HomeMy WebLinkAboutEdinger Corridor Report - 1989 includes oversize document � 1.0 INTRODUCTION
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' TABLE OF CONTENTS
EXECUTIVE SUMMARY
' SECTION PAGE
1.0 Introduction 1.1
Project 1.1
' Problem 1.1
Background 1.4
Approach 1.7
' 2.0 Circulation 2.1
' Previous Studies 2.3
Definitions 2.4
Key Roadway Segments 2.6
Existing Conditions 2.14
Opportunities and Constraints 2.17
Potential Improvements 2.19
License Plate Survey 2.20
Parking Survey 2.23
Future Conditions 2.23
I Travel Demand Forecast 2.25
Recommended Improvements 2.33
Estimated Costs 2.37
3.0 Land Use 3.1
' Policy and Regulatory Review 3.1
Existing Conditions 3.2
Projected Conditions 3.4
Constraints 3.4
Opportunities 3.6
Recommendations 3.8
' 4.0 Image 4.1
Constraints 4.1
Recommendations 4.4
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5.0 Summary of Recommendations 5.1
Circulation .5.1
Land Use 5.2
' Image 5.2
6.0 Regional Policy 6.1
20-Year Master Plan of Transportation Improvements 6.1
California Planning Foundation Task Force on
Transportation Planning 6.4
Pending Legislation 6.4
' Summary 6.4
7.0 Acknowledgements 7.1
APPENDIX
1 Traffic Data
Cost Estimates
1 Initial Study
Utility Undergrounding Program
Property Owners/Meeting Minutes
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LIST.OF FIGURES
PAGE
1-1 Vicinity Map 1.2
1-2 Project Area/Study Area- 1.3
1-3 Current Circulation Projects 1.5
2-1 Regional Circulation System 2.2
2-2 Existing Conditions 2.9
2-3 Average Daily Traffic Volumes 2.16
' 2-4 Existing P.M. Peak Hr. Turn Movement Volumes 2.28
2-5 Alt. 1- Future P.M. Turn Movement Volumes 2.29
2-6 Alt. 2- Future P.M. Turn Movement Volumes 2.30
1 2-7 Alt. 3- Future P.M. Turn Movement Volumes 2.31
2-8 Alt. 4- Future P.M. Turn Movement Volumes 2.32
2-9 Recommended Improvements 2.35
1 2-10 Typical Cross-Sections 2.36
3-1 Existing Zoning 3.3
' 3-2 Adjacent Uses 3.5
3-3 Land Use Constraints 3.7
3-4 Land Use Opportunities 3.9
' 3-5 Hourly Parking Accumulation Curves for
Individual Land Uses 3.14
4-1 Image Constraints 4.3
4-2 Photo Orientation 4.5
' 4-3 Site Photo - View A 4.6
4-4 Proposed Concept - View A 4.7
4-5 Site Photo - View B 4.8
4-6 Proposed Concept - View B 4.9
4-7 Site Photo - View C 4.10
4-8 Proposed Concept - View C 4.11
' 4-9 Site Photo - View D 4.12
4-10 Proposed Concept - View D 4.13
4-11 Image Concept Hierarchy 4.15
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1 LIST OF TABLES
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2-1 Capacity Under Ideal Conditions 2.5
1 2-2 Intersection L.O.S. Definitions 2.7
2-3 L.O.S. and Service Volumes for Urban Arterial Hwys. 2.8
2-4 Existing Roadway Segment A.D.T. Volumes and L.O.S. 2.15
1 2-5 P.M. Peak Hour Intersection L.O.S. 2.15
2-6 Potential Transportation System Improvements 2.21
2-7 Parking Survey Results 2.24
' 2-8 P.M. Peak Hour Trip Generation 2.26
3-1 Comparison of Trip Generation Rates for Potential
Land Uses 3.12
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� 5.0 SUMMARY OF
RECOMMENDATONS
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EDINGER CORRIDOR STUDY
CITY OF HUNTINGTON BEACH
' Prepared by
' The SWA Group
KHR Associates
1 September, 1989
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EDINGER CORRIDOR
STUDY
Prepared for the
CITY OF HUNTINGTON BEACH
' CITY COUNCIL/REDEVELOPMENT AGENCY
WES BANNISTER MAYOR
TOM MAYS MAYOR PRO TEM
DON MAC ALLISTER COUNCILMAN
PETER GREEN COUNCILMAN
JIM SILVA COUNCILMAN
JOHN ERSKINE COUNCILMAN
' GRACE WINCHELL COUNCILWOMAN
PAUL COOK CITY ADMINISTRATOR
DOUGLAS N. LA BELLE DEPUTY CITY ADMINISTRATOR/
' DIRECTOR, ECONOMIC DEVELOPMENT
PAT SPENCER DIRECTOR, HOUSING AND REDEVELOPMENT
TOM ANDRUSKY PROJECT MANAGER
MIKE ADAMS, AICP DIRECTOR, COMMUNITY DEVELOPMENT
' LOUIS SANDAVOL DIRECTOR, PUBLIC WORKS
LES EVANS CITY ENGINEER
BRUCE GILMER TRAFFIC ENGINEER
Prepared by
KHR Associates The SWA Group
Mr. James Kawamura, Principal Mr. Frank L. Haselton
2201 Martin Street 580 Broadway
' Suite 203 Suite 200
Irvine, California Laguna Beach, California
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' Cost Estimates
PRELIMINARY COST ESTIMATES
The following pages contain itemized preliminary cost estimates for the
various recommendations stated in this study. It should be noted that these
estimates are preliminary and should not be considered for construction
purposes. As the Edinger Corridor Study concepts evolve into the different
design stages, additional cost estimates need to be performed in order to
arrive at an accurate figure for construction purposes.
The recommended traffic improvements estimates are on a separate page
than the the land use and image recommended improvements. The
recommended traffic improvement amounts were estimated for the entire
reach of Edinger Avenue between Gothard Street and Beach Boulevard. This
estimate provides the City with the opportunity to consider the circulation
improvements directly associated with Edinger Avenue to be extended
outside of the immediate study area should subsequent design stages indicate
such a need. The recommended land use and image costs directly relate to the
primary Edinger Corridor study area - Edinger Avenue between the SPTC Rail
Road and Beach Boulevard.
COST ESTIMATES
Item Cost Estimate
Roadway Construction $934,060.00
R/O/W Acquisition $4,988,000.00
Sidewalk/Pedestrian Paving $162,480.00
Street Trees $372,500:00
TOTAL $6,457,040.00
Estimate range (with contingencies) - $7,000,000.00 to $8,000,000.00
It is understood that the utility underground project for this portion of The
Edinger Cooridor will cost approximatley Two Million Dollars ($2,000,000.00).
At this time the total estimated costs for all of the anticipated improvments
(Edinger Corridor Study recommendations and Utility Underground Project)
to The Edinger Corridor are approximately Nine Million Dollars to Ten
Million Dollars ($9,000,000.00 to $10,000,000.00).
POTENTIAL FUNDING SOURCES
City of Huntington Beach Redevelopment Agency
Federal Aid Urban (FAU)
Other County, State , Federal sources
r� r ar rr �■r rr rr r► rr rr r r ■s rr ■r �r rr ■r rr
KHR ASSOCIATES - COST ESTIMATIONS FOR ROADWAY CONSTRUCTION
LOCATION: HUNTINGTON BEACH, CALIFORNIA
CONDITION: EDINGER CORRIDOR NEW ROADWAY & EDINGER AVENUE WIDENING
REMARKS:
KHR CODE: MISSION6.CAL
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I( I I A.C. ITHICK-I A.B.ITHICK-ICURB &I EXCA-ICUL- ILANDSCAPING I
I I IDIST. IWIDTHI NESS (WIDTH) NESS IGUTTERIVATIONIVERTSIWIDTHI AREA I TOTAL COST
STREET (FROM ITO I(FT.)I(FT.)I(IN.) I(FT.)I(IN.) ((L.F.)I(C.Y.)I(EA.)I(FT.)I(S.F.)I (1989 S)
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NEW ROADWAY ICENTER AVENUE (EDINGER AVENUE I 8751 60 I 4 I 76 I 8 I 35001 49261 41 12 I 84001 $255,580
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EDINGER AVENUE IBEACH BOULEVARD IPARKSIDE LANE I 7601 10 I 4 I 20 I 8 I 22801 11261 31 18 110944I 132,732
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EDINGER AVENUE IPARKSIDE LANE ISHER LANE I 8801 20 I 4 I 30 I 8 I 35201 19561 41 18 112672I 185,380
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EDINGER AVENUE ISHER LANE ISHOPPING CENTER I 7201 20 I 4 I 30 I 8 I 28801 -1600I 31 18 110368I 152,129
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EDINGER AVENUE ISHOPPING CENTER IGOTHARD STREET I 9901 20 I 4 I 30 I 8 I 39601 22001 41 18 114256I 208,240
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TOTAL EDINGER CORRIDOR AREA $934,061
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A.C. - S35.00/TON
A.B. - S20.00/TON
CONCRETE CURB AND GUTTER - 'S10.00/LINEAR FOOT
EXCAVATION - S5.001CUBIC YARD TO A DEPTH OF 2 FEET
DRAINAGE CULVERTS - S3,000 EACH STRUCTURE AT 250-FOOT INTERVALS
LANDSCAPING AND IRRIGATION AREA - 80% OF LENGTH TIMES MAXIMUM. WIDTH
LANDSCAPING AND IRRIGATION - S5.00/SQUARE FOOT
TRAFFIC SIGNING AND STRIPING - S2,500/MILE
CONTINGENCY COST FACTOR OF 15%
Ir r M MI M M m an = r IM aI M M r r MI MI M
ROADWAY *
STREET FROM TO R/O/W SIDEWALK .TREES CONSTRUCTION
NEW ROADWAY CENTER EDINGER $3,080,000 $42,000 $96,000 $255,580 $3,473,580
EDINGER BEACH PARKSIDE $608,000 $36,480 $83,500 $132,732 $860,712
EDINGER PARKSIDE SHER $704,000 $42,240 $97,000 $185,380 $1,028,620
EDINGER SHER SHOPPING CEN. $576,000 $34,560 $79,000 $152,129 $841,689
EDINGER SHOPPING CEN. SPTC RR $20,000 $7,200.00 _ $17,000 $208,240 ' ' $252,440
TOTALS $4,988,000 $162,480 $372,500 $934,061 $6,457,041
' These constuction costs are derived from the previous page.
*' Please note that this estimate is for the extended section of Edinger Avenue, between Shopping Center and Gothard Street.
R/O/W ACQUISITION CALCULATED AT$40 PER SQUARE FOOT
SIDEWALK CONSTRUCTION CALCULATED AT$3 PER SQUARE FOOT.
STREET(PALM)TREES AT 30 FEET ON CENTER AT$1,100 EACH.
PLEASE NOTE:
THESE NUMBERS ARE FOR PRELIMINARY COSTS CONCEPTS.
FURTHER CALCULATIONS ARE REQUIRED FOR CONSTRUCTION COSTS
ESTIMATES. THESE CALCULATIONS DO NOT INCLUDE THE COST
OF UNDERGROUNDING THE UTILITIES.
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' Initial Study
INITIAL STUDY
Section 15063 of the California Environmental Quality Act (CEQA)
Guidelines (as amended) states that the Lead Agency - the City of Huntington
Beach - shall prepare an Initial Study follow preliminary review of a project.
The purpose of an Initial Study is to determine if there will be any significant
impacts on the environment as result of the proposed project.
The Edinger Corridor Study is a part of a series of analyses for this area of
Huntington Beach. One of the original steps was the formation of the
Huntington Center Redevelopment Project Area in 1984. At that time, an
Environmental Impact Report (EIR) was prepared for the Project Area which
analyzed the potential impacts associated with new construction within the
Area. Section 15153 of the CEQA Guidelines notes that an agency such as the
City of Huntington Beach-may employ a single EIR to describe more than one
project. Although the Edinger Corridor Study is well within the scope of this
original EIR, the City desires to maintain a continuing environmental
monitoring on this area as development objectives evolve.
The Edinger Corridor Study provides concepts that will be used as parameters
for further refinement and design. Next steps include engineering design
plans for all of the recommended improvements and precise plans for the
land use and urban design recommendations. At the completion of these
plans, the City will have a precise project description which will be critically
analyzed as a part of the environmental monitoring process. It is therefore
recommended that another Initial Study be completed for these plans in
order to determine precise environmental impacts.
The following paragraphs contain explanations for the various categories that
comprise the Initial Study checklist. The checklist is located after these
explanations.
EARTH
The area is completely urbanized and reflects a built environment. It is not
anticipated that ultimate changes will significantly impact the geologic, soil or
erosion characteristics of the site.
AIR
The area is located within Source Receptor Area (SRA) 18 - North Coastal
Orange County. This area is not noted as having a significantly deteriorated
quality. However, a primary focus of the Edinger Corridor Study is the
' emphasis of the transit opportunities. This emphasis, in turn, should
contribute to the South Coast Air Quality Management District's objectives of
positive air quality. As the project evolves into precise plans for
development and improvements, accurate projections of traffic and resultant
air quality impacts can be assessed.
WATER
Again, the area is completely urbanized and changes in flood water direction,
absorption rates and existing groundwater are not anticipated.
' PLANT LIFE
All existing plant material is the result of development. No unique, rare or
endangered species of plant material exists within the area.
ANIMAL LIFE
There is virtually an absence of any animal life within the area.
NOISE
The area has an high ambient noise environment which is primarily the
result of the regional roadways - I-405 Freeway and Beach Boulevard. It is not
anticipated that any future improvements will further deteriorate the noise
environment.
LIGHT AND GLARE
Light and glare may be issues only as a result of new construction. The
Edinger Corridor Study does not provide the necessary information for
accurate environmental analysis. Such analysis can only completed upon
submittal of individual development projects.
LAND USE
The Edinger Corridor Study and subsequent projects will not result in a
substantial alteration of the present or planned land use of the area.
NATURAL RESOURCES
The Edinger Corridor Study does not provide precise information for the
determination of the potential use of natural resources. This information
will be obtained as the development potential is realized.
RISK OF UPSET
It is not anticipated that the area will be at risk due to hazardous substances or
possible interference with emergency response plans.
POPULATION
The Edinger Corridor Study (and resultant projects) will not result in the
alteration of the location, distribution, density or growth rate of the
population of the surrounding area.
' HOUSING
It is not anticipated that the Edinger Corridor Study (and resultant projects)
will affect existing housing or create a demand for additional housing.
TRANSPORTATION
The Edinger Corridor Study does recommend that a new roadway be located
through a shopping center. However, the current concept of the roadway is
aligned with an interior drive aisle and provides for the retention of the
existing parking areas. As-this concept evolves into a precise engineering
design plan, further environmental analysis should be completed to
determine the potential impacts on the parking area. Additionally, the
Edinger Corridor Study recommends that a precise parking demand
regulation be developed which would determined the actual need and
location for parking which will accommodate future uses.
PUBLIC FACILITIES
The Edinger Corridor Study recommends various conceptual improvements
to Edinger Avenue. It is anticipated that these improvements to Edinger
Avenue will occur simultaneously with the undergrounding of the overhead
utilities - thus, reducing the potential for additional impacts to the area.
' Additionally, the Edinger Corridor Study provides parameters which will
guide the development of the engineering plans. At the completion of these
plans, precise impacts will be known.
ENERGY
It is not anticipated that the Edinger Corridor Study (or resultant projects)will
use substantial amounts of fuel and energy, or require the development of
new energy sources.
UTILITIES
The Edinger Corridor Study (or resultant projects) will not result in a need for
new systems or substantial alterations to existing utilities.
HUMAN HEALTH
The Edinger Corridor Study (or resultant projects) will not create health
hazards of expose people to potential health hazards.
AESTHETICS
The Edinger Corridor Study (or resultant projects) will not obstruct scenic
vistas or create structures that will be aesthetically offensive to the public.
' RECREATION
The Edinger Corridor Study (or resultant projects) will not impact the quality
or quantity of existing recreational opportunities.
' CULTURAL RESOURCES
There are no'existing structures, areas or sites that have any historical,
cultural, religious or archaeologically value within the area.
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ENVIRONMMAL CMMIST FORM
Background
1. Name of Proponent City of Huntington Beach
' 2. Address and Phone Number of Proponent Community Development
Department, 2000 Maint Street, Huntington Beach, CA
' 3. Date of Checklist Submitted
4. Agency Requiring Checklist City of Huntington Beach
' 5. Name of Proposal, if applicable Edinger Corridor Stud
II. Environmental Impacts
' (Explanations of all "yes" and "maybe" answers are required on attached
sheets.)
' Yes Maybe No
1. Barth. Will the proposal result in:
' a. Unstable earth conditions or in changes in
geologic substructures? X
b. Disruptions, displacements, compaction or
' overcovering of the soil? X
c. Change in topography or ground surface
' relief features? X
d. The destruction, covering or modification
' of any unique geologic or physical features? X
e. Any increase in wind or water erosion of
soils, either on or off the site? X
f. P�
Changes in deposition or erosion of beach
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sands, or changes in siltation, deposition or
' erosion which may modify the channel of a
river or stream or the bed of the ocean or
any bay, inlet or lake? X
' g. Exposure of people or-property to geologic `
hazards such as earthquakes, landslides,
mudslides, ground failure, or similar hazards? X
' Yes Maybe No
2. Air. Will the proposal result in:
' a. Substantial air emissions or deterioration
of ambient air quality? I
' b. The creation of objectionable odors? X
c. Alteration of air movement, moisture, or
temperature, or any change in climate,
either locally or regionally? X
' 3. Water. Will the proposal result in:
a. Changes in currents, or the course of di-
rection of Water movements, in either marine
or fresh waters? X
b. Changes in absorption rates, drainage pat-
terns, or the rate and amount of surface
runoff? X
c. Alterations to the course or low of flood
waters? X
' d. Change in the amount of surface water in
any water body? X
e. Discharge into surface waters, or in any
' alteration of surface water quality, in-
cluding but not limited to temperature,
dissolved oxygen or turbidity? X
f. Alteration of the direction or rate of flow
of ground waters? X
' g. Change in the quantity of ground waters,
either through direct additions or with-
drawals, or through interception of an
' aquifer by cuts or excavations? X
h. Substantial reduction in the amount of
water otherwise available for public
water supplies? X
i. Exposure of people or property to water re-
lated hazards such as flooding or tidal waves? X
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4. Plant Life. Will the proposal result in:
' a. Change in the diversity of species, or num-
ber of any species of plants (including trees,
' shrubs, grass, crops, and aquatic plants)? X
Yes Maybe No
b. Reduction of the numbers of any unique, rare
or endangered species of plants? X
c. Introduction of new species of- plants into an
area, or in a barrier to the normal replenish-
ment.of existing species? X
d. Reduction in acreage of any agricultural crop? X
5. Animal Life. Will the proposal result in:
' a. Change in the diversity of species, or num-
bers of any species of animals (birds, land
animals including reptiles, fish and shell-
fish, benthic organisms or insects)? x
b. Reduction of the numbers of any unique,
, rare or endangered species of animals? x
c. Introduction of new species of animals into
an area, or result in a barrier to the migra-
tion or movement of animals? X
d. Deterioration to existing fish or wildlife
habitat? X
6. Noise. Will the proposal -result in:
a. Increases in existing noise levels? X
b. Exposure of people to severe noise levels? X
?. Light and Glare. Will the proposal produce new
light or glare? X _
8. Land Use. Will the proposal result in a sub-
stantial alteration of the present or planned
land use of an area? x
9. Natural Resources. Will the proposal result in:
' a. Increase in the rate of use of any natural —
resources? x
10. Risk of Upset. Will the proposal involve:
a. A risk of an explosion or the-release of
hazardous substances (including, but not
' limited to, oil, pesticides, chemicals or
radiation) in the event of an accident or
upset conditions? X
Yes Maybe No
b. Possible interference with an emergency
response plan or an emergency evacuation
plan? X
11. Population. Will the proposal alter the location,
distribution, density, or growth rate of the human
population of an area? X
12. . Sousing. Will the proposal affect existing hous-
ing, or create a demand for additional housing? X
' 13. Transportation/Circulation. Will the proposal
result in:
a. Generation of substantial additional
vehicular movement? X
1 b. Effects on existing parking facilities, or _.
demand for new parking? X
c. Substantial impact upon existing transpor-
ttatioa systems? X
d. Alterations to present patterns of circula-
tion or movement of people and/or goods? X
e. Alterations to waterborne, rail or air traffic? X
f. Increase in traffic hazards to motor vehicles,
bicyclists or pedestrians? X
14. public Services. Will the proposal have an effect
' upon, or result in a need for new or altered gov-
ernmental services in any of the following areas:
' a. Fire protection? X
b. Police protection? _X
' c. Schools? X
' d. Parks or other recreational facilities? X
e. Maintenance of public facilities, including
' roads? X _
f. Other governmental services? X
15. Energy. Will the proposal result in:
a. Use of substantial amounts of fuel or energy? x
,
b. Substantial increase in demand upon existing Yes Maybe No
sources or energy, or require the development
of new sources of energy? IL
16. Utilities. Will the proposal result in a need for
new systems, or substantial alterations to
Utilities. IL
17. Human Health. Will the proposal result in:
a. Creation of any health hazard or potential
health hazard (excluding mental health)? X
b. Exposure of people to potential health
hazards? X
' 18. Aesthetics. Will;�the proposal result in the
obstruction of any scenic vista or view open to
1 the public, or will the proposal result in the
creation of an aesthetically offensive site open
to public view? _ X
19. Recreation. Will the proposal result in an
impact upon the quality or quantity of existing
recreational opportunities? X
20. ' Cultural Resources.
a.. Will the proposal result in the alteration
of or the destruction of a prehistoric or
historic archaeological site? X
b. Will the proposal result in adverse physical
or aesthetic effects to a prehistoric or
historic building, structure, or object? X
' a._ Does the proposal have the potential to
.cause a physical change which would affect
' unique ethnic cultural values? X
d. Will the proposal restrict existing religious
or sacred uses within the potential impact
' area? X
21. Mandatory Findings of Significance.
a. Does the project have the potential to degrade
the quality of the environment, substantially
.reduce the habitat of a fish or wildlife _
species, cause a fish or wildlife population
to drop below self sustaining levels, threaten
to eliminate a plant or animal community, re-
duce the number or restrict the range of a rare
or endangered plant or animal or eliminate
Yes Maybe No
' important examples of the major periods of —
California history or prehistory?
b. Does the project have the potential to achieve
short-term, to the disadvantage of long-term,
environmental goals? (A short-term impact on
the environment is one which occurs in a rela-
tively brief, definitive period of time while
long-term impacts will endure well into the
future.)
' c. Does the project have impacts which are
individually limited, but cumulatively con-
siderable? (A .project may impact on two or
' more separate resources where the impact on
each resource is relatively small, but where
the effect of the total of those impacts on .
the environment is significant.) _
d. Does the project have environmental effects
which will cause substantial adverse effects
on human beings, either directly or indirectly? _
III. Discussion of Environmental Evaluation
~ Please refer to .previous pages.
IV. Determination
On the basis of this initial evaluation:
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I find that the proposed project COULD NOT have a significant effect
on the environment, and a NEGATIVE DECLARATION will be prepared. ❑
I find that although the proposed project could have a significant
' effect 'on the environment, there will not be a significant effect in
this case because the mitigation measures described on an attached
sheet have been added to the project. A NEGATIVE DECLARATION WILL BE
PREPARED. ❑
I find the proposed project MAY have a significant effect on the
environment, and an ENVIRONMENTAL IMPACT REPORT is required. []
Date Signature
For
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� Utility
Undergrounding
� Program
REQUEST FOR CITY COUNCIL ACTION
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Date June 24, 1988
BY
Submitted to: Honorablp Mayor or and City Council
V",7ty
cis c:�care �
Submitted by: Peril E. .,00k, Cjj:y Adtninistrz40)r
Prepared by:--- Lt-s-G. 1-vans,--Acting Uirector cif-Public Works
-CITY I k"-
Subject: 1:'Llinqer Avenue Underground Utility DisLrict - Project Lifflit inger Ave.
13'Ptween GoLhard St. and 451T East of Beach Blvd. and Beach Blvd. Between
I. lolt Ave. and 1.50' Norl-h of Edint.jer Ava.
Consistent with Council Policy? [X1 Yes Now Policy or Exception
Statement of Issue, Recommendation, Analysis, Funding Source, Alternative Actions, Attachments-,
�.iLjiLumvnt Of ISSLle:
It is recumnicnded that the Edinger AvcnUe Underground Utility 01strict be enlaryud to
include thp re[TIOVAI of four additiorml utility poles.
Necommondation:
Adopt Resolution Nurnhpr 4*1,4 which ezital))ishes Underground Utility District No. 88-1.
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A n 0 1 y 5 i..i.
On Derember 7, 1987, City Council adopted Ht-solution No. 5827, thereby Pstablishing
Underground Utility District No. 88-1. After further study and deliberation, it appears
desircublp to axLeiid the di*Lrirt in order to remove additional polms near the intersection
of beach Olvd. and 1-dinger. Ave.
Funding Source:
Thp preliminary cost estimate is $Z,tJUU,UOO fur the entire pruj(-ct.
Appropriationo for this projert have not hecn made. I-'undlng will lie available frum tax
incrprripnt fundi. that WUL)ld COMC from the Huntinoton Center Commercial District
Redf-velopinf-,111: Project. thiriml the npxL Lwo yearr..
AlterniAivv Actions:
Dr my appruval of the rtivi3lon.
Attachments,
Rezmh)tion No. 909-?
PEC.Lr,1_":U51.-dw
RESOLUTION NO. 5899
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
HUNTINGTON BEACH ESTABLISHING UNDERGROUND UTILITY
DISTRICT NO. 88-1 AND REPEALING RESOLUTION NO, 5827
' WHEREAS, by Resolution , No. 5887 , a public hearing was
called for July 5, 1988 , 1988 at the hour of 7 :30 p.m. ,
' or as soon thereafter as the matter could be heard , in the
Council Chambers of the Civic Center, to ascertain whether the
public necessity , health., safety or welfare requires the
removal of poles, overhead wires and associated overhead
structures and the underground installation of wires and
facilities for supplying electric, communication, or similar
Ior associated service to the property within the public
right-of-way on Edinger -. Avenue between Gothard Street and
Beach Boulevard and on Beach Boulevard between Edinger Avenue
and Holt Avenue and utilities concerned in the manner and for
the time required by law; and
' The'. Council finds that the area established by Resolution
No . 5827 should be expanded to the area as stated below; and
Such hearing has been duly and regularly held, and all
persons interested have been given an opportunity to be heard;
and
' NOW, THEREFORE., BE IT RESOLVED that the city Council of
' the City of Huntington Beach hereby finds and determines that
the public necessity, health, safety and welfare requires the
removal of poles, overhead wires and associated structures,
and the underground installation of wires and facilities for
supplying electric, communication, or similar or associated
' service within that area designated as Underground District
� y
No. 88-1, more particularly described as follows :
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The full 100 to 110 feet right-of-way width of Edinger
Avenue from the centerline of Gothard Street to the
centerline of Beach Boulevard and a 25 foot wide strip
' north and south of the southerly right-of-way line of
Edinger Avenue and the San Diego Freeway on-ramp extending
from---t-he centerline to 450 feet east of the . centerline: of.____
Beach Boulevard and the full 132 feet right-of-way width
of Beach Boulevard between the centerline of Holt Avenue
and 150 feet north of the centerline of Edinger Avenue.
The above described area is hereby established as
Underground District No . 88-1 .
1 FURTHER RESOLVED thatthe City Council of the City of
Huntington Beach finds that:
(a ) Such undergrounding will avoid or eliminate an
unusually heavy concentration of overhead distribution
facilities; and
(b) Said street is extensively used by . the general public
and carries a heavy volume of pedestrian and vehicular traffic .
FURTHER RESOLVED that all poles, overhead wires and
associated overhead structures shall be removed and
underground installations made in said underground utility
district not later than June 30, 1991 by all affected utility
' companies .
FURTHER RESOLVED that Resolution No. 582.7 and all other
resolutions in conflict herewith are hereby repealed .
' FURTHER RESOLVED that the City Clerk , within ter, ( 10 ) days
after the adoption of this resolution, shall mail a copy
hereof and a copy of the Huntington Beach Municipal Code
Chapter 17 .64 to affected property owners, if any, as shown on
the last equalized assessment roll , and to the affected
1 mtiliLi-Es.
ti
-
1 1\
) -
PASSED AND ADOPTED by the City Council of the City of
Huntington Beach at a regular meeting thereof held on the Sth
day of July , 1988 .
Mayor
ATTEST: APPROVED AS TO FORM:
City Clerk G ornby -ae
REVIEWED AND APPROVED: INITIATED AND APPROVED:
City Administrator Acting Director of Public
Works
i
be
3
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CIRCULATION PLAN OF ARTERIAL
...
- - STREETS AND HIGHWAYS
LEGEND
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CITY OF
HUNT INGTON BEACH --
ORA COV.�r �A�I�ORtwq 1
e1N.0"rR4 VAVND &rWrY ,ol�S'T�P/CT
Res. No. 5899
STATE OF CALIFORNLA )
0 F 0 E
. COMM RANG ss:0 )
CITY 07 HURr INGTON 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 ='Jority of all the members of said City Council
' at a regular meeting thereof held on the • 5 th day
Of Ju1 v , 19 8,,8 by the following vote:
AYES; Councilmen:
Kglly, Green,_Finley, Maya. Winche 1 .$mister
. f
' r NOES: Councilmen:
None
ABSENT: Councilmen:
Erskine
City Clerk and ex•offid'io Clerk
of the City Council- of the City
of Huntington beach, California
' Property Owners
Meeting Minutes
��• rwl4 CITY OF HUNTINGTON MACH
INTER-DEPARTMENT COMMUNICATION
Mty1.T111(,TpM l(A[M -
' Douglas N. La Belle From
To Deputy City Administrator/ Tom Andrusky
Economic Development Project Manager
Subject EDINGER.CORRIDOR MEETING Date November 15, 1988.
WITH PROPERTY OWNERS HELD ON
NOVEMBER 10, 1988 AT GOLDEN WEST
COLLEGE COMMUNITY CENTER
1
The purpose of this report is to summarize the meetings we, had with property owners
along the Edinger Corridor. -
' Those who participated in the meetings were: : '
' Carl Langston - Golden West College
Christine Huard Spencer - OCTD
Dave Michaelson- OCTD
Torn Andrusky, Project Manager (City Staff)
Michael Connor, Professional Intern (City Staff)
Charles Hallums - MaceRich
Carol Butler- American Savings
' Henry Fusco- American Savings
David C. Perry- Goodyear
Stephen Dodge - Huntington Capital Corp.
Everett Dodge - Huntington Capital Corp.
Al Strand - Terranomics
Dotson Bennett - Mercury Savings
Didier CamilIeri - Cami Child Care
Brian E. Rechsteiner-Mobil Oil
Frank Haselton -SWA (City Consultant)
Jim Kawamura - KHR (City Consultant)
Al Strand - Terranomics
Sandy King- Terranomics
The following is a brief summary of our meetings with those present. Staff and
consultants briefly presented preliminary information regarding the Edinger Corridor
Traffic Circulation Improvement Study-'and elicited comments from those present. The
meetings were scheduled throughout the. day to afford the opportunity for individual
owners to have ample opportunity for discussion and comments.
The traffic circulation improvements. proposed .at this stage include (1) widening of
' Edinger 10 feet on on the north and south side from Beach and Edinger on -the east to
Edinger and the SPRR tracks on the west. This widening would not.provide for an
additional travel lane but would improve flow through dual left turd` into Huntington
Center, improved right turn access, (2) closing off mid-block left turn access heading
west on Edinger, (3) synchronizing signals, (4) a new road from the Center. Avenue on-off
ramps on the north and extending south to Edinger. This would be a four lane road (2
lanes north and 2 south) with a width of 64 ft. and an approximate length of 800 ft., (S) a
new transit way for busses to enter the Huntington Center parallel to Edinger and exit to
the north on Center Avenue.
Douglas N. La Belle
November 15, 1988
Page Two
' Carl Langston — Golden West Colley
' The information was received and would be reported back to Golden West College
__Administration. The possible Edinger Corridor improvements would take place between
Beach on the east and the SPRR on the west. Golden West College does not have land
that fronts directly.on this portion of Edinger.
' It was indicated that the college is considering a joint commercial development at the
. northeast corner of Goldenwest and Edinger and at the southwest corner of Gothard and
McFadden (golf driving range). No objections were presented'by the Golden West College
representative,
Christine Spencer and Dave Michaelson —OCTD
' The OCTD representatives were generally supportive of the concepts of transit routing
closer to Huntington Center and to bus turnouts.
Slbarks Hallums — MaceRichh received the information presented and indicated that we
should prepare a packet of the interim report and send to Skip Keyzers for review and
comment.
Carol BUI]Cr and Henry 3. Fusco — American Sam
The American Savings representatives responded to the concept of (1) widening each side
of Edinger 10 feet to enhance traffic flow and not add a travel lane, (2) the.possible new
road which would extend Parkside north to the Center Avenue on/off ramps and the (3)
rendering of the Corridor that showed gateways as part of an overall landscape design.
American Savings (1) suggested that 20 ft. be taken from the north side of Edinger since
the shopping center was the largest traffic generator, (2) wanted to ensure visibility and
would be against landscaping that would block visibility, (3) access and egress from
Edinger was most important and (4) that they would not want their parking impacted by
widening Edinger and/or Parkside.
David C. Per — GQod ear indicated his company would be against widening Edinger 10
ft. because.it would negatively impact existing parking.
2.ephzn I?gdge and Everett Dodge — Huntington Capital Corporation are owners of the
southeast corner of Edinger and Beach and were generally supportive of the improving
traffic circulation on the Edinger Corridor. Also, the representatives of Huntington
Capital Corporation expressed an interest in becoming the developer for the southwest
corner of Edinger Avenue and Beach Blvd. Staff suggested that a letter of interest be
sent to the Economic Development Department of Huntington Beach.
' Dotson Bennett -- Mercury Savings indicated that Mercury would be against any deletion
or major change in the access and egress pattern into Mercury property. The Mercury
representative indicated they would provide information on_ customer trips and employee,
trips into their facilities if needed.
Douglas N. La Belle
November 15, 1988
Page Thrce
' A] .strand - Terranomics wanted to know more detail about the City's goals and
alternatives regarding traffic circulation. Staff indicated the goal was to work together
toward mutually created and acceptable traffic circulation improvements
Qidier Camillerj - Cami Child Care indicated that the proposed traffic circulation
improvements would not directly impact his property.
Brian Bechstelner - M i it indicated that his company would be concerned about the
extent of street widening on Beach and Edinger.
