenue at
= Washington Street could be cul- de- saced.
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1, -Introduction
DISCS Associates
1. Introduction
This report analyzes the traffic impacts associated with the proposed Bristol Street Specific Plan.
The study area is comprised of a north/south corridor centered around Bristol Street within the
City of Santa Ana. The proposed plan involves upgrading land uses along a 3.9 -mile segment
of this corridor from Memory Lane on the north and Warner Avenue on the south (see
Figure 3 -1). It is anticipated that the entire project will be implemented in a phased manner
and completed by the year 2005. Bristol Street is designated as a major arterial highway in the
Orange County General Plan. In the General Plan, a major arterial highway is classified as a
six-lane divided roadway, with a typical right -of - -way width of 120 feet and a curb -to -curb
roadway width of 100 feet. Together and concurrently with the implementation of the proposed
Specific Plan, Bristol Street will be widened from an undivided four -lane arterial to its ultimate
right-of-way width as designated on the Orange County General Plan.
The traffic impacts associated with the proposed Specific Plan represent the net increase in
projected traffic volumes over existing conditions. Thirteen intersections are included in the
capacity analysis. Three scenarios are considered for impact analysis. These are: 1.) existing
traffic conditions, 2.) future land use (General Plan) traffic conditions, and 3.) future land use
(Proposed Specific Plan) traffic conditions. A guideline is developed for locating the driveway
access points along Bristol Street. The specific impacts of the proposed plan on adjacent
residential communities are evaluated and appropriate mitigation measures are recommended
where necessary.
Background information and the majority of assessments of existing traffic conditions were taken
from the traffic study previously performed for the Final Environmental Impact Statement for
the proposed widening of Bristol Street from Warner Avenue to Memory Lane.l
•- L Final Environmental Impact Statement Report Number: FWHA -CA- EIS- 89 -01 -D by Federal
Highway Administration and City of Santa Ana Public Works Agency.
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2. Project Description
The proposed Bristol Street Specific Plan entails upgrading land uses along a corridor centered
around Bristol Street from Memory Lane to Warner Avenue in the City of Santa Ana. The
upgrading is predominantly comprised of developing parks along Bristol Street accompanied with
some new commercial and mixed -use redevelopment projects. The main concept of the Bristol
Street Specific Plan is to strengthen commercial nodes, repackage Specific Plan parcels and to
accentuate Bristol Street with trees and various landscaping. The focal point of this study is to
consider this Specific Plan along with the approved Bristol Street widening project to account
for the net change in traffic volume generated in comparison to the General Plan.
2.1 BRISTOL STREET WIDENING PROJECT
The proposed Bristol Street widening to a six -lane divided major arterial as submitted in the
final Environmental Impact Statement (EIS) has been previously approved for implementation.
Recommended improvements under the EIS are:
1. Provide a 100 foot wide roadway on a 120 foot wide right- of-way from the Santiago
s Creek to Warner Avenue.
2. Provide intersection lane configurations as shown on Figure 4 -1.
3. Prohibit U -turns and provide right -turn overlaps with left -turn phasing at the intersection
of Bristol Street with Memory Lane and 17th Street.
4. Provide protected left -turn phasing in all directions of the intersection along Bristol Street
at Memory Lane, 17th Street, First Street, Edinger Avenue and Warner Avenue_ Provide
f protected left -turn phasing on Bristol Street in the north -south direction at the Bishop
Street/Willits Street and the McFadden Avenue intersection.
5. Provide protected, left -turn phasing on Bristol Street in the north -south direction at the
Santa Clara Avenue, Washington Avenue, Civic Center Drive, 5th Street and Santa Ana
Boulevard intersections.
6. Widen the bridge over Santiago Creek to a 100 -foot right -of -way with three through lanes
in each direction.
7. Remove yellow school crosswalk markings on the north leg of Bristol Street at St.
Andrews Place and direct pedestrians to use the traffic signal at Glenwood Place to cross
_ Bristol Street. Reestablish safest route to school utilizing signalized intersection -
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S. Provide dual left -turn lanes on all approaches of the Bristol Street/First Street intersection
and Bristol Street/17th Street and in the north -south direction at the Bristol
Street/Warner Avenue intersection.
- 9. Cul-de -sac the following minor streets at their intersection with Bristol Street.
a. Pine Street - east and west leg
b. Chestnut Street - east leg
C. Camille Street - east leg
d. Raymar Street - east and west legs
e. Richland Street - west leg
f. Highland Street - east leg
g. Cubbon Street - east leg
h. Russell Avenue - east leg
i. 7th Street - west leg
j. 2nd Street - east and west Iegs
10. Construct a raised center median on Bristol Street through the following minor street
intersections:
a. Walnut Street
b. Tolliver Street
C. Elder Avenue
d. Carlton Place
C. Camden Place
f. St. Anne Place
g. St. Gertrude Place
h. Park Lane
i. 22nd Street
J. 181h Street
k_ 9th Street
11. Provide a far -side bus turn -out on the west side of Bristol Street south of Santa Ana
Boulevard.
12. Provide far -side bus turn -out areas on Bristol Street in both northbound and southbound
directions at the following intersections:
a_ First Street (northbound only)
b. McFadden Avenue
C. Edinger Avenue
d. Warner Avenue
e. Santa Ana Boulevard (southbound only)
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13. Prohibit parking along both sides of Bristol Street from Memory Lane to Warner Avenue.
14. Provide signal coordination system along the Bristol Street corridor to maximize operating
efficiency of traffic signals.
2.2 BRISTOL STREET SPECIFIC PLAN
The proposed Bristol Street Specific Plan, in addition to the improvements recommended under
the EIS, suggest the following improvements:
Local Street Cul -de -Sacs:
f
a.
Walnut Avenue - east leg
b_
9th Street
- west leg
C.
10th Street
- west leg
d.
11th Street
- west leg
e.
12th Street
- west leg
E
19th Street
- east leg
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Street Closure:
a. Russell Street - east leg (EIS recommended cul -de -sac)
Street Opening:
a. Cubbon Street - east leg (EIS recommended cul -de -sac)
Bus Turnouts:
The following locations are proposed for the installation of bus turnouts and concrete pad stops.
a. St. Gertrude Place - northbound farside bus turnout and southbound padstop_
b. St_ Andrews PIace - southbound farside bus turnout and northbound pad stop.
e. Wilshire Avenue - northbound farside taus turnout and southbound pad stop.
d. Tolliver Street - southbound farside bus turnout.
e. Richland Street- northbound farside bus turnout.
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f. Bishop/Willits Street - northboundlsouthbound farside bus turnouts.
g. Myrtle Street - northbound /southbound farside bus turnouts,
h. Civic Center Drive - northboundlsouthbound farside bus turnouts_
- i. Washington Avenue - northbound /southbound farside bus turnouts.
j. 17th Street - northbound/southbound farside bus turnouts.
k. 21st Street - southbound farside bus turnout.
1. Santa Clara Avenue - northbound/southbound bus turnouts.
Median Break:
Median breaks are proposed only for the following locations:
a. Warner Avenue
b. Glenwood Place
C. Wilshire Avenue
d. McFadden Avenue
e. Cubbon Street
f. Richland Street
g. Bishop/Willits Street
h. Myrtle Street
i. First Street
j. Santa Ana Blvd.
k_ 5th Street
1. Civic Center Drive
m_ Washington. Street
n. 17th Street
o. Santa Clara Avenue
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3. Existing Conditions
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3. Existing Conditions
1 3.1 MAJOR STREET CHARACTERISTICS
Bristol Street
Bristol Street serves as the main arterial in the study area. Although numerous smaller, local
roadways currently intersect Bristol Street within the study area, several larger primary and
secondary arterial roadways intersect Bristol Street providing primary access from the easterly
and westerly directions. These roadways are Warner Avenue, Edinger Avenue, McFadden
Avenue, 1st Street and 17th Street. The vicinity map of the project site is shown in Figure 3 -1.
Bristol Street is designated as a major arterial highway (120 -foot right -of - -way) in the Orange
County Master Plan of Streets and Highways and is a designated truck route through the City
' of Santa Ana. Bristol Street has an existing right -of -way varying from 70 to 115 feet, while
curb -to -curb width varies from 58 to 89 feet. The area adjoining Bristol Street varies in existing
land use with a mixture of both commercial and residential developments.
The number of through travel lanes varies from four to six, excluding left -turn lanes at major
intersections and right -turn lanes at Bristol Street's intersection with Warner Avenue, McFadden
Avenue, 1st Street, 17th Street and Memory Lane. Bristol Street varies from a four -lane
undivided road to a five -lane undivided road between Memory Lane and Warner Avenue.
Bristol Street has an estimated average daily traffic that varies from 50,500 vehicles south of
Memory Lane to 33,200 vehicles south of McFadden Avenue.
Warner Avenue
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Warner Avenue is designated as a major arterial highway in the Orange County Master Plan.
East of Bristol Street, Warner Avenue has a roadway width of 70 feet and is striped for four
s through lanes and a two -way left -turn lane. West of Bristol Street, Warner Avenue is 90 feet
wide with three eastbound lanes, two westbound lanes and a raised center median. The
eastbound curb lane on Warner Avenue becomes a right -turn lane at Bristol Street. The
average daily traffic volumes on Warner Avenue are estimated to be 28,500 vehicles east of
Bristol Street and 27,600 vehicles west of Bristol Street. Warner Avenue has a posted speed
limit of 35 MPH.
Edinger Avenue
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Edinger Avenue is designated as a primary arterial highway on the Orange County General Plan_
West of Bristol Street, Edinger Avenue has a roadway width of 74 feet and is striped for two
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VICINITY MAP
DKS Associates
westbound lanes and three eastbound lanes with a two -way left -turn lane. At Bristol Street, the
eastbound curb lane becomes a right -turn lane. East of Bristol Street, Edinger Avenue is 70
feet wide and striped for four through lanes with a raised center median. Average daily traffic
volumes on Edinger Avenue are estimated to be 26,100 vehicles west of Bristol Street and
26,700 vehicles east of Bristol Street. Edinger Avenue has a posted speed ' limit of 40 MPH.
McFadden Avenue
McFadden Avenue is designated as a secondary arterial highway in the Orange County General
Plan. West of Bristol Street, McFadden Avenue has a roadway width of 60 feet and is striped
for two through lanes in each direction with a dedicated left -turn pocket. Average daily traffic
volume on this portion of McFadden Avenue is estimated to be 16,000 vehicles, and the posted
speed limit is 35 MPH. East of Bristol Street, McFadden Avenue is 40 feet wide and striped
for only one lane in each direction with a dedicated left -turn pocket at Bristol Street. Traffic
volume on McFadden Avenue east of Bristol Street is estimated to be 14,300 vehicles per day,
and the posted speed limit is 30 MPH.
