HomeMy WebLinkAboutJHK AND ASSOCIATES - 1975-07-07AGREEMENT FOR
TRANSPORTATION CONSULTING SERVICES
THIS AGREEMENT, made on the 7th day of July, 1975, by and between the
CITY OF HUNTINGTON BEACH, CALIFORNIA, a municipal corporation (hereinaftgr
refer-ed to as CITY), and JHK AND ASSOCIATES (hereinafter referred to as
- CONSULTANT):
Wit TNESSETH:
WHEREAS, CITY has determined that professional assistance is needed to
provide transportation planning consulting services in conjunction with
structuring a viable General and Development Plan for the Downtown Study Area
hereinafter defined.
WHEREAS, CITY desires that the planning proposals recently advanced for
revitalizing the downtown area be tested for their workability and trans-
porfation impact consequences, and that an effective implementation strate 9Y
be formulated in order to facilitate the realization of the optimum re-
vitalization concept.
WHEREAS, CONSULTANT is qualified to undertake and competently complete
such transportation planning consulting services, and is willing to undertake
same;
NOW, THEREFORE, the CITY and .CONSULTANT in consideration of the mutual
covenants and agreements hereinafter contained, do hereby agree, each with
the other, as follows:
1. SCOPE OF CONSULTING SERVICES
The services to be performed by CONSULTANT are described and set
Forth in E„hlbit "A", attached hereto and by this reference made a part hereof,
5:
11. STUDY AREA
The study area is defined as that 350-acre district comprising
the downtown planning area recently studied by VTN Consolidatad, a;plann-ing
consultant.
111. SCHEDULE
CONSULTANT agrees to commence work program set 'cr 'r Exhibit
"A" within five (5) days following the execution of this Ag re-.w-:nt, ' and to
diligently 'continue the same to completion. The work p;'t:gram -shall ba com-
pleted and recommendations submitted to the CITY wilMn forty-five'(45) days
following execution of this Agreement. In the event that CONSULTANT'S work
flow program is delayed for reasons beyond the control of CONSULTANT in con-
nectior with required CITY staff input, CONSULTANT reserves the right to delay
his viork schedule by a corresponding amount of time.
IV. MEETINGS
CONSULTANT further agrees to provide oral public presentations
of work program results to CITY'S Planning Commission and City Council at
such times and in such numbers as CITY'S representative deems appropriate.`
CITY agrees to notify CONSULTANT of the time and place of said oral
presentations at least ten (10) days prior to the date on which the presentations
are to take place.
Beyond these oral public presentations, CONSULTANT will meet
regularly each week and at other such times deemed mutually appropriate with
authorized representatives of the Planning Department staff in order to fa-
cilitate coordination and to dutifully carry out CONSULTANT work program
tasks to completion.
}
u
V. BIL,.ING AND PAYMENT FOR SERVICES
For furni "ing the consulting services specified under Exhibit
"A" of this Agreement, ITY agrees to pay CONSULTANT the sum of Four Thousand_
Dollars ($4,000.00).Partial payments shall be made within ten (10) days
after presentation to CITY of statements in accordance with the following
billing schedule:
Upon Execution of Agreement.. ..... ....$ 1,000,
Within 30 Days of Agreement Execution.............. 2,000
Upon Completion of Work Program.. 1,000
TOTAL $ 4,000
The total amount of Four Thousand Dollars ($4,000.00) shall in-
clude all costs incurred by CONSULTANT for salary and out-of-pocket costs for
travel and miscellaneous expenses necessary to perform the Scope of Consulting
Services specified under Exhibit "A" of this Agreement.
Any oralpublicpresentations, and any specific additional assign-
ments, salary expenses,, authorized travel and appearances not provided for in
the Scope of Consulting Services set forth under Exhibit "A" must be approved
by CITY; and payment for said approved oral public presentations, designated
additional work and reimbursable expenses shall be made on a calendar month
basis at monthly intervals on the basis of.CONSULTANT Billing Rate Schedule,
marked Exhibit "B" and attached hereto and by reference made a part hereof,
and each payment shall be made within ten (10) days after presentation to CITY
of a statement setting forth in detail the additional work performed and all
costs incurred by CONSULTANT, together with supporting vouchers, for the period
covered by each said statement.
VI. DESIGNATION OF AUTHORIZED REPRESENTATIVES
CONSULTANT hereby agrees, upon the signing of this Agreement to
furnish the CITY in writing the name of the individual who will be authorized
to act in person or through his designee for CONSULTANT in all matters per-
taining to the consulting services to be performed. Such individual shall be
approved by the CITY'S Planning Director.
CITY agrees, upon signing this Agreerent, to furnish CONSULTANT
the name of an individual who, as the CITY'S Project Representative, will be
authorized to act in person or through his designee as representative for the
CITY in all matters pertaining to this study.
It is understood and agreed by said parties that the authorized
representative may be changed, provided either party to this Agreement so de-
siring the change give at least five (5) days' prior notice in writing to the
other, naming its new authorized representative, and that CONSULTANT'S said
representative shall be acceptable to the CITY.
V11. COOPERATION
All departments of the CITY will assist CONSULTANT in the perfor-
mance of this study, and CONSULTANT agrees to provide general guidance and
direction to CITY personnel that are to assist CONSULTANT in the collection
of data and preparationofthe final report. CITY shall provide letters of
introduction of CONSULTANT to such other persons, firms, or governmental en-
titles as necessary to assist CONSULTANT in 'raining required data.
The use of CITY records and personnel by CONSULTANT shall be
coordinated through the CITY'S Representative.
` Vill. OWNERSHIP OF REPORTS AND DATA
All reports, work papers, memoranda, exhibits, data, and other
work or materials prepared in compliance with this Agreement shall be made
and remain the property of the CITY, to be used by CITY as may be required.
IX. CHANGES IN WORK
CITY may, at ary time, by written request of the CITY'S Project
Representative, make any minor changes in the services specified hereunder,
provided further, if such change involves additional work, additionai compen-
sation not to exceed One Thousand Dollars ($1,000.00) may be approved by
CITY Project Representative. Any claim for adjustment under this article
mush be made in writing to the CITY'S Project Representative within ten (10)
days from the date the change is requested.
X. TERMINATION
This Agreement is subject to termination by the CITY at any time
upon serving written notice to CONSULTANT, and the CITY shall thereafter be
liable to CONSULTANT only for fees and costs accrued to the date of receipt
by CONSULTANT of such notice. All completed paper wor .:end accumulated data
shall become the property of the CITY.
X.I. NOTICES
All notices to CONSULTANT under this Agreement shall be deemed
valid and effective upon deposit in the United States Mail, postage prepaid,
by certified and/or registered mail, addressed to JHK AND ASSOCIATES,
1617 Seventeenth Street, Suite 30, Santa Ana, California, 92701.
All notices to the CITY under this Agreement shall be deemed
valid and effective when personally served upon the Planning Director or upon
deposit in the United States Mail, postage prepaid, by certified and/or re-
gistered mail, addressed to the Planning Director, City of Huntington Beach,
P. 0. Box 190, Huntington Beach, California, 92648.
f
•f.e
IN WITNESS WHEREOF, the parties hereto have caused this Agreement to
be executed on the date first above written..
CITY OF HUNTINGTON BEACH,
a Municipal Corporation
Dated: B
or
ATTEST:
tom/`
CityClerk
APPROVED AS TO FORM:
JHK AND ASSOCIATES
City torn y
V
Dated: By: (L'40
Edward J . R a
Regional Ma er
APPRO ED A$ TO TEN
CITY ADMINISTRATOR
i
EXHIBIT A
SCOPE OF TRANSPORTATION SERVICES
The transr.°�rtation consulting services proposed by JHK
are aligned with the task definition in the request for
proposal and are as follows:
1. Re -affirm present transportation projections and
methodology used in the 1974 study.
2. Analyze the arterial street system for three alternate
General Plan concepts, taking into consideration the
regional and sub -.regional aspects of the study.
3. Analyzes the local circulation patterns within the
downtown area for each of the three alternates. Em-
phasis will be placsd on local street and arterial
system as it relates to pedestrian and vehicular factors.
Supplementing each phase of the study will be the JHK
commitment to the on -going support of its findings and recumnen
dations. The output from the JHK evaluations will be in the
form of possible alternatives and their relative advantages. A
flexible position will be maintained that will allow the incor-
poration of project input from all City D nartments_and Regional
Agencies
It has been. the experience of JHK that tr«-,sportation
engineering services for projects of this type should be approached
more by working along with the project as needed, on a day to
day basis, and less as a study report project. Public agencies
will be involved with the project through its various phases and
kept well. informed of all significant findings.
PHASE I: EVALUATE 1974 CIRCULATION AND TRANSPORTATION STUDY
JHK will apply standard transportation planning procedures
to its evaluation of the previously completed study. Analysis
will be made of the existing report plus all backup data used in
arriving at the projected traffic. The following specific cri-
teria will be reviewed;
• Land use
• Trip generation rates
• Directional distribution of traffic
• Traffic assignment assumptions
Traffic assignment value.