Recommendations and conclusions as we proceed with_the Edinger Corridor Traffic
' circulation improvement Project.
a. Continued focus is needed.t on traffic circulation improvements and the written
' material and graphics shouldreflect this emphasis.
b.• Continued close communication between City staff (Economic Development, Public
' Works, Engineering and Traffic, and Community Development is important).
c. Contact with CalTrans on our proposals should be made to obtain feedback.
fd. The methodology that includes a (1) thorough inventory of existing circulation
facilities, (2) thoroughly articulated proposed improvements to the traffic circulation
system and (3) a thorough description of how much future development might be
' anticipated with proper traffic improvements is important.
e. Continued sensitivity to the accegs and egress issues of all properties as relates to
written and graphic analysis is important.
f. Continued awareness of the concept that all traffic circulation improvement projects
' are part of the total solution to improved traffic flow. Key elements include (1)
Gothard-Hoover Extension, (2) Center Avenue off-ramp and Center Avenue widening,
(3) McFadden overpass potential expansion, (4) Edinger-Beach widening project, (5)
impact of possible improvement to the Edinger I-405 south bound on-ramp.
' g. Continued awareness of coordination with underground utility project.
' 1 will be in contact with our SWA/KHR Consultant Teams this week to formulate our next
action steps.
' TA:sar
xc: Paul E. Cook, City Administrator
Pat Spencer, Director of Housing & Redevelopment
' Lewis Sandoval, Director of Public Works
Les Evans, City Engineer
Bruce Gilmer, Traffic Engineer
Jack Miller, Principal Engineer
' Mike Adams, Acting Director of Community Development
Frank Haselton, SWA
Jim Kawamura, K14R
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6.0 REGIONAL POLICY
As mentioned throughout this study, the circulation problem - and
challenge - is regional in nature and directly impacts the local situation.
Therefore, a cooperative working relationship among neighboring cities
and County agencies to address regional circulation issues should be
pursued. Regional problems deserve regional attention. The following
programs are directed towards cooperative effort among different agencies.
' 20 Year Master Plan of Transportation Improvements
The 20-Year Master Plan of Transportation Improvements is a program
generated from the Orange County Transportation Commission (OCTC)
that proposes to provide approximately $11.6 billion in Orange County
over the next two decades. The Master Plan was developed following a
survey of Orange County residents, a series of public workshops and
consultations with a citizens' committee. Approximately $8.5 billion
would be generated from existing sources including Cities' general funds,
developer fees, bus fares, and anticipated motorist tolls - from east and
south Orange County. The remaining $3.1 billion would be derived from
a proposed 1/2 cent sales tax. Although the wording for the initiative has
not been finalized, it is anticipated that the proposal will be on the
November 7, 1989 election ballot.
As a condition of receiving any new sales tax revenue, OCTC mandates
that " . . . every city and the County of Orange must adopt a
comprehensive growth management plan to link traffic relief and
carefully-planned future development." The City of Huntington Beach
has developed a draft growth management plan. Therefore, should the
ballot measure be successful, the City has satisfied this mandate.
Additionally, the Master Plan calls for an ". . . improved cooperation
between neighboring cities . . . ." However, there are no distinct guidelines
in order to implement this "improved cooperation."
California Planning Foundation Task Force on Transportation Planning
The California Planning Foundation is a tax exempt educational
organization serving the California Chapter of the American Planning
Association. In 1987, a task force was convened from the membership of
the California Planning Foundation in order to discuss the gap between
land use and transportation planning. Some of their ideas are relevant to
the Edinger Corridor Study. The Task Force stated their ideas within
four categories:
6.1
1
* Educational and Informational Programs
1 * Strengthened Planning Systems
* Regional and Local Transportation Funding
* Regional Land Use/ Authority
' Public Education and Information Programs
The Task Force encouraged that a program(s) be developed at a regional
level (countywide) which would focused on developing alternative
projections of incremental levels of land development and transportation
capacity. The alternative plans would depict broad choices and discuss the
impacts of each of the choices. These alternatives would then be used as a
basis for a series of public workshops involving residents, business and
industry leaders, citizen groups and decision makers. The intent of such a
program is to develop a consensus on the problems and, subsequently, a
solution.
Strengthened Planning Systems
The Task Force cites that two problems with transportation planning are
the lack of consistency among land use plans and circulation plans, and
the lack of coordination among agencies at the regional and subregional
levels. It recommended that the requisite circulation element of each
agency's general plan be transformed into a comprehensive transportation
element with systems and methods that are consistent and coordinated
with the land use element.
The Task Force further recommended that local transportation and land
use plans be mandated to be coordinated with regional transportation and
land use plans. Local land use elements would be analyzed to assess the
regional impacts.
Conversely, regional agencies should be mandated to prepare
transportation plans that would have local review in order to determine
any inconsistencies. The Task Force suggested that a regional
transportation planning agency be vested with the authority to review
major development projects the would exceed a specified threshold.
Under this category, it was recommended that a single state agency be
given the responsibility to develop an singular set of transportation goals
and policies. This entity would focus upon the following:
' 6.2
* Periodic evaluation of transportation goals, specific
objectives and alternative strategies for achieving these
objectives; and
' * Monitoring short-term operational and programming
decisions for consistency with the strategic goals.
Regional and Local Transportation Funding
The Task Force recommends, in view of declining traditional sources of
funding (e.g., gas taxes, fares etc.), the need to investigate innovative
funding mechanisms which will automatically result in coordinating land
use and transportation planning.
An example would be the assessment of linkage fees. "Trip-end fees"
based upon the number of trips and the type of land use generating the
I trips is a current example. Several agencies within the State are already
implementing variations of these types of fees. The Task Force further
stated that such fees could be structured to create a market-type incentives
1 which would help to shape a better balance of land uses with respect to
infrastructure and services.
Traffic Abatement Districts which could traverse municipal boundaries
could be established which would have the responsibility and authority to
regulate traffic, impose tolls, administer parking controls and parking
taxes and provide current traffic information to highway users. Finally,
within this category, the Task Force stressed the need to allocate federal
funding to regional agencies to address regional transportation problems.
Currently, rigid and categorical limitations restrict the distribution of
funds to regional agencies.
Regional Land Use/Transportation Authority
' The Task Force states that IT]he root of the transportation problems in
our urban regions lies in the separation of responsibility for planning land
development and responsibility for planning transportation systems. "
There is a gap between the state and local controls for land use and
transportation planning. Regional agencies do not have vested authority
to exercise land use or transportation discretion. To vest such authority to
such an agency is a very difficult task. However, the Task Force felt that
this type of suggestion is timely in order to focus on the underlying
premise of the regional transportation problem.
I
' 6.3
1
Pending Legislation
Senator Marian Bergeson chairs the Senate Select Committee on Planning
For California's Growth. Recently, the committee has developed a series
of Senate Bills (SB) which address the issues of providing State policies to
guide local development decisions. The following is a brief summary of
pending legislation that relates to this Section.
Senate Bill 967
SB 967 revises the State Government Code portion addressing general
plan law. Specifically, it requires that the requisite circulation element be
revised to be a transportation element. The transportation element would
have regional considerations and requires that the California
Transportation Commission to give preference to cities that promote
1 transportation system management and carry out the state's housing
policies. SB 967 also requires regional transportation plans to consider
local general plans.
' Senate Bill 969
1 SB 969 promotes increased regional cooperation by clarifying the
relationships between local governments and their regional agencies. SB
969 further requests a more formalized process for setting regional goals
and a more decentralized approach for implementing such goals.
Summary
The preceding note several methods.of dealing with the
P gg
regional scale of transportation problems. Although it is not in the scope
this study to endorse or dismiss any of these suggestions, the City of
Huntington Beach should be aware of the current attempts to address
regional problems.
It should be noted that a window of opportunity exist at the current time
as indicated by recent legislation and transportation related construction.
' Edinger Corridor represents a regional problem affecting individual
property owners. The previous Section (Summary of Mitigation
Measures) recommends alternatives that will benefit both local property
owners and regional traffic. Therefore, the City is in the apparent position
to contribute to and benefit from the regional circulation moves and
available resources, respectively.
1 6.4
t
7.0
ACKNOWLEDGEMENTS
1
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' 1
7.0 ACKNOWLEDGEMENTS
The following individuals and organizations are acknowledged for their
contributions to the Edinger Corridor Study.
The City of Huntington Beach
Tom Andrusky, Project Manger
Doug LaBelle,.Deputy City Administrator/Director of Economic Development
Pat Spencer, Director of Housing and Redevelopment
Hal Simmons, Senior Planner
Les Evans, City Engineer
Bruce Gilmer, Traffic Engineer
Orange County Transit District
Christine Huard Spencer, Senior Planner
Orange County Transportation Commission
Lisa Mills, Manager of Planning and Programming
Property Owners
MaceRich Co. Mobil Oil Corp.
American Savings Golden West College
Terranomics Goodyear
Huntington Capital Corp. Cami Child Care
*RTM - Arby's
*Watt Management
*Lincoln Savings
*Telephone and/or Meeting other than 11-10-88 Workshop.
The SWA Group
Donald Tompkins
Frank Haselton
Mary Jo Bohart
Tom Lamb
KHR Associates
Jim Kawamura
Bob Kirpatrick
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' Traffic Data
KKR ASSOCIATES
HIGHWAY CAPACITY METHOD • SIGNALIZED INTERSECTION CAPACITY 3 LEVEL OF SERVICE ANALYSIS
jC==UNT=DO ATE: NA CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY: K HEIN KHR CODE: ED1
•....... .... ..... ............ ............
LOCATION: HUNTINGTON-BEACH-•--.- PEAK HOUR: 5:00-TO-6:00-P.M�•------ COMMENTS: EXISTING P.M. PEAK HOUR
................................... ....................................
NORTH-SOUTH STREET: SOUTHBOUND I-405 RAMPS CONTROL: 1 PHASE
....................... ........................ ....................................
EAST-WEST STREET: CENTER AVENUE CONTROL: 2 PHASES
....................... . ................ ....................................
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I IIDEALI NO.ILANE ILANESI...................................................................................I SAT.
'APPROACH IMOVE-ISAT. I OF IGROUPI IN I LANE WIDTHI% HEAVY VEHI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
DIRECTION IMENT IFLOW ILANESIMOVE.IGROUPI FEETI Fw I % I Fhv I % I Fg I/HOURI Fp I/HOURI Fb I1.=C8DI Fe ITURN ITURN*I(VPHG)
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CUTHSOUNDILEFT 11800I 21 L I 21 121 1.00I 21 .99I -4I 1.021 OI 1.001 OI 1.001 OI 1.00I 1.001 .95I 3454
SOUTHBOUNDIRIGHTI 18001 11 R I 11 121 1.00I 21 .991 -4I 1.021 OI 1.00I OI 1.00I OI 1.00I .85I 1.001 1545
STBOUND ILEFT 11800I 11 L I 11 121 1.001 21 .991 OI 1.00I OI 1.00I OI 1.00I OI 1.001 1.00I .95I 1693
EASTBOUND ITHRU 11800I 21 T 1 21 121 1.00I 21 .99I OI 1.00I 01 1.00I OI 1.00I OI 1.00I 1.00I 1.00I 3564
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STBOUND ITHRU 11800I 11 T I 11 121 1.00I 21 .99I 01 1.00I 01 1.00I 01 1.00I 01 1.001 1.00I 1.00I n82
�IESTBOUND IRIGMTI 1800I 11 R I lI 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I .85I 1.00I 1515
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SOUTH80UNDILEFT I 6391 .90I 7101 7101 1.00I 7101 L I .21l 14.01 .233I 8061 .881I 16.91 7.921 1.00I 24.81 C 119.2I C
CUTHBOUNDIRIGHTI 1841 .901 2041 2041 1.001 2041 R I .13I 60.01 11 15451 .1321 OI .002I 1.00I .0021 A IIIIIIIIIIIII
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ASTBOUND ILEFT I 6611 .901 7341 7341 1.001 7341 L I .431 26.01 .4331 T341 1.001 12.91 25.81 1.001 38.81 D 127.0[ D
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KNR ASSOCIATES
HIGHWAY CAPACITY METHOD - SIGNALIZED INTERSECTION CAPACITY 8 LEVEL OF SERVICE ANALYSIS
FCO==;szx===ssx====z=ssasassss===ssssssss=====s=========s===xssrs=====UN DATE: NA CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY: K HEIN KKR CODE: ED2
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LOCATION: HUNTINGTON-BEACH
.-.--- PEAK HOUR: 5:00 TO 6:00 P.M. COMMENTS: ALTERNATIVE 1 FUTURE P.M. PEAK HOUR
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I IIDEALI NO.JLANE ILANES1--------------...- - . ----------...--...-----.....-..---------------------------I SAT.
IPPROACH (MOVE-ISAT. I OF IGROUPI IN I LANE WIDTHIX HEAVY VEHI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
DIRECTION IMENT (FLOW I LANES IMOVE.I GROUP I FEETI Fw I % I Fhv I % I Fg I/HOURI Fp I/HOUR) Fb [1=CBDI Fe (TURN ITURNaI(VPHG)
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OUTHBouND1LEF7 1 1800I 21 L 1 2I 121 1.001 21 .99I -41 1.021 OI 1.00I OI 1.001 01 1.00I 1.001 .951 3454
SOUTHBOUNDIRIGHTI 18001 11 R 1 11 121 1.001 21 .991 -41 1.021 OI 1.001 OI 1.001 OI 1.001 .851 1.001 1545
asssrs=aaa=asaaaaxaaaasaaaraaaaaaaaasaas=a=a=sauaa=as=saaaaaaa=a=asaaasssaasauasaa=aaa==aaaaraaaasaassusassasaaauaaaaaaaaaaas
ASTBOUND (LEFT 1 1800I 11 L 1 1I 12I 1. 01 21 .991 OI 1.001 01 1.001 01 1.001 01 1.001 1.001 .951 1693
EASTBOUND ITHRU 1 18001 21 T 1 21 121 1.001 21 .991 of 1.001 of 1.001 01 1.001 01 1.001 1.001 1.001 3564
-a=ssrrsssasa=aassasraaaaaaara=aaa=aassrssa===a===a====aa=agar===rrsaasasrsussss=uaaaaaaaaaarsss=saaaar»ssrssssaasuaassaauaaa
STBOUND ITHRU 1 18001 11 T I 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 1.001 1782
ESTBOUND IRIGHTI 18001 11 R I 1i 121 1.001 21 .991 OI 1.001 OI 1.001 01 1.001 01 1.001 .851 1.001 1515
ssaaasassaasasaaa=sasraaaaasaussaaausssaasa=aaasaa=aaaaaaaaaaasasssssasaausaaaaaaaraaaasssuaaaaasaaauaaaaaaaaatsaaasassaaaseas
I I I PEAKI MOVE IGROUPILANE IADJ. I I I I I I I I I I I [INTERSECTION
I IMOVE.1 HOURI FLOWIFLOW 1UTIL.IFLOW ILANE IFLOW IGREEN IGREEN I LANE 1VOL./[1ST 12ND IPROG.ILANE (LANE (APPROACH LEG
APPROACH (MOVE-1 VOL.IFACT.1 RATEIRATE IFACT.IRATE 1GROUPIRATIOITIME IRATI0IGROUPICAP. (TERM ITERM 1FACT.IGROUPIGROUPI------------
LIRECTION IMENT I(VPH)I(PHF)I(VPH)I(VPH)1 (U) I(VPH)IMOVE i(V/S)I(SEC)I(G/C)ICAP. 1RATIOIDELAYIDELAYI(PF) IDELAYI Los IDELAYI Los
ssasaaaaaaaasaaaasaauaaaaasaasgas_-asa"aaasariaasaaaas.arias.assasuuaaaaaaaaaaaasaaassasasaaaasuaaaasaaasaaaaaassasassaaaaas
HBOUNDILEFT 1 6391 .901 7101 7101 1.001 7101 L 1 .211 12.01 .2001 6911 1.031 18.41 33.81 1.001 52.11 E 1 33.51 0
SOUTHBOUNDIRIGHTI 3561 .901 3961 3961 1.001 3961 R 1 .261 601 11 15451 .2561 01 .0201 1.001 .0201 A Iliilllllllll
aassaaasssaaaauaaaraaaaaaaaasaaasaaaarraararasraaarrrsazaarssaaaasarrsraaararaaraaaaasaaasaaasaasaaasaaaaasaaaaaaaasasaassaaaass
STBOUND 1LEfT I 8061 .901 8961 8961 1.001 8961 L ( .531 23.01 .3831 6491 1.381 18.41 264.1 1.001 283.1 F 1 162.1 f
EASTBOUND ITHRU 1 5791 .901 6431 6431 1.051 6761 T 1 .191 48.01 .8001 28511 .2371 1.131 .0081 1.001 1.131 A IIIliilllllll
asaaaaassasaa=asaaaaaaassaaaaaaaaazaasauaasaraaassasaaaaaaaaaasassaaasaaaussaaaaaaaaaasaa-_suaaaaasasaz_-asssaaaaauaaaaasaa
STBOUND ITHRU 1 6661 .901 7621 7621 1.001. 7621 T 1 .431 25.01 .4171 7431 1.031 13.61 32.41 1.001 45.91 E 1 23.61 C
WESTBOUND (RIGHT) 6561 .901 7291 7291 1.001 7291 R 1 .481 601 11 15151 .4811 01 .1951 1.001 .1951 A IIIIIIIIIIIII
ssaaaaasaasaasaaasasaaaaaaaaaaaaaaaaa=aasaeaaraasasaasasauaasaaaaaaaaaassaaassaassaaaasasaaaaa[OTCA--L=I-W;;R-S;;;I=OON--D-E-L-AY 78.3 SECONDS TOTAL INTERSECTION LEVEL Of SERVICE f
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r
r
r
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KHR ASSOCIATES
HIGHWAY CAPACITY METHOD - SIGNALIZED INTERSECTION CAPACITY 3 LEVEL OF SERVICE ANALYSIS
COUNT DATE: NA CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY: K HEIN KHR CODE: E03
........ .... ..... ............
LOCATION: HUNTINGTON BEACH PEAK HOUR: 5:00 TO 6:00 P.M. COMMENTS: ALTERNATIVE 2 FUTURE P.M. PEAK HOUR
- •- ---•-•
NORTH-SOUTH STREET: SOUTHBOUND I-405 RAMPS CONTROL: 1 PHASE
..............•......... ....................................
EAST-WEST STREET: CENTER AVENUE••••••.--- CONTROL: 2 PHASES
........ . ...... _........----......---..............
I I I I I I ADJUSTMENT FACTORS 1 lislisleS
I IIDEALI NO.ILANE ILANESI............................................••... •-_--......I SAT.
APPROACH IMOVE-ISAT. I OF (GROUP( IN I LANE WIDTHIX HEAVY VEHI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
'DIRECTION IMENT IFLOW ILANESIMOVE.IGROUPI FEETI Fw I % I Fhv I % I Fg I/HOUR( Fp I/HOUR( Fb 11=CBDI Fe ITURN (TURN*I(VPHG)
SOUTHBOUNDILEFT 1 18001 21 L 1 21 121 1.001 21 .991 -41 1.021 01 1.001 OI 1.001 01 1.001 1.001 .951 U54
SOUTHBOUNDIRIGHTI 18001 11 R 1 11 121 1.001 21 .991 -41 1.021 01 1.001 01 1.001 01 1.001 .851 1.001 1545
EASTBOUND (LEFT 1 18001 11 L 1 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 .951 1693
EASTBOUND ITHRU 1 18001 21 T 1 21 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 1.001 3564
WESTBOUND ITHRU 1 18001 11 T 1 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 1.001 1782
WESTBOUND IRIGHTI 18001 11 R 1 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 1.001 1515
z==r=eza=zzzrz===ar=aarrrzs=szzrsrzzzzzssrrrrasrzrsaaas=szarraazzzzzarraxzzrsaarzzs-arzzrzazzzzsaz=zrazzzzra«==rrrzaz- zazsssa
I I I PEAKI MOVEIGROUPILANE IADJ. I I I I I I I I I I I IINTER SECTION
I IMOVE.1 HOURI FLOWIFLOW IUTIL.IFLOW ILANE IFLOW IGREENIGREENILANE IVOL./11ST 12ND IPROG.ILANE (LANE (APPROACH LEG
APPROACH (MOVE-1 VOL.IFACT.1 RATEIRATE IFACT.IRATE IGROUPIRATIOITIME IRATIOIGROUPICAP. (TERM (TERM IFACT.IGROUPIGROUPI------------
DIRECTION IMENT I(VPH)I(PHF)I(VPH)I(VPH)) (U) 1(VPH)IMOVE I(V/S)I(SEC)I(G/C)ICAP. IRATIOIDELAYIDELAYI(PF) (DELAY) LOS IDELAYI LOS
-----x------T--x--------a-------------------r-i.-_..--r--_azr-�«=---r----«aaa_-----------------a----------___-----_-_----------rE
SOUTHBOUNDILEFT 1 6391 .901 7101 7101 1.001 710l L 1 .211 12.01 .2001 6911 1.031 18.41 33.81 1.001 52.11 E 1 28.61 D
SOUTHBOUNDIRIGHTI 5281 .901 5871 5871 1.001 5871 R 1 .381 601 11 15451 .3801 01 .0791 1.001 .0791 A IIIIIIillllil
----=x ras=s rr r rr x z««z«=z==zz az z ara a=zzz«r«zaa xrrzr«azzarsa az a azssrraaz=zsao aazaa ra««rra«zaaa=tree z z r rz««srzz«r»a«arts
EASTBOUND (LEFT 1 9511 .901 10571 10571 1.001 10571 L 1 .621 23.01 .3831 6491 1.631 23.11 591.1 1.001 614.1 F 1 314.1 F
EASTBOUND ITHRU I 8681 .901 9641 9641 1.051 10131 T 1 .281 48.01 .8001 28511 .3551 1.271 .0341 1.D01 1.311 A IIIIIIIIIIIII
-rr=xzanza««z=ara««rrraaar»ar=asasaarrraazzzsazzzz=rsrazzaaraaaarrzzaaraarzrasarazsrrazzznaaazaarrsraza«a=razaarrr«a«stars
WESTBOUND ITHRU 1 8581 .901 9531 9531 1.001 9531 T 1 -.531 25.01 .4171 7431 1.281 16.71 175.1 1.001 192.1 F 1 109.1 F
WESTBOUND IRIGHTI 6561 .901 7291 7291 1.001 7291 R 1 .481 601 11 15151 .4811 01 .1951 1.001 .1951 A IIIIIIIIIIIII
=err az=a=zzz«a sass as r rrr aaa art rrsaaa aaarraaraaraaasaz sanaara«zaarar«azarraazazaarr«azrraaaaz«zzr ra«aa a azzxa«arrraaa«ar-aa
TOTAL INTERSECTION DELAY 172. SECONDS TOTAL INTERSECTION LEVEL OF SERVICE F
�arrz=r=aa=aazaraaarrzrrrr=azzzrszs=aasszrrrrraararaarrazaaaaraaaaaazraarzzsarrrzzaatzsaazzrrrz«zs«zzraa=zszaz«areas«rrrr=zzzra
saaararaasasas
KHR ASSOCIATES
HIGHWAY CAPACITY METHOD - SIGNALIZED INTERSECTION CAPACITY 8 LEVEL Of SERVICE ANALYSIS
_^_-_______Lzsr_sxrxaazosazrr aaaaxaaazaxzzazzzzarsaxzx»aazazzxssszasaazzzazzzzzzzzs;xzzzcsrrraazzaszszsrsrsaxxzs.saaxasrrsaxxssa
OUNT LATE: N/A CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY• K. HE IN KHR CODE• ED4
........ .... ..... ............ ............
CITY OF H'UNTINGTON BEACH ----- PEAK HOUR: 5:00 TO 6:00 P.M:.-.---- COMMENTS: ALTERNATIVE 3 FUTURE P.M. PEAK HOUR
................ ....................................
NORTH-SOUTH STREET: HUNTINGTON CENTER DRIVE CONTROL: 2 PHASE
....................... ........................ ....................................
AST-WEST STREET: CENTER AVENUE CONTROL: 2 PHASES
........................ ....................................
A D J U S T M E N T F A C T O R S "Sa
JIDEALl N0. LANE ILANES1-----------------------------------------------------------------------------------I SAT.
APPROACH IMOVE-ISAT. I OF 1GROUP1 IN I LANE WIDTHJ% HEAVY VEHI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
�IRECTION IMENT (FLOW I LANES IMOVE.1GROUP I FEET Fw I % I Fhv I % I Fg I/HOUR) Fp I/HOURI Fb (1=CBDI Fa ITURN JTURN•j(VPHG)
zzazaxzzzxaxzzzazxzxszzzzzzzzzzszzszzss;zs;z_aszsssasssssaxzzzzasassxxzazzrzssssszzazzs;zzxaszazsszzza;saszaxzazsssszaazzaaazssss
NORTHBOUND I LEFT 1 18001 11
iORTHBOUNDITHRU 1 18001 11L+T+Rl 11 121 1.001 21 .991 0l 1.001 01 1.001 01 1.001 01 1.001 .851 .951 1439
ORTHBOUNDIRIGHT1 18001 1
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SOUTHBOUND I LEFT 1 18001 21
OUTHBOUNDITHRU 1 18001 11 L+T 1 2+ 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 .951 3386
OUTHBOUNDIRIGHT1 18001 11 R 1 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 1.001 1515
ASTBOUND (LEFT 1 18001 11 L 1 11 121 1.001 21 .991 01 1.001 01 1.001 0l 1.001 01 1.001 1.001 .951 1693
ASTBOUND ITHRU 1 18001 21 T+R 1 21 121 1.001 21 .991 01 1.001 01 1.001 0l 1.001 01 1.001 .851 1.001 3029
EASTBOUND IRIGHT1 18001 11
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STBOUND (LEFT 1 18001 11
STBOUND ITHRU 1 18001 21 L+T 1 11 .121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 .951 1693
WESTBOUND (RIGHT 18DOI 11 R 1 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 1.001 1515
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I PEAK[ MOVEIGROUPILANE JADJ. I I I I I I I I I I I JINTERSECTION
IMOVE.1 HOUR FLOWIFLOW JUTIL.JFLOW ILANE.IFLOW 1GREENIGREENILANE IVOL./(1ST 12ND IPROG.ILANE [LANE JAPPROACH LEG
�PPROACH (MOVE-1 VOL.IFACT.1 RATEIRATE IFACT.IRATE 1GROUPIRATIOITIME IRATIOIGROUPICAP. (TERM ITERM I FACT.[GROUP 1GROUPI----••------
IRECTION IMENT I(VPH)I(PHF)I(VPH)I(VPH)) (U) j(VPH)jMOVE I(V/S)I(SEC)I(G/C)ICAP. IRATIOIDELAYIDELAYI(PF) IDELAY1 LOS IDELAY1 LOS
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9ORTHBOUNDILEFT 1 1151 .901 1281 1 47.51 E
ORTHBOUNDITHRU 1 3691 .901 4101 6661 1.001 6661L+T+Rl .461 27.01 .4501 6481 1.031 12.81 34.71 1.001 47.51 E
ORTHBOUND11RIGHT1 1151 .901 1281
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ROUTHBOUNDILEFT 1 6151 .901 6831 1 24.51 .0
OUTHBOUNDITHRU 1 921 .901 1021 786I 1.001 7861 L+T 1 .231 14.01 .2331 7901 .9941 17.41 23.31 1.001 40.81 E 1111]JI111111
SOUTHBOUNDIRIGHT1 4931 .901 5481 5481 1.001 5481 R 1 .361 50.01 .8331 12621 .4341 .9921 .1581 1.001 1.151 A
ASTBaOzUzsDzssEaFszT asI zsz9z2zs)s;z.z9z0z1 s1;s;ssI aa0a23aa1 a1a;.a0sa1 a1a02s3sa asa Lsssl za.6s0sal ss9aaaaazassamsraazss;ssaszxra zzsssazsaasz;aszas;;sass;;sass sssF
ssa
ASTBOUND ITHRU 1 $091 .901 8991 10011 1.051 10511 T+R 1 .351 15.01 .2501 7571 1.391 19.61 271.1 1.001 290.1 F
EASTBOUND IRIGHT1 921 .901 1021 1111111111111
sssaaasaaaaaz=as=azazaa;asa;azaaaassass;aasaaaaaaaazaa;ssasasasaaaaaaaasasaaaasaaazasasaaaaaaaasaaa;zsaasaaaaaas;sasaat;;;-0tzJND-;LmFT 92� .90� 102� 1 68M1 F
WESTBOUND ITHRU 1 8231 .901 9141 10171 1.001 10171 L+T 1 .601 10.01 .1671 2821 3.601 39.61 1e4l 1.001 te4l f
tSTBOUND IRIGHT1 6561 .901 7291 729I 1.001 M l R 1 .481 50.01 .8331 12621 .5771 1.221 .4951 1.001 1.721 A
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TOTAL INTERSECTION DELAY 5151 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE F
'sazsasaassassaaaasrazsazsssszassassaaa:saaaaaaa;sssaxassasassaaaaaaaaaas:saaaaasaasaaaaaaaasaaaaaasasaaaaaasasasaaaaasaaasaaaaa;aa
_____- ------------------ ----__----_a.ass-_-__---_arssrssrsassssasszsszaasxxsasssasxx-ssasxzaxsssaasaaxssaza
KHR ASSOCIATES
HIGHWAY CAPACITY METHOD - SIGNALIZED INTERSECTION CAPACITY b LEVEL OF SERVICE ANALYSIS
t-==N=T
____________ = ____ _-____ assssssaxssrsaraarzzzsasrazszaaaaaaOU DATE: N/A CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY: K. HEIN KHR CODE: E05
........ .... ..... ............ ............
OCATION: CITY OF HUNTINGTON BEACH --.---_--_ PEAK HOUR: 5:00 TO 6:00 P.M�.--.--- COMMENTS: ALTERNATIVE 4 FUTURE P.M. PEAK HOUR
I
NORTH-SOUTH STREET: HUNTINGTON CENTER DRIVE CONTROL: 2 PHASE
....................... ........................ ....................................
AST-WEST STREET: CENTER AVENUE CONTROL: 2 PHASES
....................... . ........................ ....................................
I I ( I I I A D J U S T M E N T F A C T O R S I S
N O
I IIDEALI NO.ILANE ILANESI...................................................................................I SAT.
APPROACH IMOVE-ISAT. I OF IGROUPI IN I LANE WIDTHIX HEAVY VEHI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
�IRECTION IMENT IFLOW ILANESIMOVE.IGROUPI FEETI Fw I % I Fhv I % I Fg I/HOUR( Fp I/HOUR( Fb ItaCBDI Fa ITURN ITURN'I(VPHG)
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NORTHBOUNDILEFT 11800I 11
ORTHBOUNDITHRU 118001 1IL+T+RI tI 12l 1.001 21 .991 OI 1.00I OI 1.001 OI 1.001 OI 1.00I .85I .95I 1439
ORTHBOUNDIRIGHTI 18001 1
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SOUTHBOUNDILEFT 118001 21
�OUTHBOUNDITHRU 11800I 11 L+T I 21 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I 1.00I .95I 3386
OUTHBOUNDIRIGHTI 18001 11 R I 11 121 1.001 21 .99I OI 1.001 OI 1.00I OI 1.001 OI 1.00I .85I 1.001 1515
ssxsrrsssssssssssssssasxsrssssussssx_xrxxssssassxsxasaasaaaraasssasaaasaasusssssssuususssssaassszaxxsssrsssssssasssssr_sssxssre
1
ASTBOUND ILEFT 11800I 11 L I tI 121 1.00I 21 .991 OI 1.001 OI 1.00I OI 1.00I OI 1.00I 1.001 .95I 1693
ASTBOUND ITHRU 11800I 21 T+R I 21 121 1.00I 21 .99I OI 1.00I OI 1.001 OI 1.00I OI 1.00I .851 1.00I 3029
ASTBOUND IRIGHTI 18001 11
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STBOUND [LEFT 118001 11
STBOUND ITHRU 11800I 21 L+T I 11 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.001 1.00I .95I 1693
WESTBOUND IRIGHTI 1800I 11 R I 11 121 1.001 21 .99I OI 1.00I 0[ 1.001 OI 1.001 OI 1.001 .851 1.00I 1515
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I I I PEAK( MOVE[GROUP[LANE IADJ. I I I [ I I I I i [ ( (INTERSECTION
I IMOVE.I HOURI FLOWIFLOW IUTIL.IFLOW ILANE IFLOW IGREEN IGREEN I LANE IVOL./(1ST I2ND IPROG.ILANE ILANE [APPROACH LEG
�PPROACH IMOVE-I VOL.IFACT.I RATEIRATE IFACT.IRATE (GROUPIRATIOITIME IRATIOIGROUPICAP. ITERM ITERM IFACT.IGROLIPIGROUPI-_---------_
IRECTION IMENT ((VPH)I(PHF)I(VPH)I(VPK)I (U) I(VPH)IMOVE I(V/S)I(SEC)I(G/C)ICAP. IRATIOIDELAYIDELAYI(PF) IDELAYI LOS (DELAY[ LOS
assaaaaasaaaaaaaaaeaassaaaaaaasaaaasaasassaasaaassaaaauasassaaaaaassaasuasaaasauaaaaaaasaaraasaaaaaaaxasraaaauaaasaaaaaaasaaa
NORTHBOUNDILEFT I 2301 .90I 2561 1602-I F
1ORTHBOUNDITHRU I 4841 .90I 5381 10491 1.00I 1049IL+T+RI .73I 27.0I .450I 6481 1.621 25.41 577.1 1.001 602.1 F (IIIIIIIIIIII
ORTHBOUNDIRIGHT1 2301 .90I 2561 (I I I I I I I I I I I I
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,OUTHBOUNDILEFT I 6151 .90I 6831 149.81 E
OUTHBOUNDITHRU I 1841 .90I 2041 888I 1.00I 8881 L+T I .26I 14.0I .233I 7901 1.121 18.21 69.71 1.00I 87.81 f (IIIIIIIIIIII
SOUTHBOUNDIRIGHTI 6301 .901 7001 7001 1.00I 7001 R I .461 50.0I .8331 12621 .5551 1.181 .416I 1.001 1.591 A (IIIIIIIIIIII
assaaaxsaxasassxsarxazaasaasaasssasaaaaasaasaasaazasssaasaasaasaaxzaaasaasraaaaaaaauasassss-_assaaausaaaaaaasasxaaasasaxaasasa
c
TBOUND ILEFT 11036I .90I 1151I 1151I 1.00I 11511 L i .68I 9.0I .150I 2541 4.531 51.51 3e4I 1.00I 3e4I F ( te4l F
MOUND ITHRU 11039I .90I 11541 13591 1.051 14271 T+R I .47I 15.0I .250I 7571 1.881 24.21 10991 1.00I 11241 f (IIIIIIIIIIII
EASTBOUND IRIGHTI 1641 .901 2041 (IIIIIIIIIIII
a==aassaaasaaxsasas;asssaaaaaasaaxaaaasassaaaa:sasassassassasasasaasarissaassasaaaaasaaaaasaaasssaaaaaaassaaa:aaasssassasaaaaaes
STBOUND ILEFT I 164 .90I 204I I 2e4I F
WESTBOUND ITHRU I 9601 .90I 10671 12711 1.001 12711 L+T I .751 10.0I .1671 282[ 4.511 63.51 2e4I 1.001 2e4) f (IIIIIIIIIIII
STBOUND IRIGHTI 6561 .90I 7291 7291 1.00I 7291 R I .48I 50.0I .933I 12621 .577I 1.221 .4951 1.001 1.721 A (IIIIIIIIIIII
atsaaasuanzaasaaasaaaxaaaasaaaaaaaxsasaseaasaaaasaaaaaaaassesasasaaaasaaaaasasaas:sasaaaaaaaasasaaasaasaassaasasassasaa:aasassaas
TOTAL INTERSECTION DELAY 8730 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE F
�axasaaaassaaaasazzaaarazaasaxxasaaasa:ssaasaaasass:easaaaaasaaaeaasaasaaaasaaasaaaaaaaaasaasaaaaasaasasassaassaaasaraaa:sassasaa
'--_aasrzzszssz=sxzaz=zsxss=ssssaas=sssssszssasaszassszaarzasssszzaszarzzrsasxzrzsrrzaaxzassazaarz=sasaaraasasaxzrasassazasaaasasaas
KNR ASSOCIATES
HIGHWAY CAPACITY METHOD - SIGNALIZED INTERSECTION CAPACITY 3 LEVEL OF SERVICE ANALYSIS
"-'_____-_zzasz=zasxzssssszzzzsszsssassszsszzazzzzrsassasazsszzassazzasssssasssaszxazasaszaaaazzzasaszssasazzszszaazzzssszzxrsssaa
COUNT DATE: NA CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY: K NEIM KHR CODE: ED6
........ .... ..... ............ ............