Willits Street/Bishop Street
Willits Street west of Bristol Street is a 40 -foot wide residential road that is striped for one lane
in each direction with a dedicated left -turn pocket at Bristol Street. This road is signal
controlled at its intersection with Bristol Street. The speed limit on Willits Street is posted at
30 MPH. East of Bristol Street, this intersection becomes Bishop Street which is a 40 -foot wide
residential road that is also striped for one lane of traffic in each direction with a dedicated left -
turn pocket at Bristol Street.
ist Street
lst Street has a roadway width of 84 feet and is a major arterial highway with six through lanes
' and a two -way left -turn lane. Average daily traffic volumes on this road are estimated to be
37,650 vehicles west of Bristol Street and 36,000 vehicles east of Bristol Street. 1st Strcct has
a posted speed limit of 35 MPH in each direction, and is designated as a truck route through
the City of Santa Ana.
Santa Ana Boulevard
Santa Ana Boulevard has a roadway width of 56 feet, and is designated as a major arterial
highway in the Orange County General Plan. It is striped for two through lanes in each
direction separated by a double yellow center line. Average daily traffic volumes on Santa Ana
Boulevard are estimated to be 10,500 vehicles west of Bristol Street and 11,400 vehicles east of
Bristol Street. Santa Ana Boulevard has a posted speed limit of 35 MPH.
?.8657..P90223xg4W 8
j DKS Associates
5th Street
5th Street is a 40 -foot wide road that is striped for one lane in each direction. It is controlled
by a two -phase traffic signal operation at its intersection with Bristol Street- Traffic volumes
on 5th Street are estimated to be 8,300 vehicles per day west of Bristol Street and 5,500
vehicles per day east of Bristol Street.
Civic Center Drive
i
Civic Center Drive is designated as a secondary arterial highway in the Grange County General
Plan. This road is 64 feet wide and is striped for two through lanes in each direction. The
speed limit on Civic Center Drive is 35 MPH and it is posted "No Trucks Over 3 Tons."
Average daily traffic volumes on Civic Center Drive are estimated to be 17,000 vehicles west
of Bristol Street and 20,900 vehicles east of Bristol Street.
Washington Avenue
Washington Avenue has a roadway width of 49 feet and is striped for one lane in each direction
with a two -way left -turn lane west of Bristol Street. Traffic volume on this section of
Washington Avenue is estimated at 10,400 vehicles per day. East of Bristol Street, Washington
Avenue is 32 feet wide and is striped for one lane in each direction. The speed limit on
Washington Avenue is 25 MPH-
17th Street
17th Street is a major arterial highway that is striped for three through lanes in each direction
with a two -way left -turn lane in the middle. 17th Street is designated as a truck route and has
a posted speed limit of 35 MPH. West of Bristol Street, 17th Street is 82 feet wide and is
estimated to have 38,800 vehicles per day. East of Bristol Street, 17th Street is 86 feet wide
and striped for a left -turn lane, two through lanes and a right -turn lane at Bristol Street. The
traffic volume on this section of 17th Street is estimated at 40,100 vehicles per day. Traffic
signal phasing at this intersection provides for a westbound right -turn overlap with the
southbound left -turn phase.
Santa Clara Avenue
Santa Clara Avenue is a residential collector that is striped for one lane in each direction and
has a posted speed limit of 25 MPH. West of Bristol Street, Santa Clara Avenue is 36 feet
wide and is estimated to have an average daily traffic volume of 6,300 vehicles. East of Bristol
Street, Santa Clara Avenue reduces from 38 feet wide to 24 feet wide at Bristol Street. Traffic
volume on this section of Santa Clara Avenue is estimated at 4,800 vehicles per day. There are
yellow school crosswalks on all legs of this signalized intersection.
2A657.P90223x0.Rpi 9
DKS Associates
Memory Lane
West of Bristol Street, Memory Lane is an 84 -foot wide primary arterial highway that is striped
for two lanes in each direction with a two -way left -turn lane. At Bristol Street, the west
approach of Memory Lane is striped with a left -turn lane, an optional left and through lane and
two right -turn lanes. This section of Memory Lane has a posted speed limit of 40 MPH and
is a designated truck route. It has an estimated average daily traffic volumes of 30,800 vehicles.
East of Bristol Street, Memory Lane is also 84 feet wide and striped for two lanes in each
direction with a continuous two -way left -tum lane. At Bristol Street, the east approach of
Memory Lane is striped with a left -turn lane, a right -turn lane and two through lanes. Traffic
volume on this section of Memory Lane is estimated at 12,300 vehicles per day, and the posted
speed limit of 40 MPH. Trucks over three tons are not allowed on Memory Lane, east of
Bristol Street.
Traffic signal phasing at the Bristol Street/Memory Lane intersection is split in the east -west
direction. Signal phasing also provides for an eastbound right -turn overlap with the northbound
protected left -turn phase. Pedestrian crossing is prohibited across the south leg of Bristol Street-
3.2 MIDBLOCK CAPACITY ANALYSIS
The existing average daily traffic volumes for various segments of Bristol Street are based
primarily upon the volumes provided in the Bristol Street Widening Project (EIS) and its
associated traffic study.
Using roadway capacity standards developed by the Orange County Environmental Management
Agency, levels of service were determined. Level of service (LOS) is a qualitative description
of midblock operating conditions which ranges from A (excellent) to F (failure). Table 3 -1
provides a detailed explanation about roadway capacity values. The existing average daily traffic
volumes for various segments of Bristol Street within the study area and the results of the
capacity analysis are shown on Table 3 -2. All segments of Bristol Street within the study area,
except south of St. Gertrude Place to Warner Avenue, are currently functioning at level of
service F.
3.3 INTERSEMON CAPACITY ANALYSIS
Intersection capacity analyses utilizing the Intersection Capacity Utilization (ICU) methodology
are performed on 13 major intersections along Bristol Street. The most recent traffic volumes
(1990) at each intersection were gathered from the City of Santa Ana for typical AM and PM
peak traffic periods. The existing lane configurations used for the 13 intersections analyzed are
shown in Figure 3 -2.
28657.P90223xaRpr 10
DI ACS Assoclates
Table 3 -1
Roadway Capacity Values
Freeway]Transpqrtati an Corridors
Freeway Sires At Level of Service D
4 lanes 65,000
6 lanes 115,000
S lanes 145,000
10 lanes 175,000
Arterial Hiithwa
Level of Service
Inc of Arterial A S C D E F
6 lanes divided
36,000
40,400
45,000
49,500
54,000
4 lanes divided
24,000
27,000
30,000
33,000
36,000
4 lanes (undivided)
15,000
18,000
20,000
22,000
24,000
2 lanes (undivided)
5,000
7,500
10,000
12,500
15,000
Maximum average daily traffic (AD I)
These roadway capacities are "rule of abumb" figures only, to be used at the General Plan level. 7itey are affected by such
factors as intersections (numbers and configuration), degree of access control, madway grades, dessgn geom tics (horizontal
and vertical alignment standards), sight distance, level of truck and bus traffic, and level of pedestrian and bicycle traffic.
Source: Orange County General Plan - Muster Plan ofAHtTivl ffighway Componenu, County of Orange, Environmental
Agency, 1982
2865ZP902ZIr0 RPt 11
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Table 3 -2
Existing Average Daily Traffic and Capacity Analysis
Bristol Street
ADTO)
LOS
Memory Lane to Santa Clara Avenue
50,500
F
Santa Clara Avenue to 17th Street
44,500
F
17th Street to Washington Avenue
41,000
F
Washington Avenue to Civic Center Drive
38,80a
F
Civic Center Drive to 5th Street
38,200
F
5th Street to Santa Ana Boulevard
37,000
F
Santa Ana Boulevard to 1st Street
37,000
F
1st Street to Willits Street/Bishop Street
41,600
F
Willits Street/Bishop Street to McFadden Avenue
37,100
F
McFadden Avenue to Edinger Avenue
33,200
F
Edinger Avenue to s10 St. Gertrude Place
34,700
F
s/o St. Gertrude Place to Warner Avenue
34,700
D
(l) Sourcc Bristol Street widening EIS canapolated to 1990.
28657.P90223xO Rpt
12
DKS Associates
MEMORY
LANE
--r
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--
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ST
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Figure 3 -2
EXISTING LANE CONFIGURATION
i
1 OKS Associates
W
The ICU method of analyzing intersection operations is one of several parallel methods
( developed in the last two decades that allows the traffic engineer to perform a simple calculation
of operating conditions at a signalized intersection. The end result, the overall intersection
capacity utilization, is defined as the sum of the ratios of approach volume divided by approach
capacity for each leg of intersection which controls overall traffic signal timing plus an allowance
for clearance times. Thus, an ICU value of 1.00 corresponds to a condition where the sum of
the approach volumes controlling the signal exactly equals the sum of the approach capacities
` servicing these volumes.
The method requires data related to the following intersection characteristics:
• Approach lane geometries and capacities,
• Turning movement volumes, and
. Signal control characteristics.
The first data requirement pertains to intersection geometry and driver characteristics. It is
necessary to determine the number of lanes available on each approach to the intersection,
which turning movements utilize each intersection, and the number of vehicles per hour of green
time that a particular lane can carry. This last value is heavily dependent on driver behavior,
and has been shown to range from 1,500 -1,800 vehicles per hour of green time. The analysis
contained in this report is based on a capacity of 1,600 vehicles per hour of green time for
through lanes and 1,500 for turn lanes.
The traffic volumes used in ICU analysis can be either actual traffic volumes counted under
existing conditions, or projections of existing volumes combined with expected traffic generated
by new development in the area. Loth types of traffic volumes are analyzed in this report.
Finally, the ICU analysis assumes that the signal at an intersection is ideally timed for the
approaching traffic volumes. It is thus possible to have an acceptable ICU value and have one
or more approaches to the intersection experience poor operations because of signal timing
problems. The ICU method does not take interactions with other nearby intersections into
account either, so queues from nearby congested locations can also lead to a situation where
the ICU calculation indicates acceptable conditions, while severe congestion occurs as a result
of interactions with other locations.
Once all of the necessary information has been assembled, the actual ICU analysis consists of
determining the volume -to- capacity (VIC) ratio for each signal phase /approach and summing the
individual ratios_ To arrive at the overall ICU, a clearance lost time will be finally added to the
calculated VIC ratio. A clearance lost time of 0.02 has been considered in this analysis.
Table 3 -3 provides a detailed explanation of level of service for signalized intersections.
28657.P40223x0fpr 14
1 OKS Associates
Table 3 -3
Level of Service Interpretation
Delay Range Volume -to-
Level of
(Sec. per Capacity
Service Description
Vehicle] Ratio
A Excellent operation. All approaches to the intersection
<5 0.60
appear quite open, turning movements are easily made,
and nearly all drivers find freedom of operation.