Land Use
While the assumptions for ,land use in certain areas may
have changed si`rr_-. 1974, MIK will review the land uses assumed
in the study for conformity with City proposals at that time.
Trip -Generation
The study report details trip generation rates for a
multitude of land uses used it the study area. JHK is familiar
with the data sources referenced for trip generations, and has
f an indepth file of related studies on the subject. A critigtie
of the generation rate for each land use to see if it was
reasonablewill be conducted.
Particular attention will be paid to the generation rates
assumed for beach and recreational trips.
Directional. Distribution of Traffic
Validation of the distribution of trips assumed in the
study, by Purpose, will be conducted to determine if the LARTS
data used was valid specifically for Huntington Beach as well
as the Soiathern California region.
Traffic Assio, hienr Assumptions
The 1974 study report chose an "all or nothing" assignment
technique and then tempered it to reflect the proximity of free-
ways and the diversion of traffic from adjacent streets and
freeways Thesa assumptions are well taker_ and will be validated
by a detailed evaluation of the actual assignments and trip
diversion techniq-aes used.
Traffic Assignment Values
As related above JHK will critique the actual assignment
values and trip diversion techniques used to determine the
reasonableness of application to the city street system. As an
example, consider the situation where a maximum number of trips
are assigned to a specific arterial. If the arterial is incapable
of handling these trips due to capacity problems (i.e., insuf-
ficient right-of-way or roadway width, excessive existing
traffic, etc.), then a modification of assignment should have
been made. JHK will, check the capacity and level of service
calculations conducted in the 1974 study for their validity.
JHK has assumed that the 1974 transportation study data
base and study miathodology is available and will be produced for
use in this project. Data such as trip tables, attraction and
production factors, capacity analyses, etc., are necessary if
JHK is to truly evaluate the 1974 effort. There is no reason to
doubt that the supporting d,-Ia and study methodology (i.e.,
directional traffic downtown, traffic assignment assumptions,
and values) are not available nor in usable format. However, it
should be pointed out that without this info=_-tion a significant
effort would have to be undertaken to generate new information.
The cost of oba:aining this data and generating new traffic pro-
jections, if necessary, is outside the scope of this agreement.
Unless arrangements are made to obtain this data and generate
new projections, JHK will provide estimates to surplant the 1974
transportation study database. These estimates, however, will
not be as accurate as the methodology employed in the 1974 study
and will be confined to the study area only. This assumes that
trip tables, assignment values, etc., are not produced or are
incomplete for use in this project.
After the evaluation of the 1974 study, JHK will deliver a
technical memorandum of its findings. The findings will address
the following situations:
1974 study projections re -affirmed data to be
used during remzinder of project.,
1974 study deficient;: supportive data acceptable
but assumptions, etc., invalid; JIM will generate
new traffic projections.
•-1974 study deficient; supportive data non-existent
or totally unusable; JHK must generate entirely new
base data and then project traffic; additional post
to be incurred in order to complete total 'study effort.
PHASE 2: ANALYZE ARTERIAL STREET SYSTEM
The city will supply JHK with three alternative General
Plan conditions for the 350 acre study area shown in Figure 1.
JHK will analyze the arterial street system for each alternate
in this task.
The study area is only a; small portion of the "influence
area" for analysis purposes JHK will consider the area of,
influence to be bounded by the San Diego Freeway, Pacific Coast
Highway at both ends of the City, and the Pacific Ocean. With
the deletion. of Route 1 and Route 39 Freeways from the Freeway
System Plan, the regional impacts will be assessed on the basis
of the transportation corridor -studies -available for this area.
The proposed location of a multi -modal transportation center
adjacent to the San Diego Freeway at Beach Boulevard and the
north. -south corridor to downtown Huntington Beach will have a
significant future impact on the study area. JHK will analyze
the traffic impact at significant locations beyond the peripheral
study area network to assess the effects of development on a
-agional basis.
Some of the street system considerations that JHK will ex-
amine are as follows
Extension of Gothard Street to Main Street and 17th
Street; or connect Gothard-Street to Lake Street at
Garfield and Main.
Extend Huntington -Delaware Street to Pacific Coast
Highway.
Realign Atlanta Avenue to conform with Orange Avenue.
Create one-way couplet between Orange Avenue and
{
Olive Avenue.
Increase capacity carrying capability of Beach Boule-
vard.
Extend Edinger Avenue to Pacific Coast Highway.
• Extend Indianapolis Avenue to connect with Palm Avenue.
The list certainly is not limited only -fo the above situa-
tions. The intent of this phase is to consider the future
transportation considerations ova the arterial street system within
the sphere of influence.
JHK proposes to assess the traffic projections for the
major arterial corridor: in 1--he study area and determine the
physical modifications to the route that would-be required -:o
handle the traffic at as acceptable level of service. JHK
suggests that level of service "D" may be a necessary guide-
line for many streets. The more desirable level "C" will be
used where possible.
This evaluation of each principal route for each alter-
nate presented by the City would be on a segmented basis:
F
Certain sections of an art ;vial may hr'4 a satisfactory volume -
capacity relationship for projected conditions. Ot:ier
sections may be confronted with traffic forecasts that would
produce a gradual deterioration to unacceptable levels of ser-
vice. Specific recommendations will ,be provided to accommodate
the future conditions.
It is recognized that the solution to a particular problem
may involve many altercate solutions and the preparation of
graphics in the form of schematic plens or diagrams as necessary.
The city has ,i;s�di,cated a willingness to collect the necessary
data to assist in this type analysis as well as to provide the
graphic support.
During the course of the arterial analysis, certain new
problems may be found. Feedback from t.Yr s analysis could bear
on future decisions regarding lard use. � potent.,_a' ",viq devel-
opment (i.e., the hotel- on —a tion center complex in the Baste , y
portion of the study area) that would overload a particular
route (P.C.H., Beaoh Boulevard) will be identified. Potential
adverse impact on the cozmunity and the transpc ration system
would be discussed with staff as part of this t_-sk.
The output of this task will be findings and recommenda-
tions for the arterial system within the study area a.rd wlthiii
the "area of in.luence." Thej; will take the form of memoranda
to staff,
PHASE 3: ANALYZE LOCAL CIRCULATION PATTERNS
Within the development area fox each of the three alternate
plans, there is a need to determine the local circulation of
vehicular, pedestr.lan, bicycle, and other modal trips. This
section bounded roughly by the Municipal Pier, Lake Street,
Orange Avenue, and Fifth Street, contains mu& of the commercial
activity in the study area. Heavy pedestrian and bicycle con-
centrations are wident in this area and will continue as the
comr.tercial nature of the land` vise continues.
JHK will explore operational techniques in this area to
integrate all modes as equitably as possible. Consideration of
"arato-•free zones" or malls within the co—iLmercial areas will be
explored. Emphasis will be placed on potential downtown area
impacts,
JHK will analyze the internal circulation problems of this
area with particular emphasis on providing the best level of
service for the non -auto oriented traffic in the area. The con-
centration of people at the beach and municipal pier area that
will be circulating in this area will be giver the highest pri-
ority in the analysis.
Some of the areas of study JHK will consider in this evalua-
tirn are summarized as follows
• Potential for street closure.
Potential for mini --bus service, Jitney, or elephan t
train in this concentrated area
Parking accessibility, availability, and cost.
• Extent of pedestrian mall area.
More efficient crossing for 'pedestHans at Municipal
Pier. and Main Street.
• Improved bicycle facilities and: access.
The output of.this 'phase will be reromr.,endations for opera-
tional talated improvements to acconim!,,date the various users
that will be concentrated in the downtown.
EXHIBI B
J HK AND ASSOCIATES H i -'. I_ I NG RATE SCHEDULE
EMPLOYEE CLASSIFICATION FEE
Vice President $50/hour
Senior Traffic Engineer $40/hour
Transportation_Pldnner $30/hour
�I Traffic Engineer $25/1-iou
i Draftsperson $15/hour
Secretarial $12.50/hour
i
hk&
associates
-j ,?:uneti TI. Kell, presider{;
November 14, 1975
Mr. ) dwafd D. Selich
Senior Planner
City of Huntington Beach
P.O. Box 190
r t�` Huntington Beach, California 9264,8
Dear Ed
G.
Enclosed is a draft copy of tha Phase II &III report
on the Huntington Beach Transportation Planning and Circulztior
Study. The report documents the pxocedure for estimating
future trips, distributing them and assigning these trips to
the study network. In addition,, there is analysis and dis-
cussion. of the impact o2 these vehicular tr ps on the various
networks in each of the alternatives tested. Some discussion
of the impact of these trips on the exterior study network are
also prsse�-- ed.
Please realize that this effort is a draft report and does
not entail t. , final details of the internal. circulation and
pedestrian activity in the downtown. The report should serve
to assist in your presentation to the City Council this week.