LOCATION: CITY OF HUNTINGTON BEACH_-----___.- PEAK HOUR: 5:00 TO 6:00 P.M:...-..- COMMENTS: EXISTING P.M. PEAK HOUR
....................... ................ ....................................
NORTH-SOUITM STREET: BEACH BOULEVARD CONTROL: 1 PHASE
,EAST-WEST STREET: CENTER.AVENUE
•..--...-_ CONTROL: I.PHASE................. ....................................
sszasass==aa--_--az---=_______________a ----a-rr----s-_--saazazzrsssszsaa-z-_-_----saaaazazsssaazssazaarzazsrssaaaz=zzszzaaz===sari
I I I A D J U S T N E N T FACTORS I "S"
I IIDEALI NO.ILANE ILANESI.................................................................................._i SAT.
APPROACH IMOVE-ISAT. I OF IGROUPI IN I LANE WIDTHIX HEAVY VEHI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
�IRECTION IMENT IFLOW ILANESIMOVE.IGROUPI FEETI Fw I % I Fhv I % I Fp I/HOURI Fp I/NOURI Fb I1=CBDI Fe ITURN ITURN•I(VPMG)
a=saazasssszszsssss=zar_azazzazsrsrzrsrraasxzaaaazz azazzzssaaa=aa aaasrazzasazxaaszsaaaaaaaza=aaazzaassasaxzaazzzazzarzsaze=aszzaa
NORTHBOUNDILEFT 11800I N/AI
NORTHBOUNDITHRU 11800I 41 T I 41 121 1.00I 21 .99I Of 1.00I OI 1.00I OI 1.00I OI 1.00I 1.001 1.00I 7128
a==a=seaxazxzs=s==zaaeszsassaszssazazazazaaszzassszxaaaaaaaaaaaasaaaaazzzaaaasazaazaaasaazaszszasasaaaazaarzsszsszaaasasr=ssa
OUTNBOUNDITNRU 11800I 3I T I 3I 72I 1.00I 2I .99I OI 1.00I OI 1.00I OI 1.00I OI i.00I 1.00I 1.00I 5346
SOUTHBOUNDIRIGHTI 18001 11 R I 11 121 1.00I 21 .99I OI 1.001 OI 1.001 OI 1.001 0I 1.001 .85I 1.001 1515
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AST BOUND ILEFT 11800I 21 L 1 21 121 1.001 21 .99I OI 1.001 OI 1.00I Of 1.00I OI 1.001 1.001 .95I 33M
EASTBOUND IRIGNTI 18001 21 R I 21 121 1.00I 21 .99I OI 1.00I OI 1.001 01 1.001 OI 1.00I .85I 1.00I 3029
xzzaaazsasrsxzzzaaaasazssasasssssssaazszsraraazssaasaaarasaassazrassaassaasaaaarsaaaaaasaaaaasasaasaaasazrsaasrazssaaaasasaaaxa
I I I PEAKI MOVEIGROUPILANE IADJ. I I I I I I I I I I I (INTERSECTION
I IMOVE.I HOURI FLOWIFLOW IUTIL.IFLOW ILANE IFLOW IGREENIGREENILANE IVOL./(1ST I2ND IPROG.ILANE ILANE (APPROACH LEG
APPROACH IMOVE-I VOL.IFACT.I RATEIRATE IFACT.IRATE IGROUPI RATIO ITIME IRATIOIGROUPICAP. ITERN ITERM IFACT.IGROUPIGROUPI------------
IRECTION IMENT I(VPH)I(PHF)I(VPH)I(VPN)I (U) I(VPH)IMOVE I(V/S)I(SEC)I(G/C)ICAP. IRATIOIDELAYIDELAYI(PF) IDELAYI LOS IDELAYI LOS
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NORJHBOUNDILEFT I N/AI 110.2I B
�ORTHBOUNDITHRU 12513I .90I 27921 27921 1.00I 27921 T 1 .39I 30.0I .5001 35641 .M l 9.371 .847I 1.00I 10.21 B IIIIIIIIIIIII
sszaaaasszazszsrzaszzzasaaaaaaaaaassaaaaxsaaasaasasasasaaaasaaaasaaaaaaaasazaaaassaaeaaassaaassasaaaasasaaaaaa_-aaasassaaaasaaasaa
SOUTHBOUNDITHRU 11948I .901 21641 21641 1.00I 21641 T I .40I 30.0I .50I 26731 .810I 9.581 1.401 1.00I 11.0I B 18.00I B
irp-TH80UNDIRIGHTI 1131I .90I 1257I 12571 1.00I 12571 R I .83I 60.0I 1.00I 15151 .830I 01 2.861 1.00I 2•86I A IIIIIIIIIIIII
zaaaaaazreassszasaazzxaaaaaarasaaaaaaraasassaaaasarsaaaasasssaaaaaaaaaaaaaaaasaaaassaaaasaaasaaaarssaaasassaaaassasasasasaaaa
s-TBOUND ILEFT I 2191 .90I 2431 2431 1.001 2431 L I .07I 30.0I .50I 16931 .144I 6.141 .0031 1.00I 6.141 B 110.7I B
EASTBOUND IRIGNTI 10871 .90I 12081 12081 1.001 1208I R I .40I 30.0I .50I 15151 .7971 9.481 2.181 1.00I 11.71 B IIIIIIIIIIIII
Ol= aaassasaaazsaaasasaaaaaazsaaaasasasaassaassaaa:aaasssasTERasaa
T=A=L INTERSECTION DELAY 9.32 SECONDS TOTAL INSECTION LEVEL OF SERVICE B
�sssaaaaaaaaaaasssaaasaaaaaassaaaaaasaaaaasaaaaaasasaaaas:aasaaasamasaasasaasaaaaaasaaaamssaaaaaaaaaaaaaaasaasamaaaa�asaaaasaaaasa
_-___==s=s==ssz=zzzzzrc=cs==zr==zxzzc====z==sscssssszc=azaz==ssaz==zzxcaaanazsa
KHR ASSOCIATES
HIGHWAY CAPACITY METHOD - SIGNALIZED INTERSECTION CAPACITY 6 LEVEL OF SERVICE ANALYSIS
t-COM=T
_______zz===s====z=====_=====z======csscz=s====zx=sas ===xs==========aszz===== zzzcsza= == zsczcz====zscs==r==rasa=z=zzazzaUN DATE: NA CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY: K NEIN KHR CODE: ED7
........ .... ..... ............
OCATION: CITY OF HUNTINGTON BEACH -- PEAK HOUR: 5:00 TO 6:00 P.M:...---. COMMENTS: ALTERNATIVE 1 P.M. PEAK HOUR
t
NORTH-SOUTH STREET: BEACH BOULEVARD CONTROL: 1 PHASE
. ....................................
AST-WEST STREET: CENTER AVENUE CONTROL: 1 PHASE
----------------------- ..._....................-----..
A D J U S T M E N T F A C T O R S "Sa
J JIDEALJ NO.JLANE JLANESJ...................................................................................I SAT.
APPROACH JMOVE-JSAT. J OF JGROUPJ IN J LANE WIDTHJ% HEAVY VEHJ % GRADE J PARKING J BUS BLOCK i AREA TYPE JRIGHIJLEFT J RATE
IRECTION JMENT JFLOW JLANESJMOVE.JGROUPJ FEET) Fw J % J Fhv J % J F9 J/HOURJ Fp J/HCURJ Fb J1=CBDJ Fa JTURN JTURN*J(VPHG)
==s s==u=c=cu ac c c=u==us==su===u=====c=u=======s==azrss rx===suzazzxxcauzsazars=cu=zzxx==uszcsac=x==uzcr=x=caaaa=sccza a
ORTHBOUNDJLEFT J 18001 N/AJ
NORTHBOUNDJTHRU J 18001 41 T J 41 121 1.001 21 .991 OJ 1.001 OJ 1.001 Oi 1.001 OJ 1.001 1.001 1.001 7128
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ouTHBOUNDJTHRU 1800J 3J T J 31 121 1.00J 2J .99J OJ 1.00J OJ 1.00J OJ 1.001 OJ 1.00J 1.001 1.001 5346
SOUTHBOUNDJRIGHTJ 18001 11 R J 11 121 1.001 21 .991 OJ 1.001 OJ 1.001 OJ 1.001 OJ 1.001 .851 1.001 1515
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AST BOUND JLEFT J 18001 21 L J 21 121 1.001 21 .991 OJ 1.001 OJ 1.001 OJ 1.001 OJ 1.001 1.001 .951 3386
EASTBOUND JRIGHT1 18001 21 R J 21 121 1.001 21 .991 Oi 1.001 OJ 1.001 OJ 1.001 OJ 1.001 .851 1.001 3029
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J J J PEAK) MOVEJGROUPJLANE JADJ. J J J J ( J J J J J i JINTERSECT1oN
J JMOVE.J HOUR FLOWJFLOW JUTIL.JFLOW ILANE JFLOW JGREENJGREENJLANE JVOL./J1ST 12ND JPROG.JLANE ILANE JAPPROACH LEG
APPROACH JMOVE-J VOL.JFACT.J RATEJRATE JFACT.JRATE JGROUPJRATIOJTIME JRATIOJGROUPJCAP. JTERM JTERM I FACT.I GROUP I GROUP I............
�IRECTION JMENT J(VPH)J(PHF)J(VPH)J(VPH)J (U) J(VPH)JMOVE J(V/S)J(SEC)J(G/C)JCAP. JRATIOJDELAYJDELAYJ(PF) JDELAY1 LOS JDELAYJ LOS
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NORTHBOUNDJLEFT J N/AJ J 11.01 B
�ORTHBOUNDJTHRU J 26581 .901 29531 29531 1.001 29531 T J .411 30.01 .5001 35641 .829J 9.731 1.251 1.001 11.01 B JJJJJJJJJJJJJ
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SOUTHBOUNDJTHRU J 20631 .901 22921 22921 1.001 22921 T J .431 30.01 .501 26731 .8581 9.981 2.161 1.001 12.11 B J 11.51 B
M-ITHBCXJNDIRIGHTI 13031 .901 14481 14481 1.001 14481 R J .%1 60.01 1.001 15151 .9561 OJ 10.41 1.001 10.41 B JJJJJJJJJJJJJ
taT-BOU-NDRR-j-L;;;-;
a==.aaa==aaa=azaaa==aaaua==aaa=aa=aaaaa=aaaaasassaaaasaaau.Ro,..=...a.=acsazas==sssaasaaassu=aaaraaasaaasas 364J .901 4041 4041 1.001 4041 L J .121 30.01 .501 16931 .2391 6.471 .0151 1.001 6.491 B J 14.01 B
EASTBOUND JRIGHTJ 12321 .901 13691 13691 1.001 13691 R J .451 30.01 .501 15151 .9041 10.41 5.781 1.001 16.21 C JJJJJJJJJJJJJ
=sau==zaa=saaaax=a=aaaaaaasaaeaaaaaaasasacaaaasasssaaaaaascaassasasaaaaaasaaasaaasacessaaaaauaaxssuaasaaaaasaraaasaaa-------
OTAL INTERSECTION DELAY 11.8 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE B
�rasasaaa==aaasxxazaaaaaa=aaaxaassaasxsaxsaxsasassasaasasaasaaasacaaaaaaaaaaaassaaaaasaaaa=ssaaaaaaaaaaaaasaaaaaasaaauassaaaaaassa
KHR ASSOCIATES
,HIGHWAY CAPACITY METHOD - SIGNALIIED INTERSECTION CAPACITY b LEVEL OF SERVICE ANALYSIS
_________________zzzzzzz=ssszzzzzzzzzzasszzzsrzzzza=z==s=zsz=zszasrz=zzzzszaazazzsasasz=azzzzzzzasz==ssazazs==r==azzaasszs=sssaz=ss
COUNT DATE: NA CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY: K HEIN KHR CODE: ED8
........ .... ..... ............ ............
LOCATION: CITY OF HUNTINGTON BEACH PEAK HOUR: 5:00 TO 6:00 P.M. COMMENTS: ALTERNATIVE 2 P.M. PEAK HOUR
----.-_-.-. ........................
NORTH-SOUTH STREET: BEACH BOULEVARD CONTROL: 1 PHASE
....................... ........................ ....................................
EAST-WEST STREET: CENTER AVENUE CONTROL: 1 PHASE
.......................
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I I I I I I A D J U S T M E N T F A C T O R S I "S"
I I IDEAL I NO.ILANE ILANESI-----------------------------------------------------------------------------------I SAT.
APPROACH IMOVE-ISAT. I OF IGROUPI IN I LANE WIDTH1% HEAVY VEHI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
IRECTION IMENT (FLOW ILANESIMOVE.IGROUPI FEETI Fw I % I Fhv I % I Fg I/HOUR( Fp I/HOUR1 Fb 11=CBDI Fe ITURN (TURN*i(VPHG)
NORTHBOUNDILEFT 1 18001 N/AI
ORTHBOUNDITHRU 1 18001 41 T 1 41 121 1.001 21 .991 of 1.001 of 1.001 01 1.001 oI 1.001 1.001 1.001 7128
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OUTHBOUNDITHRU 1 18001 31 T 1 31 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 1.001 5346
SOUTHBOUNDIRIGHTI 18001 11 R 1 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 o) 1.001 .851 1.001 1515
-____-__zz=zzszs=szzz=zzz==szzszz=z==s=ar=rs=saz=zszz=z=zzzrr=rssrr=rzaz=azzzszrszrasz===zrrszr=szzzrarrsszzz=z=zrss»zzzz=rzzzssr
ASTBOUND ILEFT 1 18001 21 L 1 21 121 1.001 21 .991 01 1.001 01 1.001 of 1.001 011.001 1.001 .951 3386
EASTBOUND IRIGHTI 18001 21 R 1 21 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 1.001 3029
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I I PEAK( MOVEIGROUPILANE IADJ. I I I I I I I I I I I (INTERSECTION
I IMOVE.1 HOURI FLOWIFLOW IUTIL.IFLOW (LANE (FLOW IGREENIGREENILANE IVOL./11ST 12ND IPROG.ILANE (LANE (APPROACH LEG
PPROACH (MOVE-1 VOL.IFACT.1 RATEIRATE IFACT.IRATE IGROUPIRATIOITIME IRATIOIGROUPICAP. ITERM (TERM IFACT.IGROUPIGROUPI------------
IRECTION IMENT I(VPH)I(PHF)I(VPH)I(VPH)I (U) 1(VPH)IMOVE I(V/S)I(SEC)I(G/C)ICAP. IRATIOIDELAYIDELAYI(PF) IDELAYI LOS IDELAYI LOS
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NORTHBOUNDILEFT I N/AI 1 15.91 C
�ORTHBOUNDITHRU 128031 .901 31141 31141 1.001 31141 T 1 .441 28.01 .4671 33261 .9361 11.51 4.371 1.001 15.91 C IIIIIIIIIIIII
s»zrzea=a»zaz=a=r»araazazza=z»rrassrrx=zaaas=saaaasaszrrsaarrrsrsaaazasrsssrraaaa=r»srraa=xrarrsasar»rr=r»srr»arrrsss»sa
SOUTHBOUNDITHRU 1 21781 .901 24201 24201 1.001 24201 T 1 .451 28.01 .471 24951 .9701 11.81 8.851 1.001 20.71 C 1 30.11 D
CTHBOUNDIRIGHT1 14751 .901 16391 16391 1.001 16391 R 1 1.081 60.01 1.001 15151 1.081 01 43.91 1.001 43.91 E IIIIIIIIIIIII
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ASTBOUND (LEFT 1 5091 .901 5661 5661 1.001 5661 L 1 .171 32.01 .531 18061 .3131 5.961 .0341 1.001 6.001 B 1 15.41 C
EASTBOUND IRIGHTI 13771 .901 15301 15301 1.001 15301 R 1 .511 32.01 .531 16161 .9471 10.01 8.901 1.D01 18.91 C IIIIIIIIIIIII
aaa=ar=a=aararrszsaasrslo=T---
AL INTERSECTION DELAY 22.0 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE C
�a=s=rssaaar»aaazassss»zs=assaaraaaaassarssaasraaaraaaaarrsraa=aaa»aaaraaaaaaasrraaaazzarrarasaaaaaarraarsraaaa=rrzaaarssaazaaa:
I .....Macau.... ......
uMuuaaarasaauszM......Macau....rcrusauaasx......a......sausasaaaass
KHR ASSOCIATES
IGHWAY CAPACITY METHOD - SIGNALIZED INTERSECTION CAPACITY & LEVEL OF SERVICE ANALYSIS
_rMrrrrruMusacrus.rrrrcrrxsrrrccrrrsuxcrrrrarMaur.uassrazrsuauuascarsarssa.xcrrru..ruzaa.saaxsrsuzaxaasaararassuassrsuusauasauss
OUNT DATE: NA CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY: K HEIN KHR CODE: ED9
........ .... ..... ............ ............
�OCATION: CITY OF. - -.----.--•-HUNTINGTON BEACH PEAK HOUR: 5:00.TO-6:00-P.M:----.-- ....................................
COMMENTS: ALTERNATIVEP.M.
M. PEAK
....... ...........................
NORTH-SOUTH STREET: BEACH BOULEVARD CONTROL: 1 PHASE
........................ ....................................
AST-WEST STREET: CENTER AVENUE CONTROL: 1 PHASE
........................ ....................................
.urrccrc.crcrrrrcrrcccau----------u..uccccrr.c---r------r-z-----.--.c-x--------.r----------------------rrx--.---_--------zrarrMMcaa
----i----'I .................A.D.J.u_S.T.M..E.R.T...F.A.C_T_0 R.S.._......-- ------........ I "Ss
JIDEALl NO.JLANE ILANES1- -=-- -I SAT.
APPROACH MOVE-ISAT. I OF 1GROUP1 IN I LANE WIDTH1% HEAVY VEHI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
IRECTION IMENT (FLOW ILANESIMOVE.1GROUP1 FEETI Fw I % I FhV I % I Fg I/HOUR) Fp I/HOUR Fb 11=CBDI Fa ITURN ITURN'I(VPHG)
u»ccaccaaarcMcxaMuuuMrurcazaMrruuuuusMxrrsMMMuurMusauausMCMauauuuac.Mcu.su.raaxa.aarr_r.a.MMuurrarMM.arrscuzMa.usraassrrac»sauce
NORTHBOUNDILEFT 1 18001 N/Al
ORTHBOUNDITHRU 1 18001 41 T 1 41 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 1.001 7128
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OUTHBOUNDITHRU 1 18001 31 T 1 31 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 1.001 53"
SOUTHBOUNDIRIGHT1 18001 11 R 1 11 121 1.001 21 .991 01 1.001 Of 1.001 01 1.001 0f 1.001 .851 1.001 1515
1=,=S=T=B-=U=N=D
xcr. cc.x.crc.ccaccs..crcrMccraraascac.zr .MachOLEFT � 1800� 2� L � 2� 12� 1.00� 2j .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 .951 3386
EASTBOUND IRIGH71 18001 21 R 1 21 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 1.001 - 3029
saasaaruuurM.uuxcaruMczMMMuuaursx.aaMMCM.ccrassxrrr.rxMssssa.r.xaMMur:rta.txsara.zr..rrxrsacx............ca...aar.MarMr.araa
I I DEAK� MOVE�GROUPILANE JADJ. ( ( INTERSECTION
IMOVE.) HOUR FLOWIFLOW JUTIL.JFLOW ILARE IFLOW 1GREENIGREENILANE [VOL./JIST I ND JPROG.JLANE ILANE JAPPROACH LEG
�PPROACH MOVE-1 VOL.IFACT.1 RATEIRATE JFACT.JRATE 1GROUP(RATIOITIME IRATIOIGROUPICAP. ITERM (TERM IFACT.IGROUPIGROUPI------------
IRECTION IMENT i(VPH)I(PHF)I(VPH)I(VPH)l (U) j(VPH)jMOVE I(V/S)I(SEC)I(G/C)ICAP. IRATIOIDELAYIDELAYI(PF) IDELAY1 LOS IDELAYl LOS
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NORTHBOUNDILEFT I N/Al 1 15.21 C
THBOUNDITHRU 1 27731 .901 30811 3D811 1.001 30811 T 1 .431 28.01 .4671 33261 .9261 11.41 3.821 1.001 15.21 C
azM.acasaaaarrar..axrasaaza.sraa.aasaa:saraaraasaaasaaoaaasssaaaar.araasaaasaasaaaasaaraaasaMaaasaauas.saaaaaraaaasaaraaaaasassa
SOUTHBOUNDITHRU 1 21541 .901 23931 23931 1.001 23931 T 1 .451 28.01 .471 24951 .9591 11.71 7.591 1.001 19.31 C 1 25.21 D
�THBOUNDIRIGHT1 14401 .901 16001 16001 1.001 16001 R 1 1.061 60.01 1.001 15151 1.061 01 34.01 1.001 34.01 D
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EASTBOUND (LEFT 1 5371 .901 5971 5971 1.001 5971 L 1 .181 32.01 .531 18061 .3301 6.031 .041l 1.001 6.071 B 1 15.61 C
(STBOUND IRIGHT1 13811 .901 15341 15341 1.001 15341 R 1 .511 32.01 .531 16161 .9501 10.11 9.201 1.001 19.31 C
aaaa=as=xxaaaraaaaaaraaaaaaasaraaasrscar.asasaaaaaasaasaaraaasaaaassstaaaasssasaaaasassasaaaaasaasassaaasaaaaaaaasaaraarsaasaars
TAL INTERSECTION DELAY 19.6 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE C
a.aaaaaaasarauaaaaacaaaaaaaaaassssasaaasasasaasaaaassaaesaaaassaasxaaasaasaaasaasaaaaaaasaaaaaaaaaaaasaaaaasaaassasaaasasaaxass
=a===aa==3=====LLx====L====L=====_=====ar===sass====3=aaaaLSr="=aLa=La=3aLaaa3LSLaa=aLa==a=Lans3a3=3saL=aaaaa=a3aaaLsaxLai3aL3ana4
KHR ASSOCIATES
IGHWAY CAPACITY METHOD • SIGNALIZED INTERSECTION CAPACITY S LEVEL OF SERVICE ANALYSIS
ssLsss===sasss==z-=aSzzL3=s=zsaas=3=a3=as=z=sass3asss33Ls=aasaa====ass=zza=s=ss=3ssssa=szzzss3asaSLzssea=saSLxaxasa:aassassazaa
OUNT DATE: NA CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY: K HEIN KHR CODE: ED10
�OCATION: CITY OF HUNTINGTON BEACH..--...-.-- PEAK HOUR: 5:00 TO 6:00 P.M....---_ COMMENTS: ALTERNATIVE 4 P.M. PEAK HOUR
................. ....................................
NORTH-SOUTH STREET: BEACH BOULEVARD CONTROL: 1 PHASE
........................ ....................................
]AST-WEST STREET: CENTER AVENUE CONTROL: 1 PHASE
........................ ....................................
ra=asaasr=sass===sass===a=aa==aan=====x==aa=a==can===zsaa=asasan==rxa=aaaazac=cans==Caac=aaxaaCasasaaacaasnaLna=aaaL=aaa=axzL=aa4
' I I I I I I A D J U S T M E N T F A C T O R S ] a5"
IIDEALI NO.ILANE (LANES[............................................................._.....................I SAT.
APPROACH IMOVE-ISAT. I OF IGROUPI IN I LANE WIDTHIX HEAVY VEHI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
IIRECTION IMENT IFLOW ILANESIMOVE.IGROUP] FEETI Fw I % I Fhv I % I Fg I/HOUR) Fp I/HOUR) Fb I1=CBDI Fa ITURN ITURN*I(VPHG)
am=Zuz 2=cc======rrzaaczrs===a=azzrza=c=asaa=aaaz=asaa=sarac=r==z=azz=aaaarsacs=sa==zaaazs»=aaazrsas
NORTHBOUNDILEFT 11800I N/AI
0 ORTHBOUNDITHRU 11800I 41 T I 41 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.001 1.00I 1.001 7128
-aaszrzrrzzaza==sassa=aea===a===asaa=ar=rzaazzrrsaccsas=s=aaa=acsca==aaaaa=aaar=aaaaaaac=szazzaasrsaarsc=saaraaaa==aasasazasassssa
OUTHBOUNDITHRU 11800I 31 T 1 31 121 1.00I 21 .99I OI 1.001 OI 1.00I 01 1.00I OI 1.00I 1.00I 1.001 53"
SOUTHBOUNDIRIGHTJ 18001 11 R I 11 121 1.001 21 .99I OI 1.001 OI 1.00I OI 1.00I OI 1.00I .85I 1.00I 1515
-zzc_====a======zs=rzscsa=aaasas===a==ass=sass==a==saes=zssrrr=ssamzrrr=cs=sa=srzazszasazrrr==zz==azrza==sxaaazzzar=a=asarasrs
ASTBOUND ILEFT 11800I 21 L I 21 121 1.001 21 .99I OI 1.00I OI 1.00I OI 1.001 OI 1.001 1.00I .951 3386
EASTBOUND IRIGHTI 18001 21 R I 21 121 1.001 21 .99I OI 1.00I OI 1.001 OI 1.00I OI 1.001 .85I 1.00I 3029
=a=srs=rzsa===a======sasssr==z==arzaaaazssaaa=a=cazaazaraaaaaa=racrsaaaasaarrsasaasaarrasas=zaarc=arcs==cas=race=s=aaa=aaas=sans
I I I PEAKI MOVEIGROUPILANE JADJ. I I i I I I I I I I I (INTERSECTION
I IMOVE.I HOURI FLOWIFLOW JUTIL.JFLOW ILANE. [FLOW IGREEN IGREEN I LANE JVOL./J1ST I2ND JPROG.JLANE ILANE )APPROACH LEG
PROACH IMOVE-] VOL.IFACT.I RATEIRATE JFACT.JRATE IGROUPIRATIOITIME IRATIOIGROUPICAP. ITERM (TERN IFACT.IGROUPIGROUPI------------
LA RECTION IMENT ICVPH)I(PHF)I(VPH)J(VPH)I (U) ICVPH)IMOVE ICV/S)I(SEC)I(G/C)JCAP. IRATIOIDELAYIDEYI(PF) ]DELAY] LOS IDELAYJ LOS
tz=a==ssazz=a==ax====zzarszsassaaa===ar=sas=taaa=aaaaa:aaaaaa=saaarsca=aaasasarsaa=aaaaaaaaaacaasasarasaasaasrasazaaaaeacas=arras
NORTHBOUNDILEFT I N/A] 124.8I C
ORTHBOUNDITHRU 12888I .901 32091 32091 1.001 32091 T I .45I 27.01 .450I 32081 1.001 12.51 12.31 1.001 24.81 C IIIIIIIIIIIII
sass----a=aaaa=axza=as=aa=s==aaaaa=x==a=a=ragas=aaaaasasaraaaaaaa=saaraaaaaaa=sarasassazsrraaaaaaa==aacsasasacca=a=a=esrasaa=aaaaa
SOUTHBOUNDITHRU ] 22451 .901 24941 24941 1.00I 24941 T I .471 27.01 .45I 24061 1.041 12.91 23.81 1.00I 36.7I D 154.9I E
IOUTHBOUNDIRIGHT] 15771 .90I 17521 17521 1.00I 17521 R 11.16I 60.01 1.001 15151 1.16I OI 80.71 1.00I 80.71 F I I I I I I I I I I I I I
s==szraazzu=zrasass=x=a=s==ssrraaacaarsrrraaasrraaaasaasaaasaaaaaaasass=rags=saaasaaaaaaa==ssasasaraa=azasaasarrrsanaa=asrrs=s
ASTBOLINO ILEFT I 7101 .90I 7891 7891 1.001 7891 L ] .231 33.01 .55I %621 .424I 6.021 .098I 1.00I 6.12I 8 1 27.51 D
tSTBOUND IRIGHTI 15541 .90I 17Z7I 17271 1.00I 17271 R I .57I 33.0I .55I 16661 1.041 10.71 26.51 1.00I 37.21 D IIIIIIIIIIIII
oO-TAL INTERSECTION DELAY 38.3 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE D
'saaaaaa=aaaaaaaa4asassasasaaasaaaaaasaasacaasassasaa"aaaaaa=sssnasarsassasaaasaasaasasasasaasasaaaaaaasasaa=s:asaaasaacasaaasrsas
KHR ASSOCIATES
HIGHWAY CAPACITY METHOD - SIGNALIZED INTERSECTION CAPACITY d LEVEL OF SERVICE ANALYSIS
COUNT DATE: NA CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: 1.00 ENTRY BY: K. HEIN KHR CODE: ED11
........ .... ..... ............ ............
,LOCATION: CITY OF HUNTINGTON BEACH PEAK HOUR: 5:00 TO 6:00 P.M:--.---. COMMENTS: EXISTING P.N. PEAK HOUR
...................................
................ ....................................
NORTH-SOUTH STREET: BEACH BOULEVARD CONTROL: 4-PHASES
........................ ....................................
,EAST-WEST STREET: EDINGER AVENUE CONTROL. 4-PHASES
........................ ....................................
L22LLLLLL2L==xaLLLL=22LLLLL22=2SLnSLLLLLLLLr2naLLL=LLLLLaaLSr2rCLLx=L=2L222L22L=a2rL=a=L2LLL22LL=L22=LL==LLLLL222r2=LLLnaxLL22L2==x
' A D J U S T M E N T F A C T O R S � "S"
IIDEALI NO.ILANE ILANESI...................................................................................I SAT.