B Very good operation. Many drivers begin to feel
5.1 -15.0 .61 -30
somewhat restricted within platoons of vehicles- This
represents stable flow. An approach to an intersection
may occasionally be fully utilized and traffic queues
start to form.
C Good operation. Occasionally drivers may have to 15.1 -25.0 .71 -.80
wait more than 60 seconds, and back -ups may develop
behind turning vehicles. Most drivers feel somewhat
restricted.
D Fair operation. Cars are sometimes required to wait 25.140.0 .81 -.90
more than 60 seconds during short peaks. There are
no long- standing traffic queues. This level is
typically associated with design_ practice for peak
periods,
E Poor operation. Some long- standing vehicular 40.1 -60.0 .91 -1.00
queues develop on critical approaches to intersections.
Delays may be up to several minutes.
F Forced flow. Represents jammed conditions. Backups X60 Over 1.00
from locations downstream or on the cross street may
restrict or prevent movement of vehicles out of the
intersection approach lanes; therefore, volumes carried
are not predictable. Potential for stop and go type
traffic Row.
Source: HighKvay Capacity Manual, Transportation Research Board, Special Report No. 209, Washington, D.C., 1985
28657P90223A, Rpr 15
1 OKS Associates
Table 34 provides the existing ICUs as well as their corresponding levels of service for both
the morning and evening peak hours for each of the 13 study intersections. The most critical
intersection, which is currently operating at an unacceptable level of service of E during both
the AM and PM peak hours, is the intersection of Bristol Street at Memory Lane. During the
q PM peak hour, the intersection of Bristol Street at 17th Street operates at an unacceptable level
` of service F. However, it functions at an acceptable level of service C during the AM peak
hour. Similarly, the intersection of Bristol Street at Ist Street functions at an unacceptable level
of service E during the AM peak hour but functions well with an acceptable level of service D
during the PM peak hour. All other intersections are currently operating satisfactorily. Detailed
ICU worksheets can be found in the appendix at the end of this report.
3.4 BUS TRANSIT
Public transportation, mainly bus service along Bristol Street, is provided by the Orange County
Transit District (OCTI3 ). There are currently three main transit routes being served by OCTD
along Bristol Street. They are Route 49, Route 56 and Route 57. Route 49 serves Bristol
Street from 5th Street to Memory Lane. Route 56 serves 17th Street to Garden Grove
Boulevard on Bristol Street. Finally, Route 57 serves Bristol Street from 5th Street to Warner
Avenue. Currently, there are 40 bus stops (20 northbound and 20 southbound) located along
Bristol Street.
26657.P90223xO. Rpr 16
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Table 3-4
Intersection Capacity Analysis Summary
Existing TraMc and Intersection Lane Configurations
0 28657.P90223xO.Rpr 17
AM Peak Hour
PM Peak Hour
Intersection: Bristol St. and
ICU
LOS
ICU
LOS
I_
Warner Avenue
0.63
B
0.84
D
Z
Glenwood Place
0.43
A
0.61
A
3.
Edinger Avenue
0.73
C
0.86
D
4.
McFadden Avenue
0.61
B
0.89
D
5.
Bishop Street
0.52
A
0.72
C
6.
1st Street
0.91
E
0.84
D
7.
Santa Ana Boulevard
0.43
A
0.50
A
S.
5th Street
0.59
A
0.67
B
9.
Civic Center Drive
0.50
A
0.59
A
10.
Washington Avenue
0.70
B
0.66
B
11.
17th Street
0.72
C
1.04
F
12.
Santa Clara Avenue
0.77
C
0.77
C
13.
Memory Lane
0.96
E
0.96
E
0 28657.P90223xO.Rpr 17
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4. General Plan Condition (Year 2006)
- With and Without Widening
1 OKSAssociates
4. General Plan Condition (Year 2006) With and Without
Widening
Future traffic volumes, for the target year 2006, were taken from the Bristol Street Widening
Environmental Impact Study report. The Bristol Street widening EIS has assumed that in the
year 2006 all roads would be built out to their ultimate widths, as designated on the Orange
County General Plan - Master Plan of Arterial Highways Components, County of Orange,
Environmental Management Agency, 1982. It has furthermore assumed that the volume of
traffic on Bristol Street north of Warner Avenue is consistent with a 1% per year growth rate.
Midblock Capacity AnaIysis
Table 4 -1 summarizes the projected traffic volumes on each link with the corresponding levels
of service with and without widening of Bristol Street.
In the future year 2006 without widening, each link of Bristol Street from Memory Lane to
Warner Avenue would experience level of service F. Traffic on Bristol Street would be
extremely congested and motorists would experience excessive delay. The added capacity which
the widening project will provide will greatly aid traffic circulation by reducing congestion and
delay and accommodating projected future traffic increases_
As Table 4 -1 indicates, projected traffic volumes on Bristol Street north of Washington Avenue
result in undesirable levels of service on several links while those values are above the desired
LOS of C. The anticipated volumes can be accommodated on the proposed six -lane divided
roadway due to the conservative nature of the capacity values. Motorists may continue to
experience delay; however, the length of delay would greatly diminish with roadway widening.
Intersection Capacity Analysis
An intersection capacity analysis using the ICU methodology has been done for the scenario of
future traffic conditions (General Plan, year 2006) with and without the widening project. These
results are summarized in Table 4 -2 and 4 -3. Traffic conditions in the year 2006 without the
widening project would experience undesirable levels of service along Bristol Street at Warner
Avenue (PM peak), Civic Center Drive (PM peak), 1st Street, and the segment north of
Washington Avenue up to Memory Lane. With the Bristol Street project widening, all
intersections along Bristol Street will be functioning at an acceptable level of service D or
better. The ultimate lane configurations on which these analyses are based are shown in
Figure 4 -1.
IF
28657.P90223x0.Rpr 18
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DIGS Associates
Table 4 -1
Roadway Links Levels of Service
Year 2006 With and Without Widening Project
Year 2006
Year 2006
wlo Widening
w/ Widening
Bristol Street
ADT
LOS
ADT
LOS
Memory Ln. to
Santa Clara Ave.
58,3W
F
58,300
F
Santa Clara Ave. to
17th St.
51,400
F
51,400
E
17th St. to
Washington Ave.
47,300
F
47,300
D
Washington Ave. to
Civic Center Dr.
44,800
F
44,800
C
Civic Center Dr. to
5th St.
44,000
F
44,000
C
5th St. to
Santa Ana Blvd.
42,600
F
42,600
C
Santa Ana Blvd. to
1st St.
42,600
F
42,600
C
1st St. to
Willits St./Bishop St.
48,000
F
48,000
D
Willits S(./Bishop St. to
McFadden Ave.
42,800
F
42,800
C
McFadden Ave. to
Edinger Ave.
38-3W
F
38,300
B
Edinger Ave. to
slo St. Gertrude Pl.
40,100
F
40,100
B
slo St. Gertrude PI. to
Warner Ave.
40,100
F
40,100
B
28657.P90223&Rpr 19
DKS Associates
Table 4Z
Year 2006 Intersection ICU and LOS Values Without Widening
28657.P90223xaRpr 20
AM Peak
PM Peak
Bristol Street at:
ICU
LOS
ICU
LOS
Memory Lane
1.26
F
1.14
F
Santa Clara Avenue
1.11
F
1.00
E
17th Street
1.00
E
1.18
F
Washington Avenue
0.95
E
1.00
E
Civic Center Drive
0.90
D
1.01
F
5th Street
0.87
D
0.90
D
Santa Ana Boulevard
0.72
C
0.85
D
1st Street
0.98
E
1.15
F
Bishop Street[Willits Street
0.59
A
0.82
D
McFadden Avenue
0.89
D
0.85
D
Edinger Avenue
0.75
C
0.90
D
Glenwood Place
0.60
A
0.66
B
Warner Avenue
0.71
C
0.96
E
28657.P90223xaRpr 20
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DKS Associates
Table 4-3
Year 2006 Intersection ICU and LOS Values With Widening
28657.P9022W.lipi
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AM Peak
PM Peak
Bristol Street at:
ICU
LOS
ICU
LOS
Memory Lane
4.88
D
0.88
D
Santa Clara Avenue
0.84
D
0.77
C
17th Street
0.68
B
0.89
D
Washington Avenue
0.77
C
0.82
D
Civic Center Drive
0.80
C
0.80
C
5th Street
0.70
B
0.74
C
Santa Ana Boulevard
0.57
A
0.67
B
1st Street
0.73
C
0.83
D
Bishop Street/Willits Street
0.47
A
0.50
A
McFadden Avenue
0.67
B
0.69
B
Edinger Avenue
0.63
B
0.63
B
Glenwood Place
0.40
A
0.50
A
Warner Avenue
0.50
A
0.50
A
28657.P9022W.lipi
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DKS Associates
MEMORY
LANE
SANTA CLARA
NOT
TO SCALE } }��� rr 17TH
WASHINGTON
AV
CIVIC CENTER
DR
5TH
i ST
SANTA ANA
1f{ BLVD
IZ r FIRST
J V I 1( sr
10
;z BISHOP
Figure 4 -1
FUTURE LANE CONFIGURATION
(GENERAL PLAN, YEAR 2006)
ST
J
O
CO
L `
MGFADDEN
-�ff1
AV
r
EDINGER
AV
GLENWOOI
J t It
PL
WARNER
1 }
AV
Figure 4 -1
FUTURE LANE CONFIGURATION
(GENERAL PLAN, YEAR 2006)
t,
,t
w
5. Speciric ' P'ian Impact
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5. SpeciFe Plan Impact
5.1 TRIP GENERATION
k The Bristol Street Specific Plan recommends redeveloping the land uses along Bristol Street in
both upgrading and slightly decreasing the intensity of the existing land use by developing parks
and landscaping along the study area. The overall trip generation for the recommended plan
must account for the removal of the existing land uses, and the improvement of new land uses.
Trip generation rates are used to relate the type and size of a specific development to the
number of person and vehicle trips originating at or destined for the study area without regard
for directional orientation_ The trip generation itself estimates the number of trips originating
from or destined to the proposed study area by land use for each traffic analysis zone. Each
traffic analysis zone structure and its respective parcel numbers are shown in Figure 5 -1. The
individual land use types by zones are shown in Table 5 -1.
The following trip generation rates were used in the analysis as shown in Table 5 -2. The rates
used in Table 5 -1 are based upon the observed tripmaking characteristics of each land use type
documented in San Diego Traffic Generators published by the San Diego Association of
Governments. In order to adequately represent the change in traffic volume, the total trips
generated by the Bristol Street Specific Plan were estimated and then deducted from the total
trips generated without the Specific Plan. Thus, the difference in traffic volume due to the
redevelopment was calculated representing the net change in projected future growth in
tripmaking under the proposed scenario. These results are shown in Table 5 -3.