I will be out of town until December 1 Rowever,I will contact
you to discuss any points you wish to discuss.
Also, I have not yet received the authorization letter to
start the analysis on the fourth alz.erna;ive. r assrme that
the letter will be in my office prior to my returi .
Very truly yours,
Edward wl;&uzak
Regional Manager
:!75 P fifth Sti-ect am Fi-mickwo, Culiforitia 9.11-�(13 41�5 362-31,11
I: INTRODUCTION
This phase of the Huntington Beach Traffic Study deals with i
the t;,affic forecasting procedure and street circulation analysis.
i
The City has developed four alternative land use plans for the
downtown study area with the following designations:
1A - Destination
n n
3B - Seasonal Beach Community
4B Modified Destination Resort
4C - Point of Interest.
JHK was provided with proposed land uses by zone for each alterna-
tive by the City Planning Department. The following section will
describe the methodology Used in forecasting the future traffic
conditions brought about by the implementation of the proposed
alternatives. Subsequent sections will describe the traffic
circulation analysis using the projected traffic volumes derived
in Section LY Finally, recommcrdations for street alignments
and improvements will be made to assist in development of the future
downtown street network,
Z
II. TRAFFIC FORECASTING PROCEDURE
This section describes the corridor analysis technique for
obtaining future traffic forecasts in the Huntington Beach study
area. The corridor analysis technique provided an economical
means of calculating traffic volume growth factors for corridors
within the smal 't study area.
Basin to the use of this growth factor process was the assump-
tion that, in general, the overall travel patterns in the future
will be similar to the present patterns in the study area. The
model is therefore most applicable to the study of land use and
traffic projections for small areas with fiN urban structure._
The corridor analysis process requires that t-he area under
ideration be divided into ,ones, and that the street network
divided into corridors. The travel forecasts are then deter
• ' Ecd as a function of ,zones and corridors. Rather than produc
,aq synthetically derived traffic forecasts-, the procedure calcu-
lates growth factors for each corridor which are then applied to
base year counts:
DESCRIPTION'
The corridor analysis process was developed to provide the
capability of studying the effect that increased development will
have on any given set of corridors. This analysis is based on
the assumption that a change in the number of dwelling units,
employment or population in .a zone wi"l 1 resu'l t in a quantitative
change in the traffic volume on corridors influenced by that zone.
3
Using land use trip generation data for base and forecast years
the process calculates traffic volume growth factors for elements
of the network in the study area. These growth factors are then
applied to the base year counts to produce forecast year volumes.
The basic concept behind the corridor analysis technique is
:n effect a simplii:ied distribution and assignment process. How-
ever, no actual distribution or assignment is carried out since
the final result is a set`of growth factors which are applied to
base year traffic counts.
The steps are as follows
1. Set up corridor definitions and obtain base year
traffic counts for each corridor.
?. Determine what propo, ti on of traffic in each cor-
ridor is due to through travel,
3. Determine base year and forecast year activity in
each corridor.
4. Produce traffic growth factor for each corridor
from comparison of forecast activity to present
activity.
5. Apply growth factor to present internal traffic
volume to produce forecast volume.
6. Add adjustments for through travel.
Descriptions of these steps used in the Huntington Beach study
area are as follows.
Corridor Definition and Base Year Volumes
The first effort involved establishing the analysis corr'dors.
A corridor can be generally defined as a broad area of traffic
movement with relatively homogeneous traffic characteristics. It
consists of elements of the street and highway network, and is
generally greater, in extent than a link in the link -node networks
developed fur the subarea traffic model process.
I Ili .
4,
j,
Knowledge of local travel habits, land use and traffic
volumes were used to define the corridor limits. The major i
corridors in a,n area generally lie along the State Highway system,
Beach Boulevard (S.R. 39) and Pacific. Coast Highway-(P.C.H., State ;
R�.ute 1) and the City major arterial system.
JHK defined 21 traffic zones and -37 corridors for the study
area. The corri%.,ors are shown on Figure 1 and the land use zones
in Figure 2.
The number of locations at which forecast traffic volumes
r,y be obtained is directly related to the number of base ,year
ants. There is no limit on the number of count stations
included in a Corridor. Ideally there would be at least two, one
at each end, with other counts along the corridor wherever there
is a significant change in volume due to adjacent activity or
intersectiors. Of course it is necessary to have fairly reliable
base data, since small errors in the base can become large errors
in the forecast yeas after the growth factor multiplication.
For this study traffic volumes were provided by the City of
Huntington Beach on the major arterials for 1972 through 1974,
The latest 1974 volumes were used as base year figures,
Through Travel
Through travel occurs largely on the major links of the net-
work (P.C.11. and Beach Boulevard,) and is estimated from LARTS
regional model output. Using the LARTS regional model network,
traffic forecasts, and 1974 Average Daily Traffic, (ADT) coun's,
base year and forecast year assignments were made of all trips
which do not start or end in the corridoranalysis area.
j !f 1 k R associates
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1 N 30 2?
w 29 �9� ^ 2fi�
1 9 PALM T 35
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12811 33 34
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CITY OF H cNTIt�G70N E3[L1GH
PTELIM-INARN"
CORE DOR MAP
F loovm I
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LL IV`
u 21
rnrvwavrwn vy rr'r r trrr'.-nor fM' �.wr
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� � + CITY OF EiUNTINGTON MAP
hm
d STUDY l�RE%� ZONE Mia�
Figure 2 ,,
y
7 Ii
Since travel through the area is assumed to be independent i
of conditions within the area, base year through trips must be
subtracted from the base year ADT volumes before the growth
fa -tors are applied. Fofrecast-through trips are then added to
the factored volumes to obtain the total traffic volume on the i
corridors in the forecast year.
The approach for obtaining base year through trips used the
results of the City's recent existing land use inventory ane results
of 1970 LARTS trip tables and distribution frequency tables. The
number of vehicular trips generate from the existing land uses
within the study area were determined. These were subtracted -
from the 1:974 ADT's to provide base year through trip volumes.
Comparison of these figures with through trips O± termined from
the 1970 LARTS orgin-destination study resulted in the verifi-
cation or "calibration" of the modeling process for through trips.
Base Year and Forecast Year Activity Assessed
The trafficproducingpotential of all areas tributary to a
corridor must )e assessed for base and forecast years. This is
done by determining f.Ae trip generation of each zone. using
forecasts of existing and proposed land uses, the -number of trips
generated by each zone in the subarea were estimated.
Trip Generation
The forecasting methodol(gy used vehicle trip 3nneration
rates from current research studies by the State of California
Department of Transportation. These rates were discussed with
City planni.e j personnel and approved for use in tine study after
they were determined to be reflective of Southern C-alifornia
1
(and particularly Huntington Beach) conditions.
I
Table 1 indicates a summary of the vehicular, trip generation
rates used in thi study. These rates were applied to the nd-i
vidual land uses proposed in each of the twenty one zones (Figure
2) for each alternative. The resulting vehicular trips genera-
ted by each zone for base year and for each of the alternative
plans are shown in Table 2.
Zone/Corridor Influence Factor The traffic activity generated
by each zone has varying influence on the total traffic in a
corridor. The proportion of total generated trips for a zone that
is determined to impact or influlence the traffic in a corridor
is defined as the influence factor.
In general, a given zone has only a few significant influence
factors since it can only direct?y impact those corridors in
its immediate vicinity. A separation of the trip ends into
productions and attractions and into different purpos-s assists
in this proportioning process. Some zones have high productions
-and low attractions (e.g., residential zones), and others have
high attractions and low productions (e.g., CH 's),
A zone with balanced trip productions and attractions gener-
ates fewer interzonal trips. Consequently, this zone has relatively
high influence on an portion of a corridor serving local traffic
� g y
{ needs and has less- influent:.e on a nearby corridor with 4nconven-
iently spaced local access points. "Conversel
y, y a zone with
greatly unbalanced productions or attraction's (such as residential
or CBD areas, respectively) involves longer -distanced interzonal
trips. Hence, this zone has a greater effect iearby `corridors
1
j
4
't
j
TABLE 1
VEHICLE TRIP END GENERATION )RATES
Residential
Low Density 9.3 TE% DU
Med.um Density (Mobile Homes) 8.0 TE/DU
High Density 7.0 TE/DU
Institutional 100 TE/AcrB
Commercial
Speciality 250 TE/Acre
General (03d) 150 TE/Acre
General (New) 1050 TE/Acre
Tourist Commercial 11.05TE/Room or
156.5 TE/Acre
Light Industrial, Warehousing 100 TE/Acre
Office/Professional 100 TE/Acre
Beach 310 TE/1000 LF (Existing)
640 TE/1000 -LF (Fully Developed)
Source: 8tn, & 9th Progress TIeport on Trip Ends Generation Research
Counts,'State of California Department of Transportation
July 1973, July 1974"
h}i .