APPROACH IMOVE-ISAT. I OF IGROUPI IN I LANE WIDTHIX HEAVY VEHI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
IRECTION IMENT IFLOW ILANESIMOVE.IGROUPI FEETI Fw I. % I Fhv I % I F9 I/HOUR( Fp I/HOURI Fb I12CBDI Fe ITURN ITURN*I(VPNG)
__-__"_____-_____"_______________srzLLLCLLaLLLaL=sarzzr2mszmass=aLa=a»ars2aszazL=aazL2carazazsa2asxLac222sc22zaaaaL=crmrmssaacasa
NORTHBOUNDILEFT 11800I 21 L I 21 121 1.00I 21 .99I OI 1.00I OI 1.001 OI 1.001 OI 1.00I 1.00I .951 3386
ORTHBOUNDITHRU 11800I 31 T+R I 31 121 1.00I 21 .991 OI 1.00I OI 1.00I OI 1.00I OI 1.00I .85I 1.00I 4544
ORTHBOUNDIRIGHTI 18001 11
2sLLLLLLL22L2snLL=LLLaxzss22LLxLL-L"--x_----a-_-----2xaaa2mssssassaxLaLcmaL-_-r-----zLaza2aa===aLmaazzaa22s2rasxaLaa22maarLaxaasaa
SOUTHBOUNDILEFT 1180CI 11 L I 11 121 1.001 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I 1.00I .95I 1693
OUTHBOUNDITHRU 11800I 31 T I 31 121 1.00I 21 .99I OI 1.00I OI 1.D0I OI 1.00I OI 1.00I 1.00I 1.00I 5346
OUTHBOUNDIRIGHTI 18001 21 R I 21 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.001 OI 1.00I .85I 1.00I 3029
LL2222s2=2s2s22sLLLLLa=z=s2L2cLLxLLLa=LaLsaarzssasa2saaaaaasasz=¢LZLLaass2assss2aza=aaas2»za=L2s2-cLca2zssz=Lss22s=azas=csasssaa
ASTBOUND ILEFT 11800I 21 L I 21 12l 1.001 21 .99I OI 1.00I OI 1.001 OI 1.00I OI 1.001 1.00I .95I 33M
ASTBOUND ITHRU 11800I 21 T 1 21 121 1.001 21 .99I OI 1.00I OI 1.00I OI 1.001 OI 1.001 1.001 1.001 3564
EASTBOUND (RIGHT) 18001 11 R I 11 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.001 OI 1.00I .85I 1.001 1515
LLszm22r22rLCLLLLZL=s=sam2cxs=LcsLaLzazzasszarrsasssasaasmasarszammaasssasasaaaasaazaasaaxcsazzacsssaaszccaassasxcs2aamssrsssa
STBOUHD (LEFT 11800I 1i L I 1I 12I 1.00I 2I .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I 1.001 .95I 1693
ST80UND ITHRU 11800I 21 T 1 21 12l 1.001 21 .99I OI 1.001 OI 1.00I OI 1.001 OI 1.00I 1.00I 1.001 3564
WESTBOUND IRIGHTI 18001 11 R 1 11 121 1.00I 21 .99I OI 1.001 OI 1.00I OI 1.00I OI 1.00I .85I 1.00I 1515
saaLLLazLLLss2222cLLLLLxa22ss2xss2rcxcLc2axzzazazassasasszsssazsaaaaxzsuxaaaaLsasssszasaaaasszza2assszzaaaaxssssaaaas-aasssLzsas
I i I PEAK( MOVEIGRouPILANE IADJ. I i I I I I I I I I I JINTERSECTION
I (MOVE.[ HOURI FLOWIFLOW IUTIL.IFLOW ILANE IFLOW I GREEN IGREEN I LANE IVOL./I1ST 12ND IPROG.ILANE [LANE (APPROACH LEG
�PPROACH IMOVE-I VOL.IFACT.I RATEIRATE IFACT.IRATE IGROUPIRATIOITIME IRATIOIGROUPICAP. ITERM ITERN I FACT.IGROUPIGROR I----------"-
IRECTION IMENT I(VPH)I(PHF)I(VPH)I(VPH)I (U) I(VPH)IMOVE I(V/S)I(SEC)I(G/C)ICAP. IRATIOIDELAYIDELAYI(PF) IDELAYI LOS IDELAYI LOS
zccczc=xaaxaassaasssacmasz=ssssraasamssazassaacaaaaaaaaaaarassaaaasssaaaaaaa2mazamszzxcsamzssaaaasszsazasssssaazmsasasaaaacsaaasa
ORTHBOUNDILEFT I 5631 1.00I 5631 5631 1.00I 5631 L I .17I 11.01 .183I 621I .907I 18.21 12.21 1.00I 30.51 D 134.3I D
ORTHBOUNDITHRU 11896I 1.001 18961 20211 1.00I 20211 T+R I .44I 26.01 .433I 19691 1.031 13.2I 22.11 1.001 35.31 0 IIIIIIIIIIIII
ORTHBOUND I R I GHT 1251 11.001 1251 I I I I I I I I I I I I I
szaa2asxLxasasssaassaaaaaaszsaasarrsa2assasasassaasssasssasasasaaassaaeaaaaaaasasarsssasaaaaaassaaaaaasaasasaszaasasaaaaaaaaaassass
rTHBOUNDILEFT I 1661 1.00I 1861 1861 1.00I 1861 L I .11I 10.01 .167I 2921 .659I 17.81 3.841 1.001 21.61 C 130.3I D
OUTHBOUNDITHRU 12284I 1.00I 22841 22841 1.001 22841 T I .43I 25.0I .417I 22281 1.031 13.51 20.91 1.00I 34.41 D IIIIIIIIIIIII
SOUTHBOUNDIRIGHTI 2851 1.00I 2851 2851 1.001 2851 R I .09I 40.01 .667I 20201 .141I 2.801 .002I 1.001 2.801 A IIIIIIIIIIIII
�rzaa=zsasssssssxsxszasasaaszssraasxxssac2aaaaassaaaaaaaraaaasaa¢szsaasasmassaasaaassaaamsmsaaz¢aamessaaaaasacasasmzasaa2asaasassas
AST80UND ILEFT I 5681 1.00I 5681 5681 1.00I 5661 L I .17I 16.0I .267I 9031 .629I 14.71 1.011 1.00I 15.71 C 115.4I C
ASTBOUND ITHRU I 832I 1.00) 832I 832) 1.00I 832I T I .23I 16.OI .267I •950I .875I 16.OI 6.55I 1.00I 22.5I C IIIIIIIIIIIII
(STBOUND
STBOUND IRIGHTI 5631 1.00I 5631 5631 1.00I 5631 R I .37I 40.01 .667I 10101 .558I 4.031 .531I 1.001 4.561 A IIIIIIIIIIIII
==sans==azaa2macLssaamassm ILEFT I 871 1.001 871 871 1.00I. 871 L I .05I 8.01 .133I 2261 .385I 18.11 .5611 1.00I 18.61 C 1 20.91 C
WESTBOUND ITHRU I 3611 1.00I 3611 3611 1.00I 3611 T I .101 8.01 .133I 4751 .760I 19.11 4.831 1.00I 23.9I C IIIIIIIIIIIII
ESTBOUND IRIGHTI 491 1.00I 491 491 1.00I 491 R I .03I 40.01 .6671 1010) .049I 2.621 2e-4I 1.00I 2.621 A IIIIIIIIIIIII
zaaaa2aaaaaaaar2saasac2n=saaass2sasaxxsasssassassaaaaasaaaaaaasass:asaassassaasaaasaaaaaaaasaassasasaaaaasssassasess:sasaassaaaaas
TOTAL INTERSECTION DELAY 29.4 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE D
�L2saasaaaassacaasasmacs=sacasxssamascaaaaaasaaaaaasaasaasmassesaaasaaaasaamsasaaaaaasasssassmssasas:saaasaaaasasssaa:sasas:sasses
ssasaaxss=s=sass=zsssxaa==asasssssssr_s==sasssaz==xzzzsa=s=sazssszzzzsszsszaz=zasazazaasszzzzazasaaaazsazazasa==_aasx=xxxazaasxzs
KMR ASSOCIATES
' HIGHWAY_CAPACITY_METHOD_-_SIGNALIZED_INTERSECTION_CAPACITY d LEVEL OF SERVICE ANALYSIS
=zzs==assasaas=zszszazaasaszzzss=axxzzzssssaasx=zzazaaszaaaaazx=xsazzrsassa
COUNT DATE: NA CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: 1.00 ENTRY BY: K. HEIN KHR CODE: ED12
' LOCATION: CITY OF HUNTINGTON BEACH PEAK HOUR: 5:00 TO 6.00 P.M. COMMENTS: ALTERNATIVE 1 P.M. PEAK HOUR
................................... ............................
..------
NORTH-SOUTH STREET: BEACH BOULEVARD CONTROL: 4-PHASES
....................... ........................ ....................................
EAST-WEST STREET: EDINGER AVENUE CONTROL: 4-PHASES
....................... ........................ ....................................
'aazzszzszzrassaazzzz=aaaasrazzzazeaazsszzzzarzazaazaaasaaaasasazztzzsszssssassassassazzaasaszrszzaaraaszazszasasaasazasszaaa=rzazza
I I I I I I A D J U S T M E N T F A C T O R S I "Sa
IIDEALI NO.ILANE ILANESI...................................................................................I SAT.
APPROACH IMOVE•ISAT. I OF IGROUPI IN I LANE WIDTHIX HEAVY VEHI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGNTILEFT I RATE
'DIRECTION IMENT IFLOW ILANESIMOVE.IGROUPI FEETI Fw I % I Fhv I % I Fg I/HOURI Fp I/HOURI Fb I1=CBDI Fa (TURN ITURN'I(VPHG)
szzzzzzzzzzzzzza=xa=aaaszzazzxzzzzzzzzzzaz==srzrzsazsssaasaazasszszazzzzzzzazsaaazzszs=azzzzzszssszzzs=zzazzzaasszxzzrrzzassszzaa
NORTHBOUNDILEFT 11800I 21 L I 21 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I 1.00I .95I 33M
'NORTHBOUNDITHRU 11800I 31 1+R I 31 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.001 OI 1.00I .85I 1.00I 4544
NORTHBOUNDIRIGHTI 18001 11
a=zzzzzazzzzzzzzrrr=saszzzzazzzzzzzzszzrzsrrzrsazrxrrr=asxsaazrrrrzassaaxsssaaxsxaarzszzzzrzssaexrezrazzssxrzssaaaazasaasarzzzazses
SOUTHBOUND I LEFT 11800I 11 L 1 11 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I 1.00I .95I 1693
'SOUTHBOUNDITHRU 11800I 31 T I 31 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I 1.00I 1.00I 53"
SOUTHSOUNDIRIGHTI 18001 21 R I 21 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.001 .85I 1.00I 3029
zzzrzazzzzzzzszszazzzarasszssszssszzzsazazzazzzazsazzaz=zzzzzaz_azssssazzzzaazazaszzazzzzsssszzzzzaasssszaazazzzssssszzzazazszassz
'EASTBOUND ILEFT 11800I 21 L 1 21 121 1.001 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I 1.001 .951 33M
EASTBOUND ITHRU 11800I 21 T I 21 121 1.010I 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I 1.001 1.00I 3564
EASTBOUND IRIGHTI 18001 11 R I 1I 12I 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.001 OI 1.00I .85I 1.DOI 1515
sszzsssazzzzszaarsaassazaaazrzzaazraazzzsaazzsaxsaaz=zzraaaaassssrsszsaazsszrazaaazsazsssrr=zzzzzszzaaaazaaazaaaaazasaaszsaza
WESTBOUND ILEFT 11800I tI L I 11 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.001 OI 1.00I 1.00I .95I 1693
'WESTBOUND ITHRU 11800I 21 T 2 12 1.00 2 .99 OI 1.00I OI 1.00I OI 1.00I OI 1.00I 1.00I 1.00I 3564
i l l l l l
WESTBOUND IRIGHTI 18001 11 R I 1I 121 1.00I 21 .99I OI 1.00I OI 1.001 OI 1.00I OI 1.00I .85I 1.00I 1515
__zzszzszz=zzzzzszzzzzzzzzzzzsszxxassszzzsssaaaszazsaszaassaaazzzzzaaazsaasassssssassazazzaaszsszzzzassaszzazazsssaaszszazzzassrzz
I I I PEAK( MOVEIGROUPILANE IADJ. I I I I I I I I I I I (INTERSECTION
I IMOVE.I HOURI FLOWIFLOW IUTIL.IFLOW ILANE IFLOW IGREENIGREEN[LANE IVOL./I1ST I2NO IPROG.ILANE ILANE (APPROACH LEG
PROACH IMOVE-I VOL.IFACT.I RATEIRATE IFACT.IRATE IGROUPIRATIOITIME IRATIOIGROUPICAP. ITERM ITERM IFACT.IGROUPIGROUPI--------••--
DIRECTION IMENT I(VPH)I(PHF)I(VPH)I(VPH)I (U) I(VPH)IMOVE I(V/S)I(SEC)I(G/C)ICAP. I RATIO IDELAYIDELAYI(PF) IDELAYI LOS IDELAYI LOS
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INORTHBOUNDILEFT I 6781 1.00I 6781 6781 1.001 6781 L I .201 11.0I .183I 621I 1.091 19.0I 58.61 1.00I 77.61 F 145.9I E
NORTHBOUNDITHRU 11896I 1.00I 18961 20211 1.001 20211 T+R I .44I 26.0I .433I 19691 1.031 13.21 22.11 1.001 35.31 D IIIIIIIIIIIII
NORTHBOUND IRIGHT 1251 11.001 1251 I I I I I I I I I I I I I
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ISOUTHBOUND I LEFT I 2581 1.001 2581 2581 1.D0I 2581 L I .15I 10.01 .167I 2821 .914I 18.71 22.81 1.DOI 41.51 E 139.3I D
SOUTHBOUNDITHRU 12356I 1.001 23561 23561 1.001 23561 T I .44I 25.0I .417I 22281 1.061 13.91 31.4I 1.00I 45.31 E IIIIIIIIIIIII
SOUTHBOUNDIRIGHTI 4001 1.00I 4001 4001 1.00I 4001 R I .13I 40.0I .667I 20201 .198I 2.921 .007I 1.00I 2.931 A IIIIIIIIIIIII
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EASTBOUND ILEFT I 7131 1.00I 7131 7131 1.001 7131 L I .21I 16.0I .267I 9031 .790I 15.51 3.341 1.00I 18.91 C 126.5I D
EASTBOUND ITHRU I 9771 1.00I 9771 9771 -1.001 9771 T I .27I 16.01 .267I 9501 1.031 16.91 29.71 1.00I 46.61 E IIIIIIIIIIIII
EASTBOUND IRIGHTI 7081 1.00I 7081 708I 1.00I 7081 R I .47I 40.01 .667I 1010I .701I 4.761 1.531 1.00I 6.291 B IIIIIIIIIIIII
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STBOUNO (LEFT I 8TI 1.00I 87I 87I 1.o0i 87I L I .OS( S.OI .133I 226I .385I 18.1I .561I 1.00I 18.6I C 143.3I E
WESTBOUND ITHRU I 4761 1.00I 4761 4761 1.00I 4761 T I .13I 8.0I .133I 4751 1.00I 19.81 32.21 1.00I 51.91 E I I I I I I I I I I I I I
tST80LJND IRIGHTI 491 1.00I 491 491 1.00I 491 R I .03I 40.0I .667I 10101 .049I 2.621 2e-4I 1.00I 2.621 A IIIIIIIIIIIII
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TOTAL INTERSECTION DELAY 41.3 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE E
�assarsazaaaasaraaa=saaasaaazzaaaazaaaaassasaasasasaaaaasaasaassaaasazsaasaaasaaaaassaaasasaaasaazzasaaaasaaaaasassaasaas:saaatasas
I===-=Z===22=--=====-=X ......ZZ=_=.....zz=...
zzaaaaazz=aar z zsazaa.rsrssszra=aasazaaasaaa.sass=assasazaasaaaaasas.
KKR ASSOCIATES
HIGHWAY CAPACITY METHOD • SIGNA1111D INTERSECTION CAPACITY & LEVEL OF SERVICE ANALYSIS
aazzzz==a==aaazzrzzr=zzza==zz==zz==zaszsz==aaarszsz=asasza=zsaszaarassssara=aceazsssrz=azzaa=rarrzsaarazaaaassazzaszzassaaa=zssrs
COUNT DATE: NA CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: 1.00 ENTRY BY: K. HEIN KHR CODE: E013
----•---
.... ..... ............
'LOCATION: CITY OF HUNTINGTON BEACH PEAK HOUR: 5:00 TO 6:00 P.M:-._.... COMMENTS: ALTERNATIVE 2 P.M. PEAK HOUR
...................................
................ ....•...............................
NORTH-SOUTH STREET: BEACH BOULEVARD CONTROL: 4-PHASES
........................ ....................................
EAST-WEST STREET: EDINGER AVENUE CONTROL: 4-PHASES
....................... ........................ ....................................
rrzarz==z aar=====sz zz=r r r rzz¢=zrr a===zzarrraszazaaaasazzaa=ara rzsaas=azz==a==as==zar=razz====zaraa=sazarszaaarar:rzaas
' A D J U S T M E N T F A C T O R S "Sa
I IIDEALl NO.JLANE ILANES1.................•--..-...--..--.---._....-------......----------------------------I SAT.
APPROACH IMOVE-ISAT. I OF 1GROUP1 IN I LANE WIDTHJ% HEAVY VENT % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
IRECTION IMENT (FLOW I LANES IMOVE.1GROUP I FEETI Fw I % I Fhv I % I Fg I/HOUR) FP I/HOUR) Fb jlzCBDj Fa ITURN ITURN'I(VPHG)
=azzzsrarrrrrzr====rraarra=zzz=zsszrarzz=zsrsrseazs=aazasaaarasasaaazazzaas¢zrraaararazrrszaaaazaaraarsrarazzasaaaazraa
NORTHBOUND I LEFT 1 18001 21 L 1 21 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 .951 3386
ORTHBOUNDITHRU 1 18001 31 T+R 1 31 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 1.001 4544
ORTHBOUNDIRIGHT1 18001 11
_z=zazzra aararszz z===z=z===a=szzsrsaa¢aazza=arzsrrrrrrrszzaaazr=arsrrzsaaaa==azsaaazaarrrsza=aa=aaarzzrsrzzaazaaaasa
SOUTHBOUNDILEFT 1 18001 11 L 1 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 .951 1693
ROUTHBOUNDITHRU 1 18001 31 T 1 31 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 1.001 53"
OUTHBOUNDIRIGHT1 18001 21 R ( 21 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 1.001 3029
zrarrraa azaaazsrzaa=assrazzarazsassr»aararsraaaazaasaaaaazaaaaaaazaasaaasaaaasaaarersaaarasz=aaraaaraaaaaa¢zaaaazasaaaraaaaaas
ASTBOUND [LEFT 1 18001 21 L 1 21 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 .951 3386
ASTBOUND ITHRU 1 18001 21 T 1 21 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 1.001 3564
EASTBOUND IRIGHT1 18001 11 R 1 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 1.001 1515
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STSOUND (LEFT 1 18001 11 L 1 11 121 1.001 21. .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 .951 1693
STBOUND ITHRU 1 18001 21 T 1 21 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 1.001 3564
WESTBOUND IRIGHT1 18001 11 R 1 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 1.001 1515
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I PE ;;
MOVE�GROUPILANE JADJ. I I I I I ( I I I I JINTERSECTION
IMOVE.1 HOUR FLOWIFLOW JUTIL.IFLOW ILANE (FLOW IGREENIGREENILANE (VOL./J1ST 12ND JPROG.JLANE ILANE JAPPROACH LEG
�PPROACH MOVE-1 VOL.IFACT.1 RATEIRATE JFACT.JRATE IGROUPIRATIOITIME IRATIOIGROUPICAP. ITERM ITERM JFACT.JGROUPIGROUPI-----------.
IRECTION IMENT I(VPH)I(PHF)I(VPH)I(VPH)l (U) j(VPH)jMOVE I(V/S)I(SEC)I(G/C)ICAP. IRATIOIDELAYIDELAYI(PF) IDELAY1 LOS JDELAYJ LOS
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ORTHBOUNDILEFT ( 7931 1.001 7931 7931 1.001 7931 L 1 .231 11.01 .1831 621j 1.281 19.91 172.1 1.001 192.1 F 1 79.41 F
ORTHBaJNDjTHRU 1 18961 1.001 18961 20211 1.001 20211 T+R I ."1 26.01 .4331 19691 1.031 13.21 22.1I 1.001 35.31 D
ORTHBOUND I R I GHT 1 2511 1.001 1251 11 l l l l l l l l 1 l l
aa=a=ra=rs=as=sa=raazsaaaasaaasasaasaarasaaraaaasaasaaaaas:awaasaaasasaasaaaaaaasasasazsaszasaaaasaasaaasaaaa:sasssasaassasaaaass
rTHBOUNDILEFT 1 3301 1.001 3301 3301 1.001 3301 L 1 .191 10.01 .1671 2821 1.171 19.71 113.1 1.001 133.1 F 1 '57.41 E
wTHBOUNDITHRU 1 24281 1.001 24281 24281 1.001 24281 T 1 .451 25.01 .4171 22281 1.091 14.21 44.41 1.001 58.71 E
SOUTHBOUNDIRIGHT1 5151 1.001 5151 5151 1.001 5151 R 1 .171 40.01 .6671 20201 .2551 3.051 .0151 1.001 3.071 A
sasaaaasassasaaa=szsaazzasaaaaaszassasas:aaaaaaaasaaasaasasaaasaaasaasaaaasuaaaaaaazaaaasaaaaaaaassaaasaaaaasrasaaasaaaassaasasas
ASTBOUND (LEFT 1 8581 1.001 8581 8581 1.001 8581 L 1 .251 16.01 .2671 9031 .9501 16.41 13.91 1.001 30.41 D 1 58.61 E
ASTBOUND �THRU � 1122� 1.00� 1122� 1122� 1.00� 1122� T � .31� 16.0� .267� 950� 1.18� 17.9� 98.8� 1.00� 117.E F �������������
EASTBOUND (RIGHT) 8531 1.001 8531 8531 1.001 8531 R 1 .561 40.01 .6671 10101 .8451 5.801 4.741 1.001 10.51 8
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a =aaaaaaasasz¢assaaa:aaaaaaasaaasaaaaaaas:saaa:asasasssasaaaaaaaasasassaassraaaas:STBOUO (LEFT j 871 1.001 871 871 1.00l 871 L I .051 8.01 .133l 2261 .385� 18.1� .561� 1.00� 18.6� C � 1<1.� F
WESTBOUND ITHRU 1 5911 1.001 5911 5911 1.001 5911 T I .171 8.01 .1331 4751 1.241 20.51 150.1 1.001 171.1 f
STBOUND IRIGHT1 491 1.001 491 491 1.001 491 R 1 .031 40.01 .6671 10101 .0491 2.621 2e-41 1.001 2.621 A
a saQiaaaaasaaaaasaaQaa¢C¢aaaaaaIIsaaaaaasaraaaiaalsaaa::ialalas:aaaiaaaaaaaaaaaaaaaaaaalaaaaaaaQaaaaaiiaafaassiaaiiaaiitiaaaaaaaai
TOTAL INTERSECTION DELAY 76.8 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE F
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'e=r=ss=sr===ass==s======z=x===s=s====sa=====sa========a==zz=asrs=a=s===s==aa=aa==zsarr==rrrrs==sszas=zs=rrrrr=azszzassz===rrzs=aaaa
KHR ASSOCIATES
IGHWAY CAPACITY METHOD - SIGNALIZED INTERSECTION CAPACITY 6 LEVEL OF SERVICE ANALYSIS
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COUNT DATE: NA CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: 1.00 ENTRY BY: K. HEIR KHR CODE: ED14
� ------- .... .. .. ............OCATION: CITY OF HUNTINGTON BEACH ----..---. PEAK HOUR. 5:00 TO 6.00 P.M. _----- COMMENTS: ALTERNATIVE 3 P.M. PEAK HOUR
........-................. .........._...._.. ....................................
NORTH-SOUTH STREET: BEACH BOULEVARD CONTROL: 4-PHASES
------------------•----. .....
AST-WEST STREET: EDINGER AVENUE CONTROL•• 4-PHASES
................. ........................ ....................................
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I I I I I A D J U S T M E N T F ACTO R S ( "Su
I IIDEALI NO.ILANE ILANESI...................................................................................I SAT.
APPROACH IMOVE-ISAT. I OF IGROUPI IN I LANE WIDTHI% HEAVY VEHI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
IRECTION IMENT IFLOW ILANESIMOVE.IGROUPI FEETI Fw I % I Fhv I % I Fp I/HOURI Fp I/HOURI Fb I1=CBDI Fs ITURN ITURN•I(VPHG)
zrr=ss===x=======asszzzazrars=s==arassasa=saasz=sszaazzaaasassaaaaasazsazs=rrzaaasa.s==.asrzasasa...sass=a=zazzazsa=sarrasaasrar
NORTHBOUNDILEFT 118001 21 L 1 21 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I 1.00I .95I 3386
1ORTHBOUNDITHRU 11800I 31 T+R I 31 121 1.001 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I .85I 1.00I 4544
ORTHBOUNDIRIGHTI 19001 11
sszar==ass==azasa===s=srzraa====r====esssssss=s==s=z=aszsazszssss===azzsss===s=sasaaaezza=aar=szraasrazs=aszssrrssass=rrrzzazsrr
IOUTHBOUND I LEFT 11800I 11 L I 11 121 1.001 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I 1.00I .95I 1693
OUTHBOUNDITHRU 11800I 31 T I 31 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I 1.00I 1.00I 5346
OLJTH80LJNDIRIGHTI 18001 21 R I 21 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.00) OI 1.00I .85I 1.001 3329
za==a=srzs=ass=rrz======s==zs=r=s=srr===s===sa=ass=s=a==sz=sssaazaszs=ssssrrrszssaaa=essaasazr==arrssaszsaassssrrrrsssss=s=asasssaa
IASTBOUND ILEFT 11830I 21 L I 21 121 1.00I 21 .99I OI 1.001 OI 1.001 OI 1.00I OI 1.00I 1.00I .95I 3386
AST80UND ITHRU 11800I 21 T I 21 121 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.001 OI 1.00I 1.00I 1.00I 3564
EASTBOUND IRIGHTI 18001 11 R I 11 121 1.00I 21 .991 OI 1.001 OI 1.00I OI 1.00I OI 1.00I .85I 1.00I 1515
sazz==s=s==szst;c;( JNm= 0T ILEFT 11800I 1I L I tI 12I. 1.00I 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.00I 1.00I .95I 1693
WESTBOUND ITHRU 11800I 21 T I 21 121 1.DOI 21 .99I 0I 1.00I OI 1.00I OI 1.00I OI 1.00I 1.00I 1.00I 3564
�STBOUND IRIGHTI 18001 11 R I tI 121 1.001 21 .99I OI 1.00I OI 1.00I OI 1.00I OI 1.DOI .85I 1.00I 1515
aas==szasssa.rzrxr=zsszaaraaaaas=s=ass==ssassaaaasaaaasa=ssaaaaastcaaaassaaaaaaa.sasassasaa=.szaataaaaaaaaaaaszaasrsssazssassssa
I I I PSI MOVE IGROUPILANE IADJ. I I I I I I I I I I I IINTERSECTION
I IMOVE.) HOURI FLOWIFLOW IUTIL.IFLOW ILANE IFLOW IGREENIGREENILANE IVOL./I1ST I2ND IPROG.ILANE ILANE (APPROACH LEG
PROACH IMOVE-I VOL.IFACT.I RATEIRATE IFACT.IRATE IGROUPIRATIOI TIME I RATIO IGROLIP ICAP. ITERM ITERM IFACT.IGROUPIGROUPI--------•---
IRECTION IMENT I(VPH)I(PHF)I(VPH)I(VPH)I (U) I(VPH)IMOVE I(V/S)I(SEC)I(G/C)ICAP. IRATIOIDELAYIDELAYI(PF) IDELAYI LOS IDELAYI LOS
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rTHBOUNDILEFT I 793I 1.00I 7931 7931 1.001 793I L I .23I 11.0I .183I 6211 1.281 19.91 172.1 1.001 192.1 F 1 79.41 F
o.T,,OUNDIT,RU 1 18%11.00I 18961 20211 1.001 20211 T*R I .44I 26.01 .433I 19691 1.031 13.21 22.11 1.001 35.31 D IIIIIIIIIIIII
NORTHBOUND I R I GHT 1251 11.00 I 1251 I I I I I I I I I I I I I
asasaaassaa=asssasssraaasassaasesaasaasaasaaasssaa:saaaaasaaasassasasaasaasaaaaaassasaaesaa:aaaaassaasaasaaaassaasaasaaasasaasaasss
IDHBOUNDILEFT I 2581 1.00I 2581 2581 1.00I 2581 L I .15I 10.01 .1671 2821 .914I 18.71 22.81 1.001 41.51 E 138.5I D
UTHBOUNDITHRU 12356I 1.00I 23561 23561 1.001 23561 T I ."1 25.01 .417I 22281 1.061 13.91 31.41 1.00I 45.31 E IIIIIIIIIIIII
SOUTHBOUNDIRIGHTI 4671 1.001 4671 4671 1.001 4671 R I .151 40.01 .667I 20201 .231I 3.00I .011I 1.001 3.011 A IIIIIIIIIIIII
t=;BMOU==D
sasasaaa=a=ss=.asszsaaasaaaaaas=.asas.aaaa...aaasa...... aaaSUN ILEFT I 828I 1.00I 828I 828I 1.00I 828I L I .24I 16.0I .267I 9031 .917I 16.21 10.11 1.001 26.31 D 119.5I C
EASTBOUND ITHRU I 8371 1.00I 8371 8371 1.001 8371 T I .23I 16.01 .267I 9501 .8811 16.01 6.861 1.001 22.91 C IIIIIIIIIIIII
�ST80UND IRIGHTI 9231 1.001 8231 9231 1.001 823I R I .54I 40.01 .667I 10101 .815I 5.551 3.691 1.001 9.241 B IIIIIIIIIIIII
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WESTBOUND ILEFT I 871 1.001 871 871 1.00I 871 L I ..051 8.01 .133I 2261 .385I 18.11 .561I 1.00I 18.61 C 1113.I F
fSTBOUND ITHRU I 5671 1.001 5671 5671 1.00I 5671 T I .16I 8.01 .133I 4751 1.191 20.41 116.1 1.00I 137.1 F IIIIIIIIIIIII
STBOUND IRIGHTI 491 1.00I 491 491 1.001 491 R I .03I 40.01 .667I 10101 .049I 2.621 2e-4I 1.001 2.621 A IIIIIIIIIIIII
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TOTAL INTERSECTION DELAY 56.7 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE E
t..............an===naz a======aa=a=umzuzzzzuu ozasaasaaaasssasasaaaaasaaassaaasss:ssasasaasaass.sssaasaaasassasass:as:...aaaa:.aaaa
KHR ASSOCIATES
'HIGHWAY CAPACITY METHOD - SIGNALIZED INTERSECTION CAPACITY IL LEVEL OF SERVICE ANALYSIS
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COUNT DATE: NA CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: 1.00 ENTRY BY: K. HEIN KHR CODE: ED15
•------- .... ..... ............ ............
LOCATION: CITY OF HUNTINGTON BEACH PEAK HOUR: 5:00 TO 6:00 P.M. COMMENTS: ALTERNATIVE 4 P.M. PEAK HOUR
-.-•--.----
........................ ....................................
NORTH-SOUTH STREET: BEACH BOULEVARD CONTROL: 4-PHASES
.....................•--
EAST-WEST STREET: EDINGER AVENUE CONTROL•• 4-PHASES
.............................:.
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A D J U S T M E N T F A C T O R S S
p p
i IIOEALl NO.(LANE ILANES1.........................•----.........-----•......................................I SAT.
APPROACH IMOVE-ISAT. I OF IGROUPI IN I LANE WIDTHJ% HEAVY VENT % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
IRECTION IMENT IFLOW ILANESIMOVE.1GROUP1 FEET Fw I % I Fhv I % I Fg (/HOUR) Fp I/HOUR) Fb j1=CBDj Fa ITURN TURN*I(VPNG)
=zszsszzzzzszzzaszs=a=zsszsssazsasssaasazaaaaaaaazaarzzzaassazaazzaasrazzzzasrrazsszxaazasaarazzzzarazazaraaarrazzaaaazzsaz=aarsas
NORTHBOUNOILEFT + 18001 21 L 1 21 121 1.001 21 .991 01 1.001 Of 1.001 01 1.001 01 1.001 1.001 .951 3386
�ORTHBOUNOITHRU 1 18001 31 TFR 1 31 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 1.001 45"
IORTHBOUNDIRIGHT1 16001 11
OUTHBOUNDILEFT 1 18001 11 L 1 11 121 1.001 21 .991 0f 1.001 0f 1.001 01 1.001 01 1.001 1.001 .951 1693
OUTHBOUNDITHRU 1 18001 31 T 1 31 121 1.001 21 .991 0f 1.001 Of 1.001 01 1.001 01 1.001 1.001 1.001 5346
OUTHBOUNDIRIGHT1 18001 21 R 1 21 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 1.001 3029
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ASTBOUND CLEFT 11800j 21 L 1 21 121 1.001 21 .991 Of 1.001 Of 1.001 01 1.001 01 1.001 1.001 .951 M16
ASTBOUND ITHRU 1 18001 21 T 1 21 121 1.001 21 .991 0f 1.001 Of 1.001 01 1.001 01 1.001 1.001 1.001 3564
EASTBOUND IRIGHT1 18001 11 R 1 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 1.001 1515
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aeaaxaazsxax==aaraaaazrraarasaaasaraaszrraaxIID CLEFT 1800� 1� L 1� 12� .1.001 21 .991
0� 1.00� 0� 1.00� 0� t.o0� 0� 1.00� 1.00� .95) 1693
WESTBOUND ITHRU 1 18001 21 T 1 21 121 1.001 21 .991 0f 1.001 Of 1.001 01 1.001 01 1.001 1.001 1.001 3564
�STBOUND IRIGHT1 18001 1l R 1 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 I-DOI ISIS
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PEAK MOVE�GROUP�IANE �ADJ. � � � � � � � � � � ( INTERSECTION
IMOVE.1 HOURI FLOWIFLOW IUTIL.IFLOW ILANE (FLOW 1GREENIGREENILANE JVOL./11ST 12ND JPROG.JLANE ILANE JAPPROACH LEG
PPROACH MOVE-1 VOL.IFACT.1 RATEIRATE JFACT.JRATE IGROUP IRATIO1 TIME I RATIO IGROUP ICAP. (TERM ITERM I FACT.1GROUPIGROUP1------.-----
IRECTION IMENT ((VPH)I(PHF)I(VPH)I(VPH)l (U) j(VPH)jMOVE j(V/S)j(SEC)j(G/C)jCAP. JRATIOIDELAYIDELAYI(PF) IDELAY1 LOS IDELAY1 LOS
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1ORTHBOUNOILEFT 1 8601 1.001 8601 8601 1.001 8601 L 1 .251 11.01 .1831 6211 1.391 20.41 271.1 1.001 291.1 F 1 112.1 F
ORTHBOUNDITHRU 1 18961 1.001 18961 20211 1.001 2021l T+R 1 .441 26.01 .4331 19691 1.031 13.21 22.11 1.001 35.31 D
ORTHBOUNDIRIGHT1 2511 1.001 1251 1111111111111
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LWTH80UNDILEFT 1 2581 1.001 2581 2581 1.001 2581 L I .15l 10.01 .1671 2821 .9141 18.71 22.81 1.001 41.51 E ( 37.51 D
THBOUNDITHRU 1 23561 1.001 23561 23561 1.001 23561 T . I ."1 25.01 .4171 22281 1.061 13.91 31.41 1.001 45.31 E
SOUTHBOUNDIRIGHT1 5581 1.001 5581 5581 1.001 5581 R I .181 40.01 .6671 20201 .2761 3.111 .0201 1.001 3.131 A
t;;vzz:;=;=zsa===asrasaaaa=saxaa==xs=azs==aa==aaaaaa=azsasraaaaaszrrz==aasasaa.asaaa==aa=aasBOU LEFT I 943; 1.00; 9431 943� 1.001 9431 L ( .281 16.01 .2671 9031 1.041 17.01 35.41 1.001 52.41 E 1 36.41 D
EASTBOUND ITHRU 1 9521 1.001 9521 9521 1.001 9521 T 1 .271 16.01 .2671, 9501 1.001 16.71 22.81 1.001 39.61 D
(STBOUND IRIGHT1 9381 1.001 9381 9381 1.001 9381 R 1 .621 40.01 .6671 10101 .9291 6.651 10.41 1.001 17.01 C
STBOUND (LEFT ( 871 1.001 871 871 1.001 871 L 1 .051 8.01 .1331 2261 .3851 18.11 .5611 1.001 18.61 C 1 247.1 F
WESTBOUND ITHRU 1 6581 1.001 6581 6581 1.001 6581 T 1 .181 8.01 .1331 4751 1.381 21.01 274.1 1.001 295.1 F
STBOUND IRIGHT1 491 1.001 491 491 1.001 491 R 1 .031 40.01 .6671 1010j .0491 2.621 2e-41 1.001 2.621 A
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TOTAL INTERSECTION DELAY 83.8 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE F
�sasarasaraaaaaaaszaaaatasaaaasaaaaaaaaasxsasasassssasasassssasasaaasssaas:aaasaaaasaaassaa=:asassassasasasaasasssaasaaasszasaassaa
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KHR ASSOCIATES
HIGHWAY CAPACITY METHOD -_SIGNALIZED-INTERSECTION CAPACITY b LEVEL OF SERVICE ANALYSIS
a==nassxs=aaaanxzs¢________���_______ a-------------znsr--__ ssazn=az=aaaanazanarxasazasraanassaaasssansazanassnxsxsasaaaazassass
COUNT DATE: N/A CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY: K. HEIN KKR CODE: ED16
.... .. .. ............
[LOCATION: CITY OF HUNTINGTON BEACH PEAK HOUR: 5.00 TO 6.00 P.M. COMMENTS: EXISTING P.M. PEAK HOUR
................................... ........................ ....................................
NORTH-SOUTH STREET: PARKSIDE LANE CONTROL: 1 PHASE
........................ --......---.......-------..........-
AST-WEST STREET: EDINGER AVENUE CONTROL•. 4 PHASES
...............................