For the entire study area, approximately 7,000 daily trips are generated by the site which is a
reduction from 16,350 daily trips generated without the Specific Plan. For the PM peak hour,
which is the critical of the two peak hours involved, the projected difference in total trips was
a reduction of 924 trips compared to the future condition without Specific Plan. For the AM
peak period, the difference in total trips was a reduction of 568 trips. Thus, the Specific Plan
T actually enhances the operation level by reducing the total morning and afternoon peak hour
traffic volumes by 1,492 trips.
5.2 TRIP DISTRIBUTION AND ASSIGNMENT
The net difference in total trips estimated due to the Bristol Street Specific Plan redevelopment
was estimated, distributed and assigned to all 13 intersections in the study area_
28657.P9h0223x0.Rpr 23
DKS Associates
Figure 5 -1
TRAFFIC ANALYSIS ZONES
MEMORY
LANE
SANTA CLARA
AV
NOT
TO SCALE
17TH
ST
F581
WASHINGTON
A
CIVIC CENTER
DR
....
.
5TH
ST
...
...
SANTA ANA
BLVD
CIE
-
wo 72
FIRST
ST
F 37ip 39
32T
BISHOP
ST
McFADDEN
[17118121
AV
....
.....
FDING E R
AV
Fl 12
GLENWOOD
PL
TRAFFIC ANALYSIS ZONE
WARNER
P9 PARCEL NUMBERS
AV
Figure 5 -1
TRAFFIC ANALYSIS ZONES
DKS Associates
Table 5 -1
Land Use Type by Zones
Zane
Land Use Type
1
7.4 TSF Commercial
1.0 DU Residential
61.2 TSF Park
2
46.8 TSF Park
3
26.8 TSF Commercial
39.2 TSF Office
359.6 TSF Park
1.0 DU Residential
4
25.8 TSF Commercial
2.8 TSF Office
108.7 TSF Park
5 13.1 TSF Commercial
22.2 TSF Office
7.0 DU Residential
127.4 TSF Park
6 48.1 TSF Park
7
11.5 TSF Park
8 22.4 TSF Commercial
1.0 DU Residential
2.0 TSF Park
9 19.2 TSF Commercial
1.0 DU Residential
156.9 TSF Park
10 22.2 TSF Commercial
6.5 TSF Office
11 166.5 TSF Park
12 63.4 TSF Park
28637.P90223x0.Rpr 2.5
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Table 5 -2
Trip Generation Rates
San Diego TraMc Generators
Daily
AM
PM
Land Use (2 -way)
In
Out
In
Out
Commercial 40
0.72
0.48
1.80
1.80
Office 20
2.52
0.42
0.52
208
Church 15
0.48
0.12
0.60
0.60
Residential 10
0.16
0.64
0.70
0.30
Gas Station 40
0.72
0.48
1.80
1.80
`For new redevelopment areas: 35% of the gross area was taken as commercial development.
28657.P90223xo.Rpt 26
DKS Associates
Table 5 -3
Total Trip Generation by Zones
28657 P90223xO. Rpr 27
Future Without
Future With
spg�cjfc Plan
Specific Plan
Net Reduction
Zone
AM Peak PM Peak
AM Peak PM Peak
AM Peak
PM Peak
1
69 113
10 28
59
85
2
19 20
0 0
19
20
3
211 382
148 199
63
183
4
76 154
39 100
37
54
5
108 172
87 112
21
60
6
67 178
0 0
67
178
7
42 127
0 0
42
127
8
39 87
28 82
11
5
9
142 183
24 70
118
113
10
128 131
46 97
82
34
11
35 48
0 0
35
48
12
14 17
0 0
14
17
Total:
950 1,612
382 688
568
924
28657 P90223xO. Rpr 27
DKS Associates
The directional orientation of trips to and from the study area was based on overall peak hour
area wide circulation patterns and the project location in relationship to regional service and
employment concentrations.
About 29% of the total traffic is distributed northbound toward the SR -22 and I -5 and another
29% is distributed southbound toward SR -55 and SR -405. The easterly and westerly portions
were assigned 21 % each.
Trips to and from the project study area were assigned to logical access routes based upon the
trip distribution percentages discussed above.
53 MIDBLOCK OPERATION
The estimated future daily operational analysis summary for the existing, future without Specific
Plan and future with Specific Plan is shown in Table 54. There are no significant changes in
levels of service along Bristol Street in the study area with Specific Plan in comparison to
without the Specific Plan.
5.4 INTERSECTION OPERATIONAL ANALYSIS
The intersection operational analyses were done for peak hour conditions. The PM peak hour
represents the worst case situation, although the level of service does not differ drastically from
AM peak hour conditions. This might be due to a good balance in land use that exists between
residential and commercial development. The impacts on the intersections along Bristol Street
due to the Specific Plan in comparison with the existing, future without Specific Plan, and future
with Specific Plan are shown on Table 5 -5 and Table 5-6_
For the 13 study intersections, there will be no significant changes in quality of traffic operation
on any of the intersections in comparison with the future condition without Specific Plan. All
intersections are found to be functioning at a satisfactory level of service.
28657.P90223W. Rpr 28
DKS Associates
Table 5-4
Summary of Midblock Capacity Analysis
Existing
Location
ADT LOS
1. Memory Ln. to
Santa Clara Ave.
50,500 F
2. Santa Clara Ave. to
17th St.
44,500 F
3. 17th St. to
Washington Ave.
4. Washington Ave. to
Civic Center Dr.
5. Civic Center Dr. to
5th St.
6. Rh St. to
Santa Ana Blvd.
7. Santa Ana Blvd_ to
1st St.
8. 1st St. to
Willits St./Bishop St.
9. Willits St./Bishop St. to
McFadden Ave.
10. McFadden Ave. to
Edinger Ave.
11. Edinger Ave. to
s10 St. Gertrude PI.
12. slo Gertrude Pl. to
Warner Ave.
41,000 F
38,800 F
38,200 F
36,900 F
i , ,Inl�
41,600 F
37,200 F
33,200 F
34,700 F
34,700 D
2865ZP40223xU.Rpt 29
Future Without
Specific Plan
ADT LOS
58,300 F
51,400 E
47,3W D
44,800 C
44,000 C
42,600 C
42,600 C
48,000 D
42,800 C
38,300 B
40,100 B
40,100 B
Future With
Sped fic Pla n
ADT LOS
58,100 F
50,900 E
47,200 D
43,900 C
44,000 C
41,200 C
Elil��l.� =a7
47,300 D
42,200 C
36,200 S
39,900 B
c' �
i
DKS Associates
Table 5 -5
Intersection Capacity Analysis Summary
Proposed Redevelopment Impact (AM Peak)
28657.P9022.3W..Rpt
30
Future Without
Future With
Existing
Specific
Plan
Specific Plan
Intersection: Bristol St.
ICU
LOS
ICU
LOS
ICU LOS
1. Warner Ave.
0.63
B
0.50
A
0.53 A
2 Glenwood Pl.
0.43
A
0.40
A
0.44 A
3. Edinger Ave.
0.73
C
0.63
B
0.61 B
4. McFadden Ave.
0.61
B
0.67
B
0.65 B
5. Bishop St.
0.52
A
0.47
A
0.48 A
6. 1st St.
0.91
E
0.73
C
0.72 C
7. Santa Ana Blvd.
0.43
A
0.57
A
0.53 A
8. 51h St.
0.59
A
0.70
B
0.65 B
9. Civic Center Dr_
0.50
A
0.80
C
0.76 C
10. Washington Ave.
0.70
B
0.77
C
0.73 C
11. 17th St.
0.72
C
0.68
B
0.79 C
12. Santa Clara Ave.
0.77
C
0.84
D
0.81 D
13. Memory Ln.
0.96
E
0.85
D
0.78 C
28657.P9022.3W..Rpt
30
i
I
T-
DKS Associates
Table S -6
Interseetion Capacity Analysis Summary
Proposed Redevelopment Impact (PM Peak)
28657.P902Z3r0.Rpt
31
Future Without
Future With
Fxistine
Spggjflc
Plan
Specific Plan
Intersection: Bristol St.
ICU
LOS
ICU
LOS
ICU
LOS
1. Warner Ave.
0.84
D
0.50
A
0.68
B
2. Glenwood Pl.
0.61
B
0.50
A
0.56
A
3. Edinger Ave.
0.86
D
0.63
B
0.73
C
4. McFadden Ave.
0.89
D
0.69
B
0.58
A
5. Bishop St_
0.72
C
0.50
A
0.66
B
6. 1st St.
0.84
D
0.83
D
0.80
C
7. Santa Ana Blvd.
0.60
A
0.67
B
0.50
A
8. 5th St.
0.67
B
0.74
C
0.58
A
9. Civic Center Dr.
0.59
A
0.80
C
0.77
C
10. Washington Ave.
4.66
B
0.82
D
0.79
C
11. 17th St.
1.04
F*
0.89
D
0.85
D
12. Santa Clara Ave.
0.77
C
0.77
C
0.73
C
13. Memory Ln.
0.96
E`
0.88
D
0.85
D
'Deficient intersection
28657.P902Z3r0.Rpt
31
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5. Residential Impact
DKS Associates
6. Residential impact
The current intrusion of commuter traffic into the surrounding residential neighborhood as a
result of the existing congested conditions along Bristol Street is extremely undesirable.
Commuter traffic has been found to spill over onto the adjoining local road system utilizing their
capacity and adding to their congestion. Projection of the future traffic volumes on the existing
road system further aggravates this congested condition. With the Bristol Street widening
project, Bristol Street will be capable of accommodating existing as well as future traffic needs
safely and efficiently. Traffic volumes will continue to increase whether or not Bristol Street
is improved and the Specific Plan is implemented. With the proposed Specific Plan, total
generated trips will be less than that of without the Specific Plan. For the PM peak hour,
which is the most critical of the two peak hours involved, the projected difference in total trips
is a reduction of 924 trips compared to the future condition without the Specific Plan.
With the Specific Plan and Bristol Street widening, the intrusion of commuter traffic into the
residential neighborhoods would, therefore, be substantially reduced. On Pacific Avenue, for
example, commuter trips will reduce by more than 80 %. The amount of through traffic on this
street will decrease from 95 vehicles per hour (during the AM peak) to less than 20 vehicles
per hour. The construction of a raised median on Bristol Street will, however, alter circulation
patterns and access to land uses that front Bristol Street and to neighborhoods that adjoin it.