10
T'AB E
2
1
#
VEHICLE DRIVER TRIPS BY ZONE
1
_
Land Use Alternatives
t
j
Modified
Point
i
Seasonal
Traffic
Destination
Destination
of
Beach
Analysis
1974
Resort
Resort
Interest
Community
Zone
Base Year
(,A)
(4B)
(4C)
OB)
1,2
1690
3325
3250
6495
8850
3
241
270
285
285
285
4
495
1300
945
945
1340
5
372
1520'
740
740
740_
6
851
2200
588`0
5880
5940
7
373
1260
5040
5040
5090
8
540
1470
540
540
540
9
2178
2400
2400
2400
2400
10
1119
1290
1290
1290
1290
11
1688
2350
2350
2350
2350
12
1602
4565
4700
4700
4700
13
240
2200
2200
2200
2200
14
1595
5145
5300
7340
4050
.5
140.8
14750
9730
7220
7220
16
1013
6370
6370
6370
6370
17
3222
8860
12250
7620
7370
18
581
7130
7130
7130
3500
19
1664
3330
3330
3330
3330
20
1780
2050
2050
2050
2050
21_
960
1920
1920
1920
1920
TOTAL
23612
74460
78455
76600
72290
JID a „o-r
t
serving interzonal trips and less influence on the corridors
t
serving local traffic.
In developing the inflvence factorvaluesfor Huntington
Beach, the regional model distribution functions and trip tables
provided valuable guides in identifying general travel patterns.
Used together they were indicators of the extent and magnitude of
the various types of trips a_enerated in the zones. These derived
values were only used as starting points, however. A work trip
distribution which states th- 75 percent of the trips are of
less than 15-minus duration (6 to 15 miles depending on available
network) requires that opportunities to satisfy those trips occur.
Obviously, if no opportunities are available, the actual distri-
bution will shift. In these instances the more detailed land
use information provided in the zonal data indicates whether or
not trip distribution will snatch the average values used in the
regional model
Figure 3 shows the directional breakdown of trips to and from
the study area. Table 3 documents the trips by purpose to and
from the study area. The percentage distribution of total trips
by di^ection is then determined for use in producing the influence
factor matrix. The factor matrix is then derived manually,
and contains an influence factor for each zone/corridor ;o►rbina-
tion in the subarea. The Huntington Beach influence factor matrix
is contained in Table 4.
Ago lication of Growth Factors
Corridor analysis does not purport to generate, distribute,
and assign trips independently in the forecast year. The corridor
l^Utl
& associates
I. 1}032 24205 r�
17030 17031 24204
HUtK 170r! 29203 26.01
P.g26 n,02•f 17029 .
1,,i tp 1103T 15040 5044 ?.4209
15042 13043 h"...
n:1a} 11050 19041 242or 24211 {) .
0039
t,047 13051 24200 24210
41. 16C4R $6040 15070 1. L261011.
1 •,On6 1"t.. ,F.
110A. t• 1..._... 24215 24216 24217 2921R
a
10057 13054 24101
24214
+ 24210 24220 24221
74102 241P3 24104 24104 2430524301 ,. �•
1 \nU4 15047 24302 24303
15055
24105. 24406 24510 24113 24306 j
N....., n 24300 24302 24301
1 VIM 1 13011 24507 24317 �.
..__......�....,._. .. 24314 24315 14316. ?.43.15 r 1
?410T MOO2931r 26202 �a
111t?513024
IN.S: 24�T0 2432! ^� 1
26205 a R 4323 1 2s2
?4332 24111 24322
,+t4109 24110 ' 262U6 26x97 P
.. • • :503. '! i 24324 24325 2620a. t
v ,k 11D t! G+,. ht"2.urA." 24326 24327 .-.. ?6210
3 25211 242
~" 7 2432. 24331
25105 2}ID6 24320 24530 26414 262i5
13111R
25103
Lf
20112 2117} ?6".11 1
4
Mom 20223
25116 . 26225
«...::.«,. 2. 04 23110 25117
26224
A
20226
27122 .
t114 26222
�r. ,� xrwwxe � 26221120
251T1 NG7.�S+MXr,k N:, y�
t
25203
z52u 251Dc 5rr
a114 «:1
,erle
..
rfflP DISTRIUU iON
Figure 7
STUDY AREA REGIONAL TRIP DISTRIBUTION
Regional
Total Trip
Direction F1c
.rroid
Study Area, To
From,
To Study Area
To and From
F Huntington Treace
_S, n y rea _
o
,,)owntown Studv Area
Work
Non -Work Total
'Work Non
-Work Total
Work Non -Work Total
Total Trips
North-West
1149
1107 225'6
539
675 1214
1688 1782 3470
5.5
North
6916
21990 28906
5482
16347 21829
1.2398 38337 50735
80.0
South. -East
?003
291.2 4915
1586
2702 4288
3589 5614 9203
'4.5
Total
10068
26009 36077
7607
1972.4 27331
1675 45733 63408
100%
Source Los Angeles
Regional
Transportation Sturdy (LAR`iS)
Aak
14
TABLE 4.
ZONE/CORRIDOR INFLUENCE FACTOR MATRIX
TRAFFIC ZONES
-1 2 3 4 5._6_.7_8_9 10 11�1,2i 13 14 15_1617 18 _r19�w2�7 2+1`
1 5 5 5 551._.�_5I__1 �_I.,S 5. 5 j 5 5 .: 5` 5 5 5 5
i 2 4 5i 5 5 5, 11! 2.5 ... 3F 5� ..� 5 _1 .5 � 5 �� 5 20 '2 0 5 5 j
' 3 420 5 3 " 518. 10 2 5 5 5 +70 _ 5. 15 15 20 5
4 2535 10 5 15�15 5;10 3,_..;._5._.. 5 .5_.;15 ,! 5 15 +15 15 15
5 15 :157 515151515151510 '' 23 3_ 15T1 .5_ 15_i15�15. _ 20
1
61715151515151515_°15_�15-_,j15 --115_ ;._�15 —A� _'15 15-1.5 25
7 15] 5'15151515 — 15 , �IS . 15. 15� . 15 15 #15 . 15 15
1515; 15`.., �1 I �15
8 1 1, ; S 51 20 140
g �— i ' 40 ,20 t
.10 � 1' + ��� 2 �25.��_ ' r �� TM:r _ _251_ 10.__;LO^
er0: i53_. 5'� f20 15` 10 10
'10l �;. _..� ,.."70
11 52_
12 102045 510�15� '13 ' µ5' 14 51 2 ; 13 _ ' 1 _ _ ' S _ 2 0 ._._. 3. 8 � 4 0
14 t. !�� + lb�_ '15, _ 52 70
15 lE i 5 .'. _j.2 20 2:i_20 _
c� j 16 _+`._ _ ._.1_. _l� 2t--. _. 21) � 2 2r'-1
17 1 i ? 5' 25 15. a 2 _�20
w, is, 1 47 5 ;18 1 ;25 5, 2rill . 1. i 1 �20
GI' 1.� 21 7520 20 51 2 !
ut1,0 55753015,_, 20 51 15 ;rl ;10
21 1020707020 10 1 i 28 ;60; 2,
22 1021707020�•. j_!10+ j ..58 5, !80_ 27_ _�_'40
23 1022707020- 1 10' �� 58 82 !80 �92 1 A
24 j �,, �� 1 �— 15� ..115 { 40, i 70
25 � 10 10. �2 0'' `4 0.7 0'
r ftr t F.rq .__i .. 1 • rw �- w
2G 1020707030, �l0' 401 ;78 60� 60 :70' 1 70`
27 1020707020 { ! 10: i 50 ;80 60 60, 70, ! 70
{{
28 1 40' 1 ! 70 20 '20 10 ,
29 40 60; 70� 10
30 60800040 70
32 a 40, 80T '60j ` i 1y
33 6060 1035 92�., 1 % , poi ,t.. 1 ; 70
34 10 10515 22 ,_.' ' 1 10
4...�..
! 35 706010106085801 1 f 1 27 1 , � 101 j :� I 70 10
"G 301010° 10 ° 70 10
37 3535;�0,.. 20�_�� 1
� _{ „A r 1 I � � x � 1 t# ►� f w 1 �
tWN
e base the
activity indicator corresponding to year or a forecast
year does not directly equate to actual traffic flows. Instead,
the forecast year activity measured relative to base year activity
provides a means for factoring the actual base year traffic counts
to yield }raffic estimates for the fcrecast period.'
For each corPldor, the growth factor is computed as the
ratio between the forecast year and base year activity 'factors
as calculated above. The 'resulting growth factors are toen
applied to the base traffic counts (adjusted for through travel)
in their respective corridors. Forecast through travel is then
added to produce the total forecast year traffic volume.
The forecast volumes are then checked for reasonableness and
smooth transitions over and between corridors. This step is
necessary because the growth, factor process changes the differences
between volumes the same proporelion as the volumes themselves.
Table 5 shows the base year traffic volumes and future traffic
volumes for Each of the four alternatives on a corridor basis.