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I I I ADJUSTMENT FACTORS IaSa
1 IDEAL I NO.ILANE ILANESI..................................................... --.........I SAT.
PPROACH IMOVE-ISAT. I OF 1GROUPI 1N I LANE WIDTHIX HEAVY VENI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
IRECTION IMENT IFLOW ILANESIMOVE.IGROUPI FEETI Fw I % I Fhv I % I Fg I/HOURI Fp I/HOUR[ Fb 11=CBDI Fa ITURN ITURN'I(VPHG)
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NORTHBOUNDILEFT 1 18001 11 1
1ORTHBOUNDITHRU 1 18001 IIL+T+RI 31 121 1.D01 21 .991 OI 1.001 OI 1.001 OI 1.001 OI 1.001 .851 .951 4317
ORTHBOUNDIRIGHTI 18001 11 1
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4OUTHBOUNDILEFT 1 18001 11
OUTHBOUNDITHRU 1 18001 11L+T+R1 21 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 .951 2878
OUTHBOUNDIRIGHT1 18DOI 11 1
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lASTBOUND ILEFT 1 18001 11 L I 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 .951 1693
ASTBOUND ITHRU 1 18001 31 T+R 1 31 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 .851 1.001 4544
EASTBOUND I R I GHT 1 18001 11 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
ransaa=a=Hans==snnrnnnnznn=xuzasz=zznnzzszzszsnnnzsz=auu=arxsass=z=asuasas==sszurzzsz=axunn=usnrazanassszrasasssasass=noon
sTBOUND ILEFT 1 18001 1I L 1 11 121 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 .951 1693
WESTBOUND ITHRU 1 18001 31 T 1 31 12l 1.001 21 .991 01 1.001 01 1.001 01 1.001 01 1.001 1.001 1.001 5346
STBOUND IRIGHTI 18001 11 R I 1I 121 1.001 21 .991 01 1.001 OI 1.001 01 1.001 01 1.001 .851 1.001 1515
znnrraazazzaszn=nr-nannsuazazaaaaass=nsaazaazaaasaaaaarasaaaassasasssaasaaaasssxasasazasassazzusasssaassuzsoasaasaasaunzsnaas
I I I PEAKI MOVEIGROUPILANE IADJ• I I I I I I I I I I I (INTERSECTION
I IMOVE.1 HOURI FLOWIFLOW 1UTIL.IFLOW ILANE [FLOW IGREENIGREENILANE 1VOL./(1ST 12ND 1PROG.ILANE ILANE [APPROACH LEG
PPROACH IMOVE-1 VOL.IFACT.1 RATEIRATE IFACT.IRATE 1GROUPIRATIOITIME IRAT101GROUPICAP. ITERM ITERM 1FACT.IGROUPIGROUPI•-------•---
IRECTION IMENT I(VPH)I(PHF)I(VPH)I(VPH)I (U) I(VPH)IMOVE I(V/S)I(SEC)I(G/C)ICAP. IRATIOIDELAYIDELAYI(PF) IDELAYI LOS (DELAY( LOS
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�ORTHBOUNDILEFT 1 711 .901 791 1 5.951 B
ORTHBOUNDITHRU 1 321 .901 361 178I 1.001 1781L+T+R1 .041 30.01 .5001 21581 .0821 5.951 4e-41 1.001 5.951 B 1111111111111
NORTHBOUND I R I GHT 1 1271 .901 641 11 11111111111
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aasasaaaaeaassaaaaaaaaaxaaaaasaaaaasaasaasaraaaaraaaaaaaasa:as
THBOUNDILEFT 1 1671 .901 1861 1 6.311 B .
THBOUNDITHRU 1 371 .901 411 2771 1.001 2771L+T+RI .101 30.01 .5001 14391 .1921 6.311 .0081 1.001 6.311 B 1111111111111
SOUTHBOUND I R I GHT 1 451 .901 501 1111111111111
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ASTBOUND ILEFT 1 371 .901 411 411 1.001 411 L 1 .021 15.01 .2501 4231 .0971 13.11 .0031 1.001 13.11 B 1 18.51 C
EASTBOUND ITHRU 1 9341 .901 10381 11571 1.001 11571 T+R 1 .251 18.01 .3001 13631 .U81 15.01 3.721 1.001 18.71 C 1111)I1111111
lSTBOUNDA IRI GHT 1 1071 .901 1191 1111111111111
zaaa=nrazazaaz=azsaasa=azzxza=aszaaazmaasaaassaasacsssasus on,
asasacsasssrsaaaaassaaaaasaaaassszsaasass=aszssasaasesasasasassaaasss
WESTBOUND ILEFT 1 691 .901 771 771 1.001 771 L 1 .051 12.01 .2001 3391 .2261 15.31 .0611 1.001 15.31 C 1 12.11 B
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TBOUND ITHRU 1 6981 .901 7761 7761 1.001 7761 T 1 .151 15.01 .2501 13371 .5801 15.01 .4771 1.D01 15.51 C 1111111111111
TBOUND IRIGHTI 2931 .901 3261 3261 1.001 3261 R 1 .211 40.01 .6671 10101 .3221 3.231 .0681 1.001 3.291 A
a===nunaaasannssassazzarasaaaaaxaassasaassssasasssasassaasaaassssaaasaaaasassssssasssasasssssssssassasassssasssssssssssas
TOTAL INTERSECTION DELAY 13.9 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE B
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x______________________ _____________________
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KHR ASSOCIATES
HIGHWAY CAPACITY METHOD - SIGNALIZED INTERSECTION CAPACITY 8 LEVEL OF SERVICE ANALYSIS
s sasscxcxxasacszxssxcscccsccssxxcsssxcssscascasrrrascsrrsazxxcarazrarrrsxssxsxxsxsrrxsxarsrsxzxcscrasssaasrsrsraaaresraxexaxasxxss
COUNT DATE: N/A CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY: K. HEIN KKR CODE: ED17
......._ .... ............ ............
1 LOCATION: CITY OF HUNTINGTON BEACH PEAK HOUR. 5.00 TO 6.00 P.M. ----.- COMMENTS. ALTERNATIVE 1 P.M. PEAK HOUR
...........................•-----_. .................. ....................................
NORTH-SOUTH STREET: PARKSIDE LANE CONTROL: 1 PHASE
........................ ._......-------..................._.
EAST-WEST STREET: EDINGER AVENUE CONTROL•. 4 PHASES
...............................
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I I I A D J U S T M E N T F A C T O R S US*
IIDEALI NO.ILANE ILANESI...................................................................................I SAT.
,APPROACH IMOVE-ISAT. I OF IGROUPI IN I LANE WIDTHIX HEAVY VEHI % GRADE I PARKING I BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
DIRECTION IMENT IFLOW I LANES IMOVE.IGROUPI FEETI Fv I % I Fhv I X I Fq I/HOURI Fp I/HOURI Fb I1=CBDI Fa ITURN ITURN*I(VPHG)
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NORTHBOUNDILEFT 1 18001 11 I
NORTHBOUNDITHRU 11800I 1IL+T+RI 31 121 1.O0I 21 .99I OI 1.00I OI 1.O0I OI 1.00I OI 1.001 .85I .95I 4317
NORTHBOUNDIRIGHTI 18001 11 I
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'SOUTHBOUNDILEFT 11800I 11
SOUTHBOUNDITHRU 11800I 1IL+T+RI 21 121 1.O0I 21 .99I OI 1.00I OI 1.O0I OI 1.00I OI 1.00I .85I .95I 2878
SOUTHBOUNDIRIGHTI 18001 11 I
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lEASTBOLIND ILEFT 11800I 11 L I 11 121 1.O0I 21 .99I OI 1.O0I OI 1.O0I OI 1.00I OI 1.00I 1.O0I .95I 1693
EASTBOUND ITHRU 11800I 31 T+R I 31 121 1.O0I 21 .99I OI 1.O0I OI 1.00I OI 1.00I OI 1.00I .85I 1.O0I 45"
EASTBOUND IRIGHTI 18001 11 I I I I I I I I I I I I I I I 1
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STBOUND ILEFT 11800I 11 L I 11 121 1.O0I 21 .99I OI 1.O0I OI 1.O0I OI 1.O01 OI 1.O0I 1.O01 .95I 1693
WESTBOUND ITHRU 11800I 31 T I 31 121 1.O0I 21 .99I OI 1.O0I OI 1.001 OI 1.001 OI 1.O0I 1.O0I 1.001 5346
�STBOUND IRIGHTI 18001 tI R I 11 121 1.O0I 21 .99I OI 1.00I OI 1.O0I OI 1.O0I OI 1.O01 .85I 1.00I 1515
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I I I PEAKI MOVE IGROUPILANE IADJ. I I I I I I I I I I I IINTERSECTION
IMOVE.I HOURI FLOWIFLOW IUTIL.IFLOW ILANE IFLOW IGREENIGREENILANE IVOL./I1ST I2ND IPROG.ILANE ILANE (APPROACH LEG
PROACH IMOVE-1 VOL.IFACT.I RATEIRATE IFACT.IRATE IGROUPIRATIOITIME IRATIOIGROUPICAP. ITERM ITERM IFACT.IGROUPIGROUPI------------
IRECTION IMENT I(VPH)I(PHF)I(VPH)I(VPH)I (U) I(VPH)IMOVE I(V/S)I(SEC)I(G/C)ICAP. IRATIOIDELAYIDELAYI(PF) IDELAYI LOS IDELAYI LOS
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�ORTHBOUNDILEFT I 711 .90I 791 15.95I 8
lORTHBOUNDITHRU I 321 .90I 361 1781 1.00I 178IL+T+RI .04I 30.01 .500I 21581 .082I 5.951 4e-4I 1.001 5.951 B IIIIIIIIIIIII
NORTHBOUND IRIGHT I 1271 .90I 64I I I I I I I I I I I I I I
E-ZO-U-N -1
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HBOUNDITHRU 1 371 .90I 411 7591 1.001 759IL+T+RI .26I 30.0I .500I 14391 .527I 7.741 .297I 1.00I 8.04I B IIIIIIIIIIIII
SOUTHBOUND I R I GHT I 2621 .90 1291 I I I I I I I I I I I I I I
.sac .e=s=«zaascaczzassazaaaaaaL-;;;-OLDN (LEFT I 209) .90I 232I 232I 1.00) 2321 L i .14I 15.01 .250I 4231 .549I 14.91 1.171 1.O0I 16.01 C 117.9I C
EASTBOUND ITHRU 11151I .90I 12791 13981 1.O0I 13961 T+R 1 .31I 21.01 .350I 15901 .879I 13.91 4.301 1.O0I 18.2I C IIIIIIIIIIIII
ASTBOUND IRIGHTI 1071 .90I 1191 IIIIIIIIIIIII
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WESTBOUND ILEFT I 691 .90I 771 771 1.00I 771 L I .05I 9.0I .1501 2541 .302I 17.31 .213I 1.O0I 17.51 C 112.8I B
STBOUND ITHRU I 8701 .90I 9671 9671 1.00I 9671 T I .18I 15.0I .250I 13371 .MI 15.71 1.381 1.001 17.01 C IIIIIIIIIIIII
STBOUND IRIGHTI 4651 .90I 5171 5171 1.00I 5171 R I .34I 40.01 .667I 1010I .512l 3.841 .373I 1.001 4.221 A IIIIIIIIIIIII
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TOTAL INTERSECTION DELAY 13.6 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE B
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KHR ASSOCIATES
1GHWAY CAPACITY METHOD - SIGNALIZED INTERSECTION CAPACITY & LEVEL OF SERVICE ANALYSIS
COUNT DATE: N/A CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY: K. HEIN KHR CODE: ED18
-------- ....� E .. .. ............ ............OCATION: CITY OF HUNTINGTON BEACH PEAK HOUR. 5.00 TO 6.00 P.N. COMMENTS: ALTERNATIVE 2 P.M. PEAK HOUR
................................... ........................ ..................................•.
NORTH-SOUTH STREET: PARKSIDE LANE..-------_ CONTROL: i PHASE..
..... ............... ........-----..........._........._.
AST-WEST STREET: EDINGER AVENUE CONTROL: 4 PHASES
............. ...............................
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A 0 J U S T M E N T F A C T O R S "S"
I IIDEALI NO.[LANE ILANES[-----------------------------------------------------------------------------------i SAT.
PPROACH IMOVE-ISAT. i OF IGROUPI 1N I LANE WIDTH[X HEAVY VEHI % GRADE I PARKING i BUS BLOCK I AREA TYPE IRIGHTILEFT I RATE
IRECTION IMENT [FLOW ILANESIMOVE.IGROUPI FEET( Fw I % I Fhv I % I Fp I/HOURI Fp I/HOUR+ Fb [1=CBDI Fa ITURN ITURK*I(VPHG)
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NORTHBOUNDILEFT 11800I 11 I
IORTHBOUNDITHRU 118001 1IL+T+RI 31 121 1.001 21 .991 OI 1.001 OI 1.001 OI 1.001 01 1.001 .85I .951 4317
ORTH80LJNDIRIGHTI 18001 11 1
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rTHBOUNDILEFT 11800I 11
THBOUNDITHRU 11800I 1IL*T+RI 21 121 1.001 21 .99I OI 1.001 OI 1.001 01 1.001 OI 1.ODI .85I .951 2678
SOUTHBOUNDIRIGHTI 18001 11 I
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STBUND LEFT 1800I 1I L ( 1I 12I 1.001 21 .991 OI 1.001 01 1.00I 01 1.001 0[ 1.00I 1.00[ .95I 1693
WESTBOUND ITHRU 11800I 31 T I 31 . 121 1.001 21 .991 OI 1.001 OI 1.001 01 1.001 01 1.001 1.001 1.00I 5346
STBOUND IRIGHTI 18001 tI R I 11 121 1.001 21 .99I OI 1.001 OI 1.001 01 1.001 01 1.001 .85I 1.DOI 1515
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I I I PEAKI MOVEIGROUPILANE [ADJ. i I I I I I I I i I I IINTERSECTION
I [MOVE.[ HOURI FLOWIFLOW [UTIL.IFLOW ILANE IFLOW IGREEN IGREEN I LANE IV(X./I1ST 12MD IPROG.ILANE ILANE (APPROACH LEG
PROACH IMOVE-I VOL.IFACT.I RATEIRATE IFACT.IRATE IGROUPIPATIOITI14E IRATIOIGROUPICAP. ITERN ITERM I FACT.I GROUP IGROUPI------•-----
IRECTION IMENT I(VPH)I(PHF)I(VPH)I(VPN)I (U) I(VPH)IMOVE I(V/S)I(SEC)I(G/C)ICAP. IRATIOIDELAYIDELAYI(PF) IDELAYI LOS IDELAYI LOS
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l:THBOUNDILEFT I 711 .901 791 15.95I B
THBOUNDITHRU I 321 .90I 361 1781 1.001 1781L*T+RI .04I 30.0I .500I 2081 .082I 5.951 4e-4I 1.001 5.951 a IIIIIIIIIIIII
NORTHBOUNDIRIGHTI 1271 .901 641 IIIIIIIIIIIII
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THBOUNDITHRU I 371 .901 411 12411 1.001 1241IL+T+RI .43I 30.0I .500I 14391 .8631 10.0I 4.031 1.00I 14.11 B IIIIIIIIIIIII
ioUTM80UNDIRIGHTI 4791 .90I 5321 IIIIIIIIIIIII
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ASTBOUND [LEFT I 3811 .90I 4231 4231 1.00I 4231 L I .251 16.0I .267I 4511 .9381 16.31 19.81 1.00I 36.21 D 1 21.51 C
EASTBOUND ITHRU 113681 .90I 15201 16391 1.00I 16391 T+R 1 .36I 24.01 .400I 18181 .9021 12.81 4.831 1.001 17.71 C IIIIIIIIIIIII
STBOUND IRIGHTI 1071 .90I 1191 IIIIIIIIIIIII
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WESTBOUND ILEFT I 691 .901 771 771 1.001 771 L I .051 6.0I .100I 1691 .4531 19.31 1.341 1.00I 20.71 C 118.5[ C
STBOUND ITHRU 110421 .901 11581 11581 1.001 11581 T I .221 14.0I .2331 12471 .9281 17.11 8.761 1.001 25.91 D IIIIIIIIIIIII
STBOUND IRIGHTI 6371 .901 7081 7081 1.00I 7081 R I .471 40.01 .6671 10101 .7011 4.761 1.531 1.001 6.291 B IIIIIIIIIIIII
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TOTAL INTERSECTION DELAY 18.2 SECONDS TOTAL INTERSECTION LEVEL OF SERVICE C
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IATES
IGHWAY CAPACITY METHOD - SIGNALIZED INTERSECTION CAPACITY a LEVEL OF SERVICE ANALYSIS
aerarraaaaaaasraarxzxazaaararsxxaassxsasasssaxa----------------
COUNT DATE: N/A CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: .90 ENTRY BY: K. HEIN KHR CODE: ED19
----- ............ ............
IOCATION: CITY OF HUNTINGTON BEACH PEAK HOUR•. 5.00 TO 6.00 P.M. COMMENTS: ALTERNATIVE 3 P.M. PEAK HOUR
................................... ........................ ....................................
ORTH-SOUTH STREET: PARKSIDE-LANE-..-..--.- CONTROL: 1•PHASE_.
AST-WEST STREET: EDINGER AVENUE CONTROL: 4 PHASES
----------------------- ........................ ....................................
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A D J U S T M E N T F A C T O R S "Sa
fIDEALI NO.ILANE ILANESI...................................................................................f SAT.
�PPROACH MOVE-(SAT. I OF IGROUPI IN I LANE WIDTHI% HEAVY VENT % GRADE I PARKING I BUS BLOCK f AREA TYPE IRIGHTILEFT f RATE
IRECTION fMENT (FLOW I LANES fMOVE.IGROUPI FEET( Fw I % f Fhv f % I Fg i/HOUR) Fp I/HOUR Fb ft=CBDf Fa ITURN (TURN*I(VPHG)
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ORTHBOUNDILEFT 1 18001 tf f
ORTHBOUNDITHRU f 18001 IIL+T+RI 31 121 1.001 21 .991 Of 1.001 Of 1.001 Of 1.001 Of 1.001 .851 .951 4317
ORTHBOUNDfRIGHTf 18001 1f f
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OUTHBOUNDILEFT f 18001 11
OUTHBOUNDfTHRU i 1800f 11L+T+Rf 21 121 1.001 21 .991 Of 1.001 Of 1.001 Oi 1.001 Of 1.001 .851 .951 2878
SOUTHBOUNDfRIGHTf 18001 11 f
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STBOUND (LEFT 118DOI 11 L f tf 121 1.001 21 .991 Of 1.001 Of 1.001 Of 1.001 Of 1.001 1.001 .951 1693
EASTBOUND fTHRU f 18001 31 T+R f 31 121 1.001 21 .991 Of 1.001 Of 1.001 Of 1.001 Of 1.001 .851 1.001 4544
STBOUND iRIGHTf 18001 11 f f f f f f f f f f f f 1 1 I I
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STBOUND (LEFT f 18001 tf L f tf 121 1.001 21 .991 Of 1.001 Of 1.00f Of 1.001 Of 1.001 1.001 .951 1693
WESTBOUND fTHRU 1 18001 . 31 T f 31 121 1.001 21 .991 Of I.DOf Of 1.001 Of 1.001 Of 1.001 1.001 1.001 5346
STBOUND fRIGHTf 18001 11 R f if 121 1.001 21 .991 Of 1.001 Of 1.001 Of 1.001 Of 1.001 .851 I-DOf 1515
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f f f PEAK( MOVEfGROUPfLANE fADJ. f f I f f f f i f f f (INTERSECTION
f fMOVE.f HOUR) FLOWfFLOW fUTIL.fFLOW (LANE (FLOW fGREENfGREEMfLANE fVOL./(1ST 12NO fPROG.fLANE (LANE (APPROACH LEG
tlRECTION
PROACH (MOVE-f VOL.fFACT.f RATEfRATE fFACT.fRATE fGROLIPfRATIOITINE JUTI0fGRWPfCAP. (TERM (TERM fFACT.fGROUPfGROUPI.....------.
114ENT f(VPH)f(PHF)f(VPH)f(VPH)f (U) f(VPH)fMOVE f(V/S)f(SEC)f(G/C)iCAP. fRATIOfDELAYfDELAYf(PF) fDELAYf LOS fOELAYf LOS
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l:THBOUNDfLEFT f 711 .901 791 f 5.951 B
TH8OUNDITHRU f 321 .901 361 178f 1.001 1781L+T+Rf .041 30.01 .5001 21581 .0821 5.951 4e-41 1.001 5.951 B ffifffffififf
NORTHBOUNDJRIGHTf 1271 .901 64f fifffififffif
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THBOUNDfLEFT f 557f .90f 619f f 11.71 B
SOUTHBOUNDfTHRU f 371 .901 411 11431 1.001 11431L+T+Rf .401 30.01 .5001 14391 .7951 9.461 2.241 1.001 11.71 B 1111111111111
THBOUNDfRIGHTf 4351 .901 401 1111111111111
CASTBOUND
(LEFT f 6001 .901 6671 6671 1.001 6671 L f .391 17.01 .2831 4801 1.391 19.31 279.E 1.001 298.E F 1 111.E F
EASTBOUND ITHRU 1 10691 .901 11881 13071 1.001 13071 T+R f .291 21.01 .3501 15901 .8221 13.51 2.551 1.001 16.11 C fiffffifffift
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1
' 3.0 LAND USE
Polio a� nd Regulatory Review
' After review of the City's established circulation and land use policies
(General Plan), it was determined that the following policies are germane to
the Edinger Corridor Study.
1
Circulation
' * Providing for the mobility needs of the community versus the
economic realities of providing alternative means of transportation
' for the various segments of the population;
* Providing for safe and efficient inter- and intra-City movement of
' people and goods; and
* Providing a transportation system that minimizes adverse
' environmental effects.
Land Use
1 * Diversityof the economic base and the potential that continued
' commercial and industrial development have for achieving this
diversity;
' Specific policies addressing commercial development include the following:
* Continuing to diversify the economic base of the City and increasing
' the tax base;
* Encouraging development of commercial complexes as centers of
' activity; and
* Continuing to promote development of commercial centers.
The Land Use Element further establishes policies for multi-story
' developments that include criteria for uses, design, circulation (both
vehicular and pedestrian) and location. The element identifies the
Huntington Center Redevelopment Project area as a primary location for
' multi-story development. The Huntington Center is classified as a regional
commercial center due to its population served (above 100,000), function
(supplements downtown anchor tenants' with one to five major department
' stores), and location (near a major arterial and freeway junction).
3.1
1
The adjacent area is generally zoned C-2 (Community Business District), with
the southwest corner of Edinger Avenue and Beach Boulevard zoned C-4
(Highway Commercial District). One Pacific Plaza was developed under a
Specific Plan zoning (Figure 3-1). The C-2 Zone is an intensive zone which
permits a wide spectrum of commercial uses ranging from small, limited
' commercial activities to general retail uses including minor automobile
repair and outside storage. All uses listed in the remainder of the commercial
districts including hotels and motels are permitted in the C-4 Zone. An
' additional intent of the C-4 district is to provide tourist facilities for vacation
visitors.
Existing Conditions
The primary land use on the north side of Edinger Corridor is the
Huntington Center. The Huntington Center occupies approximately 60 acres
and consists of 1,046,523 square feet of retail and 4,415 parking spaces (this
parking total includes 221 spaces on the northerly adjacent Edison R.O.W.
' The Huntington Center is a shopping center with four anchors and a series of
ancillary retail and food establishments that are contiguous. A second group
of buildings are east of the primary shopping center. Freestanding buildings
include a service station at the northwest corner of Edinger Avenue and
Beach Boulevard, and a band and several automotive repair establishments
along the northerly edge of Edinger Avenue.
' The primary access to the Huntington Center is via a series of driveways and
entrances from Edinger Avenue. Other access points include Center Drive
(north) via Gothard Street and the I-405 Freeway.
Additionally, a mixed use development - One Pacific Plaza - has been
' constructed north of Center Drive and the Huntington Center. When
completed, this development will consist of approximately 14,000 square feet
of restaurant facilities, 405,220 square feet of office, 55,000 square feet of
' medical office, and a 224 room hotel (134,400 square feet). A total of 2,312
parking spaces will be provided, with the majority of these spaces occurring
within a series of parking structures.
The southerly area of Edinger Avenue consists of a variety of commercial
retail and office uses. There is a series of driveways and and two public streets
that have direct access to Edinger Avenue. Between the Southern Pacific
Railroad and Sher Lane, there are five groups of buildings consisting of
' 155,000 square feet. The total area is approximately 14 acres. There are
approximately 625 parking spaces for this area. Between Sher Lane and
Parkside Lane, there are five groups of buildings consisting of 236,000 square
' feet within a total area approximately 10.5 acres. There are approximately 800
parking spaces serving this area. Between Parkside Lane and Beach
Boulevard there are eight groups of buildings consisting of approximately
1
3.2
' 39,000 square feet within a total land area of approximately 5.5 acres. There
are approximately 213 parking spaces serving this area (Note: Several of these
uses include a car wash and service station which typically do not require
' additional parking spaces.) Figure 3-2 illustrates the adjacent uses of the
Edinger Corridor.
' Projected Conditions
Section 2.0 (Circulation) of this study selected a series of growth scenarios in
' order to evaluate the alternatives. These scenarios do not depict actual or
recommended growth alternatives. However, it is anticipated that the
aforementioned project area will not deviate from land use policy and that
' opportunities for increased commercial activities should be preserved. This
location has a regional significance which will compel continual and
increasing interest in revitalizing the area and generally improving the
' commercial activity.
Therefore, the need is to provide circulation improvements which will not
' only serve the existing establishments but will also accommodate intensified
commercial activity.
Constraints
' The existing pattern of land uses along the Edinger Corridor and within its
surrounding areas is in somewhat of a stagnation period due to an
antagonistic relationship between Edinger Avenue and its surrounding
' commercial areas. Shoppers are less interested in patronizing Huntington
Center and its surrounding commercial areas due to an excess of traffic
congestion as well as to an ambiguous land use function. For example, the
' primary entries to the Huntington Center are characterized by automotive
service land uses. These uses, in their respective locations, do not promote
an inviting, shopper-oriented commercial district.
' The project area is fragmented by various physical elements. Edinger Avenue
is a formidable barrier discouraging pedestrian movement among
employment areas (south side of Edinger) and retail areas (north side of
Edinger). The south edge of Edinger Avenue.is separated into blocks defined
by the north/south streets - Beach Boulevard, Parkside Lane and Sher Lane.
' There is very little land use relationship among these properties.
Furthermore, the area between Beach Boulevard and Parkside Lane has a
series of long narrow lots which has resulted in a number of buildings with a
' significant amount of driveways. This lot configuration severely restricts the
revitalization and recycling options that would otherwise be available to a
large single parcel.
3.4
A Southern California Edison easement crosses the rear (northern) portion of
' Huntington Center, thus restricting future land use expansions and forcing
this area to be covered mostly by paving for internal circulation and surface
parking. Moreover, this easement with the high voltage power lines acts as a
' separation between the Huntington Center and One Pacific Plaza.
Any expansion or intensification plans for commercial and mixed uses along
' the Edinger Corridor will be limited by the present circulation system which
operates at well over capacity levels. Figure 3-3 illustrates these land use
constraints.
' 01212ortunities
As previously mentioned the project area enjoys a significant regional
location and will continue to experience pressure to develop. Orange County,
as a region, will continue to develop at a strong pace. The Preferred
' Projections published by the County of Orange (Forecast and Analysis Center)
notes that the north County areas will experience employment growth while
the south County areas represent the majority of the region's projected
' residential growth. The I-405 Freeway will increase in importance as a
primary connection between these two areas.
' At a more local level, the City of Huntington Beach is encouraging
revitalization within its downtown core and along Pacific Coast Highway. As
this area becomes a significant destination point for tourism and recreation,
the roles of both Beach Boulevard and Goldenwest Street will increase as
major north-south arterials. These growth projections accentuate the
' regional location and importance of the Edinger Corridor Study area.
There is an established mix of commercial uses along the Edinger Corridor.
' Generally, the properties are in satisfactory condition and are not in a state of
disrepair. The recent construction of One Pacific Plaza indicates the potential
and desire for additional square footage. Mercury Savings' corporate
t headquarters are located along the south side of Edinger Avenue and
represents a significant employer and provides a corporate identity in the
project area. As a large site under single ownership along the northerly side
' of Edinger Avenue, Huntington Center has the potential to intensify and take
on additional retail anchors as well as other new uses.
' Other benefits to the area include the proximity of Goldenwest College. Over
twenty thousand students are currently registered at the college and attend
classes both during the day and at night. The project area is surrounded by a
' mix of residential neighborhoods. To the north and west are large tracts of
single family neighborhoods that were established approximately fifteen to
twenty years ago. These neighborhoods are occupied by upper-middle income
3.6
' to upper income families. The 1980 Census indicates that these residential
tracts represent a significant amount residences with fairly high expendable
incomes. Additionally, there is a large group of multiple family dwelling
units located to the south of the project area. Typically, families that reside in
these neighborhoods depend on the commercial and transportation services
that are in proximity. The regional growth projections and local land use
' characteristics indicate positive commercial opportunities for the Edinger
Corridor area. Figure 3-4 illustrates some of these opportunities.
iRecommendations
Section 2.0 discussed the circulation alternatives. Should these alternatives
be implemented, there will be direct, measurable impacts on the land use of
the entire project area. The primary intent of the circulation improvements
' is to facilitate vehicular movement along Edinger Avenue and reduce the
congestion at various intersections. Additionally, an equally important
purpose of the circulation improvements is to benefit the surrounding
' properties - both at the current time and in the future. Therefore, the
following are land use recommendations that should be considered
simultaneously with the previously mentioned circulation improvements.
' Single Commercial District
' It is recommended that the entire project area be identified as a single
commercial district. Although the establishment of the Huntington Center
Redevelopment Project Area by the City has formally recognized this concept,
there should be an active pursuit of land uses relating and supporting each
other within a balanced framework. Land use applications and decisions for
properties within the district should be examined and analyzed as to their
' respective impacts (both beneficially and adversely) to the district's balance.
Current and proposed uses within the district should be enhanced and
established with a sense of contributing to this single district identity.
' There is an existing relationship between the Huntington Center shopping
center and the south side of Edinger. Mercury Savings is significant employer
on the south side of Edinger and some of the employees patronize the
Huntington Center. This type of land use relationship should be encouraged
and enhanced in order to pursue a single land use district. A similar
' relationship should be pursued with the Huntington Center and other land
use within the district (e.g., One Pacific Plaza, Old World and the proposed
' transportation center).
The current zoning regulations (C-2 and C-4) do not have the flexibility or
' legislative effectiveness to establish a balance of uses within the project area.
This zoning is directed at site specific projects. Therefore, existing land use
policies and regulations should be re-evaluated at this time and take
3.8
' Landscaping
' As previously mentioned the Edinger Corridor Study lacks consistent
landscaping throughout the entire area. It is recommended that a strong,
vertical evergreen plant material be used along the edges of the public streets -
' Edinger Avenue and the proposed public street.
In keeping with the southern California environment, it is recommended
' that either Washingtonia Robusta or Washingtonia Filifera (fan palms) be
planted along the edges of the public streets. This material would serve
several purposes. First it would create a singular streetscape for the entire
' project area. This plant material would serve to reinforce the concept of a
single commercial district that could be seen from a distance. For example,
people traveling west on Edinger Avenue would have their attention drawn
toward the Edinger Corridor as soon as they cross over the I-405 Freeway.
Currently, the driver's eye is not directed by any strong landmark or street
' tree scheme. In a relatively short period of time, these trees would be visible
from the freeway. Another function of this vertical plant material would be
to identify the public streets. That is, one traveling east along Edinger
Avenue at the western portion of the project area would note the new public
street connecting Edinger and the I-405 Freeway off-ramp at Center Drive.
Using the recommended plant material in this fashion would be more
' effective than an individual direction sign located along the edge of Edinger
Avenue. Finally, introduction of the recommended plant material would
create a definite gateway statement for both the City and the project area.
' The Edinger Avenue median should be landscaped with a smaller variety of
palm tree - e.g., Arecastrum romanzoffianum (Queen Palm). This material
' would provide a transition between the two sides of the street. Another
suggestion would be the planting of a flowering canopy tree in the median.
However, the issue of maintenance arises with this type of material.
' The individual blocks (private property) that comprise the project area should
have individual plant palettes that would complement the streetscape, yet
provide for separate identities within the project area. The combination of
these material would develop a landscape hierarchy with primary gateway
treatments at the the Beach Boulevard/Edinger Avenue and Center Drive/I-
405 Off-ramp intersections. Secondary gateway treatments would occur at the
various'intersections along Edinger Avenue. Figure 4-11 illustrates this
hierarchy concept.
4.14
1
1 Signage
1 A consistent sign program for the project area is recommended. Vertical pole
and roof signs should be discouraged. The buildings should be the identifying
landmarks. Signs could be attached to the walls of the the buildings.
1 Consistent with the gateway and hierarchy discussion, tall vertical buildings
should be permitted at the corners of Beach Boulevard and Edinger Avenue.
Mid- to high-rise buildings at these corner locations would reinforce_ the City
and project area gateway image.
i
1
1
1
1
1
t
r
4.16
1
' 5.0 SUMMARY OF RECOMMENDATIONS
' The previous sections discussed a variety of recommendations associated
with the circulation, land use and image characteristics of the Edinger
' Corridor. Although implementation of some of these recommendations will
result in possible improvements to the Edinger Corridor, full realization of
the measures will benefit the area's circulation system, as well as provide for
the opportunity to maximize the redevelopment potential. Below is a
summary of the recommendations contained in the Circulation, Land Use
and Image Sections of this Study.
Circulation
1) In order to enhance circulation within the most heavily developed
area of the Edinger Corridor, the construction of a new 64-foot wide
(curb to curb) four-lane roadway from the southbound I-405 Freeway
on/off ramps at Center Avenue to Parkside Lane is recommended. A
modification to the existing traffic signal at the intersection with Center
Avenue will also be required to accommodate this new street. In
' addition, the new street at the southbound approach to the intersection
of Edinger Avenue (i.e., opposite Parkside Lane) should include dual
left turn lanes. This street would require the acquisition of rights of
way through a portion of the Huntington Center and the complete or
partial removal of at least two existing buildings.
' 2) Edinger Avenue should be widened to three standard-width through
lanes in each direction along.the entire corridor length to provide an
enhanced travelway for motorists. Three through lanes should also be
' provided in the eastbound direction at the Beach Boulevard
intersection.
' 3) Beach Boulevard should be widened to four through lanes in the
southbound direction through the intersection of Edinger Avenue.
Calculations show that the second right turn lane is not needed at this
' approach.
' 4) The I-405 southbound on/off ramps should be widened to include one
through lane to link with the recommended new street.