At minor streets through which the median is constructed and at driveway locations along Bristol
Street, turning movements will be restricted to right in and right out maneuvers. The raised
median will divert and concentrate turning movements at the median breaks_ In conjunction
with the raised median, the widening project is considering the closure of 10 minor streets at
their intersection with Bristol Street through the use of cul-de-sacs. Additionally, the Bristol
Street Specific Plan recommends cul- de- sacing several other streets as described in the project
description. Four of those additional cul -de -sacs are proposed between Washington Street and
Civic Center Drive at 9th, 10th, 11th and 12th Streets. Turning minor streets feeding Bristol
Street into cul -de -sacs would cut off easy access to some commuters and divert them to a longer
route to reach Bristol Street. The EIS concluded that, in all cases, the farthest distance
residential traffic would be diverted is 1,850 feet. The negative effect of these additional travel
lengths would be offset by the reduction in conflict potential at their intersections with Bristol
Street. The impact which minor street cul-de -sacs would have on signalized intersections along
Bristol Street was evaluated by redistributing the traffic volumes entering or exiting minor streets
and reevaluating ICU calculations. However, circulation in the residential neighborhoods that
utilize these streets to access Bristol Street would be affected_ Traffic volumes on Pacific
Avenue, parallel and east of Bristol Street in particular, would be increased during the morning
and evening peak hours. This increase in traffic is a result of cul -de- sacing 9th, 10th, 11th and
12th streets at Bristol which will add a total of approximately 800 vehicles per day to the
M. average daily traffic volumes of Pacific Avenue between Civic Center Drive and Washington
Street. However, Pacific Avenue has sufficient capacity to accommodate this additional traffic,
28657 7223x0. Rpt 32
7
'I DKS Associates
but due to this increase in traffic volumes, it is anticipated that the following two intersections
would warrant a traffic signal.
a. Washington Street/Pacific Avenue
b. Civic Center Drive/Pacific Avenue
The intersection of Pacific Avenue and Santa Ana Boulevard will not, however, be significantly
impacted by the proposed additional cul -de -sacs. A peak hour signal warrant analysis was
performed for the two intersections of Pacific Avenue with Washington Street and Civic C =enter
Drive. Approach volumes were estimated from the turning volumes at the intersections of
Bristol Street with Washington Street and Civic Center Drive as are presented below in
Table b -1.
Table 6 -1
Approach Peak Hour Volumes
Future With Specific Plan
NB SB EB WB
Intersection AM PM AM PM AM PM AM PM
Washington Street
at Pacific Avenue 257 211 (1) - 300 310 447 727
Civic Center Drive
at Pacific Avenue 206 169 257 211 869 829 395 1,142
(3) No SB approach.
Figure 6 -1, the peak hour volume warrant, indicates that both intersections will warrant a signal
should additional cul- de- sacing at 9th, 10th, I 1 th and 12th Streets be implemented. However,
if the intersection of Civic Center Drive at Pacific Avenue is to be signalized, it is possible, as
an alternative to the signalization of the intersection of Washington Street/Pacific Avenue, to
cul-de -sac Pacific Avenue at Washington Street and divert traffic toward Civic Center Drive.
Cul -de- sacing Pacific Avenue will eliminate the signal need at Washington Avenue and preserve
the residential character of Pacific Avenue north of Civic Center Drive_
According to the EIS, cross street movements are anticipated to be low and will be lower with
the implementation of the Specific Plan. It is anticipated that under no circumstances do
motorists have to travel more than two blocks to make a U -turn_ An increase in U -turns was
-" taken into account both in the intersection capacity analysis and in designing the storage bay
lengths_
28657.P9022_;xO Rpr 33
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7. Guidelines for Design Standards
DKS Associates
7. Guidelines for Design Standards
' Guidelines for design standards for the spacing of driveway access locations and street
intersections along Bristol Street have been established. These guidelines are discussed below
in detail.
The goal of the Bristol Street widening and Specific Plan project is to improve efficiency and
safety along this major arterial. Currently, vehicular congestion exists along Bristol Street as a
result of cross traffic between intersections and uncontrolled driveway access points. The
impacts of driveways on arterial street capacity and safety make it apparent that it is in the
Santa Ana community's best interest to: f) limit the number of driveways to those which are
actually needed to safely accommodate the traffic generated by the Specific Plan project,
2) provide adequate spacing between driveways so conflicts (and resulting accidents) between
vehicles maneuvering at adjacent driveways do not arise, and 3) ensure proper design to
accommodate driveway traffic and minimize vehicle conflicts without significantly reducing
roadway capacity.
The guidelines and proposed standards outlined below have been developed to identify
acceptable access spacing and location for the Bristol Street Specific Plan project.
Multiple Driveways
By law, each parcel of land must be granted access (restricted or full) to a public roadway,
except under certain special conditions. Consolidation of parcels and shared - driveway policy may
be implemented to satisfy this requirement while reducing the number of driveways.
Spacing or Signalized Intersections
If a proposed driveway warrants a signal, its location may need to be reassessed based on
minimum acceptable spacing for a progressive signal coordination along Bristol Street.
Spacing Between Driveways
The spacing between two driveways and intersections in the guidelines refers to the distance
between the inner curbs of those two driveways or intersections.
28657.P902ZW..Rpt 35
DKS Associates
Design Standards for the Spacing or Driveway Access Locations and Street Intersections for
Bristol Street Specific Plan
1. Recommended spacing between
signalized intersections and a
full driveway (median opening)
along Bristol Street at:
- Major Arterials
- Other Streets
2. Recommended spacing between
signalized intersections and
a restricted driveway (no
median opening - see notes)
3. Recommended spacing between
full driveways (median openings)
or a full driveway and
unsignalized intersection
4. Recommended spacing between a
full driveway (median opening) or
an unsignalized intersection and a
restricted driveway
5. Recommended spacing between
restricted driveways
6. Recommended spacing between
signalized intersections and
a full driveway on:
- Major Arterials
- Other crossing
signalized intersections
7. Recommended spacing between
signalized intersections and
a restricted driveway on:
28657.P90223xU Rpi 36
Anyroach Leave
+.1 ..f
450' (desirable) 300' (desirable)
300' (minimum) 150' (minimum)
*450' 300' (desirable)
300' (minimum) 150' (minimum)
450' (desirable) 450' (desirable)
300' (minimum) 300' (minimum)
600' 600'
G00' 450'
DKS Associates
- Major Arterials
- other crossing
signalized intersections
S. Recommended spacing between
unsignalized intersections
and a full driveway on
crossing streets
9. Recommended spacing between
unsignalized intersections and
a restricted driveway on
crossing street
450' (desirable) 300' (minimum)
300' (desirable) 150' (minimum)
300'
150' (desirable)
100' (minimum)
150'
Figure 7 -1 schematically shows these guidelines. There are a number of locations which do not
conform with these guidelines. A brief discussion of these locations and recommendations is
presented below:
1. The Proposed Driveway_ South of 17th Street: Combine and relocate the two planned
driveways to have a minimum of 300 feet distance to 17th Street.
2. The Pro sed Driveway on Edinger Avenue West of Bristol Street: Provide a
deceleration lane and design for a right turn out only driveway.
3. The Proposed Driveways on Wilshire Avenue West of Bristol Street: Provide a
deceleration lane for the driveway on the leave side of Wilshire Avenue and close the
one on the approach side.
4. The Proposed Driveways on McFadden Avenue East of Bristol Street: Provide a
deceleration lane for the driveway on the leave side and relocate the one on the
approach side to the east to have a distance of 100 feet to the intersection.
5. The Proposed Driveway on Washington Street East of Bristol: Close the driveway.
28657.P90223xaRpr 37
DKS Associates
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DESIGN STANDARDS FOR ACCESS LOCATIONS
DKS Associates
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DESIGN STANDARDS FOR ACCESS LOCATIONS
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S. Mitigation Measures
1 DKS Associates
f
I
8. Mitigation Measures
Specific Plan
The study agrees with all the recommendations made in the EIS in regard to Bristol Street.
The intersection capacity analysis does not warrant any mitigation measures as all intersections
have a satisfactory level of service.
Some of the mitigation highlights recommended in the EIS report are as follows: the
construction of raised median islands on Bristol Street is recommended as a mitigation measure.
It will eliminate left -turn movements at midblock locations and concentrate left and U -turn
movements at signalized intersections. A reduction in accident frequency can also be expected
through the use of raised median islands. The continuous raised median island may, however,
alter circulation patterns and access to residential and commercial developments along Bristol
Street. At minor streets where median islands will be constructed, turning movements will be
restricted to right in and right out maneuvers. Thus, the traffic circulation pattern might be
altered and traffic may be directed to other available routes. However, the negative effect of
this additional travel length would be offset by the reduction in conflict potential at a full
intersection with Bristol Street_
Signal coordination should be provided along Bristol Street from Warner Avenue to Memory
Lane to improve traffic progression.
Parking should be prohibited along both sides of Bristol Street from Warner Avenue to Memory
Lane. The prohibition of parking will improve traffic operation and capacity of Bristol Street
by eliminating the potential conflicts between parking and unparking maneuvers with through
traffic. It will also enhance traffic safety along Bristol Street through the reduction of accident
potential. Parking prohibition will also improve sight distance availability at the intersections
or adjacent driveways, thus, reducing accident potential at these locations.
In addition, bus turnouts along Bristol Street should be provided_ Bus turnouts would not
impede through traffic lanes while loading and unloading passengers. This would further
enhance the capacity of the roadway as there are no bus stops on each side of Bristol Street
in the study area. The bus turnouts are most critical at major intersections such as First Street,
McFadden Avenue, Edinger Avenue, Warner Avenue and Santa Ana Boulevard.
8.1 PROPOSED BUS TURNOUT LOCATIONS
In order to maintain unrestricted traffic flow along the corridor, several bus turnout locations
are proposed. In addition to proposing new far side bus turnouts within the Bristol Street
W657.P90223x0 Rpt 40
DI ACS Associates
project area, the elimination of certain existing bus stops and consolidation of others is proposed
resulting in (northbound), Raymar Street (northbound) and 10th Street (southbound) are
identified as potential stops to be eliminated.
Table 8 -1 provides the locations for both bus turnouts and concrete pad stops.
8.2 SIGNAL INSTALLATION
In order to control the additional traffic volumes at the unsignalized intersections of Pacific
Avenue with Washington Street and Civic Center Drive, as a result of cul- de- sating 9th, 10th,
11th and 12th Streets, traffic signals are recommended to be installed at the following two
intersections:
a. Washington Street and Pacific Avenue
b. Civic Center Drive and Pacific Avenue
As an alternative to signalization of Washington Street/Pacific Avenue, Pacific Avenue at
Washington Street could be cul -de- sated.