These volumes were the output of the forecasting technique used
to analyze the traffic circulation aspects of the study described
in the following section.
i
1.6
TABLE 5
I
CORRIDOR
TRAFFIC VOLUMES
i
_ t
z
Land Use Alternatives
Modified
Seasonal
1974 Destination
Destination
Point of Beach
Base Resort
Resort
Interest Community
Year
1A
4B
4C
3B
eavz
A6-y e,)
'23000
az4 oa)'
a!6 I
bD
: ,2Gt:c�,J:
'3on0,
A97d7J'?._
r !
�� ,7.`%v/o'
73 c�a, . I
�PoO
-2,47off
,z?CPO.
3/00
I �;o,
I1141
!
t$$ 00
I //laOD
b
.z d,7 ,,o
a4�? 00
Via, so
91Dt1
i,�,0
ydo� ►
�ronn/
Al?
!,W DD,
�
A600
y/�D
; 3Q�
J�oO�
i 6'5,00
//(Pry
Qtl
/ // 00
/5/CD
06 „ .:^._
t
r v
/ ��Y )
I
�'�.� 5
�jDCr�
a7 0D
a 3//s.'c:6
P7
C
3S7 DD
41100
Y111)
(
'/7-0i
.'7700
%%cTA
.70GD
y
/.7 o'
�.� �r0 1
Ivan
71100
Tear, I
•
•
mil.
i �� ae �
'aora
?�.� r
aaQ�
1 ,• a.�aa
,
Ile 40
�
970,
/.V-0eo
ed
4"I i+
//V/V,
..
4�.T.m "v (�✓ t, l.r
.. �CAI4�... +
i—i. •?1'�+�..rsa
� II�l/� „se)F
3
33ad'y7W
58oc?
{ pops
10/4
,
,
Akh
17
111. TRAFFIC AND CIRCULATXON ANALYSIS
Future traffic volumes developed for each of the four alter-
native plants are graphically depicted on the street network in
Figures 4. 5, 6, and 7. Volumes on each of the cor,,idors represent
future ADT`s including through trips.- This section will analyze
the impact of these volumes on the proposed network and will
develop recommendations.
ALTERNATIVE`1A DESTINATION RESORT
From Table 2 it can be seen that the land use alternative is
proposed to generate approximately 74,500 trips as compared to
the existing base year trip generation of 23,600 trips. Corridor
volumes in the study area are depicted i►, Fiaure-4. It must
be remembered that through trips from outside of the study area
:iere held constant for the projection period, By fully developing
the area outside of the study area, the major corridors such as
Beach Bo-ulevard and P.C.H. may experience traffic volumes higher
than shown in this analysis. The regional implications of full
development in areas outside the study area is beyond the scope
of .this study analysis, thus, the reason for assuming the through
trips constant.
The proposed netwwork > ov Alternative 1A places east --west
traffic emphasis on the Orange Avenue -Atlanta Avenue corridor.
Pacific Coast Highway and Beach Boulevard remain as the dominant
major arterials handling the majority Gf through trips. Lake
Street has been proposed as'a major north -south ar%erial emanating
Y,w
..jhk & associates
0
In
�0. 4F 00
PALM
w�0 �i,9 4p
o
N
w ORANGE ,00 y� yGyr 00
4400 3400 4500 4100
w s oycA
o c c
J G olp
V cn vy O Q
V4 ^'t C y
PACIFIC COAST HWY. 29,100
26,400 29,700 24,300 27,100
P"EUM"Ril
TY OF HUNTINGTON BEACH
ALTERNATE Irk
DE ' MATION RESORT'
Finn;-c
n
1.7
Ill. TRAFFIC AND CIRCULATION ANALYSIS
Future traffic volumes developed for each of the four alter-
native plans are graphically depicted on the street network in
Figo,res 4, 5 6, and 7. Volumes on each of the corridors represent
future- ADT's including through trips. This section will analyze
the impact of these volumes on the propo=Ad network and will
develop recommendations.
ALTERNATIVE lA - DESTINATION RESORT
From Table 2 it can be seet1_ that the land use; alternative is
proposed to generate approximately 74,500 trips as compared to
the existing base year trip generation of 23,600 trips. Corridor
volumes in the study area are depicted in Figure 4. It must
be remembered that through trips from outside of the study area
were held constant for the projection period. By fully developing
the area outside of the study area, the major corridors such as
Beach Boulevard and P.C.H. may experience traffic volumes higher
than shown in this analysis. The regional implications of full
development in areas outside the study area is beyond the scope
of this study analysis, thus, the reason for assuming the through
trips constant.
The proposed network for Alternative lA places east -west
traffic emphasis on the Orange Avenue' -Atlanta Avenue corridor.
Pacific Coast Highway and Beach Boulevard remain as the dominant
major arterials handling the majority of through trips. Lake
Street has been proposed as a majornorth-south arterial- emanating
30
G
PALM ap90
tn
t
B ORANGE 4300 4000 '1 5500 yri
.15
w o s
. a, .o
rt
PACIFIC COAST NPIH 29500
Y.
25700 28800 2674C 27700
'* CITY OF HUNT U.IG i'OiN KAM
SEASONAL BEACH
J h -o n associ.ttes
s Aso
a8 � o
p /\ y
O^ANGE - 4000 0 po yph yG
o a 5300, des 80���
o o O
"4n =o oy
H
o p? a N
to26600 m PACIFIC COASTHVIY. 31600
29500 27300 ' 27900
CI i`i' G, NUi,i'I1:GTO€.' r'EACH
t7 t_.f��[i94iL _'sub l.l_If Ii(��:df `tB
DESTINATION /RESORT
_� j•�— associates
00
PALM 2 9� O4`Gp�'l
o Epp 44 aqP •`w'
c 9,�9 pF! PwP `9pp
r
n ,
� c-
y
S. �C RANGE 4400 4300 5000 fyG
o
y Aoo
C NLn
:n 30200
26500 PACIFIC COAST HV1Y. 2g600'
29400 27800
CITY OF HUNTINGTON BEACH
L I Mi6 aa.r u u •.
F�ANT OF INTEREST
r 7
it
jtii.
22, j
from the center of the study area, replacing Main Street,whi
ch
h
currently functions in that manner.
a
Secondary circulation within the study area is proposed
in the easterly portion using the Huntingon Avenue corridor. This
new link would begin at P.C.H. and extend northwesterly, meeting
the ,existing Huntington Avenue. Delaware Avenue would serve
as, a parallel route to the east starting at Atlanta Avenue.
A rectangular circulation pattern serving the commercial
activity in the center of the downtown is proposed using Second
Street, Atlanta Avenue, P.C.H. and a new street east of Lake
Street. .Second Street would be one way northbound while the new
street would be one wzy southbound. Circulation would be clock-
wise with a frontage road arrangement separating Circulating
traffic on P.C.H. from through P.C.H. traffic.
Figure 2 shows the future traffic volumes on the Alternative
lA network. North -south streets such as Goldenwest Street, 14th
Street and, 17thStreet should experience a' doubling of traffic.
However, the range of ADT' (3,500 to 6,000) will not reduce the
current level of service. This volume can be accommodated within
the present roadway configuration
Pacific Coast Highway will experience from 2,000 to 9000
vehicles per day increase as a result of this alternative develop-
ment. The 30,000 ADT on this route can be accommodated during week-
day condMitions within the present cross section, but serious con-
gestion will conti-nue to exist at Beach Boulevard.
Beach Boulevard is anticipated to increase between 6,000 and
20,000 ADT with this plan. The Beach Boulevard -Atlanta Avenue
intersection will be a critical location with a poor operations
level of service during peak periods and weekends. Beach `
Boulevard will have to be controlled as a limited access facility
in order to handle the future deman's efficiently through the
study area. i
East -west emphasise has been placed 7n the Orange Avenue
Atlanta Avenue corridor. The plan to provide a continuous
arterial through the study area is a sound recommendation. Traffic
volume is projected at only 4,100 vehicles per day in the westerly
sections of the study area. However, this volume increases near
Lakz Street to 10,700 and further increases to 23,900'vehicles on
Atlanta Avenue near Beach Boulevard. This corridor will have to
be improved to major arterial standards to accommodate this future
volume.
The intersections of. Lake Street, Huntington Avenue, and the
proposed new street east of Lake Street are critical to the cir-
culation in the downtown area. The one way couplet proposed by
Second Street and the new street will improve circulation around
the commercial area.
Main Street is planned for de -emphasis as a major traffic
carrier with emphasis shifted onto Lake Street. Main Street should
be closed to all traffic except pedestrians between P.C.H. and
Orange Avenue. It should be restricted to a local street north
of Orange Avenue to 14th Street. Lake Street is projected to
carry in excess of 18000 vehicles per day north of Hartford
Avenue. JHK 'believes the take Street. volume can be accommodated
within the proposed 100 foot right of way as a primary arterial
bound trips since the new street is one way southbound. F.C.H.