' 5) Center Avenue at the I-405 southbound on/off ramps should be
widened to accommodate an additional left turn lane at the eastbound
approach and an additional two through lanes and one left turn lane at
' the westbound approach.
' 5.1
' 6) Bus bay turnouts are recommended along Edinger Avenue at all stops
between Gothard Street and Beach Boulevard if the roadway is not
' widened as recommended.
7) An interior transit corridor system may be possible within the
' Huntington Center. This would require modification of the Center's
parking areas and cooperation from the Center and the Orange County
Transit District.
' 8) Parking re Edinger requirements for future development within the q p
Corridor should be based on a site by site evaluation of parking code
requirements, parking demand estimates, potential for shared parking,
and the potential for implementation of an effective transportation
' system management plan.
Land Use
' 1) Future land use applications should be considered within the total
framework of the Huntington Center Redevelopment Project Area as
' opposed to separate incremental requests.
2) In concert with the aforementioned land use recommendation, there
' should be a coordinated effort to achieve and maintain a balance of
different land uses within the project area.
3) In concert with Circulation recommendation #8, the City should
permit shared parking as a matter of efficient land use and provide
incentives for new, viable uses.
4) The City should place the entire project area within a specific plan or
some other appropriate land use district in order to coordinate the
' needed improvements, establish land use and design controls and
provide a degree of flexibility to achieve redevelopment goals.
Image
1) The construction of the new public road (circulation recommendation
' #1) would provide direct visibility from the I-405 Freeway into the
Huntington Center Redevelopment Project Area.
2) The auto repair/service uses along the northerly edge of Edinger
Avenue should be relocated to a less visible area of Huntington Center.
' 3) An alternative the the preceding recommendation would be to replace
the auto repair/service uses with office/retail/restaurant uses.
' 5.2
' 4) A consistent landscaping theme should be adopted for the Huntington
Center Redevelopment Project Center. Furthermore, the public streets
should be identified by the planting tall, vertical evergreen plant
material and a compatible, yet separate, plant palette for adjacent
commercial properties.
5) A consistent sign program should be adopted for the Huntington
Center Redevelopment Project area which would identify gateways,
' public streets and private uses.
1
1
' 5.3
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' advantage of the comprehensive redevelopment opportunity that exists. The
P P PP Y
project area should seek to maximize the potential benefit from the proposed
' circulation improvements.
' Permitted Uses
There are two primary types of uses in the project area - retail and office.
Prior to the recent construction of One Pacific Plaza, the land use ratio was as
' follows (approximate):
Retail 82%
Office 16%
' Ancillary 2%
' This. use ratio is typical of a regional shopping mall constructed in the 1960's.
It was adequately serviced by the circulation system available at that time.
However, as the surrounding area developed and the shopping district
' matured, the circulation system became overburdened and inadequate.
Signals were installed and an additional lane was placed on both sides of
Edinger. These improvements provided temporary relief and did not
' necessarily benefit the commercial properties in the project area within a long
term framework.
After the construction of One Pacific Plaza, approximately 60% of the total
floor area within the project area is devoted to retail uses. Of this retail area,
approximately 3% is for food services. Approximately 35% of the total floor
area is devoted to office use. Of this office area, approximately 34% is
occupied by banking institutions. (It should be noted that Mercury Savings is
a major use in the area with it corporate headquarters located on the south
side of Edinger Avenue. Although Mercury Savings has 188,000 square feet of
gross floor area, the daily banking services for its clientele are executed on the
first floor.)
' The remaining5% of the project area's total floor area is occupied b a hotel
P J P Y ,
' day car center and other ancillary uses. The hotel is a Holiday Inn located
within the One Pacific Plaza complex in the northern portion of the project
area. It has 224 rooms.
' The construction of One Pacific Plaza introduced more office space and a new
use - the hotel. These new uses generated more traffic, yet at different peak
' hours during the day. It is recommended to continue the trend of
diversifying the uses in a balanced manner in the future for the project area.
This balance would not only create a strong relationship among the uses
' within the district, but it would also have a beneficial circulation effect. That
' 3.10
1
is, the continual increase in primarily one type of use (e.g., retail) would
create an intense and difficult peak hour circumstance. However, different
uses generate traffic at different peak hours. Table 3-1 illustrates various uses
with their respective traffic generation factors and peak hour relationships. It
should be noted that although all of these uses generate traffic (trip ends),
they do not have the same generator peak ratio.
' It is recommended that other uses be evaluated as the district evolves. While
office and retail growth should occur at a cautious rate, there appears to be
opportunity for restaurant, hotel and theater uses. Also it is recommended
' that Huntington Center evaluate uses that may encourage longer shopping
periods for their clientele. Examples of such uses are day care and cinema
within the mall. An overall market analysis would be one way of providing
' indicators relative to future uses.
Shared Parking
' Although Section 2.0 discussed parking efficiency, land use in any given area
is directly related to parking allocation, demand and location. As previously
mentioned, a revitalization and redevelopment program for the district
should include the introduction of different uses other than strictly retail and
office. A valid mixed-use district would become a destination point with a
' single vehicular trip patronizing more than one establishment for more than
one purpose.
' Currently, the City of Huntington Beach has the following parking
requirements for the uses within the project area:
' General Retail 1/200 square feet
General Office
(1) Less than
250,00 square feet 1/300 square feet
(2) Greater than
250,000 square feet 1/350 square feet
' Hotel 1 per room plus 1 for
each 10 rooms (employee)
' Restaurant 1/100 square feet
Typically, parking demand is assessed at peak value for any single use. The
cumulative peak value of any combination of uses represent the required
parking for a shopping (or mixed use) center. Shared parking - defined as one
parking space serving two or more individual land uses without conflict or
' 3.11
TABLE 3-1
COMPARISON OF TRIP GENERATION RATES FOR
POTENTIAL LAND USES WITHIN EDINGER CORRIDOR
DAILY TRIP A.M. P.M.
GENERATION RATE 7-9 GENERATOR 4-6 GENERATOR
LAND USE (TRIP ENDS) A.M. PEAK P.M. PEAK
COMMERCIAL:
A. SERVICE STATION 133/PUMP 1.75 5.50 3.63 6.0
B. SUPERMARKET 125.5/1000 SO. FT. 0.545 VARIES 8.821 10.27
C. FAST FOOD 632.125/1000 SO. FT. 55.851 64.28 33.257 44.483
SHOPPING CENTER:
A. 10.000 SOFT. 166.35/1000 SO. FT. 4.39 VARIES 18.82 VARIES
B. 100,000 SOFT. 74.31/1000 SO. FT. 1.75 VARIES 6.23 VARIES
C. 1.000,000 SOFT. 33.44/1000 SO. FT. .70 VARIES 2.96. VARIES
OFFICE 11.404/1000 SO. FT. 1.876 1.72 1.471 1.53
HOTEL 8.704/ROOMS 0.704 0.598 0.664 0.822
MOVIE THEATER 1.762/SEAT 0.005 0.065 0.261 0.317
AUTO DEALERSHIP 47.523/1000 SO. FT. 3.882 6.0 4.579 VARIES
' encroachment - should be applied to the project area. Figure 3-5 illustrates
hourly parking accumulation curves for individual land uses for typical
' weekday and Saturday circumstances The purpose of these charts is to
portray the opportunity for different uses to utilize the same parking, only at
different times of the day.
Implementation
' It is recommended that these-aforementioned land use suggestions be
implemented through a master planning vehicle. A possible solution would
' be the development of a specific plan. Section 65450 of the California State
Government Code states that a local agency may prepare " . . . specific plans
for the systematic implementation of the general plan for all or part of the
' area covered by the general plan." The specific plan would replace the
traditional zoning districts and standards would allow the opportunity to
create a land use legislative framework that would provide the maximum
' revitalization potential of the project area. Moreover, Section 65451 of the
State Government Code states the following which is directly applicable to the
project area and aforementioned recommendations:
(a) A specific plan shall include a text and a diagram or diagrams which
specify all of the following in detail:
(1) The distribution, location, and extent of the uses of land,
including open space, within the area covered by the plan.
' (2) The proposed distribution, location, extent and intensity of
major components of public and private transportation, sewage,
water, drainage, solid waste disposal, energy, and other essential
' facilities proposed to be located within the area covered by the
plan and needed to support the land uses described in the plan.
(3) Standards and criteria by which development will proceed, and
standards for the conservation, development, and utilization of
natural resources, where applicable.
(4) A program of implementation measures including regulations,
' programs, public works projects, and financing measures
necessary to carry out paragraphs (1), (2), and (3).
' (b) The specific plan shall include a statement of the relationship of the
specific plan to the general plan.
' The specific plan may also include design guidelines and incentives for
development which are not normally associated with typical zoning
' ordinances.
' 3.13
r
HOURLY PARKING ACCUMULATION CURVES.
FOR INDIVIDUAL LAND USES
1
SOURCE: SHARED PARKING DEMAND FOR SELECTED LAND USES,
BARTON ASCHMAN ASSOCIATES, INC., ULI, 9/83
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FIGURE 3-5
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' In summary, the consideration of a balanced land use framework will not
only benefit the economic base of the Project Area, it will also augment the
circulation improvements in facilitating traffic to and through the area.
3.15
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C.7
0
4.0 IMAGE
The urban image of an area is how it is perceived, understood and used by the
general public. Design solutions may function adequately on paper only to be
misunderstood by pedestrian and vehicular traffic. Urban spaces must
function at the human scale in order to be successful. The previous sections -
Circulation and Land Use - provided a series of solutions. These solutions
will be only successfully implemented if a strong urban image is developed.
Constraints
Visibility
The Edinger Corridor currently lacks visibility from the adjacent regional
transportation arterials - I-405 and Beach Boulevard. The recent development
of One Pacific Plaza has obstructed views from the southbound freeway traffic
prior to the critical Beach Boulevard off-ramp. As southbound traffic does
' proceed onto the Beach Boulevard off-ramp, drivers are forced to make
decisions to turn left or right onto Center Drive prior to arriving at the
intersection of the off-ramp and Center Drive. A right hand turn will allow
vehicular traffic to eventually enter into the Huntington Center, but at the
rear of the shopping center.
' As the driver stops at the aforementioned intersection, the immediate view is
a row of trees along the south edge of Center Drive and the back of a large
building which completely obstructs any view of Huntington Center and the
' majority of the Huntington Center Redevelopment Project area. A left hand
turn at this intersection commits the driver to turn on Beach Boulevard.
The properties along Edinger Avenue currently lack a strong and definite
visual image and sense of arrival. Although this is the northeast gateway to
the City of Huntington Beach, one traveling west on Edinger Avenue or
south on Beach Boulevard does not sense a transition into the City, let alone
an important commercial district.
The Huntington Center (north side) is set back a significant distance from the
street and is visually obstructed by a series of satellite buildings along the edge
of Edinger Avenue. Of key concern are the automotive services which
comprise four of the five buildings (including the service station at the corner
of Beach and Edinger) that front along the north side of Edinger. The
buildings directly in front of the main shopping center complex (excluding
the service station) not only obstruct views of the regional shopping center,
but they do not promote an inviting, shopper oriented commercial district.
' The structures are rectangular boxes with either blank facades or roll-up doors
that face directly onto the street.
4.1
r
I The buildings along the southerly edge of Edinger Avenue are closer to the
street. Yet, there is a lack of continuity and direction for vehicular and
pedestrian traffic. With the exception of Mercury Savings, a significant
' amount of the surface area is devoted to parking. These areas are ambiguous
and do not direct vehicular and pedestrian traffic in a coordinated manner.
The primary generators of pedestrian traffic are the various bus stops and the
office building employment. There is immediate pedestrian and vehicular
conflict when people travel from the bus stops on both sides of Edinger
' Avenue to the adjacent offices or shopping establishments within the
Redevelopment Project area. This conflict occurs most often in the surface
' parking areas.
Landscaping
There is a lack of consistent, thematic landscaping along Edinger Avenue. A
specific type of plant material and form is on the northerly edge of Edinger
while the median has a different plant palette. The southerly edge of Edinger
lacks the existence of consistent thematic street landscaping.
Signage
The Redevelopment Project Area lacks consistent signage. There is a large
' pole sign identifying the Huntington Center at the southeast corner of the
shopping center. However this sign is not visible to those traveling on the
freeway or northbound on Beach Boulevard. It is visible for a brief time to
' southbound traffic on Beach Boulevard as vehicles emerge from the the I-405
overpass. However, drivers have already committed to a specific movement
through the Beach/Edinger intersection by the time the sign is visible and
' therefore, this pole sign is not effective in directing traffic.
Individual establishments along the Edinger Corridor are identified by a
variety of pole, pylon wall or building mounted signs. Additionally, the signs
for traffic direction onto the freeway are riot very visible and therefore
ineffective. For example, there is a small sign on the west side of Beach
Boulevard informing southbound drivers that a right turn will allow them to
access the freeway in a southbound manner, thus eliminating awkward and
delayed left hand turn movements through the Beach Boulevard/Edinger
' Avenue intersection. However, this sign is small and placed among several
other signs creating visual confusion. Figure 4-1 depicts some of these
constraints.
4.2
j'7 �V
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EDINGER
CORRIDOR
STUDY
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' Recommendations
' The previous Sections - Circulation and Land Use - discussed the various
constraints and opportunities associated with the existing urban character of
the Edinger Corridor. Within the Image Section of the Edinger Corridor
' Study, various constraints are listed in the preceding paragraphs. We believe
that the resolution of these constraints will assist in the realization of the
recommended mitigation measures contained in the Circulation and Land
' Use Sections. Therefore, the following recommendations are intended to
address the issues discussed the Circulation and Land Use Sections as well as
the Image Section.
Visibility
The Edinger Corridor Study area is not directly visible from the I-405 Freeway
due the freeway's configuration and the location of One Pacific Plaza. It is
nearly impossible to change either one of these conditions in order to gain
better views of the area from the freeway.
The Center Drive/Beach Boulevard-Freeway Off-Ramp intersection provides
a potential gateway to not only the Huntington Center Redevelopment
Project Area, but to the City of Huntington Beach. Figure 4-2 is a photo
' orientation of a series of views for the Edinger Corridor Study area. Figure 4-3
indicates the existing conditions of the Center Drive/Beach Boulevard-
Freeway Off-Ramp intersection from the perspective of a vehicle looking
southwest. As previously mentioned, any view of Huntington Center is
obstructed by a large building and the driver is compelled to turn right or left.
Figure 4-4 illustrates the possible gateway image that would occur as a result
' from the construction of the proposed public street along with other
recommended mitigation measures contained in this Study. Both the
circulation system and urban image character would benefit from this
improvement.
The perspective of the Redevelopment Project area from Edinger Avenue
' would improve through the removal of the auto related uses along the north
side of Edinger. These uses could be relocated to an on-site area that is less
sensitive to views from public areas. Also, the relocation of these uses would
eliminate the current visual obstruction of the Huntington Center. Another
possible recommendation would be the placement of a series of more active
uses such as restaurants, banks, offices or similar other uses would be
fcompatible with the existing retail center and serve to create an active edge
along Edinger Avenue. Figures 4-5 through 4-10 indicate the potential change
1 along Edinger Avenue as a result of the recommended circulation and land
use changes.
'
4.4
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P.M. peak hour are summarized in Table 2-5. These figures were calculated on
the basis of recent traffic counts, data provided by the City, or data from other
' traffic reports. HCM-based LOS calculation forms for existing P.M. peak hour
conditions at signalized intersections may be found in Appendix A.
' As indicated in Table 2-4, with the exception of Beach Boulevard, roadway
segments within the Edinger Corridor are,operating within acceptable levels
of service on a daily basis. Beach Boulevard may be thought of as operating at
' the extreme end of LOS "F" (i.e., V/C ratio of around 1.5 north of Edinger
Avenue). It should also be noted that Edinger Avenue is close to being at LOS
"C" capacity.
As indicated in Table 2-5, with the exception of Beach Boulevard/Edinger
' Avenue, intersections within the Edinger Corridor are operating at acceptable
levels of service during the P.M. peak hour. The Beach Boulevard/Edinger
Avenue intersection is presently operating at LOS "D" based on average
stopped delay.
Opportunities & Constraints
The Edinger Corridor features numerous constraints to improving upon
existing traffic and parking conditions. Many of these constraints, however,
' also represent opportunities which, if exercised, may dramatically improve
and enhance the Corridor for transportation and commercial development.
The following are identified as existing constraints within the Edinger
Corridor:
1) The curb-to-curb width of Edinger Avenue is sub-standard, considering
the number of delineated traffic lanes. Edinger Avenue is delineated
for three through lanes in each direction, but was originally designed-
for only two through lanes in each direction. Consequently, traffic
lanes are narrower and the lane nearest the curb is closer to the
sidewalk area than normal. Right turn movements into and out of
' driveways are particularly affected by the close proximity of curb lanes
to driveway aprons.
' 2) Traffic signals along Edinger Avenue, though traffic-actuated (i.e.,
responsive to traffic demand), are not synchronized for coordinated
traffic flow. Traffic signals operate independently of peak hour
directional demands along Edinger Avenue. As a result, a light
amount of side street (or driveway) traffic demand is given equal
' preference to much heavier Edinger Avenue traffic - even during peak
hours. "Grid-lock" conditions can occur at the intersection of Edinger
Avenue/Parkside Lane due to the backup of eastbound traffic at the
' Edinger Avenue/Beach Boulevard intersection.
2.17
3) Several of the left turn pockets along Edinger Avenue are not of
sufficient length to handle peak demand. Excessive queues in the
"number one" through lane also prevent vehicles from entering the
left turn lane during the left turn phase of the signal cycle. This
' problem is particularly acute for the eastbound Edinger Avenue
approach to Beach Boulevard.
4) Edinger Avenue, in general, is not conducive to use by pedestrians,
bicyclists, or transit users. Narrow travel lanes, cluttered walkways,
path obstructed by utility poles, and marginal transit facilities
contribute to less than inviting conditions.
' 5) The existing public rights of way along Edinger Avenue are inadequate
to make substantial transportation-related improvements.
Improvements within public rights of way are limited to spot widening
' and other minor attempts to relieve congestion and/or safety
problems.
6) Routing of traffic between Southbound I-405 Freeway Ramps and
Edinger Avenue requires use of Beach Boulevard via Center Avenue.
Further, arterial access to Center Avenue (i.e., from Beach Boulevard
' and Edinger Avenue) is limited and circuitous, with the exception of
the southbound Beach Boulevard to westbound Center Avenue
movement.
7) There are no direct public roadway connections between Edinger
Avenue, with its established commercial/office corridor, and Center
' Avenue, with its emerging commercial/office complex (e.g., One
Pacific Plaza).
' 8) Congestion at Beach Boulevard/Edinger Avenue intersection is
exacerbated by poor lane alignments, lack of strategic rights of way, and
inefficient use of available pavement and rights of way.
' 9) The Edingerg Avenue bridge over I-405 Freeway is not constructed to
ultimate width, thereby constricting traffic flow in the westbound
tdirection.
10) Large portions of the Huntington Center parking lot and parking lots of
various other properties along the southside of Edinger Avenue suffer
from poor internal circulation, inefficient layout, and unattractive
' lighting and landscaping.
Some of the above constraints may be corrected or improved through
pursuing the following opportunities:
r ' 2.18
1
1) Utilities undergrounding project planned for Edinger Avenue may
provide opportunities to include street widening, driveway
consolidation, improved transit and pedestrian facilities.
' 2) The Orange County Transit District's new Transportation Center
should provide new opportunities for transit use and reductions in
private motor vehicle use.
' 3) For the most part, buildings along Edinger Avenue are set back far
enough from curbface to allow street widening and improvements to
' pedestrian facilities.
4) Dedication of additional rights of way along Edinger Avenue will allow
improvements to be made at low to moderate cost.
' 5) Creation of new four-lane roadway connection directly between
southbound I-405 Freeway ramps and Edinger Avenue is possible if
private properties can be acquired or dedicated by owners. This
improvement would divert a substantial amount of traffic off Beach
�. Boulevard and the Beach Boulevard/Edinger Avenue intersection.
' 6) With cooperation from the City of Westminster and Caltrans, the
Edinger Avenue bridge can be widened to provide additional traffic
capacity.
7) Modification of median island and travel lanes on south leg of Beach
Boulevard/Edinger Avenue intersection can be made within existing
' rights of way to provide a separate northbound right turn lane.
8) Additional improvements to Beach Boulevard/Edinger Avenue
intersection are possible if additional rights of way are obtained
9) Existing parking lots may be redesigned to provide greater numbers of
parking spaces, improved internal circulation, and more attractive
landscaping and design features.
' 10) With a cooperative effort, adjoining properties may mutually benefit
by consolidating and sharing parking, access, and internal circulation.
Potential Improvements
The most basic level of circulation improvements have low implementation
' requirements and cost factors associated with them. Among these are
improvements to existing pedestrian facilities, such as relocating covered bus
' stop seating areas and overhead utility poles out of the current pedestrian
' 2.19
1 path. Such improvements would not affect the existing right-of-way, thus
potential adverse impacts would be low compared with the potential benefits
being added to pedestrian safety and ease of movement.
Additionally, synchronization of the traffic signals along the Edinger Corridor
as well as its adjacent circulation network would have low to moderate
associated costs and implementation requirements, with added flow and less
delay as the key benefits. Potential impacts such as greater delays for side
streets, in the case of Edinger Avenue, and greater delays to other streets, in
the case of the adjacent circulation network, could result from coordination of
signals.
Spot widening portions ortions of the Edinger Corridor area could occur in a
variety of levels such as widening within the existing right-of-way, widening
for bus turn outs, widening to add turn lanes and widening to add through
lanes. The cost factors associated with each of these improvements range
' from low to high and implementation requirements range from moderate to
very high, depending on the magnitude of improvement. Potential benefits
include added safety and flow, increased service and capacity, and less delay.
The development of new roadways, such as the extension of Parkside Lane to
connect with Center Avenue or the possible realignment/widening of
Aldrich Street, have high cost factors and high to very high implementation
requirements. Potential benefits, however, include improved overall
circulation, capacity and access. Potential impacts include loss of parking and
relocation of buildings and uses.
i
Creation of a separate transit corridor through the Huntington Center
' Shopping Center would involve moderate cost factors and moderate to high
implementation requirements. The potential impact would be on existing
parking, with the potential benefits being improved bus service to the area
and ultimately improved ridership. Traffic flow would also improve on
Edinger Avenue by reassigning buses to this transit corridor.
A relative comparison of cost and implementation requirements associated
with these improvements is provided in Table 2-6.
ILicense Plate Survey
Although an extensive amount of traffic volume data have been previously
collected and analyzed, the focus of past efforts has been on defining problems
rather than developing solutions. In order to focus this current effort on
solutions, it was necessary to determine the impact of traffic patterns rather
than traffic volumes on the Edinger Corridor.
2.20
TABLE 2-6
POTENTIAL TRANSPORTATION SYSTEM IMPROVEMENTS
WITHIN EDINGER CORRIDOR
COST IMPLEMENTATION
IMPROVEMENT POTENTIAL BENEFITS POTENTIAL IMPACTS FACTOR REQUIREMENTS
PEDESTRIAN FACILITIES SAFETY NONE LOW LOW
SIGNAL COORDINATION FLOW; LESS DELAY PENALTY TO MINOR STREETS LOW LOW
A. EDINGER AVENUE FLOW; LESS DELAY PENALTY TO SIDE STREETS LOW LOW TO MODERATE
B. NETWORK LESS DELAY PENALTY TO OTHER STREETS MODERATE MODERATE
SPOT WIDENING SAFETY; FLOW; CAPACITY LOSS OF PARKING; RELOCATIONS MODERATE MODERATE TO VERY HIGH
A. LESSEN FRICTION SAFETY; FLOW RELOCATIONS LOW MODERATE
B. BUS TURN OUTS SERVICE; SAFETY RELOCATIONS LOW MODERATE
C. ADD TURN LANES LESS DELAY; CAPACITY LOSS OF PARKING MODERATE MODERATE TO HIGH
D. ADD THRU LANES CAPACITY LOSS OF PARKING; RELOCATIONS HIGH HIGH TO VERY HIGH
NEW ROADWAYS CIRCULATION; CAPACITY; ACCESS LOSS OF PARKING; BUILDINGS HIGH HIGH TO VERY HIGH
A. PARKSIDE LANE CIRCULATION; CAPACITY; ACCESS LOSS OF PARKING; BUILDINGS HIGH HIGH TO VERY HIGH
B. ALDRICH STREET CIRCULATION BUILDINGS; RELOCATIONS HIGH HIGH TO VERY HIGH
TRANSITWAY SERVICE; RIDERSHIP LOSS OF PARKING MODERATE MODERATE TO HIGH
FLYOVER CAPACITY; LESS DELAY LOSS OF ACCESS; BUSINESS VERY HIGH VERY HIGH
An analysis f traffic Edinger Corridor lea h ys s o tr c patterns within the Ed g Co d to the
identification of two critical series of movements which could be reduced or
eliminated. The first series of movements involves southbound I-405 freeway
traffic which exits and turn left onto eastbound Center Avenue, turns right
onto southbound Beach Boulevard, then turns right again onto westbound
Edinger Avenue.The second series of movements involves eastbound
Edinger Avenue traffic which crosses Beach Boulevard then proceeds onto
the southbound I-405 freeway. Both of these series of movements require
traffic to utilize the Edinger Avenue/Beach Boulevard intersection.
Since the Edinger Avenue/Beach Boulevard intersection was identified as
being severely impacted by existing traffic volumes, any reduction would be
considered an improvement. In order to determine the potential magnitude
of the reduction, a license plate survey/traffic count was conducted. The date
and time of the survey were October 26, 1988, between the hours of 4:00 and
6:00. The results were as follows:
1) A total of 1,647 vehicles exited the southbound I-405 freeway. Of those
vehicles, 1278 exited onto Center Avenue tending east, while 369
vehicles exited onto Center Avenue tending west.
2) A total of 540 vehicles tending south on Beach Boulevard made right
turns onto Edinger Avenue tending west.
3) Of those 540 vehicles, 48 had exited from the I-405 southbound off-
ramp to Center Avenue tending east. These vehicles made right turns
onto Beach Boulevard south for the purpose of making a right turn
onto Edinger Avenue west tending.
4) The a of all vehicles which exited the I-405 southbound
percentage g
freeway and proceeded, via the above series of movements, to turn
right onto Edinger Avenue tending west was 2.9% (i.e., 48/1,647). The
percentage of those vehicles which exited the I-405 southbound freeway
1 tending east on Center Avenue and proceeded, via the above series of
movements, to turn right onto Edinger Avenue tending west was 3.8%
(i.e.,48/1278).
i5) Of the 540 vehicles which turned right onto Edinger Avenue tending
west from southbound Beach Boulevard, 8.9% (i.e., 48/540) had
originated from the southbound I-405 freeway off-ramp.
6) A total of 1664 vehicles passed through the Beach Boulevard
intersection on Edinger Avenue in a east tending direction.
7) Of those vehicles, 509 entered the southbound I-405 freeway from the
Edinger Avenue on-ramp, a total of 36.4% (i.e., 509/1664).
2.22
1
While the above figures may seem to be relatively small in comparison to
overall traffic through the intersections of Center Avenue/Beach Boulevard
and Edinger Avenue/Beach Boulevard, the reduction potential in terms of
daily and annual traffic volumes and delays is significant. Additionally, these
figures may be only a conservative estimate of the true reduction potential.
Due to error factors (e.g., missing or unrecorded license plates), it is likely that
a greater number of vehicles actually followed the routes indicated.
Parking_Survey_
Within the Edinger Corridor there are approximately 5,262 total off-street
parking spaces available. It is of interest to note that 97% of these parking
spaces are surface situated (i.e., not contained within parking structures). The
only exception is the Mercury Savings three-level parking structure, which
contains approximately 156 parking spaces.
A breakdown of off-street parking spaces, along with estimates of average
daily parking demand, within the Edinger Corridor by block location is given
in Table 2-7.
As noted in Table 2-7, the majority of these parking spaces are located within
the Huntington Center Shopping Center. The lowest percentage of parking
utilization is experienced at the Center for that portion east of the main
driveway opposite Parkside Lane (only 19.8% of the parking spaces available
are utilized on average). The highest percentage of parking utilization is
experienced at the Mercury Savings site (85.5% of the parking spaces available
are utilized on average).
Future Conditions
' Development Scenarios
Future development within the Edinger Corridor may be severely restricted
due to existing transportation system constraints. Since the magnitude and
extent of future development are unclear and subject to financial and
economic factors, an analysis of an additional 500,000 to 1,000,000 square feet
of commercial and/or professional office development was undertaken for
general study purposes. In order to evaluate the potential impacts of
additional development, the following generalized development scenarios
were subjected to traffic circulation analyses:
Alternative 1: An additional 500,000 square feet of commercial and office
development without the addition of Huntington Center Drive.
2.23
TABLE 2-7 - PARKING SURVEY RESULTS
PARKING
SPACES SPACES PERCENT
BLOCK LOCATION AVAILABLE UTILIZED UTILIZED
Huntington Center East of Parkside
Lane Entrance* 399 79 19.8%
Huntington Center Shopping Center 3,747 11051 28.1
Southside of Edinger Avenue Between
S.P.T.C. Railroad & Sher Lane 608 220 36.2
Southside of Edinger Avenue Between
Sher Lane & Parkside Lane 508 436 85.8
TOTAL 5,262 19786 33.9%
*Officially Part of Huntington Center Shopping Center
Alternative 2: An additional 1,000,000 square feet of commercial and office
development without the addition of Huntington Center Drive.
Alternative 3: An additional 500,000 square feet of commercial and office
development with the addition of Huntington Center Drive.
Alternative 4: An additional 1,000,000 square feet of commercial and office
development with the addition of Huntington Center Drive.
Alternative 5: An addition of 1,000,000 square feet of commercial and office
development with the addition of Huntington Center Drive and the
improvements described in the "recommendations" section.
Travel Demand Forecast
Future traffic conditions resulting from additional development within the
' Edinger Corridor may be generally predicted by performing a travel demand
forecast. Such forecasts vary in magnitude and complexity, but at minimum
include, defining the streets and highways network of interest; estimating the
amount of traffic generated by a given development or geographic area;
determining the areawide distribution of this traffic; and assigning the traffic
to specific portions of the streets and highways network.For the purposes of
this analysis, mode split (i.e., the percentage of private vehicle trips versus
other modes of transit) is not a consideration.
Trip Generation
r
The trip generation component of the travel demand forecasting procedure
attempts to quantify the trip making propensities of a given land use or
development type. In simplified analyses, trips (or more appropriately, trip
ends) generated by a given land use or development type are often estimated
by applying empirically pre-determined trip generation rates. Trip generation
rates may be found in a various authoritative documents including the
Institute of Transportation Engineers' "Trip Generation," 4th Edition; the San
Diego Association of Governments' Traffic Generators," as revised June 1987;
and publications by the Eno Foundation for Transportation. These standard
rates are often adjusted to reflect local conditions.
Applicable trip generation rates for residential development are expressed in
trip ends per dwelling unit, and typically include average weekday and A.M.
and P.M. peak hour rates. The rates utilized for the purposes of this analysis
were based on information provided in the above documents and previous
studies in the area. Trip generation results are indicated in Table 2-8.
2.25
rr rr rr rr r■� �r arf r� r ,rR �r rr r m mow m m ■■
TABLE 2-8 - P.M. PEAK HOUR TRIP GENERATION
500,000 Square Feet
GENERAL USE TRIPS IN TRIPS OUT
Retail 11216 11312
Office 85 343
Hotel 73 75
TOTAL 1,374 19730
1,000,000 Square Feet
GENERAL USE TRIPS IN TRIPS OUT
Retail 21432 2624
Office 170 686
Hotel 146 150
TOTAL 21748 39478
Trip Distribution
The trip distribution component of the travel demand forecasting procedure
concerns itself with estimating the amount of travel between different
geographic areas which, presumably, produce and attract trips. Several models
are available for this estimation of trip distribution, including the gravity
model and intervening opportunities model. The gravity model, which
stratifies trip distribution by trip purpose (i.e., home-work, home-shopping,
home-other, work-other, etc.) is perhaps the most widely used.
In most small-area studies, the distribution of trips is difficult to model with
any degree of accuracy. In such studies, data from regional models may be
used with sufficient reliability for the regional distribution of trips. For local
trip distribution, which in most cases is comparable to trip assignment,
knowledge of the location and type of developments within the area of
interest may be employed. For the purposes of this study, trips generated by
the proposed development were assumed to be equally distributed and
assigned within the study circulation area, i.e., inbound and outbound trips
were assumed to be evenly split across any given intersection.
1 Traffic Impacts
The impacts on local circulation of development alternatives 1 through 5 are
described in terms of changes in P.M. peak hour LOS at critical intersections
within the Edinger Corridor. Detailed LOS calculations for key intersections
are given in appendix "B" of this report and are summarized in Table 2-5.
Figures 2-4 through 2-8 illustrate the projected turn movements at these
intersections under each generalized development scenarios alternative
investigated.
It should be noted that although the various alternatives will impact existing
intersections such as Parkside Lane and Edinger Avenue, the preliminary
findings indicate that these impacts will be absorbed by the major roadways
such as Edinger Avenue and Beach Boulevard. There is a concern regarding
traffic impacts on streets south of Edinger Avenue (e.g., Holt, Starke and
Aldrich). At this point, it does not appear that there will be a significant
impact on these streets. However, specific street segment and intersection
analyses unique to these streets south of Edinger will have to be performed in
order to understand the actual impacts.
Parking Demand Forecast
Future parking conditions resulting from additional development within the
' Edinger Corridor may be generally predicted by applying known parking
generation factors. Such factors are based on empirical studies and
documented in various publications, including the Institute of
2.27
LEGEND
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EXISTING P. M. PEAK HOUR � FIGURE 2_4_�` KHR L%MSC U%7Et
TURN MOVEMENT VOLUMES TRANSPORTATION/ENVIRONMENTAL/URBAN SYSTEMS
2201 •Monte Street a Suite 203 • Irvine. California 9VIS • (714) 762-1707
i
LEGEND
P.M. PEAK HOUR TURN MOVEMENTS
NO SCALE
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ALTERNATIVE 1 FUTURE P.M. FIGURE 2-5= KHR &,WO 7E,1
TURN MOVEMENT VOLUMES TRANSPORTATION/ENVIRONMENTAL/URBAN SYSTEMS
2201 Martin Street v Suits 203 v Irvine. California 92715 v (714) 752-1707
LEGEND
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ALTERNATIVE 2 FUTURE P. M. ppp�m� FIGURE 2-6
TURN MOVEMENT VOLUMESS TRANS PORTATION/ENV]RONMENTAL/URBAN SYSTEMS
2201 Martin Street • Suite 203 . Irvine. Califamia 92715 . (714) 752-1707
LEGEND
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ALTERNATIVE 3 FUTURE P. M. pppp-m� FIGURE 2-7
KKR Q8800CRCTE8
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2201 Martin Street 9 Suits 203 a Irvine, Csliforde 92715 • (714) 752-1707
1
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LEGEND
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NO SCALE
[DIMGCRI.DVG
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ALTERNATIVE 4 FUTURE P.M. FIGURE 2-8
bmb.-m bma.- KHR ANSOOCU7ES
TURN MOVEMENT VOLUMES TRANSPORTATION/ENVIRONMENTAL/URBAN SYSTEMS
2201 YarUn St et • Suite 203 • Irvine. California 92715 • (714) M-1707
Transportation Engineers' (ITE) "Parking Generation," 2nd Edition; the San
Diego Association of Governments' Traffic Generators," as revised June 1987;
and publications by the Eno Foundation for Transportation.