28657.P90223r0.Rpr 41
DKS Assocrates
Table 8 -I
Bristol Corridor Specific Plan
Proposed Farside Bus Turnouts
Farside Turnout Location
Proposed Concrete
Intersecting Street Northbound Southbound
Pad Stops _
• Warner Avenue X
X
St. Gertrude Place X
(Southbound)
St. Andrew Place
X
(Northbound)
• Edinger Avenue X
X
Wilshire Avenue X
(Southbound)
• McFadden Avenue X
X
Tolliver Street
X
Richland Street X
Bishop/Willits Streets X
X
Myrtle Street X
X
'* 1st Street X
X
** Santa Ana Boulevard X
X
Civic Center Drive X
X
Washington Avenue X
X
(southbound turnout located at 12th Street)
17th Street X
X
21st Street
X
Santa Clara Avenue X
X
` Farside bus turnout locations proposed in EIS
" Farsidc bus turnout locations proposed in EIS in one direction on
First Street (northbound) and Santa Ana Boulevard (southbound).
28657.P90223xO Rpt 42
APPENDIX
ICU Worksheets
1�
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Warner Ave.
Existing
NIS compnt.
EIW compnt.
RT compnt.
Clearance
ICU
Critical movement identified by " *"
Right turn adjustment identified by Na"
Filename; BRWAREXT 1125191
4.33
No.
0.49
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
Vic
Vol.
VIC
NL
1
1500
75
0.05
262
0.17
NT
2
3200
614
0.19 *
1186
0.37 *
NR
1
1500
43
0.03
175
0.12
SL
1
1500
213
014 *
182
0.12 *
ST
3
4800
844
0.18
758
0.18
SR
0
1500
35
0.00
84
0.00
EL
1
1500
76
0.05
140
0.09 *
ET
2
3200
586
0.18 *
530
0.17
ER
1
1500
139
0.09
73
0.05
WL
1
1500
142
0.09 *
165
0.11
WT
2
3200
328
0.11
658
0.23 `
W
0
1500
37
0.00
93
0.00
NIS compnt.
EIW compnt.
RT compnt.
Clearance
ICU
Critical movement identified by " *"
Right turn adjustment identified by Na"
Filename; BRWAREXT 1125191
4.33
NIS compnt.
0.49
0.28
EIW compnt.
0.33
0.00
RT compnt.
0.00
0.02
Clearance
0.02
0.63
ICU
0.84
MXR
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Glenwood Place
Existing
No.
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
VIC
Vol.
VIC
NIL
1
1500
19
0.01 *
23
0.02
NT
2
3200
896
0.29
1426
0.45
NR
0
0
19
0.00
19
0.00
SL
1
1500
14
0.01
38
0.03 '
ST
2
3200
1031
0.32 "
1252
0.40
SR
0
1500
8
0.00
29
0.00
EL
0
0
28
0.00 *
12
0.00 *
ET
1
1600
21
0.04
20
0.03
ER
0
0
10
0.00
11
0.00
WL
0
0
86
0.00
86
0.00
WT
1
1600
17
0.08 *
42
0.11
W R
0
1500
18
0.00
50
0.00
N/S compnt.
0.34
NIS compnt.
0.48
EIW compnt.
0.08
E1W compnt.
0.11
RT compnt.
0.00
RT compnt.
0.00
Clearance
0.02
Clearance
8.02
ICU
0.43
ICU
D.61
Critical
movement identified
by " *"
Right turn adjustment identified by "a"
Filename: BRGLEXT
1/25191
MXR
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Edinger Ave.
Existing
NIS compnt.
E1W compnt.
RT compnt.
Clearance
ICU
Critical movement identified by "'"
Right turn adjustment identified by "a°
Filename: BREDEXT 1125191
0.36
No.
0.41
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
VIC
Vol.
VIC
NIL
1
1500
99
0.07 '
196
0.13
NT
2
3200
585
0.21
831
0.30 '
NR
0
1500
87
0.40
127
0.00
SL
1
1500
208
0.14
159
0.11 '
ST
2
3200
885
0.30 "
759
0.27
SR
0
1500
65
0.00
103
0.00
EL
1
1500
100
0.07
155
0.10
ET
2
3200
811
0.25 '
743
0.23
ER
1
1500
98
0.07
109
0.07
WL
1
1500
137
0.09 *
120
0.08
WT
2
3200
669
0.23
996
0.33
W
0
1500
78
0.00
67
0.00
NIS compnt.
E1W compnt.
RT compnt.
Clearance
ICU
Critical movement identified by "'"
Right turn adjustment identified by "a°
Filename: BREDEXT 1125191
0.36
NIS compnt.
0.41
0.34
EIW compnt.
0.44
0.00
RT compnt.
0.00
0.02
Clearance
0.02
4.73
ICU
0.86
MXR
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & McFadden Ave.
Existing
No.
AM Peak
PM Peak
Mvmn Lanes
Cap.
Vol.
WC
Vol.
VIC
NL 1
1500
49
0.03 '
181
0.12
NT 2
3200
757
0.24
1120
0.35
NR 1
1500
24
0.82
72
0.05
SL 1
1500
39
0.03
64
0.04
ST 2
3200
944
0.32 '
1108
0.39 "
SR 0
1500
75
0.00
132
0.00
EL 1
1500
107
0.07 *
72
0.05 `
ET 1
1600
317
0.20
437
0.27
ER 1
1500
156
0.10
112
0.07
WL 1
1500
39
0.03
81
0.05
WT 1
1600
242
0.17 `
456
0.31
W R 0
1500
22
0.00
46
0.00
NIS compnt.
0.35
NIS compnt.
0.51
E1W compnt.
0.24
E1W compnt.
0.36
RT compnt.
0.00
RT compnt.
0.00
Clearance
0.02
Clearance
0.02
ICU
0.61
ICU
0.89
Critical movement
identified by ° `"
Right turn adjustment
identified by *a°
Filename: BRMCFEXT
1125191
MXR
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Bishop St.
Existing
No.
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
VIC
Vol.
VIC
NL
1
1500
30
0.02 "
82
0.05 "
NT
2
3200
1009
0.32
1265
0.41
NR
0
1500
15
0.00
39
0.00
SL
1
1500
31
0.02
77
0.05
ST
2
3200
1128
0.36 "
1305
0.42
SR
0
1500
14
0.00
54
0.00
EL
1
1500
69
0.05
77
0.05 "
ET
1
1600
73
0.07 "
164
0.12
ER
0
0
35
0.00
34
0.00
WL
1
1500
85
0.06 "
71
0.05
WT
1
1600
70
0.07
204
0.17
WR
0
1500
42
0.00
74
0.00
NIS compnt.
0.38
NIS compnt.
0.48
ENV compnt.
0.12
ENV compnt.
0.23
RT compnt.
0.00
RT compnt.
0.00
Clearance
0.02
Clearance
0.02
ICU
0.52
ICU
0.72
Critical movement
identified by "'"
Right turn adjustment
identified
by "a"
Filename: BRBISEXT
1/25191
MXR
r
i
I
5
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & i st St.
Existing
No.
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
VIC
Vol.
VIC
NIL
1
1500
82
0.05
147
0.10 "
NT
2
3200
1178
0.37 *
995
0.31
NR
1
1500
129
0.09
141
0.09
SL
1
1500
241
0.16 *
160
0.11
ST
2
3200
1261
0.41
968
0.33
SR
0
1500
55
0.00
101
0.00
EL
1
1500
156
0.10
176
0.12 "
ET
3
4800
1311
0.29 *
922
0.22
ER
0
1500
85
0.00
138
0.00
WL
1
1500
111
0.07 *
217
0.14
WT
3
4800
754
0.18
1087
0.27 "
WR
0
1500
121
0.00
196
0.00
NIS compnt.
0.53
NIS compnt.
0.43
EIW compnt.
0.36
EIW compnt.
0.38
RT compnt.
0.00
RT compnt.
0.00
Clearance
0.02
Clearance
0.02
ICU
0.91
ICU
0.84
Critical
movement identified by 11 '1
Right turn adjustment
identified
by "a"
Filename: BR1
STEXT
1125191
MXR
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Santa Ana Blvd.
Existing
NIS compnt.
EIW compnt.
RT compnt.
Clearance
ICU
Critical movement identified by " ""
Right turn adjustment identified by "a"
Filename: BRSANAEXT 1125/91
0.35
No.
0.44
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
VIC
Vol.
V!C
N L
1
1544
18
0.01
33
0.02
NT
2
3200
899
0.30 '
1212
0.40 "
NR
0
0
49
0.00
60
0.00
SL
1
1500
79
0.05 "
57
0.04 "
ST
2
3200
1051
0.33
1152
0.38
SR
0
0
11
0.00
66
0.00
EL
0
0
35
0.00
16
0.00 '
ET
2
3200
133
0.06 "
167
0.07
ER
0
0
17
0.00
35
0.00
WL
0
0
36
0.00 "
80
0.00
WT
2
3200
89
0.05
297
015 "
WR
0
0
45
0.00
89
0.00
NIS compnt.
EIW compnt.
RT compnt.
Clearance
ICU
Critical movement identified by " ""
Right turn adjustment identified by "a"
Filename: BRSANAEXT 1125/91
0.35
NIS compnt.
0.44
0.06
EIW compnt.
0.15
0.00
RT compnt.
0.00
0.02
Clearance
0.02
0.43
ICU
0.60
MXR
INTERSECTION CAPACITY UTILIZATION
LOCATION. Bristol & 5th St.
Existing
NIS compnt.
E1W compnt.
RT compnt.
Clearance
ICU
Critical movement identified by " ""
Right turn adjustment identified by "a"
Filename: BR5THEXT 1125/91
0.44
No.
0.49
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
Vic
Vol.
V/C
NL
1
1500
28
0.02 '
80
0.05
NT
2
3200
1145
0.37
1459
0.47 "
NR
0
0
28
0.00
30
0.00
SL
1
1500
32
0.02
34
0.02
ST
2
3200
1290
0.42 "
1354
0.43
SR
0
0
43
0.00
29
0.00
EL
0
0
52
0.00
92
0.00
ET
1
1600
107
0.13 '
103
0.16
ER
0
0
49
0.00
64
0.00
WL
0
0
6
0.00 '
24
0.00
WT
1
1600
24
0.03
176
4.15
wR
0
0
16
0.00
37
0.00
NIS compnt.
E1W compnt.
RT compnt.
Clearance
ICU
Critical movement identified by " ""
Right turn adjustment identified by "a"
Filename: BR5THEXT 1125/91
0.44
NIS compnt.
0.49
0.13
EIW compnt.
0.16
0.00
RT compnt.
0.00
0.02
Clearance
0.02
0.59
ICU
0.67
M
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Civic Center Dr,
Existing
NIS compnt.
EMI compnt.
RT compnt.
Clearance
ICU
Critical movement identified by °'"
Right turn adjustment identified by "a"
Filename: BRCCTREXT 1125191
0.23
No.
0.26
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
VIC
Vol.