1
right turns north onto Second Street would travel onto Lake Street
at Atlanta Avenue. While the southbound travel pattern is
somewhat inconvenienty proper traffic signal timing and channel)
zation treatment of the roadways should increase the efficiency
of operation.
i
Conclusions
Volumes on the Alternative IA network will double from the
base year in most cases, but will be well within `the capacity of
most roadways. Goldenwest Street, 14tl;, 17th and Orange Avenue
should be able to accommodate the proposed volumeswithinthe
existing right of way.
Lake Street will play a much more important role as a major
arterial linking City area north of the study area. Main Street
should be de-emphasized in the study area as a vehicular traffic
corner. Emphasis s)ould be placed on pedestrian and bicycle cir
cdlation between Orange Avenue and P.C.H. Local service would
be provided north of Orange.
P.C.H. and Beach Boulevard would continue to be high volume
carriers primarily handling through trips. Control of access and
efficient signalization will be necessary to accommodate peak
Pik.
25
demands especially on weekends in the beach area. j
I
ALTERNATIVE 4B MODIFIED DEST INA'TI0N RESORT. ti
The network for this alternative varies from Alternative 1A
in three basic areas:
1. Lake Street extends from P.C.H. as a major _arterial to l
the north.
2. Main Street is de-emphasized as a major arterial through-
out the study area. Emphasis for internal circulation
in the north -south direction would be shifted to Fifth
Street.
3. The Orange Avenue -Atlanta Avenue corridor would be broken
at Cake Street. Traffic weld be forced to "jog" at Lake
Street and thence turn onto Atlanta Avenue approximately
500 feet south of Orange Avenue.
JHK believes that both 1 and 2 are acceptable modifications
to the network for the modified destinationlanduses. This alter-
native generates the maximum number of trips, 78,500. Since the
majority of trips have been projected as being oriented north
south, the Lake Street and 5th Street corridors (5th Street
corridor will operate between P.C.H. and Lake Street) will be highly
traveled. 5th Street will carry approximately the same amount
of traffic, 6,000 to 8,000 vehicles per day as in Alternative 1A.
Lake Street will increase considerably to 20,90.0 at Hartford Avenue.
The projected volumes can be handled within the proposed right of
way as a major arterial.
The greatest traffic circulation problems are anticipated to
exist on Lake Street between Orange and Atlanta Avenue if the "jog"
jhk.,
26
in the east -west corridor is allowed to exist. This short stretch
of roadway between two major intersections will have to accomo- i
date 11,600 vehicles. JHK believes that the level of service in
,t- I
this section will be such that excessive delay and congestion
i
will be prevalent. JHK favors an alignment that produces an '
1
Orange -Atlanta corridor with a four legged intersection at Lake
Street instead of the proposed "offset" configuration.
Pacific Coast Highway and Beach Boulevard will continue to
handle heavy volumes but only slightly higher than Alternative IA.
Huntington Avenue will have to carry 12,800 vehicles per day in
this scheme. This will necessitate a four lane facility. The
present configuration of having this route terminate as an arterial
at Atlanta and shifting emphasis to Delaware is not reasonable.
Either Huntington Avenue should be designat-ed as -a primary arterial
to handle this volume or a realignment of Delaware Avenue into
Huntington Avenue is necessary.
Conclusions
JHK believes that the Orange Avenue -Atlanta corridor must
be revised to reflect a major connecting arterial without the off-
set intersection configuration at Lake Street.
Lake Street should be a major north -south arterial to assist
in relieving some of the traffic demand that would normally wish
to travel on Beach Boulevard. Main Street should be de-emphasized
and limited to pedestrians between P.C.H. and Orange Avenue.
Huntington Avenue should be realigned to intersect Atlantic
Avenue at a point opposite Delaware Avenue. Delaware Avenue would`
continue northward as a secondary arterial on an 80 f ;;t right of way.
27
ALTERNATIVES 4C - POINT OF INTEREST 'a:nd .`33 'T SEASONAL BEACH COMMUNITY ,
_These two. alternatives are scaled down land uses from the {
modified destination scheme. For both plans the conclusions
made in the modified destination resort plan are the same except
for the following: The volume of traffic on Huntington Avenue, 6,900 in plan
4C and only 5,300 in plan 3B, does not necessitate a realignment
nor designation of this route as a primary or secondary arterial.
^ CIRCULATION I P TE NS OUTSIDE STUDY AREA
A R
Reference is made to a portion of the City of Huntington
Beach master circulation plan of streets, Figure 8. Vehicular
trips assigned from the study area to the arterial nE<:;nrk have
a significant impact on the exterior arterial network. JHK.
believes that greater emphasis should be placed on the Lake Street
corridor Lake Street currently terminates on 17th Street or, as
depicted in Figure 8, at the Mansion Avenue extension. JHK
believes that Lake Street should be extended and terminated at
Garfield Avenue -Main Street. Lake Street would ,cross the present
vacant land of the Huntington Beach Company Similarly, Mansion
Avenue should be extended easterly to meet with Yorktown Avenue.
Main. Street has been recognized in the four alternatives
studied as a route that should be de-emphasized as a major carrier
in the downtown. Outside of the study area 17th Street intersects
Main Street and would become a primary arterial to P.C.N. Northerly
of Mansion Avenue Main Street should be realigned to intersect
the north -south alignment of Gothard Street.`
JHK believes the effect of these improvements are as follows:
-Creates an additional north -south corridor to the beach
hkR associacz:
fill
S
T'
\ � -GOLDEN `NEST'
c.
O _
P
MAIN o
D
m . GOTHFR;
C�F S T
HUNTINGTON - DELAWARE � _ ST.
BEA*OH
r
a
'CITY OF HUNTINGTON BEACH
i> r. � L ; MASTER PLAN
v � OF ARTEmAL STREETS
• � F c ti! r�: Ca'
29 f
area via Main Street -Lake Street. This should relieve
Beach Boulevard. In addition, additional traffic relief on
Beach Boulevard could be obtained if the State beac,. .,
i
allowed access to parking at Newland Street, Magnolia Ave-
nue, and Brookhurst Street. San Diego Freeway interchanges
at the natter two arterials could channel traffic directly
to parking areas at the Beach that now are forced to use 4
Beach Boulevard.-
r
The multilegged wide intersection of Main, Gothard, ands-ztl�a!�
Garfield would be eliminated in favor of a four -legged i,
intersection. Traffic signal control would be much mo>
efficient.♦
-The civic center and nearby shoppingcomp center com 1 e 'i:'�M-'R an-
sion Avenue and Main Street would have better circu'ation and
access hw eliminating unnecessary through trips on the adjacent
streets.
-The diagonal configuration of 17th Street would be eliminated
or left in part solely for local access.
-More direct access to Central Park and the new City Library
would be provided for downtown residents via north Main Street
to 'Gothard Street. Now the majority of traffic must travel
to Goldenwest Street, thence northerly. All other routes from
downtown are circuitous.
RESOLUTION NO. 4104
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
HUNTINGTON BEACH AUTHORIZING THE EXECUTION OF A
CONTRACT WITH JHK AND ASSOCIATES
WHEREAS, the city desires to devolop a -comprehensive
and realistic plan for revitalization and redevelopment of the
Downtown area; and
Special professional ;services are required to formulate
the circulation aspects of the plan; and
JHK and Associates has submitted a contract to provide ;.uch
services at a total cost of Four Thouc;a,ncl and no/100ths Dollars
($4000.00); and
On June 9, 1975, the City Council nuthorized funding for
r
such services,
NOW, THEREFORE, BE IT RESOLVED by thf, City Council of the
City of Huntington Beach that, Lt doo.,, authorize the Mayor and
Cit'l' Cleric to execute the contract., a e.,)py of which is attached
hereto and by reference made- a Bart heroi)f', with JHK and
Associates for transportation planning; c ori,�ulting ;:services for
the Downtown area for the total ;utn of Four Thousand and no/100th.=
Dollars ($4000.00),
PASSED .AND ADOPTED by tho City Council of the City of
Huntington Beach at a rer;uiar me ol-tnir t.1joreo ' held on the 7th
day of July, 1975.
top
Mayor
ATTEST 11I'F'NO VE D AS TO I,'ORM
City Clerk f i t.,y Fitt citric
APPROVED AS TO CONTENT:
JOC ; ahb
City Administrator
A '
STATE OF CALIFORNIA
COUNTY OF ORANGE ss:
CITY OF HUNTINGTON BEACH
I, ALICIA M. WENTWORTH, the duly elected, qualified City
Clerk of the City of. Huntington Beach, and ex-officio Clerk of the
City Council of said City, do hereby certify that the whole number of
members of the 'City Council of. the City of Huntington Beach is seven;
that the foregoing resolution was passed and adopted by the affirmative_
vote of more than a majority of all the members of said City Council
at a regular meeting thereof held on the 7th day
of July , 19 75 , by the following vote:
AYES: Councilmen:
Bartlett, Wieder, Matney, Duke, Gibbs
NOES: Councilmen:
None
ABSENT- Councilmen;
Coen, Shipley
City Clerk andeiFex-officio Clerk
of the City Council of the City
of Huntington Beach, California
The foregoing instrument is a correct copy
of the original on file in thin office.