It should be noted, that these factors do not necessarily correspond with
parking code requirements, as established by the City of Huntington Beach.
Such code requirements must take into consideration a "safety factor" to
ensure that parking demand does not exceed parking capacity for any given
development. The concept of "shared parking" for certain mixed use
developments has been promoted in recent years. Shared parking is a
justification for reducing the number of parking spaces provided for a mixed
use development on the basis that the specific uses will generate peak parking
demand at different times of the day, and that available parking spaces can
. then be cooperatively "shared" by the various uses. Since the magnitude and
location of future development within the Edinger Corridor is unknown,
precise parking demand estimates cannot be given.
However, parking demand estimates can be made for the generalized
development scenarios of an additional 500,000 to 1,000,000 square feet of
commercial and/or professional office development. Based on ITE parking
demand factors, it is estimated that 1,615 to 3,230 parking spaces will be
required to meet the demands associated with.an additional 500,000 to
1,000,000 square feet of commercial development within the Edinger
Corridor. Professional office development will require approximately 14
percent less parking per 1,000 square feet of gross floor area than commercial
development. Utilization of existing parking within the Corridor suggest that,
even with a 20% safety factor, a reduction of up to 50% in these estimates may
be appropriate for commercial development, while office development
should not be allowed any reduction in parking spaces.
Recommended Improvements
Based on the analysis provided herein, it is concluded that substantial future
development (i.e., above 500,000 square-feet of new commercial/professional
office uses) within the Edinger Corridor may not be practical without major
improvements to the transportation system. Unfortunately, even with these
improvements, it is doubtful that acceptable levels of service can be
maintained over an extended period of time. It must be recognized that
within a built environment, there are both "costs" and "benefits" to be
realized. For example, while a new roadway connecting Edinger Avenue and
the I-405 Freeway off-ramp may create additional impacts on the Parkside
Lane and Edinger Avenue intersection, the Beach Boulevard and Edinger
' Avenue intersection will benefit by realizing less freeway-bound traffic. This
benefit, in turn, will allow for the possibility of additional commercial square
footage along the Edinger Corridor.
2.33
r
rThese improvements will therefore lessen traffic impacts associated with
future development, regardless of magnitude, and may lead to additional
' improvements outside the Edinger Corridor which will benefit the
community as a whole.
Based on the analyses of available data, including the results of the license
plate survey and level of service calculations for ultimate future
development scenarios (i.e, 500,000 to 1,000,000 square feet of additional
commercial/professional office uses), the following improvements
(illustrated in Figures 2-9 and 2-10) are recommended:
1) In order to enhance circulation within the most heavily developed
area of the Edinger Corridor, the construction of a new 64-foot wide
(curb to curb) four-lane roadway from the southbound I-405 Freeway
ramps at Center Avenue to Parkside Lane is recommended. A
modification to the existing traffic signal at the intersection with Center
Avenue will also be required to accommodate this new street. In
addition, the new street at the southbound approach to the intersection
of Edinger Avenue (i.e., opposite Parkside Lane) should include dual
left turn lanes. This street would require the acquisition of rights of
way through a portion of the Huntington Center and the complete or
partial removal of at least two existing buildings.
2) Edinger Avenue should be widened to three standard-width through
lanes in each direction along the entire corridor length to provide an
enhanced travelway for motorists. Three through lanes should also be
provided in the eastbound direction at the Beach Boulevard
intersection.
3) Beach Boulevard should be widened to four through lanes in the
southbound direction through the intersection of Edinger Avenue.
Calculations show that the second right turn lane is not needed at this
approach.
' 4) The I-405 southbound ramps should be widened to include one
through lane to link with the recommended new street.
5) Center Avenue at the I-405 southbound ramps should be widened to
accommodate an additional left turn lane at the eastbound approach
and an additional two through lanes and one left turn lane at the
westbound approach.
6) Bus bay turnouts are recommended along Edinger Avenue at all stops
' between Gothard Street and Beach Boulevard if the roadway is not
widened as recommended.
r
2.34
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LEGENDZ.
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EDII�GER CORRIDOR
RECOMMENDED IMPROVEMENTS TRANS PORTATION/EN�gRON MENTAL/URBAN SYSTEMS
2201 Martin Street - Suite 203 - Irvine, California 92715 . (714) 752-1737
r
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TYPICr
AL CROSS SECTIONS FOR EXISTING & ppp- FIGURE 2-10
' RECOMMENDED STREET IMPROVEMENTS
TRANSPORTATION/ENVIRONMENTAL/URBAN SYSTEMS
2201 Martin Street - Suite 203 - Irvine, California BZ715 - (714)752-1707
1
' 7) An interior transit corridor system may be possible within the
Huntington Center. This would require modification of the Center's
parking areas and cooperation from the Center and the Orange County
Transit District.
8) Parking requirements for future development within the Edinger
Corridor should be based on a site by site evaluation of parking code
requirements, parking demand estimates, potential for shared parking,
and the potential for implementation of an effective transportation
system management plan.
It should be noted that the first recommendaton - the new roadway which
will connect Center Avenue to Parkside Lane - is similar to other existing
offramp conditions. An example is the Katella Avenue/Freedman Way
offramp from the southbound/I-5 Freeway in the City of Anaheim. This
offramp proceeds through a mixed-use complex and connects with Freedman
Way. Freedman Way is an alternate east-west route of Katella Avenue,
between Harbor Boulevard and Haster Avenue - an area characterized by
traffic congestion. Another example is the El Toro Road offramp from the
southbound I-5 Freeway. The offramp proceeds directly onto Paseo de J
Valencia - a local roadway - which goes through a mixed-use development
and eventually connects with El Toro Road.
Estimated Costs
The estimated cost associated with the construction of the new roadway
through Huntington Center, transit corridor, Edinger Avenue widening and
miscellaneous landscaping is approximately one million dollars
($1,000,000.00). It should be noted that this amount includes widening
Edinger Avenue to Gothard Street. It is understood that the utility
underground project will extend to Gothard Street. The focus of this study is
on the most impacted area - namely, Edinger Avenue, between Beach
Boulevard and the Southern Pacific Transportation Company Railroad tracks.
However, it may be efficient to consider traffic improvements between the
railroad tracks and Gothard Street as the area will be under construction in
order to locate the existing utilities underground.
Other costs include right-of-way acquisition, sidewalks and a tree planting
program. These costs are estimated to be approximately six million dollars
($6,000,000.00). Therefore, the total costs associated with the majority of the
recommendations set forth in the Edinger Corridor Study are estimated to
range from Seven Million Dollars to Eight Million Dollars ($7,000,000.00 to
$8,000,000.00). A preliminary segment by segment cost analysis is provided in
the Appendix.
2.37
It is understood that the utility underground project for this portion of The
Edinger Corridor will cost approximately Two Million Dollars ($2,000,000.00).
At this time, the total estimated costs for all of the anticipated improvements
to The Edinger Corridor are approximately Nine Million Dollars to Ten
Million Dollars ($9,000,000.00 to $10,000,000.00).
' 2.38
W
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2. Gothard Street Extension - A final report was prepared by Parsons,
Brinckerhoff, Quade and Douglas, Inc. for the City that analyzed the
traffic impacts associated with the proposed extension of Gothard
' Avenue from McFadden Avenue to Bolsa Avenue and would connect
with Hoover Street. The primary intent is to attract traffic away from
the congested parallel arterials, providing relief to both Beach
Boulevard and Goldenwest Street. It is noted in the report that the
proposed extension " . . . would improve access to Huntington Center
through the modest reduction of congestion on Beach Boulevard, and
by providing an alternate route for traffic from the north to reach
Huntington Center."
3. Goldenwest Transportation Center - The Orange County Transit
District (OCTD) is proposing to locate a transportation center which
will also include 135,000 square feet of office space and a parking
structure at the northeast corner of Center Drive and Gothard Street.
Greer & Company prepared a traffic study that analyzed the existing
' conditions and proposed impacts around Huntington Center. The
Greer study recommended the following mitigation measures:
' Widen westbound approach on Center Avenue to accommodate
two through lanes and a separate right turn lane;
' Modify the existing signal to accommodate the improvements
and provide optimum signal timing; and
Institute a Transportation System Management program to
reduce "project tripmaking." This TSM program would include,
but not be limited to, alternative work hours, ridesharing
' programs, and parking incentives.
4. I-405/Southbound Beach Boulevard Off-Ramp and Center Avenue
Project Study Report - The purpose of this report, prepared by IWA
Engineers, was to investigate and evaluate possible solutions for
improvements to the southbound Beach Boulevard off-ramp (Center
1 Drive). The project study report recommends that the intersection of
the I-405 off-ramp and Center Drive should be widened. The report
further recommends that the " . . City should analyze and determine
what other improvements in the area . . . that would improve the
evening peak hour operation in the future at the intersection of Center
Drive and the I-405 off-ramp."
These reports and studies have recently been prepared and document the
existing traffic conditions through indepth street segment and intersection
analyses. Upon verification, SWA/KHR used, in part, the cumulative
information gathered from these reports/studies as baseline data.
1.6
1 Approach
1 The Edinger Corridor Study is separate from the aforementioned
reports/studies because it advances the City's efforts towards implementation
of valid circulation improvements by providing a hierarchy of alternatives
1 that range from signal synchronization to the introduction of a new public
street. The intent of these alternatives is to directly benefit the properties of
1 the Huntington Center Redevelopment Project Area. However, a regional
benefit will also be realized through the implementation of the alternatives.
Furthermore, the Edinger Corridor Study evaluated these alternatives
through a series of development scenarios.
Solutions to the Edinger Corridor need to be considered within a
1 comprehensive urban design framework. That is, the Edinger Corridor Study
recognizes that circulation and land use issues cannot be separated.
Therefore, the approach involves recommended land use and urban design
1 alternatives measures. Finally, all recommendations are pragmatic in nature
and implementation. The problems that characterize the Edinger Corridor
are current and projected conditions will be the same problems - only
magnified. Therefore, there is a focus on a range of alternatives that are
implementable and effective.
1
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1 2.0 CIRCULATION
1 The transportation system provided within the Edinger Corridor is of great
importance to communities of southwest Orange County, including the City
of Huntington Beach. This transportation system centers around Edinger
Avenue, between Gothard Street and Beach Boulevard, and is inclusive of
connections to Beach Boulevard, the San Diego (I-405) Freeway, and Center
Avenue. In addition to serving the needs of hundreds of thousands of daily
' commuters, vital circulation and access are provided by these facilities to
various commercial sites within the City of Huntington Beach
Redevelopment Area. The overall regional circulation system which ties into
' the Edinger Corridor is depicted in Figure 2-1.
' The popularity of the Edinger Corridor as a commercial center is tempered, in
part, by the inadequacies of the existing transportation system to service both
commuters and local businesses. Streets within the Corridor are characterized
' by traffic congestion throughout most of the day. Excessive intersection delays
are experienced during the peak hours, and access to commercial sites is
ineffective during these hours. Many commercial sites within the Corridor
feature inefficient and/or inadequate internal circulation and parking, as
' evidenced by the complaints of businesses and customers alike. It may also be
observed that the Corridor, as a whole, is inhospitable to transit and
pedestrian activity. Thus, interest in commercial development within the
Corridor is discouraged by these existing traffic-related problems.
' While the Edinger Corridor has the potential of becoming a major center for
commercial and professional office development, key improvements to the
transportation system infrastructure are needed in order for this potential to
' be realized. While traffic problems have been identified and well-
documented, previous attempts at producing viable transportation
improvements within the Edinger Corridor have fallen short of resolving the
' needs of both commuters and businesses.
The analyses and recommendations presented in this section are aimed at
1 providing the framework for implementing an innovative, yet practical,
solution to identified transportation system deficiencies.
1
' 2.1
WESTMINSTER, AVENUE
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EDINGER AVENUE
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' EDINGER CORRIDOR STUDY ism FIGURE 2-1
REGIONAL CIRCULATION SYSTEM TRANSPORTATION/ENVIRONMENTAL/URBAN SYSTEMS
nol V"Un$Uq*j . rat.M . bAjm.CaUlarnb W715 . (714)?W-M7
Previous Studies
Previous studies dealing with the Edinger Corridor include:
1) The "Gothard Street Extension Study" by Parsons Brickerhoff Quade &
Douglas, Inc., April 1987- This study addressed the feasibility of, and
benefits associated with, the extension of Gothard Street from its
present terminus at McFadden Avenue northerly to Bolsa Avenue
(aligning with Hoover Street in the City of Westminster). Conclusions
' reached in this report suggest that a minor reduction in traffic on Beach
Boulevard would be realized as a result of this roadway extension, but
that local circulation between the north side and south side of the I-405
1 Freeway would be improved.
2) The "Huntington Center Commercial District Redevelopment EIR
' Traffic Report" by Parsons Brickerhoff Quade & Douglas, Inc.,
September 17, 1984 - This report addressed the potential impacts and
mitigation measures associated with the proposed Huntington Center
Commercial District Redevelopment Project (which includes One
Pacific Plaza, Huntington Center,and strip commercial development
along the south side of Edinger Avenue). The recommendations in
this report made deal only with minor intersection improvements and
modifications to traffic signal operations.
3) The "Traffic Study for Golden West Transportation Center" by Greer &
Co., March 1988 - This report addressed the potential impacts and
mitigation measures associated with the.Orange County Transit
' District's proposal to develop a transportation center on the northeast
corner of Center Avenue and Gothard Street. The recommendations
were limited to minor signal timing changes, the widening of the
westbound approach on Center Avenue to accommodate two through
lanes and a separate right turn lane at Gothard Street, and non-specific
transportation system management strategies.
4) The "Center Avenue Feasibility Study"" by BSI Consultants Inc.
October 1986 - This letter report addressed only the conceptual plan of
' providing direct driveway access to Huntington Center from Center
Avenue (aligning with the southbound I-405 Freeway on/off ramps on
' Center Avenue). Drawings prepared as part of this study indicate that
the new driveway would be skewed, and restricted to inbound traffic
only.
' 5) The "Project Study Report On I-405 (San Diego Freeway) At
Southbound Beach Blvd. Off-Ramp and Center Ave." by the State
Department of Transportation, September 1988 (with improvement
2.3
drawingb IWA Engineers) - This stud addressed the feasibilit of,
Y g Y Y
' and benefits associated with, improvements to the southbound I-405
off-ramp to Beach Boulevard (at Center Avenue) which would add an
additional westbound through lane on Center Avenue west of Beach
Boulevard.
Definitions
The following definitions are provided in order to improve the reader's
understanding of the analyses presented herein.
' Average Daily Traffic
' The average daily traffic (ADT) on a given roadway segment is an estimate of
the amount of vehicular traffic carried on average over a 24-hour period of
time. The estimate of ADT is often based on an actual 24-hour traffic count,
' taken during a mid-week day. ADTs are typically expressed as two-way
volumes, but can be separated by direction for analysis purposes. Seasonal
variations may also be taken into account by collecting data during different
months of the year. For the purposes of this report, existing ADT volumes are
interpolated using actual 1985 counts and a 3% annual growth rate, which
corresponds to the regional traffic growth rate on State highways.
Capacity
' The capacity of a roadway segment or intersection is the maximum rate of
vehicular traffic flow under prevailing traffic, design, and operational
conditions. Factors affecting capacity include traffic controls, lane widths,
1 grades, the amount of truck and bus traffic, the availability of on-street
parking, parking turnover, and turn movements.
Capacity is most commonly defined for hourly periods of time, and most
analyses rely on 15-minute count increments to establish capacity. However,
for generalized planning purposes, some have found it useful to define
capacity on the basis of a maximum daily service volume. Both hourly and
maximum daily service volume capacities are referenced in this study.
Typical capacities for various facilities are listed in Table 2-1.
Level of Service
' The level of service (LOS) of a roadway segment or intersection is a
qualitatively defined measure of prevailing traffic, design, and operational
' conditions. The LOS, denoted alphabetically from "A" to "F," best to worst, is
a summary evaluation of the degree of congestion, roadway design
constraints, delay, accident potential, and driver discomfort experienced
2.4
TABLE 2-1 - CAPACITY UNDER IDEAL CONDITIONS
CAPACITY
FACILITY TYPE Vehicles Per Hour
Two Lane Rural Highway 2,800 Total for Both Lanes
Multi-Lane Highway (Above 60 MPH Design Speed) 2,000 Per Lane
Mufti-Lane Highway (50 MPH Design Speed) 1,900 Per Lane
_Signalized Intersection 1,800 Per Approach Lane
2-Lane by 2-Lane 4-Way Stop (50/50 Traffic Split) 1,900 Total Intersection
2-Lane by 44.ane 4-Way Stop (50/50 Traffic Split) 2,800 Total Intersection
4-Lane by 24Lane 4-Way Stop (50/50 Traffic Split) 3,600 Total Intersection
SOURCE: Highway Capacity ManuaL 1%5
during a given period of time - typically during the peak hour or on a daily
basis.
' While LOS A is the most desirable wa segment or
operational state for a roadway Y se g
' intersection, LOS C is considered a benchmark for planning purposes. In
heavily urbanized areas, LOS D is an accepted, though undesirable,_ condition
for peak hours of vehicular travel - particularly on freeways.
The LOS may be quantitatively calculated by a number of methods which
generally compare traffic volumes with the physical and operational capacity
' of a roadway section or intersection to carry the traffic demands placed upon
it. The "average stopped delay per vehicle" prescribed in the 1985 Highway
Capacity Manual (HCM) has been determined to best reflect intersection LOS,
' while for urban arterials, the volume-to-capacity (V/C) ratio is indicative of
LOS.
Tables 2-2 and 2-3 provide descriptions of levels of service ranging from A to
F (as defined in the 1985 Highway Capacity Manual, and by the Orange County
Environmental Management Agency) for intersections and urban arterials,
respectively.
Key Roadway Segments
The followingare brief descriptions of key roadway segments and other
P Y Y g
transportation facilities within and directly affecting the Edinger Corridor.
' The existing circulation system within the Corridor is illustrated in Figure 2-
2.
Edinger Avenue
Edinger Avenue is the key east-west route through the Corridor. Although
1 originally intended as a primary arterial, with two through travel lanes in
each direction, the traffic volumes on Edinger Avenue are presently so great
that the roadway is delineated for three lanes of through travel in each
direction. In 1988, Edinger Avenue carried approximately 42,600 vehicles per
day just west of Beach Boulevard and approximately 33,900 just east of Beach
Boulevard. As noted in Table 2-3, the average service volume for a four-lane
divided (i.e., primary) arterial at LOS "C" is around 30,000 vehicles per day,
while the capacity (i.e., at LOS "E") is 36,000 vehicles per day. Thus, the
existing volume of traffic on Edinger Avenue not only exceeds the acceptable
service volume (i.e., at LOS "C") for a four-lane divided arterial, but the
capacity as well. Delineated as a six-lane divided arterial, the average service
' volume at LOS "C" is around 45,000 vehicles per day, while the capacity (i.e.,
at LOS "E") is 54,000 vehicles per day.
. � 2.6
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TABLE 2-2 - INTERSECTION LEVEL OF SERVICE DEFINITIONS
Level of Stopped Delay
service Per Vehicle Interpretation
A <5.0 Sec. Uncongested operation; all vehicles dear in a single signal cycle.
B 5.1 - 15.0 Light congestion; occasional backups-on critical approaches.
C 15.1 - 25.0 Some congestion on approaches, but intersection functional.
D 25.1 - 40.0 Traffic required to wait through more than one cycle during
short.peaks. However, no long-standing lines formed.
E 40.1 TO 60.0 Severe congestion with some long-standing lines on critical
approaches. Blockage of Intersection may occur K traffic signal
does not provide for protected left turn movements.
F >60.0 Total breakdown with "stop-and-go" operation. Back-up may
occur at other nearby intersections as well.
SOURCE: Highway Capacity Mmu4198S
Mill M a M M Mi� li l� ills lll� its lll� l� illy
TABLE 2-3 - LEVELS OF SERVICE & SERVICE VOLUMES
FOR URBAN ARTERIAL HIGHWAYS
Average Daily Traffic Service Volumes
Level Of 6-Lane 4-Lane 4-Lane 2-Lane
Service pescription pjAded Divided Undivided Undivided
A Free Row - low volumes; little or no delay 36,000 24,000 16,000 5,000
throughout the day or during peak hours.
B Stable Flow - relatively low volumes; accept- 40,400 27,000 18,000 7,500
able delays experienced throughout the day;
some peak hour congestion.
C Stable Flow - but some delays experienced 45,000 30,000 20,000 10,000
throughout the day and during peak hours.
(This level of service is considered the highest
suitable for urban design standards.)
D Approaching Unstable Flow- poor, yet toler- 49,500 33,000 22,000 12,500
able delays experienced throughout the
day. Peak hours may experience significant
congestion and poor levels of service.
E Unstable Flow-delays experienced through- 54,000 36,000 24,000 15,000
out the day. Volumes are at or near capacity.
(Level of service during peak hours also likely
to be very poor.)
F Forced Flow- stop-and-go. Both speeds and This condition represents system
flow of traffic can drop to zero. Stoppages may breakdown and does not
occur for long periods with vehicles backing- have a specific
up from one intersection through another. relationship to service volumes.
(Sometimes referred to as a "gridlock' condition.)
SOURCE.Orange County Environmental Management Agency, KHR Associates, 1987
LEGEND
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EDINGER CORRIDOR pp'm� KHR Q350CoaTES
' TRANSPORTATION/ENVIRONMENTAL/URBAN SYSTEMS
EXISTING CONDITIONS
2201 Martin Street . Suite 203 • Irvine. California 92715 . (71a) 752-170;
1
Between the Southern Pacific Y Pan Transportation Company (SPTC) railroad
P
' crossing and Beach Boulevard, Edinger Avenue features a continuous raised
median with provisions for left-turn lanes at intersections and selected
median openings. Between the railroad crossing and Beach Boulevard,,there
are three signalized intersections with separate left-turn pockets - at the
westernmost Huntington Center driveway, Sher Lane, and Parkside Lane.
' Traffic signals also control the Edinger Avenue intersections with Beach
Boulevard and Gothard Street. Left-turn access to commercial uses on the
south side of Edinger Avenue, between Beach Boulevard and the railroad
1 crossing, is permitted at signalized intersections as well as two unsignalized
breaks in median.
Three bus stops exist on the westbound side of Edinger Avenue, between the
railroad crossing and Beach Boulevard, with five bus stops on the eastbound
side between Beach Boulevard and Gothard Street. One additional bus stop is
' located on Beach Boulevard just south of Edinger Avenue. No turnout lanes
exist for bus stop movements.
Beach Boulevard
Beach Boulevard (State Route 39) is perhaps best known as the "gateway" into
the City of Huntington Beach. Beach Boulevard provides direct access to the I-
405 Freeway and extends from Pacific Coast Highway in Huntington Beach
northerly to the City of La Habra, terminating at Whittier Boulevard. Beach
' Boulevard was formally classified as a major arterial, but is also shown as a
"superstreet" on the County of Orange's Master Plan of Arterial Highways
(MPAH). The superstreet designation is given'because of the availability of
' extraordinary rights-of-way and the planned capacity enhancements at
selected intersections.
Lane configurations vary along Beach Boulevard, but include at least three
through lanes in each direction, and raised medians with provisions for left
' turn lanes at selected intersections. The southbound approach to the Edinger
Avenue intersection features two right turn only lanes from Beach
Boulevard onto westbound Edinger Avenue, while the northbound approach
' features only three through lanes. At the Center Avenue intersection, a "free"
right turn only lane from southbound Beach Boulevard onto westbound
Center Avenue is provided.
Due to the existence of separate right turn lanes and dual left turn lanes at
many intersections, the capacity of Beach Boulevard is estimated to be 5,000
vehicles per day higher than the service volume indicated at various levels of
service for a typical six-lane major arterial. This would suggest that the daily
capacity of Beach Boulevard at LOS "C" is 50,000 vehicles per day, while the
LOS "E" capacity is 59,000 vehicles per day.
' 2.10
r
r
As of 1988, Beach Boulevard carried approximately 88,510 vehicles per day
rnorth of Edinger Avenue and 80,900 south of Edinger Avenue. These traffic
volumes are among the highest in Southern California for an urban surface
street. The LOS provided on Beach Boulevard between the I-405 Freeway and
Edinger Avenue is "F." South of Edinger Avenue, the LOS is also presently
Gothard Street
Gothard Street is a north-south secondary arterial extending from Main Street
' to the south to McFadden Avenue to the north. Gothard Street demarcates
the westerly limits of the Edinger Corridor and the easterly limits of the
' campus of Golden West College. Industrial uses are primarily serviced by
Gothard Street south of Edinger Avenue. Gothard Street has two through
traffic lanes and a bicycle lane in each direction plus a two-way, left-turn lane.
Curb parking is prohibited.
r
The capacity of Gothard Street between Edinger Avenue to Center Avenue is
r estimated to be 30,000 vehicles per day at LOS "C." As of 1988, Gothard Street
carried approximately 15,300 vehicles per day south of Edinger Avenue and
18,600 vehicles per day between Edinger Avenue and Center Avenue. The
LOS provided on Gothard Street is "A".
Center Avenue
rCenter Avenue is an east-west secondary arterial which extends from Beach
Boulevard to Gothard Street - a distance of approximately two-thirds of a mile
' along the north boundary of Huntington Center. Center Avenue serves as a
frontage road for the I-405 Freeway, and is primarily utilized to access the
Huntington Center, One Pacific Plaza, Old World Shopping Center, nearby
residences, and as a secondary entrance to Golden West College (at Gothard
Street).
Southbound on and off ramps connect from the I-405 Freeway to Center
Avenue, and Beach Boulevard via Center Avenue. The circulation pattern is
such that traffic from the southbound freeway off ramp can utilize Center
Avenue to go either northbound or southbound on Beach Boulevard.
Southbound Beach Boulevard motorists are permitted to turn right onto
Center Avenue to utilize the southbound freeway on ramp. However,
northbound Beach Boulevard motorists are prohibited from turning left onto
' Center Avenue, and must access the southbound I-405 Freeway via Edinger
Avenue instead.
1
' 2.11
Center Avenue features various lane configurations from two lanes in each
direction plus a left turn lane to one lane in each direction plus a left turn
' lane and parking lanes on either side. The portion of Center Avenue where
on-street parking is permitted is between the main driveway to One Pacific
Plaza and the western Huntington Center driveway.
At the Gothard Street intersection, Center Avenue terminates as a through
street. The west leg of the intersection is a major driveway into Golden West
College. The Center Avenue intersection at Gothard Street, the I-405 Freeway
on/off-ramps, and Beach Boulevard are all signalized.
' The capacity of Center Avenue is estimated to vary from 10,000 to 20,000
vehicles per day at LOS "C," depending on the number of travel lanes. In
1988, Center Avenue carried approximately 13,000 vehicles per day between
' Gothard Street and Beach Boulevard. Based on the lane configuration within
this segment, the LOS is estimated to be "A".
Local Streets
There are three local streets of importance within the Edinger Corridor -
Parkside Lane, Sher Lane, and Huntington Village Drive.
' Parkside Lane is a two-lane local street extending south from Edinger Avenue
into a residential neighborhood. The intersection of Edinger
Avenue/Parkside Lane is signalized for five phases of traffic movement. The
' north leg of the intersection is one of three driveway entrances into the
Huntington Center Shopping Center. This driveway features two entry lanes
and two exit lanes. A separate right turn only lane into the shopping center is
provided on the westbound Edinger Avenue approach leg to the intersection.
The ADT on Parkside Lane is estimated to be 4,450 vehicles per day.
I Sher Lane is a local street extending south from Edinger Avenue into a
residential neighborhood. The intersection of Edinger Avenue/Sher Lane is
signalized for five phases of traffic movement. The north leg of the
intersection is one of three driveway entrances into the Huntington Center
Shopping Center. This driveway features two entry lanes and two exit lanes.
The ADT on Sher Lane is estimated to be 2,960 vehicles per day.
' Huntington Village Lane is a local street which runs circuitously between
Center Avenue and McFadden Avenue and provides access to One Pacific
Plaza, Old World Shopping Center, and a multi-family residential
development. This street features two through lanes in each direction. The
ADT on is Huntington Village Lane is unknown, but estimated to be less
' than 1,000 vehicles per day.
2.12
1
' The capacity of all two-lane undivided local streets within the Edinger
P tY g
Corridor is estimated to be 10,000 vehicles per day at LOS "C."
I-405 Freeway
' The I-405 Freeway provides regional and inter-regional access to the City of
Huntington Beach. I-405 Freeway access to and from the Edinger Corridor is
provided via Center Avenue, Beach Boulevard, and Edinger Avenue (which
' collectively serve as the I-405 Freeway/Beach Boulevard interchange). This
interchange is of a partial cloverleaf design, and primarily services Beach
Boulevard. Edinger Avenue and Center Avenue are provided only limited
access to and from the I-405 Freeway via this interchange.
' Eastbound Edinger Avenue traffic can access southbound I-405 Freeway and
northbound I-405 Freeway (via Beach Boulevard). Southbound I-405 Freeway
can access westbound and eastbound Edinger Avenue via Center Avenue and
' Beach Boulevard. Northbound I-405 Freeway can access westbound and
eastbound Edinger Avenue via Beach Boulevard.
Eastbound Center Avenue traffic can access southbound I-405 Freeway directly
and northbound I-405 Freeway via Beach Boulevard. Southbound I-405
Freeway can access westbound and eastbound Center Avenue directly.
Northbound I-405 Freeway can access westbound Center Avenue via Beach
Boulevard.
' Northbound I-405 Freeway traffic can exit directly onto Beach Boulevard
without stopping for both northbound and southbound Beach Boulevard
directions. Similarly, northbound and southbound Beach Boulevard traffic
can enter onto the northbound I-405 Freeway without stopping. Southbound
I-405 Freeway traffic can exit directly onto Beach Boulevard without stopping
only in the northbound direction. Southbound I-405 Freeway traffic destined
for southbound Beach Boulevard must first exit onto Center Avenue, then
traverse over to Beach Boulevard. This route can also be used by southbound
freeway traffic destined for northbound Beach Boulevard. Northbound Beach
' Boulevard can enter onto the southbound I-405 Freeway via the Edinger
Avenue on-ramp, just east of Beach Boulevard. Southbound Beach
' Boulevard can enter onto the southbound I-405 Freeway via Center Avenue
or via the Edinger Avenue on-ramp.
In 1987, the ADT on the I-405 Freeway south of the Beach Boulevard
interchange was 226,000 vehicles per day. North of the Beach Boulevard
interchange, the ADT was 219,000 vehicles per day. Based on information
provided by the State Department of Transportation (i.e., Caltrans), seasonal
variations in traffic volumes (i.e., between average month and peak month)
on the I-405 Freeway amount to less than 3 percent.
' 2.13
' Rail Transportation
' The Southern Pacific Transportation Company operates a major north-south
rail line immediately to the west of the Huntington Center, and parallel to
Gothard Street. The SPTC railroad tracks cross Edinger Avenue and Center
' Avenue at grade. This rail line services various industrial and commercial
developments in Huntington Beach.
Public Transportation
Public transportation within the Edinger Corridor is provided by the Orange
' County Transit District (OCTD). OCTD currently operates eight routes to the
Edinger Corridor area, with regularly scheduled service, from various
locations in Orange and Los Angeles counties. The.termination points of four
' of the eight routes are at either the intersection of Gothard Street/Edinger
Avenue or the intersection of Gothard Street/Center Avenue. The remaining
four routes stop within the area, but continue to other destination points.
OCTD plans to construct a transportation center at the intersection of Gothard
Street and Center Avenue. This facility will consist of 10 on site bus bays,
135,000 square feet of office space, and a parking structure.
Air Transportation
Air travel to and from the Edinger Corridor is provided via John Wayne
' International Airport, approximately 10 miles to the southeast, and Long
Beach International Airport, approximately 12 miles to the northwest. Both
airports offer regularly scheduled commuter, national and international
' flights.
1 Existing Conditions
Traffic Data
Relevant traffic data were either collected in the field or provided by the City
of Huntington Beach, the County of Orange Environmental Management
' Agency (OCEMA), Caltrans, and/or through data contained in other traffic
reports.
Existing average daily traffic volumes and levels of service referenced in the
descriptions of key roadway segments are summarized in Table 2-4 and
illustrated in Figure 2-3. Existing levels of service for key intersections at the
2.14
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TABLE 2-4 - EXISTING ROADWAY SEGMENT AVERAGE DAILY TRAFFIC
(ADT) VOLUMES & LEVELS OF SERVICE (LOS)
ADT
Street Segment Volume LOS
Edinger Avenue(SPTC Railroad Track to Beach Boulevard) 42,600 C
Beach Boulevard(I-405 Freeway to Edinger Avenue) 88,510 F
Gothard Street(Edinger Avenue to Center Avenue) 18,600 A
Center Avenue (Gothard Street to Beach Boulevard) 13,000 A
IA05 (at the Beach Boulevard interchange) 222,000 D
TABLE 2-5 - P.M. PEAK HOUR INTERSECTION
LEVELS OF SERVICE
INTERSECTION EXISTING ALT 1 ALT 2 ALT 3 ALT 4 ALT S
Beach Boulevard/Edinger Avenue D E F E F D
Parkside Lane/Edinger Avenue B B C E F C
Beach Boulevard/Center Avenue B B C C D D
S.B.IA05 Ramps/Center Avenue* C F F F F D
•Southbound 1 405 Freeway Ramps/Center Avenue/Huatington Center Drive for Alternatives 3,4,and 5.
1
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McFADDEN 15,000 15;000 16,000 13,000 AVENUE
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EDINGER 39,000 39,000 31,000 17,000 AVENUE
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WARNER 36,000 34,000 32,000 32,000 AVENUE
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NOTE: Average Daily Traffic Volumes Based On Actual
Traffic Counts Or Estimates For 1987 Or 1988. NO SCALE
so.m-nDTAC
EDINGER CORRIDOR AREA FIGURE 2-3
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AVERAGE DAILY TRAFFIC VOLUMES TRANSPORTATION/ENVIRONMENTAL/URBAN SYSTEMS
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EXECUTIVE SUMMARY
r
The Edinger Corridor - Edinger Avenue between Beach Boulevard and the
' Southern Pacific Transportation Company (SPTC) Railroad - has evolved into
a heavily traveled road segment. There are several problems associated with
rthe Edinger Corridor.
r First, it does not adequately serve the adjacent commercial properties. This
problem directly impacts the commercial potential of the immediate area.