VIC
NL
1
1500
97
0.06 *
107
0.07
NT
2
3200
291
0.09
632
0.20
NR
1
1500
135
0.09
195
0.13
SL
1
1500
103
0.07
83
0.06
ST
2
3200
418
0.17 "
477
0.19
SR
0
0
124
0.00
116
0.00
EL
1
1500
82
0.05
119
0.08
ET
2
3200
465
0.18 "
511
0.19
ER
0
0
105
0.00
102
0.00
WL
1
1500
103
0.07 "
113
0.08
WT
2
3200
418
0.17
629
0.23 "
WR
0
0
124
0.00
104
0.00
NIS compnt.
EMI compnt.
RT compnt.
Clearance
ICU
Critical movement identified by °'"
Right turn adjustment identified by "a"
Filename: BRCCTREXT 1125191
0.23
NIS compnt.
0.26
0.25
EJW compnt.
0.31
0.00
RT compnt.
0.00
0.02
Clearance
4.02
0.50
ICU
0.59
z -
T
■,
R
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Washington Ave.
Existing
NIS compnt.
EIW compnt.
RT compnt.
Clearance
ICU
Critical movement identified by " *"
Right turn adjustment identified by "a"
Filename: BRWSHEXT 1125191
0.51
No.
0.45
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
VIC
Vol.
VIC
- - --
NL
-- - --
1
- - - - -- - - --
1500
- - - - --
175
- --- --- - ---- -
0.12 *
- -- - - --
85
- - - - - -- -
0.06
NT
2
3204
1222
0.40
1191
0.40 *
NR
0
0
46
0.00
77
0.00
SL
1
1500
22
0.01
76
0.05 *
ST
2
3200
1265
0.40 *
1224
0.38
SR
1
1500
69
0.05
155
010
EL
1
1500
78
0.05 *
102
0.07 "
ET
1
1600
77
0.06
115
0.10
ER
0
0
23
0,00
40
0.00
W L
1
1500
57
0.04
59
0.04
WT
1
1600
142
0.12 *
132
0.13 "
WR
0
0
45
0.00
72
0.00
NIS compnt.
EIW compnt.
RT compnt.
Clearance
ICU
Critical movement identified by " *"
Right turn adjustment identified by "a"
Filename: BRWSHEXT 1125191
0.51
NIS compnt.
0.45
0.17
EIW compnt.
0.20
0.00
RT compnt.
0.00
0.02
Clearance
0.02
0.70
ICU
0.66
I
r
r
n
a
■
"
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & 17th St.
Existing
PM Peak
Vol.
No.
247
AM Peak
Mvmn
Lanes
Cap.
Vol.
V/C
N L
2
3000
122
0.44 *
NT
2
3200
647
0.20
N R
1
1500
122
0.08
SL
2
3000
349
0.12
ST
3
4800
1209
0.29 *
SR
0
0
201
0.00
EL
1
1500
185
0.12
ET
3
4800
924
0.22 *
ER
0
0
110
0.00
WL
1
1500
227
0.15 *
WT
2
3200
643
0.20
WR
1
1500
146
4.10
NIS compnt.
0.33
EIW compnt.
0.37
RT compnt.
0.00
Clearance
0.02
ICU
0.72
Critical movement identified by """
Right turn adjustment
identified by "a°
Filename: BR17THEXT
1/25191
MXR
PM Peak
Vol.
VIC
247
0.08
943
0.29
53
0.04
297
0.10
1213
0.31
293
0.00
278
0.19
882
0.21
136
0.00
284
0.19
1389
0.43
389
0.26
NIS compnt.
0.40
E!W compnt.
0.62
RT compnt.
4,00
Clearance
0.02
ICU
1.04
1
i
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Santa Clara Ave.
Existing
No.
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
V!C
Vol.
V/C
N L
1
1500
14
0.01 "
34
0.02
NT
2
3200
1018
0.32
1514
0.48
NR
0
0
20
0.00
21
0.00
SL
1
1500
177
0.12
106
0.07
ST
2
3200
1859
0.60 "
1745
0.61 "
SR
0
0
65
0.00
199
0.00
EL
0
0
118
0.00
107
0.00 "
ET
1
1600
79
0.14 '
46
0.11
ER
0
0
23
0.00
19
0.00
WL
0
0
21
0.00 "
25
0.00
WT
1
1600
27
0.06
77
0.12
WR
0
0
44
0.00
88
0.00
NIS compnt.
0.61
NIS compnt.
0.63
E1W compnt.
0.14
EIW compnt.
0.12
RT compnt.
0.00
RT compnt.
0.00
Clearance
0.02
Clearance
0.02
ICU
0.77
ICU
0.77
Critical movement
identified
by 11 "
Right turn adjustment identified by "a"
Filename: BRSCLREXT
1/25191
MXR
r
2h
r
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Memory Lane
Existing
NIS compnt.
No.
NIS compnt.
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
VIC
Vol.
VIC
N L
2
3000
449
0.15 *
596
0.20
NT
2
3200
921
0.30
1354
0.43
NR
0
0
36
0.00
29
0.00
SL
1
1500
51
0.03
102
0.07
ST
2
3200
1830
0.57 *
1585
0.50
SR
1
1500
173
0.12
548
0.37
EL
1
1500
240
0.16 *
186
0.12 "
ET
1
1600
140
0.09
214
0.13
ER
2
3000
464
0.15
322
0.11
WL
1
1500
49
0.03
67
0.04
WT
2
3200
175
0.05 *
399
0.12
WR
1
1500
111
0.07
172
0.11
NIS compnt.
0.72
NIS compnt.
0.69
E1W compnt.
0.21
E1W compnt.
0.25
RT compnt.
0.00
RT compnt.
0.00
Clearance
4.02
Clearance
0.42
ICU
0.96
ICU
0.96
Critical movement identified by " * "
Right turn adjustment identified by "a"
Filename: BRMLNEXT 1125191 MXR
1
1
1
1
i
s
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Warner Ave.
Specific Plan
N/S compnt.
E1W compnt.
RT compnt.
Clearance
ICU
Critical movement identified by " * "
Right turn adjustment identified by "a"
Filename: BRWARSP 1125191
0.23
No.
0.38
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
Vic
Vol.
V/C
NL
2
3000
85
0.03
296
0.10
NT
3
4800
645
0.15 *
1301
0.32 "
NR
0
0
71
0.00
226
0,00
SL
2
3000
230
0.08 *
182
0.06
ST
3
4800
919
0.20
787
0.18
SR
0
0
23
0.00
62
0.00
EL
1
1500
63
0.04
127
0.08
ET
3
4800
664
0.17 *
600
0.14
ER
0
0
157
0.00
83
0.00
WL
1
1500
173
0.12 *
204
0.14
WT
3
4800
371
0.08
745
0.17
W R
0
0
31
0.00
91
0.00
N/S compnt.
E1W compnt.
RT compnt.
Clearance
ICU
Critical movement identified by " * "
Right turn adjustment identified by "a"
Filename: BRWARSP 1125191
0.23
NIS compnt.
0.38
0.29
E1W compnt.
0.28
0.00
RT compnt.
0.00
0.02
Clearance
0.02
0.53
ICU
4.58
MXR
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Glenwood Place
Specific Plan
N/S compnt.
E1W campnt.
RT campnt.
Clearance
ICU
Critical movement identified by "
Right turn adjustment identified by "a"
Filename: BRGLSP 1125191
0.31
No.
0.36
AM Peak
E1W campnt.
PM Peak
Mvmn
Lanes
Cap.
Vol. V/C
Vol.
Vic
NL
1
1500
15
0.01 *
23
0.02
NT
3
4800
762
0.17
1495
0.32 *
NR
0
0
36
0.40
54
0.00
SL
1
1540
39
0.03
60
0.04 *
ST
3
4800
1423
0.30 *
1198
0.26
SR
0
0
26
0.00
39
0.00
EL
1
1500
4
0.00
8
0.01 *
ET
1
1600
116
0.08 *
90
0.07
ER
0
0
12
0.00
20
0.00
W L
1
1500
41
0.03
54
0.04
WT
1
1600
39
0.09
116
0.17
WR
0
0
104
0.00
152
0.00
N/S compnt.
E1W campnt.
RT campnt.
Clearance
ICU
Critical movement identified by "
Right turn adjustment identified by "a"
Filename: BRGLSP 1125191
0.31
NIS campnt.
0.36
0.11
E1W campnt.
0.17
0.00
RT compnt.
0.00
0.02
Clearance
0.02
0.44
ICU
0.56
MXR
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Edinger Ave.
Specific Plan
PM Peak
Vol.
No.
181
AM Peak
Mvmn
Lanes
Cap.
Vol.
VIC
NL
1
1500
83
0.06 "
NT
3
4800
664
0.15
NR
0
1500
34
0.00
SL
1
1500
142
0.09
ST
3
4800
1018
0.22 "
SR
0
1540
19
0.00
EL
1
1500
70
0.05
ET
2
3200
676
0.21
ER
1
1500
159
0.11
WL
1
1500
155
0.10 `
WT
2
3200
419
0.14
WR
0
1500
16
0.00
NIS compnt.
0.27
EJW compnt.
0.31
RT compnt.
0.00
Clearance
0.02
ICU
0.61
Critical movement
identified by " *"
Right turn adjustment
identified
by "a°
Filename: BREDSP
1125191
MXR
PM Peak
Vol.
VIC
181
0.12
970
0.22 "
94
0.00
161
0.11 "
788
0.18
71
0.00
144
0.10
756
0.24 "
123
0.08
216
0.14 "
818
0.28
80
0.00
NIS compnt.
0.33
EIW compnt.
0.38
RT compnt.
0.00
Clearance
0.02
ICU
0.73
{
M
ff
It
r
0
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & McFadden Ave.
Specific Plan
Critical movement identified by " *"
Right turn adjustment identified by "a"
Filename: BRMCFSP 1125191 MXR
PM Peak
Vol.
No.
157
AM Peak
Mvmn
Lanes
Cap.
Vol.
V/C
NIL
1
1500
117
0.08
NT
3
4800
974
0.22
NR
0
0
61
0.00
SL
1
1540
83
0.06
ST
3
4800
1327
0.29
SR
0
0
58
0.00
EL
1
1500
90
0.06
ET
2
3200
491
0.22
ER
0
0
215
0.00
WL
1
1500
71
0.05 "
WT
2
3200
235
0.09
W R
0
0
48
0.00
NIS compnt.
0.37
EIW compnt.
0.27
RT compnt.
0.00
Clearance
0.02
ICU
0.65
Critical movement identified by " *"
Right turn adjustment identified by "a"
Filename: BRMCFSP 1125191 MXR
PM Peak
Vol.
V/C
157
0.10
841
0.19
75
0.00
78
0.05
810
0.19 *
118
0.00
79
0.05
570
0.22 *
138
0.00
62
0.04 *
419
0.15
49
0.00
NIS compnt.