Attest..�.,. iai%—
ALJ.M. wd fWORTH
C;iy clerk ; d Ex,rvffxlo ClMk of ° ie City
CDuncil of the City of Huntington Beach,Cal.
8y/1
iK fxuDe _ u+
City of Huntington Beacla
P.O. BOX ISO CALIFORNIA 02640
OFFICE OF THE CITY CLERK
July 8, 1975
JHK & Associates e/1 •(�\ 1
g 1,
1617 Seventeenth Street Suite 30
Santa Ana, California 92701
Attention: Edward J. Ruzak
Regional Manager
Gentlemen:
The City Council of the City of Huntington Beach at its regular
meeting held Monday, July 7, 1975 adopted Resolution No. 41.03 au-
thorizing the execution of an agreement between the City and your
firm for economic consulting services for the Downtown area.
We are enclosing a duly executed copy of said agreement together
with a certified copy of Resolution No. 4103 for your records.
Sincerely yours,
Alicia M. Wentworth
City Clerk
AMW:tlo
Encl.
AGREEMENT FOR
TRANSPORTATION CONSULTING SERVICES
THIS AC';REEMENT, made on the 7th day of July, 1975, by and between the
CITY OF HUNTINGTON BEACH, CALIFORNIA, a municipal corporation (hereinaf,,jr
referred to as CITY), and JHK AND ASSOCIATES (hereinafter referred to as
CONSULTANT):
W I T N E S S E T H:
WHEREAS, CITY has determined that professional assistance Is needed to
provide transportation planning consulting services in conjunction with
structuring a viable General and Development Plan for the Downtown Study Area
hereinafter defined.
WHEREAS, CITY desires that the planning proposals recently advanced for
revitalizing the downtown area be tested for their workability and trans-
portation Impact consequences, and that an effective implementation strategy'
be formulated in order to facilitate the realization of the optimum re-
vitalization concept.
WHEREAS, CONSULTANT is qualified to undertake and competently complete
such transportation planning consulting services, and is willing to undertake
same*
NOW, THEREFORE, the CITY and CONSULTANT in consideration of the mutual
covenants and agreements hereinafter contained, do hereby agree, each with
the other, as follows:
1. SCOPE OF CONSULTING SERVICES
The services to be performed by CONSULTANT are described and set
forth In Exhibit "A", attached hereto and by this reference made a part hereof.
{ ,ALM
11. STUDY AREA
The study area is defined as that 350-acre district comprising
the downtown planning area recently studied by VT,N Consolidated, a planning
consultant..
111. SCHEDULE
CONSULTANT agrees to commence work program set forth in Exhibit
"APl within five (5) days following the execution of this Agreement, and to
diligently continue the same to completion. The work program shall be com-
pleted and recommendations submitted to the CITY within forty-five (45) days
following execution of this Agreement. In the event that CONSULTANT'S work
flow program Is delayed for reasons beyond the control of CONSULTANT in con-
nection with required CITY staff Input, CONSULTANT reserves the right to delay
his work schedule by a corresponding amount of time.
iV. MEETINGS
CONSULTANT further agrees to provide oral public presentations
of work program results to CITY'S Planning Commission and City Council at
such tirnes and in such numbers as CITY'S representative deems appropriate.
CiTY agrees to notify CONSULTANT of the time and place of said oral
presentations at ':dst ten (10) days prior to the date on which the pt•esentations
are to take place.
Beyond these oral public presentations, CONSULTANT will meet
regularly each week and at other such times deemed mutually appropriate with
authorized representatives of the Planning Department staff in t,rder to fa-
ci l state coordination and to dutifullycarry out CONSULTANT work program
tasks to completion.
7�
V. BILLING AND 'PAYMENT FOR SERVICES
For furnishing the consulting services specified under Exhibit
"A" of this Agreement, CITY agrees to pay CONSULTANT the sum of Four Thousand
Dollars ($4,000.00). Partial payments shall be made within ten (10) days
after presentation to CITY of statements in accordance with the following
billing schedule:
A
Upon Execution of Agreement.. ........$ 1,000
Within 30 Days of Agreement Execution............. 2,000
Upon Completion of Work Program.. .... ...... 1,000
TOTAL $ 4,000
The total amount of Four Thousand Doilars ($4,000.00) shall In-
clude all costs incurred by CONSULTANT for salary and out-of-pocket costs for
travel and miscellaneous expenses necessary to perform the Scope of Consulting
Services specified under Exhibit "A" of this Agreement.
Any oral pubis.. presentations, and any specific additional assign-
ments, salary expenses, authorized travel and appearances not provided for in
the Scope of Consulting Services set forth under Exhibit "A°' must be approved'
by CITY; and payment for said approved oral public presentations, designated
additional work and reimbursable expenses shall be made on a calendar month
basis at monthly intervals on the basis of CONSULTANT Billing Rate Sch:dule,
sra,. ked Exhibit "B" and attached hereto and by reference made a part hereof,
and each payment shall be made within ten (10) days after presenta+ion to CITY
of a statement setting forth in detail the additional work performed and all
costs Incurred by CONSULTANT, together s.iifh supporting vouchers, for the period
covered by cz�ch said statement,
l
VI• DESIGNATION OF AUTHORIZED REPRESENTATIVES
CONSULTANT hereby agrees, upon the signing of this Agreement to
furnish the CITY in writing the name of the individualwho will be authorized
to act In person or through his designee for CONSULTANT in all matters per-
taining to the consulting services to be performed. Such individual shall be
approved b" the CITY'S Planning Director,
CITY agrees, upon signing this Agreement, to furnish CONSULTANT
the name of an Individual who, as the CITY'S Project Representative, will be
authorized to act in person or through his designee as representative for the
CITY in all matters pertaining to this study.
It i,s understood and agreed by said parties that the authorized
representative may be changed, provided either party to this Agreement so de-
siring the change give at least five (5) days' prior notice ,In writing to the
other, naming Its new authorized representative, and that CONSULTANT'S said
representative shall be acceptable to the CITY.
ViI COOPERATION
All departments of the CITY will assist CONSULTANT In the perfor-
mance of the study, and CONSULTANT agrees to provide general guidance and
direcTion to CITY personnel that are to assist CONSULTANT in the collection
of data and preparation of the final report. CITY shall provide letters of
introduction of CONSULTANT to such other persons, firms, or governmental en-
titles as necessary to assist CONSULTANT in obtaining required data.
The use of CITY records and personnel by CONSULTANT shall be
coordinated through the CITY'S Representative.
VIij )WNERSHIP OF REPORTS AND DATA
All reports, work papers, memoranda, exhibits, data, and other
work or materials prepared In compliance with this Agreement shall be made
Ask
and remain the property of the CITY, to be used by CITY as may be required.
I X. CHANGES IN WORK
CITY may,, at any time, by written request of the CITY'S Project
Representativa, make any minor changes in the services specified hereunder,
provided further, if such change involves additional work, additional compen-
sation not to exceed One Thousand Dollars ($1,000.00) may be approved by
CITY Project Representative. Any claim for adjustment under this article
must be made in writing to the CITY'S Project Representative within ten (10)
days from the date the change Is requested,
X. TERMINATION
This Agreement is subject to termination by the CITY at any time
upon serving written notice to CONSULTANT, and the CITY shall thereafter be
liable to CONSULTANT only for fees and costs accrued to -the date of receipt
by CONSULTANT of such notice. All completed paper work and accumulated data
shall become the property of the CITY.
XJ. NOTICES
All notices to CONSULTANT under this Agreementshall be deemed
valid and effective upon deposit In the United States Mail, postage prepaid,
by certified and/or registered mail, addressed to JHK AND ASSOCIATES,
1617 Seventeenth Street, Suite 30, Santa Ana, California, 92701.
Al_i notices to fl,e CITY under' this Agreement shall be deemed
valid and effective when personally served upon the Planning Director or upon
deposit in the United States Mail, postage prepaid, by certified and/or re-
gistered mail, addressed to the Planning Director, City of Huntington Beach,
P. 0. Box 190, Huntington Beach, California, 92648.
IL'
N WITNESS WHEREOF, the parties hereto have caused this Agreement to,
be executed on the date first above written.
it
CITY OF HUNTINGTON BEACH,
a Municipal Corporation
Dated: ICA By
m,0�.
yor
ATTEST:
`01
City Clerk
APPROVED AS TO FORM:
t JHK AND ASSOCIATES
ty orn y j
Dated: By: •
Edward J . R
Regional Ma er i
APPRO ED AS TO TEN
. ..
CITY ADMINISTRATOR
E
EXHIBIT A
SCOPE OF TRANSPORTATION SERVICES
The transportation c nsulting services proposed by JHK
are raligned with the ,task c. finition in the request for
proposal and are as follows
1. Re -affirm present transportation projections and
methodology used in the 1974 study.
2. Analyze the arterial street system for three alternate
General Plan concepts, taking into consideration the
regional and sub -regional aspects of the study.
3. Analyze the local circulation patterns within the
downtown area for each of the three alternates. Em-
phasis will be placed on local street and arterial
system as it relates to pedestrian and vehicular factors
Supplementing each phase of the study will be the JHK
commitment to the on -going support of its findings and recommen-
dations. The output from the JHK evaluations will be in the
form of possible alternatives and their relative advantages. A
flexible position will be maintained that will allow the incor-
poration of project input from all City Departments and Regional
Agencies.
It has been the experience of JHK that transportation
engineering servi.:es for ,projects of this type should be approached
more by working along with the project as needed, on a day to
day basis, and less as a study report project. Public agencies
will be involved with the project through its various phases and
kept well informed of all significant findings.
PHASE I: EVALUATE 1974 CIRCULATION AND TRANSPORTATION STUDY
JHK will apply standard transportation planning procedures
to its evaluation of the previously completed study. Analysis
will be made of the existing report plus all backup data used in
arriving at the projected traffic. The following specific cri-
teria will be reviewed
• Land use
• Trip generation rates
• Directional distribution of traffic
Traffic assignment assumptions
Traffic assignment values
Land Use
While {;he assumptions for land use in certain areas may
have changed since 1974, JHK will review the land uses assumed
in the study for conformity with City proposals at that time.
Trip Generation
The study report details trip generation rates fo:> a
multitude of land uses used in the study area. JHK is familiar
with the data sources referenced for trip generations, and has
an indepth file of related studies on the subject. A critique
of the generation rate fo; each land use to see if it was
reasonable will be conducted.
Particular attention will be paid to the generation rates
assumed for beach and recreational trips.
Directional Distribution of Traffic
Validation of the distribution of trips assumed in the
study, by purpose, will be conducted to determine if the LARTS
data used was valid specifically for Huntington Beach as well
` as the Southern California region
Traffic Assignment Assumptions
The 1974 study report chose an "all or nothing" assignment
technique and then tempered it to reflect the proximity of free-
ways and the diversion of traffic from adjacent streets and
freeways. These assumptions are well taken and will be validated
by a detailed evaluation of the actual assignments and trip
diversion techniques used.
Traffic Assignment Value
As related above JHK will critique the actual assignment
values and trip diversion techniques used to determine the
reasonableness of application to the city street system. As an
example, consider the situation where a maximum ;number of trips
are assigned to a specific arterial.. If the arterial is incapable
r
of handling these trips due to capacity problems (i.e., insuf-
ficient right-of-way or roadway width, excessive existing
traffic, etc.), then a modification of assignment should have
been made. JHK will check the capacity and level of service
calculations conducted in the 1974 study for their validity.
JHK has ass used that the 1974 transportation study data
base and study methodology is available and will be produced for
use in this project. Data such as trip tables, attraction and
production factors, capacity analyses, etc., are necessary if
JHK is to truly evaluate the 1974 effort. There is pr --?ason to
doubt that the supporting data and study methodology (i.e.,
directional traffic downtown, traffic assignment assumptions,
and values) are not available nor in usable format. However, it
should be pointed out that without this information a significant
effort would have to be undertaken to generate new information.
The cost of obtaining this data and generating new traffic pro-
jectlons, if necessary, is outside the scope of this agreement.
Unless arrangements are made to obtain this data and generate
new proj—,ions, JHK will provide estimates to surplant the 1974
transportation study data bast:. These estimates, however, will
not be as accurate as the methodology employed in the 1974 study
and will be confined to the study area only. This assumes that
trip tables, assignment values, etc., are not produced or are
incomplete for use in this project.
After the evaluation of the 1974 study, JHK will deliver a
technical memorandum of its findings`. The findings will address
the following situations.
1974 study projections re -affirmed data to be
used during remainder of project.
• 1974 study deficient; supportive data acceptable.
but assumptions, etc., invalid; JHK will generate
new traffic projections.
1974 study deficient; supportive data non-existent
or totally unusable JNK must generate entirely new
base data and then project traffic; additional cost
to be incurred in order to complete total study effort.
LYx
W
PHASE 2s ANALYZE ARTERIAL STREET SYSTEM
The city will supply JHK with three alternative General
Plan conditions for the 350 acre study area shown in Figure 1.
JIHK will analyze the arterial street system for each alternate
in this task.
The study area is only a small portion of the "influence
area for analysis purposes. JHK will consider the area of
influence to be bounded by the San Diego Freeway, Pacific Coast
Highway at both ends of the City, and the Pacific Ocean. With
the deletion of Route 1 and Route 39 Freeways from the Freeway
System Plan, the regional impacts will be assessed on the basis
of the transportation corridor studies available for this area.
The proposed location of a multi -modal transportation center
adjacent to the San Diego Freeway at Beach Boulevard and the
north -south corridor to downtown Huntington Beach will, have a
significant future impact on.the study area. JHKwillanalyze
the traffic impact at significant locations beyond the peripheral
study area network to assess the effects of development on a
regional basis.
Some of the street system considerations that JHK will ex-
amine are as foll.owge
• Extension of Gothard. Street to Main Street and 17th
Street; or connect Gothard Street to lake Street at
Garfield and Main.
• Extend Iuntington-Delaware Street to Pacific Coast
Highway.
• Realign Atlanta Avenue to conform with Orange Avenue.
• Create one-way couplet between Orange Avenue and
Olive Avenue.
• Increase capacity carrying capability of Beach Boule-
vard.
• Extend Edinger Avenue to Pacific Coast Highway.
• Extend Indianapolis Avenue to connect with Palin.Avenue.
The list certainly is not limited only to the above situa-
tions. The intent of this phase is to consider the future
transportation considerations on the arterial street system within
the sphere of influence.
JHK proposes to assess the traffic projections for the
major arterial corridors in the 'study area and determine the
physical modifications to the route that would be required to
handle the traffic at an acceptable level of service. JHK
suggests that level of service "D" may be a necessary guide-
line for many streets. The more desirable level "C" will be
used where possible.
This evaluation of each principal route for each alter-
nate presented by the City would be on a segmented basis.
Certain sections of an arterial may have a satisfactory volume -
capacity relationship for the projected conditions.- Other
sections may be confronted with traffic forecasts that would
produce a gradual deterioration to unacceptable levels of ser-
vice. Specific recommendations will be provided to accommodate
the future conditions
It is recognized that the solution to a particular problem
may involve many ,alternate solutions and the preparation of
graphics in the form of schematic plans or diagrams as necessary.
The city has indicatryd a willingness to collect the necessary
data to assist in this type analysis as well as to provide the
graphic support,
During the course of the arterial analysis, certain new
problems may be found. Feedback from this analysis could bear
on future decisions regarding land use. A potential new devel-
opment (i.e., the hotel -convention center complex in the easterly
portion of the study area) that would overload a particular
route (P.C.H., Beach Boulevard) will be identified. Potential
adverse impact on the community and the transportation system
would be discussed with staff as part of this task.
The output of this task will be findings and recommenda-
tions for the arterial system within the study area and within
the "area of influence. They will take the form of memoranda
to staf'.
PFNSE 3 ANALYZE LOCAL CIRCULATION PATTERNS
Within the development area for each of the three alternate
plans, there is a need to determine the local circulation of
vehicular, pedestrian, bicycle, and other modal trips. This
section boundedroughly by the Municipal Pier, bake Street,
Orange Avenue, a-nd Fifth Street, contains much of the commercial
activity in the study area. Heavy pedestrian and bicycle con-
centrations are evident in this area and will continue as the
commercial. nature of the land use continues.
JHK will explore operational techniques in this area to
integrate all modes as equitably as possible. Consideration of
"auto -free zones" or malls within the commercial areas will be
explored. Emphasis will, be placed on potential downtown area -
impacts
JHK will analyze the internal circulation problems of this
area with particular emphasis on providing the best level of
service for the non -auto oriented traffic in the area. The con-
centration of people at the beach and municipal pier area that
will be circulating in this area will be given the highest pri-
ority in the analysis.
Some of the areas of study JHK will consider in this evalua-
tion are summarized as follows:
• Potential for street clos.'re
• Potential for mini -bus service, jitney, or elephant
train in this concentrated area.
• Parking accessibility, availability, and cost,
Extent of pedestrian mall area.
• more efficient crossing for pedestrians at Municipal
Pier and Main Street,
• Improved bicycle facilities and access.
The output of this phase will be recommendations for opera-
tional related improvements to accommodate the various users
that will be concentrated in the downtown.
EXHIBIT 8
JHK AND ASSOCIATES BILLING RATE SCHEDULE
EMPLOYEE CLASSIFICATION FEE
Vice President $50/hour
Senior Traffic Engineer $40/hour
Transportation Planner $30/hour
Traffic Engineer $25/hour
Draftsperson $15/hour
Secretarial $12.50/hour