0.30
E/W compnt.
0.26
RT compnt.
0.00
Clearance
0.02
ICU
0.58
11
■
■
or
4
R
R
V
9
4
IF
I
R
If
2
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Bishop St.
Specific Plan
PM Peak
Vol.
No.
108
AM Peak
Mvmn
Lanes
Cap.
Val.
V[C
NI_
1
1500
45
0.03 *
NT
3
4800
960
0.21
NR
0
0
25
0.00
SL
1
1500
35
0.02
ST
3
4800
1160
0.26 *
SR
0
0
80
0.40
EL
1
1500
99
0.07
ET
1
1600
86
0.11 *
ER
0
0
86
0.00
WL
1
1500
96
0.06 *
WT
1
1640
83
0.09
WR
0
0
54
0.00
NIS compnt.
0.29
EIW compnt.
0.17
RT compnt.
0.00
Clearance
0.02
ICU
0.48
Critical
movement
identified by " *"
Right tarn adjustment identified
by "a"
Filename: BRBISSP
1125191
MXR
PM Peak
Vol.
Vic
108
0.07
1215
0.26
54
0.00
88
0.06
1216
0.28
148
0.00
116
0.08
189
0.18
101
0.00
s0
0.05
241
0.21
92
0.00
NIS compnt.
0.36
E1W compnt.
0.29
RT compnt.
0.00
Clearance
0.02
ICU
0.66
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & 1st St.
Specific Plan
NIS compnt.
EIW compnt.
RT compnt.
Clearance
ICU
Critical movement identified by °'"
Right turn adjustment identified by "a"
Filename: BRISTSP 1125191
0.31
No.
0.32
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
VIC
Vol.
VIC
NIL
2
3000
144
0.05
186
0.06 "
NT
3
4800
1132
0.24
1236
0.26
NR
1
1500
237
0.16
200
0.13
SL
2
3000
116
0.04
78
0.03
ST
3
4800
1272
0.27
1241
0.25 "
SR
1
1500
85
0.06
157
0.10
EL
2
3040
153
0.05
234
0.08 '
ET
3
4804
1551
0.32
1388
0.29
ER
1
1500
116
0.08
253
0.17
WL
2
3000
188
0.46
253
0.08
WT
3
4800
773
0.16
1839
0.38
WR
1
1500
139
0.09
177
0.12
NIS compnt.
EIW compnt.
RT compnt.
Clearance
ICU
Critical movement identified by °'"
Right turn adjustment identified by "a"
Filename: BRISTSP 1125191
0.31
NIS compnt.
0.32
0.39
E1W compnt.
0.46
0.00
RT compnt.
0.00
0.02
Clearance
0.02
0.72
ICU
0.80
MXR
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Santa Ana Blvd.
Specific Plan
NIS compnt.
E1W compnt.
RT compnt.
Clearance
ICU
Critical movement identified by
Right turn adjustment identified by "a"
Filename: BRSANASP 1125191
0.38
No.
0.33
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
Vic
Vol.
V1C
NL
1
1500
26
0.02
40
0.03
NT
3
4800
1302
0.29 *
1281
0.28 *
NR
0
0
75
0.00
72
0.00
SL
1
1500
145
0.10 *
68
0.05 *
ST
3
4800
1441
0.31
1144
0.25
SR
0
0
32
0.00
79
0.00
EL
1
1500
54
0.04
19
0.01 *
ET
2
3200
286
0.10 *
200
4.08
ER
0
0
23
0.00
42
0.00
WL
1
1500
47
0.03 *
96
0.06
WT
2
3200
140
0.06
356
0.14
WR
0
0
62
0.00
107
0.00
NIS compnt.
E1W compnt.
RT compnt.
Clearance
ICU
Critical movement identified by
Right turn adjustment identified by "a"
Filename: BRSANASP 1125191
0.38
NIS compnt.
0.33
0.13
EIW compnt.
0.16
0.00
RT compnt.
0.00
0.02
Clearance
0.02
0.53
ICU
0.50
MXR
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & 5th St.
Specific Plan
No.
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
Vic
Vol.
VIC
NL
1
1500
77
0.05
96
0.06
NT
3
4840
1445
0.31
1604
0.34
NR
0
0
26
0.00
36
0.00
SL
1
1500
41
0.03
41
4.03 "
ST
3
4840
1543
0.33
1414
0.30
SR
0
0
56
0.00
35
0.00
EL
0
0
163
0.40
110
0.00
ET
1
1600
150
0.25
124
0.19 "
ER
0
0
87
0.00
77
0.00
WL
0
0
21
0.00
29
0.00 "
WT
1
1600
22
0.05
211
0.18
WR
0
0
32
0.00
44
0.00
N/S compnt.
0.38
N1S compnt.
0.37
E1W compnt.
0.25
EIW compnt.
0.19
RT compnt.
0.00
RT compnt.
0.00
Clearance
0.02
Clearance
0.02
ICU
0.65
ICU
0.58
Critical
movement identified
by " ""
Right turn
adjustment identified by "a"
Filename: BR5THSP
1125191
MXR
t
r
i
r
i
r
i
r
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Civic Center Dr.
Specific Plan
No.
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
WC
Vol. Vic
NL
1
1500
62
0.04
133
0.09
NT
3
4800
1201
0128 *
1468
0.33 "
NR
0
0
154
0.00
128
0.00
SL
1
1500
250
0.17 *
90
0.06 *
ST
3
4800
1615
0.34
1341
0.29
SR
0
0
31
0.00
70
0.00
EL
1
1500
93
0.06
96
0.06 *
ET
2
3200
708
0.24 *
3652
0.14
ER
0
0
68
0.00
101
0.00
W L
1
1500
77
0.05 *
203
0.14
WT
2
3200
302
0.09
939
0.29
WR
1
1500
90
0.06
250
0.17
NIS compnt.
0.45
NIS compnt.
0.39
E1W compnt.
0.29
EIW compnt.
0.36
RT compnt.
0.00
RT compnt.
0.00
Clearance
0.02
Clearance
0.02
ICU
0.76
ICU
0.77
Critical movement
identified by " ""
Right turn adjustment identified by "a"
Filename: BRCCTRSP
1125191
MXR
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Washington Ave.
Specific Plan
No.
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
V/C
Vol.
V1C
NIL
1
1500
208
0.14 *
159
0.11
NT
3
4800
1191
0.26
1491
0.32
NR
0
0
62
0.00
57
0.00
SL
1
1500
42
0.03
48
0.03
ST
3
4800
1825
0.38 *
1543
0.32
SR
1
1500
114
0.08
214
0.14
EL
1
1500
108
0.07 *
128
0.09
ET
1
1600
142
0.12
136
0.11
ER
0
0
50
0.00
46
0.00
WL
1
1500
75
0.05
71
0.05
WT
1
1600
125
0.12 *
305
0.26
WR
❑
0
fit
0.00
107
0.00
NIS compnt.
0.52
NIS compnt.
0.43
EIW compnt.
0.19
EIW compnt.
0.34
RT compnt.
0.00
RT compnt.
0.00
Clearance
0.02
Clearance
0.02
ICU
0.73
ICU
0.79
Critical
movement
identified
by " ""
Right turn adjustment identified by "a"
Filename: BRWSHSP
1125191
MXR
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & 17th St.
Specific Plan
No.
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
VIC
Vol.
VIC
N L
2
3000
204
0.07 "
374
0.12
NT
3
4800
998
0.21
1124
0.23
NR
1
1500
258
0.17
47
0.03
SL
2
3000
534
0.18
381
0.13
ST
3
4800
1760
0.37 '
1476
0.31
SR
1
1500
94
0.06
78
4.05
EL
2
3000
224
0.07
330
0.11
ET
3
4800
1181
0.25 '
1103
0.23
ER
1
1500
38
0.03
32
0.02
WL
2
3000
258
0.09 '
265
0.09
WT
3
4800
809
0.17
1360
0.28
WR
1
1500
59
0.04
242
0.16
NIS compnt.
0.43
NIS compnt.
0.43
E1W compnt.
0.33
EM compnt.
0.39
RT compnt.
0.00
RT compnt.
0.00
Clearance
0.02
Clearance
0.02
ICU
0.79
ICU
0.85
Critical movement
identified by "'"
Right turn adjustment
identified
by "a"
Filename: BRI7THSP
1125191
MXR
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Santa Clara Ave.
Specific Plan
No.
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol.
VIC
Vol.
Vic
- - --
NL
- - - --
1
- - - - --
1500
- - -- - - - - --
136
- - - - -- - - - --
0.49
- - -- - - - - --
65
- - - - - -- -
0.04
NT
3
4800
2602
0.57 *
1763
0.37
NR
0
0
135
0.00
24
0.00
SL
1
1500
22
0.01 *
113
0.08
ST
3
4800
1248
0.27
2175
0.49 *
SR
0
0
50
0.00
177
0.00
EL
0
0
201
0.00
196
0.00
ET
1
1600
100
0.20 *
765
0.18 *
ER
0
0
23
0.00
1$
4.00
WL
0
0
60
0.00 *
33
0.00 *
WT
1
1600
36
0.09
104
0.16
WR
0
0
46
0.00
118
0.00
NIS compnt.
0.58
N/S compnt.
0.53
EIW compnt.
0.20
EMI compnt.
0.18
RT compnt.
0.00
RT compnt.
0.00
Clearance
0.02
Clearance
0.02
ICU
0.81
ICU
0.73
Critical movement Identified
by "*"
Right turn adjustment identified by "a"
Filename: BRSCLRSP
1125191
MXR
i
L
INTERSECTION CAPACITY UTILIZATION
LOCATION: Bristol & Memory Lane
Specific Plan
i
No.
AM Peak
PM Peak
Mvmn
Lanes
Cap.
Vol. VIC
Vol. WC
NL
2
3000
532
0.18 *
709
0.24
NT
3
4800
1007
0.22
1462
0.31
NR
d
0
41
4.04
33
0.00
SL
1
1500
81
0.05
150
0.10
ST
3
4800
2022
0.42 *
1727
0.36
SR
1
1500
60
0.04
511
0.34
EL
2
3000
278
0.09
219
0.07
ET
1
1600
159
0.10 *
243
0.15 *
ER
2
3000
514
0.17
348
0.12
WL
1
1500
98
0.07 "
121
0.08 *
WT
2
3200
198
0.06
452
0.14
WR
1
1500
126
0.08
195
0.13
N/S compnt.
0.60
NIS compnt.
0.60
E/W compnt.
0.16
E1W compnt.
0.23
FIT compnt.
0.00
RT compnt.
0.00
Clearance
0.02
Clearance
0.02
ICU
0.78
ICU
0.85
Critical movement
identified by " *"
Right turn adjustment
identified by "a"
Filename: BRMLNSP
1125191
MXR
i