The Huntington Center Redevelopment Project Area was formed, in part, to
' assist the property owners and the commercial tenants in this area. A
primary objective of the Project Area is to develop a profitable location and
positive image.
i
A second problem of the Edinger Corridor area is that it does not facilitate
' traffic through the Beach Boulevard/Edinger Avenue intersection and
ultimately onto the San Diego Freeway (I-405). These two problems are
interrelated and the recommendations contained within this study address
both issues.
' This study incorporates a multi-discipline approach to resolving some of the
circulation issues. Although the primary issue relates directly to the
circulation system, land use and urban image, analyses were performed at a
preliminary level in order to support and augment the circulation study.
Various public agencies have been consulted during this process.
Additionally, the project team met with the property owners along the
Edinger Corridor. The study reflects some of the concerns and issues raised by
the public agencies and property owners. These agencies, organizations and
individuals are noted in Sections 7.0 - Acknowledgements - of the study.
rConstraints and opportunities were identified and are listed in the following
pages. A series of recommendations are located at the end of the document.
' CIRCULATION
CONSTRAINTS
r * Substandard width for Edinger Avenue;
* Non-synchronized traffic signals;
t
1
*
Insufficient left-turn pocket lengths;
* Awkward pedestrian circulation;
' * Inadequate existing rights-of-way;
* Lack of connection between Center Avenue and
Edinger Avenue;
* Existing congestion at Beach and Edinger being
' exacerbated by poor lane alignments, lack of strategic
rights-of-way and inefficient use of available
pavement and rights of way;
* Excessive amounts of curbcuts along the south side of Edinger;
* Edinger Avenue bridge over I-405 Freeway is not
constructed to ultimate right-of-way; and
' * Inefficient parking layout and internal circulation design on
adjacent commercial properties.
' CIRCULATION
' OPPORTUNITIES
* Utilities undergrounding project planned for Edinger Avenue
' may provide opportunities to include street widening, driveway
consolidation, improve transit and pedestrian facilities;
* OCTD's new transportation center should provide new
opportunities for transit use and reductions in private motor
vehicle use;
r *
Substantial building setback from Edinger Avenue to permit
' street widening and improvements;
* Dedication of additional rights of way along Edinger Avenue
' will allow improvements to be made at low to moderate costs;
* Creation of new four-lane roadway connection directly between
southbound I-405 Freeway ramps and Edinger Avenue would
divert a substantial amount of traffic off Beach Boulevard and
the Beach/Edinger intersection;
ii
* Edinger Bridge may be widened with the cooperation of The City
g g Y P Y
of Westminster and Caltrans;
' * Modification of median island and travel lanes on south leg of
Beach/Edinger intersection can be made within existing rights-
of-way to provide a separate northbound right turn lane; and
* Enough surface area to improve parking lots and internal
circulation patterns on adjacent commercial properties.
' LAND USE
CONSTRAINTS
' * Existing automotive service uses along the northerly edge
of Edinger Avenue do not portray an inviting retail-shopping
' image for potential customers.
* The area is fragmented into separate, unrelated land uses
' by Edinger Avenue, Parkside and Sher Lanes and the Southern
California Edison Easement.
' * The area between Parkside Lane and Beach Boulevard
(south side of Edinger Avenue) is divided into several
individual lots with long, narrow configurations and multiple
driveways onto Edinger Avenue.
* Any expansion or intensification plans for commercial and
' mixed uses along the Edinger Corridor will be limited by the
present circulation system which operates at well over capacity
levels.
* Current zoning and other development regulations are not
flexible
enough to allow creative land use relating to shared parking,
building
intensity, balance of uses, etc.
LAND USE
OPPORTUNITIES
' * A favorable location with adjacent uses including an established
single family residential neighborhood, a community college,
iii
multiple family residential neighborhood and direct access to
P Y g
major circulation arterials;
* Existingautomotive service uses along the northerly edge of
g Y g
Edinger Avenue could be relocated in order to permit visual
access to the primary shopping center. (An alternative to this
recommendation would be the replacement of the automotive
service uses with more active, compatible uses such as banks,
' offices, restaurants, etc.);
* An established mix of uses adjacent to the Edinger Corridor
' including a retail center on the north side of Edinger Avenue
with a corporate identity on the south side;
* Consolidation of the area between Beach Boulevard and
Parkside Lane (south side of Edinger Avenue) into a single
parcel (or smallest number of parcels) to allow for a greater
number of site design options;
* Available surface area for expansion of additional square footage
of commercial uses including the opportunity for a greater mix
of uses and shared or joint parking;
* Direction towards a balance of uses with different traffic peak
hours; and
* Opportunities for a master planning vehicle such as a specific
plan to incorporate all of the aforementioned land use
' opportunities and recommendations.
IMAGE
CONSTRAINTS
* Lack of visibility from the adjacent regional transportation
arterials - I-405 and Beach Boulevard including the intersection
of the I-405 on/off ramps and Center Avenue;
' Lack of a sense of arrival as one travels south on Beach
Boulevard
or west on Edinger Avenue into The City of Huntington Beach;
* Visual obstruction of the Huntington Center by the automotive
service uses which are characterized by blank walls or
iv
' roll-updoors and service bays;
Y
' * Lack of direction for pedestrian travel; and
* Lack of a consistent landscape treatment and sign program.
' I( mage opportunities are discussed as recommendations in the following
paragraphs.)
' CIRCULATION
RECOMMENDATIONS
1) In order to enhance circulation within the most heavily developed
area of the Edinger Corridor, the construction of a new 64-foot wide
' (curb to curb) four-lane roadway from the southbound I-405 Freeway
on/off ramps at Center Avenue to Parkside Lane is recommended. A
modification to the existing traffic signal at the intersection with Center
Avenue will also be required to accommodate this new street. In
addition, the new street at the southbound approach to the intersection
of Edinger Avenue (i.e., opposite Parkside Lane) should include dual
left turn lanes. This street would require the acquisition of rights-of-
way through a portion of the Huntington Center and the complete or
partial removal of at least two existing buildings.
2) Edinger Avenue should be widened to three standard-width through
lanes in each direction along the entire corridor length to provide an
' enhanced travelway for motorists. Three through lanes should also be
provided in the eastbound direction at the Beach Boulevard
intersection.
' 3) Beach Boulevard should be widened to four through lanes in the
southbound direction through the intersection of Edinger Avenue.
Calculations show that the second right turn lane is not needed at this
approach.
�4) The I-405 southbound on/off ramps should be widened to include one
JJ�� through lane to link with the recommended new street.
5) Center Avenue at the I-405 southbound on/off ramps should be
widened to accommodate an additional left turn lane at the eastbound
' approach and an additional two through lanes and one left turn lane at
the westbound approach.
v
6) Bus bay turnouts are recommended along Edinger Avenue at all stops
between Gothard Street and Beach Boulevard if the roadway is not
widened as recommended.
An interior transit corridor system may be possible within the
' Huntington Center. This would require modification of the Center's
parking areas and cooperation from the Center and the Orange County
Transit District.
8) Parking requirements for future development within the Edinger
Corridor should be based on a site by site evaluation of parking code
requirements, parking demand estimates, potential for shared parking,
and the potential for implementation of an effective transportation
system management plan.
It should be noted that these recommended improvements could be
' accomplished in different phases. That is, these recommendations are
designed to provide incremental improvements to the Edinger Corridor
system. They are not necessarily ]interdependent upon each other. A logical
initial phase may include the recommended improvements directly
associated with Edinger Avenue. The most significant improvement - the
new roadway which will connect Center Avenue with Parkside Lane - may be
reserved for future phases.
LAND USE
RECOMMENDATIONS
1) Future land use applications should be considered within the total
framework of the Huntington Center Redevelopment Project Area as
opposed to separate incremental requests.
2) In concert with the aforementioned land use recommendation, there
should be a coordinated effort to achieve and maintain a balance of
different land uses within the project area.
i3) In concert with Circulation Recommendation # 8, the City should
permit shared parking as a matter of efficient land use and provide
incentives for new, viable uses.
4) The City should place the entire project area within a specific plan or
some other appropriate land use district in order to coordinate the
needed improvements, establish land use and design controls and
provide a degree of flexibility to achieve redevelopment goals.
vi
IMAGE
' RECOMMENDATIONS
1) The construction of the new public road (Circulation Recommendation
#1) would provide direct visibility from the I-405 Freeway into the
Huntington Center Redevelopment Project Area.
2 The auto re air/service uses along the northerly edge of Edinger
' Avenue should be relocated to a less visible area of Huntington Center.
3) An alternative to the preceding recommendation would be to replace
the auto repair/service uses with office/retail/restaurant uses.
4) A consistent landscaping theme should be adopted for the Huntington
1 Center Redevelopment Project Center. Furthermore, the public streets
should be identified by the planting of tall, vertical evergreen plant
material and a compatible, yet separate plant palette for adjacent
commercial properties.
5) A consistent sign program should be adopted for the Huntington
Center Redevelopment Project Area which would identify gateways,
public streets and private uses.
CONCLUSION
Within a built environment such as the Huntington Center Redevelopment
Project Area, there are "costs" and "benefits" associated with any
improvements to a circulation system. For example, a new roadway
connecting the I-405 Freeway and Parkside Lane (through the Huntington
Center) will impact the Parkside/Edinger intersection. However, the
Beach/Edinger intersection will benefit from this roadway as it will provide
an alternate route from the freeway into and through the Huntington Center
Redevelopment Project Area.
It is important to note that the primary problem is of a regional nature.
fThat is, the recommendations contained in this study are only those that can
be completed within the authority of The City of Huntington Beach. To
' address the regional nature of the problem in a comprehensive manner
warrants continued dialogue and cooperative efforts among neighboring
cities, the County of Orange agencies, and The State Department of
' Transportation (CALTRANS).
It is equally important to note also that the recommendations contained in
this study will address the regional issues and directly benefit the local
' vii
' property owners and tenants. That is, if these recommendations are
implemented, they will facilitate traffic movement along Edinger Avenue
and onto the adjacent commercial properties. There will also be the
opportunity to develop additional square footage which benefit property
owners and existing tenants by increasing retail and office activity.
Finally, the Project Area will develop an identity of a commercial district and
simultaneously as the northern gateway into The City of Huntington Beach.
' The estimated costs associated with the recommendations contained within
the Edinger Corridor Study are approximately Seven Million Dollars to Eight
Million Dollars ($7,000,000.00 to $8,000,000.00). It is understood that the utility
underground project for this portion of The Edinger Corridor will cost
approximately Two Million Dollars ($2,000,000.00). At this time, the total
' estimated costs for all of the anticipated improvements to The Edinger
Corridor are approximately Nine Million Dollars to Ten Million Dollars
($9,000,000.00 to $10,000,000.00).
NEXT STEPS
The Edinger Corridor Study is a part of a sequence of studies and analyses
oriented towards a circulation and land use design solution for this portion of
Huntington Beach. Previous steps included the creation of the
' redevelopment project area, peripheral traffic reports and public workshops.
The next steps will involve enabling vehicles which will test the Edinger
' Corridor Study concepts such ass treet design plans•and land use plans (i.e.,
specific plan).
viii
___________________ _________________________________ _________________________________________•_-______ssc=axass=a=x=axsxxxa=sszaa
KHR ASSOCIATES
,HIGHWAY CAPACITY METHOD - SIGNA1111D INTERSECTION CAPACITY 8 LEVEL OF SERVICE ANALYSIS
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COUNT DATE: N/A CYCLE LENGTH: 60 SEC. PEAK HOUR FACTOR: 1.00 ENTRY BY: K. HEIN KHR CODE: ED21
........ .... ..... ............ ............
LOCATION: CITY OF HUNTINGTON BEACH PEAK HOUR: 5:00 TO 6:00 P.M. ------ COMMENTS: ALTERNATIVE 4A FUTURE P.M. PEAK HOUR
...................................
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NORTH-SOUTH STREET: HUNTINGTON CENTER DRIVE CONTROL: 4 PHASE
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AST-WEST STREET: CENTER AVENUE CONTROL: 4 PHASES
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KHR ASSOCIATES
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........ .... ..... ............ ............
LOCATION: CITY OF HUNTINGTON BEACH----------- PEAK HOUR: 5:00 TO 6:00 P.M. --..'- COMMENTS: ALTERNATIVE 4A P.M. PEAK HOUR
........................ .................. ....................................
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.... ..... ............ ............
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Background
The Edinger Corridor Study has been prepared as an element in sequence for
' the overall community development continuum of the Huntington Center
Redevelopment Project Area. The following is a list of dates and actions
taken by the City in order to provide redevelopment opportunities for this
area which form the context in which this study was prepared.
* September 1984: Huntington Center Commercial District
' Redevelopment Plan approval;
* May 1986: City Council approval of precise alignment of Gothard
' Street between Center Avenue on the south and McFadden Avenue on
the north;
' * August 1986: Gothard-Hoover Extension feasibility report completed;
* April 1987: Gothard-Hoover Extension traffic report completed;
*
March 1988: Edinger Corridor Workshop;
* August 1988: Selection of SWA/KHR to perform Edinger Corridor
Study;
* September 1988: Project Study Report on I-405 (San Diego.Freeway) at
southbound Beach Boulevard off-ramp; and
' November 1988: Edinger Corridor Workshop with SWA/KHR and
property owners.
The Edinger Corridor Study represents a portion of the City's overall effort to
resolve the circulation problems within the general area. The following
projects are currently addressing other portions of the total circulation issue
in this area of the City. Figure 1-3 identifies the location of these projects.
1. Beach Boulevard/Edinger Avenue Intersection - Construction
documents have been prepared by Wildan Associates which are
intended to facilitate traffic movement through the intersection. Basic
elements of the proposed design include widening of Beach Boulevard
(south of Edinger) by approximately six feet on both sides and
decreasing the median width. Beach Boulevard's width will be
1 increased by ten feet on the west side, north of Edinger. Again, the
median will be reduced in width. Edinger Avenue, west of Beach, will
be increased by ten feet along its southerly edge for approximately 400
feet from the intersection. The median in Edinger at this location will
be reduced from eight feet to four feet.
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REQI S FOR CITY COU t
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REDEVELOPMENT AGENCY ACTION
ED'89.14
Date December 4, 1989
Submitted to: Honorable Mayor/Chairman & City Council/Redevelopment Members
Submitted by: Paul E.-Cook, City Administrator/Chief Execu ' e O e
Prepared by: Douglas N. La Belle, Deputy City Administrat APPROVED IIY CITY ® ®1L
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Subject:, EDINGER CORRIDOR REPORT
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Consistent with Council Policy? Yes [ ] New Policy or Exceptio _
CiT CLIP
Statement of Issue, Recommendation,Analysis, Funding Source,Alternative Actions,Attachments:
S ATEMENT OF ISSUE:
The Edinger Corridor Study has been completed. The primary purpose of the study was
to provide design concepts for traffic circulation improvements . Also, land use and
image' recommendations are provided as - a complement to the traffic circulation
recommendations.
RECOMMENDATION:
1. Authorize Public Works to prepare and distribute an RFP (request for proposal) to
prepare a precise plan of street alignment and report,- for the area from Beach
Blvd. on the east to S.P.R.R. on the west, that would include existing conditions
• and options regarding bus turnouts/shelters, ingress/egress, parking
impacts/resolution, sidewalks, landscaping, medians, signalization, signing
impacts/resolution, utilities, environmental assessment and right-of-way
requirements.
2. Authorize a. staff team of Economic Development, Redevelopment, Community._
Development and Public Works in conjunction with the property owners to
formulate an implementation plan that would use the Edinger Corridor Report as a
guide. This plan would lead to a Land Use Specific Plan for the Edinger Corridor
(from Beach Boulevard to the Southern Pacific Railroad).
ANALYSIS:
In August of 1988 the City Council approved a contract for the Edinger Corridor
(CC-737). This contract has now been completed. Input has been received from
property owners along the Corridor (Beach Boulevard to•Southern Pacific Railroad) and
each has received a copy -of the report. Issues raised by various property owners will be
considered in each step of this project.
We know from numerous studies within the Huntington Center _Project Area that the
Edinger Corridor has peak hour traffic circulation problems due to: congestion at
Beach and Edinger, numerous driveway openings, a lack of bus turnouts and a need to
coordinate land use planning and parking to improve access and egress. The Edinger
Corridor Study provides recomendations for us to proceed to prepare a precise plan of
street alignment. These improvements are being coordinated with the Edinger/Beach
widening and the Edinger Avenue Underground Utilities District No. 88-1.
• o.
PIO 4/84
ED 89-4
December 4, 1989
Page Two
Cost estimates for the improvements proposed are between $7 million and $8 million.
City Council has previously received a complete copy of The Edinger Corridor Study -
City of Huntington Beach/September 1989 and an Executive Summary is attached. A
copy of the complete report is on file with the City Clerk.
FUNDING SOURCE:
Huntington Center Commercial District Redevelopment Project Tax Allocation Bond
funds.
ALTERNATIVE ACTION:
Continue this matter for further study and review.
ATTACHMENTS:
Exhibit-A Study Area and Improvement Boundary Map.
Executive Summary Edinger Corridor.
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EDINGER CORRIDOR
STUDY
Prepared for the
CITY OF HUNTINGTON BEACH
CITY COUNCIL/REDEVELOPMENT AGENCY
WES BANNISTER MAYOR
TOM MAYS MAYOR PRO TEM
DON MAC ALLISTER COUNCILMAN
PETER GREEN COUNCILMAN
JIM SILVA COUNCILMAN
JOHN ERSKINE COUNCILMAN
GRACE WINCHELL COUNCILWOMAN
PAUL COOK CITY ADMINISTRATOR
DOUGLAS N. LA BELLE DEPUTY CITY ADMINISTRATOR/
DIRECTOR, ECONOMIC DEVELOPMENT
PAT SPENCER DIRECTOR, HOUSING AND REDEVELOPMENT
TOM ANDRUSKY PROJECT MANAGER
MIKE ADAMS, AICP DIRECTOR, COMMUNITY DEVELOPMENT
LOUIS SANDAVOL DIRECTOR, PUBLIC WORKS
LES EVANS CITY ENGINEER
BRUCE GILMER TRAFFIC ENGINEER
Prepared by
KHR Associates The SWA Group
Mr. James Kawamura, Principal Mr. Frank L. Haselton
2201 Martin Street 580 Broadway
Suite 203 Suite 200
Irvine, California Laguna Beach, California
i �
EXECUTIVE
SUMMARY
R
EXECUTIVE SUMMARY
The Edinger Corridor - Edinger Avenue between Beach Boulevard and the
Southern Pacific Transportation Company (SPTC) Railroad - has evolved into
a heavily traveled road segment. There are several problems associated with
the Edinger Corridor.
First, it does not adequately serve the adjacent commercial properties. This
problem directly impacts the commercial potential of the immediate area.
The Huntington Center Redevelopment Project Area was formed, in part, to
assist the property owners and the commercial tenants in this area. A
primary objective of the Project Area is to develop a profitable location and
positive image.
A second problem of the Edinger Corridor area is that it does not facilitate
a traffic through the Beach Boulevard/Edinger Avenue intersection and
ultimately onto the San Diego Freeway (I-405). These two problems are
interrelated and the recommendations contained within this study address
both issues.
This study incorporates a multi-discipline approach to resolving some of the
circulation issues. Although the primary issue relates directly to the
circulation system, land use and urban image, analyses were performed at a
preliminary level in order to support and augment the circulation study.
Various public agencies have been consulted during this process.
Additionally, the project team met with the property owners along the
Edinger Corridor. The study reflects some of the concerns and issues raised by
the public agencies and property owners. These agencies, organizations and
individuals are noted in Sections 7.0 - Acknowledgements - of the study.
Constraints and opportunities were identified and are listed in the following
pages. A series of recommendations are located at the epd of the document.
CIRCULATION
CONSTRAINTS
* Substandard width for Edinger Avenue;
* Non-synchronized traffic signals;
* Insufficient left-turn pocket lengths;
* Awkward pedestrian circulation;
* Inadequate existing rights-of-way;
* Lack of connection between Center Avenue and
Edinger Avenue;
* Existing congestion at Beach and Edinger being
exacerbated by poor lane alignments, lack of strategic
rights-of-way and inefficient use of available
pavement and rights of way;
* Excessive amounts of curbcuts along the south side of Edinger;
* Edinger Avenue bridge over I-405 Freeway is not
constructed to ultimate right-of-way; and
* Inefficient parking layout and internal circulation design on
adjacent commercial properties.
CIRCULATION
OPPORTUNITIES
* Utilities undergrounding project planned for Edinger Avenue
may provide opportunities to include street widening, driveway
consolidation, improve transit and pedestrian facilities;
j OCTD's new transportation center should provide new
opportunities for transit use and reductions in private motor
vehicle use;
* Substantial building setback from EdingenAvenue to permit
street widening and improvements;
* Dedication of additional rights of way along Edinger Avenue
will allow improvements to be made at low to moderate costs;
* Creation of new four-lane roadway connection directly between
southbound I-405 Freeway ramps and Edinger Avenue would
divert a substantial amount of traffic off Beach Boulevard and
the Beach/Edinger intersection;
ii
* Edinger Bridge may be widened with the cooperation of The City
of Westminster and Caltrans;
* Modification of median island and travel lanes on south leg of
Beach/Edinger intersection can be made within existing rights-
of-way to provide a separate northbound right turn lane; and
* Enough surface area to improve parking lots and internal
circulation patterns on adjacent commercial properties.
LAND USE
CONSTRAINTS
* Existing automotive service uses along the northerly edge
of Edinger Avenue do not portray an inviting retail-shopping
r image for potential customers.
* The area is fragmented into separate, unrelated land uses
by Edinger Avenue, Parkside and Sher Lanes and the Southern
California Edison Easement.
* The area between Parkside Lane and Beach Boulevard
(south side of Edinger Avenue) is divided into several
individual lots with long, narrow configurations and multiple
driveways onto Edinger Avenue.
* Any expansion or intensification plans for commercial and
mixed uses along the Edinger Corridor will be limited by the
present circulation system which operates at well over capacity
levels.
* Current zoning and other development regulations are not
flexible
enough to allow creative land use relating to shared parking,
building
intensity, balance of uses, etc.
LAND USE
OPPORTUNITIES
* A favorable location with adjacent uses including an established
single family residential neighborhood, a community college,
iii
multiple family residential neighborhood and direct access to
major circulation arterials;
* Existing automotive service uses along the northerly edge of
Edinger Avenue could be relocated in order to permit visual
access to the primary shopping center. (An alternative to this
recommendation would be the replacement of the automotive
service uses with more active, compatible uses such as banks,
offices, restaurants, etc.);
* An established mix of uses adjacent to the Edinger Corridor
including a retail center on the north side of Edinger Avenue
with a corporate identity on the south side;
i Consolidation of the area between Beach Boulevard and
Parkside Lane (south side of Edinger Avenue) into a single
parcel (or smallest number of parcels) to allow for a greater
number of site design options;
* Available surface area for expansion of additional square footage
of commercial uses including the opportunity for a-greater mix
of uses and shared or joint parking;
* Direction towards a balance of uses with different traffic peak
hours; and
* Opportunities for a master planning vehicle such as a specific
plan to incorporate all of the aforementioned land use
opportunities and recommendations.
IMAGE
CONSTRAINTS
* Lack of visibility from the adjacent regional transportation
arterials - I-405 and Beach Boulevard including the intersection
of the I-405 on/off ramps and Center Avenue;
* Lack of a sense of arrival as one travels south on Beach
Boulevard
or west on Edinger Avenue into The City of Huntington Beach;
* Visual obstruction of the Huntington Center by the automotive
service uses which are characterized by blank walls or
iv
roll-up doors and service bays;
* Lack of direction for pedestrian travel; and
* Lack of a consistent landscape treatment and sign program.
(Image opportunities are discussed as recommendations in the following
paragraphs.)
CIRCULATION
RECOMMENDATIONS
1) In order to enhance circulation within the most heavily developed
area of the Edinger Corridor, the construction of a new 64-foot wide
(curb to curb) four-lane roadway from the southbound I-405 Freeway
on/off ramps at Center Avenue to Parkside Lane is recommended. A
modification to the existing traffic signal at the intersection with Center
Avenue will also be required to accommodate this new street. In
addition, the new street at the southbound approach to the intersection
of Edinger Avenue (i.e., opposite Parkside Lane) should include dual
left turn lanes. This street would require the acquisition of rights-of-
way through a portion of the Huntington Center and the complete or
partial removal of at least two existing buildings.
2) Edinger Avenue should be widened to three standard-width through
lanes in each direction along the entire corridor length to provide an
enhanced travelway for motorists. Three through lanes should also be
provided in the eastbound direction at the Beach Boulevard
intersection.
3) Beach Boulevard should be widened to four through lanes in the
southbound direction through the intersection of Edinger Avenue.
Calculations show that the second right turn lane is not needed at this
approach.
4) The I-405 southbound on/off ramps should be widened to include one
through lane to link with the recommended new street.
5) Center Avenue at the 1-405 southbound on/off ramps should be
widened to accommodate an additional left turn lane at the eastbound
approach and an additional two through lanes and one left turn lane at
the westbound approach.
v
6) Bus bay turnouts are recommended along Edinger Avenue at all stops
between Gothard Street and Beach Boulevard if the roadway is not
widened as recommended.
7) An interior transit corridor system may be possible within the
Huntington Center. This would require modification of the Center's
parking areas and cooperation from the Center and the Orange County
Transit District.
8) Parking requirements for future development within the Edinger
Corridor should be based on a site by site evaluation of parking code
requirements, parking demand estimates, potential for shared parking,
and the potential for implementation of an effective transportation
system management plan.
It should be noted that these recommended improvements could be
accomplished in different phases. That is, these recommendations are
designed to provide incremental improvements to the Edinger Corridor
system. They are not necessarily ]interdependent upon each other. A logical
initial phase may include the recommended improvements directly
associated with Edinger Avenue. The most significant improvement - the
new roadway which will connect Center Avenue with Parkside Lane - may be
reserved for future phases.
LAND USE
RECOMMENDATIONS
1) Future land use applications should be considered within the total
framework of the Huntington Center Redevelopment Project Area as
i opposed to separate incremental requests.
2) In concert with the aforementioned land use recommendation, there
should be a coordinated effort to achieve and maintain a balance of
different land uses within the project area.
3) In concert with Circulation Recommendation # 8, the City should
permit shared parking as a matter of efficient land use and provide
incentives for new, viable uses.
4) The City should place the entire project area within a specific plan or
some other appropriate land use district in order to coordinate the
needed improvements, establish land use and design controls and
provide a degree of flexibility to achieve redevelopment goals.
vi
IMAGE
RECOMMENDATIONS
1) The construction of the new public road (Circulation Recommendation
#1) would provide direct visibility from the I-405 Freeway into the
Huntington Center Redevelopment Project Area.
2) The auto repair/service uses along the northerly edge of Edinger
Avenue should be relocated to a less visible area of Huntington Center.
3) An alternative to the preceding recommendation would be to replace
the auto repair/service uses with office/retail/restaurant uses.
4) A consistent landscaping theme should be adopted for the Huntington
Center Redevelopment Project Center. Furthermore, the public streets
should be identified by the planting of tall, vertical evergreen plant
material and a compatible, yet separate plant palette for adjacent
commercial properties.
5) A consistent sign program should be adopted for the Huntington
Center Redevelopment Project Area which would identify gateways,
public streets and private uses.
CONCLUSION
Within a built environment such as the Huntington Center Redevelopment
Project Area, there are "costs" and "benefits" associated with any
improvements to a circulation system. For example, a new roadway
connecting the I-405 Freeway and Parkside Lane (through the Huntington
Center) will impact the Parkside/Edinger intersection. However, the
Beach/Edinger intersection will benefit from this roadway as it will provide
an alternate route from the freeway into and through the Huntington Center
Redevelopment Project Area.
It is important to note that the primary problem is of a regional nature.
That is, the recommendations contained in this study are only those that can
be completed within the authority of The City of Huntington Beach. To
address the regional nature of the problem in a comprehensive manner
warrants continued dialogue and cooperative efforts among neighboring
cities, the County of Orange agencies, and The State Department of
Transportation (CALTRANS).
It is equally important to note also that the recommendations contained in
this study will address the regional issues and directly benefit the local
vii
property owners and tenants. That is, if these recommendations are
implemented, they will facilitate traffic movement along Edinger Avenue
and onto the adjacent commercial properties. There will also be the
opportunity to develop additional square footage which benefit property
owners and existing tenants by increasing retail and office activity.
Finally, the Project Area will develop an identity of a commercial district and
simultaneously as the northern gateway into The City of Huntington Beach.
The estimated costs associated with the recommendations contained within
the Edinger Corridor Study are approximately Seven Million Dollars to Eight
Million Dollars ($7,000,000.00 to $8,000,000.00). It is understood that the utility
underground project for this portion of The Edinger Corridor will cost
approximately Two Million Dollars ($2,000,000.00). At this time, the total
estimated costs for all of the anticipated improvements to The Edinger
Corridor are approximately Nine Million Dollars to Ten Million Dollars
($9,000,000.00 to $10,000,000.00).
NEXT STEPS
The Edinger Corridor Study is a part of a sequence of studies and analyses
oriented towards a circulation and land use design solution for this portion of
Huntington Beach. Previous steps included the creation of the
redevelopment project area, peripheral traffic reports and public workshops.
The next steps will involve enabling vehicles which will test the Edinger
Corridor Study concepts such as street design plans and land use plans (i.e.,
specific plan).
i
viii
LEGEND
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EDING ER CORRIDOR FIGURE 2-2
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EDINGER CORRIDOR = FIGURE 2-9
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RECOMMENDED IMPROVEMENTS TRANSPORTATION/ENVIRONNIENTAL/URBAN SYS'PEAIS
2201 Martin Street • Suite 203 • Irvine, Ce:Ifornia B27IS • (714) 752-1'37
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EXECUTIVE OFFICES
7812 Edinger Ave., P.O. Box 1010
Huntington Beach, Calif. 92647
Tdcfax(714)848-9606
October 18, 1989
Mayor Wes Bannister
City of Huntington Beach
City Council/Redevelopment Agency
City Hall
2000 Main Street
Huntington Beach, CA 92648
Dear Mayor Bannister:
Mercury has reviewed the "Edinger Corridor Study" dated September,
1989, and as a result grants a preliminary and conditional endorse-
ment with general reservations.
The major reservations that our Association has regarding the "study"
is the initial apparent tendancy by consultants to develop Edinger
into an "expressway", .in the effort to move large volumes of vehicles
through the area that constitutes the project area (Edinger.bordered
on Southern Pacific Railroad and Beach Blvd.) .
Fortunately, it appears that Mr. Tom Andrusky, Project Manager, has
been able to influence the consultants from limiting their goals
of moving vehicles through the "Project Area" to improving the ingress
and egress to Edinger and other streets by the public, tenants and
property owners within the project area. Mr. Andrusky's conduct has
been a major factor in our understanding and committment to the Re-
development Project.
At this time, we support the study conditioned upon the project not
reducing the ingress/egress capacity of the customers and employees
to our property that is within the "Project Area".
Telephone(714)842-9333
Mercury recognizes that the September, 1989 study is preliminary,
therefore, subject to refinement prior to adoption. Accordingly,
we concur that the study/planning process should go forward.
Sincerely,
A. Dotson Bennett
Executive Vice President
ADB/vk
cc City Council
City Administration
ZT\
October 24 , 1989
Mr. Tom Andrusky
Project Manager
Economic Development
City of Huntington Beach
2000 Main Street
Huntington Beach, California 92648
Re: Edinger Corridor
Dear Tom:
We have completed our review of your Edinger Corridor Study
with special emphasis on how it effects the access, ingress
and egress and parking field at our Huntington Center pro-
perty.
We strongly support the goals and most of the recommended
implementation systems advocated in the study. We recognize
the traffic problems in the area and commend you for taking
the steps necessary to bring about solutions.
With regard to the particulars effecting Huntington Center
we offer the following comments:
1. _ We strongly object to and would resist any proposal
for the extension fo the Center Avenue freeway off-
ramp to Parkside Lane. This would cutoff a large
segment of our property from easy access to the
main mall and have a negative impact on our future
expansion plans.
2. We support the widening of Edinger but must do so
with some reservations. Our preliminary estimates
indicate a net loss of approximately 90 parking
spaces which would put us below the number required
in our REA agreements with the department stores.
We would be forced to do one of two things to ac-
commodate the widening:
a. Negotiate a reduction in the parking require-
ment with the department stores. This would
be quite difficult since Huntington Center
currently has one of the lowest requirements
generally agreed to by department stores, or
The MacclUch Company
#500 LAKEWOOD CENTER MALL P.O. BOX 578 LAKEWOOD, CA 90714 213/633-0437
Mr. Tom Andrusky October 24, 1989
City of Huntington Beach Page 2
b. Replace the parking elsewhere in the site
either by devising a way to restripe and
pickup spaces or go to deck parking. In
either instance we would look to the
Redevelopment Authority to fund the solu-
tions.
3 . As to the Beach Boulevard widening we would rely
on your expertise as to the need for an additional
1 or 2 right turn lanes. However, we would hope
that only 1 lane is necessary in order to mitigate
the impact on our property at the corner of Beach
and Edinger.
4. We would be opposed to any interior transit cor-
ridor on the Huntington Center site. Our exper-
ience has shown that buses do tremendous damage to
our drive lanes unless they are designed and built
for bus traffic. We feel that it would be more
economical and just as convenient for our shoppers
to have turn-ins along the Edinger right drive lane
to accommodate customers arriving by bus.
We understand that we would be fairly compensated for any
land that is taken from our site as a result of the imple-
mentation of various elements of this plan.
Tom, we will continue to work with your on achieving a
solution to these traffic problems and stand ready to move
forward with you as soon as possible.
Sincerely,
THE MACERICH COMPANY
//J)( -2 -3;-4 i� -
Claude S. Keyzers, CSM
Senior Vice President
CSK/cr
cc: Mace Siegel
Dana Anderson
Charles Hallums
Della Chadwell
1540 East Sixth Street
roe/ SeacR , Cellf or21a pCElz
Ccfete£ 17 , lRER
ISozle knc£QEk
Project Ran&Per
Leot. of Economic £evelooment
CIt/ o{ Huntington Sete§
2000 Rate Street
E&ntt�to= SeacR , S&ittJ£ntc §25&6
Lear loin,
thank you for the Goo} o£ tee Zc1G6e£ GS!£!(o£ S±u67 . i £ e&E It
with E£ eat Interest. As you are ay.-are , 7py or- apelty 2rontE on
kla£ 1cE Street so I can ' t soeai for- resteu!£ gt sae=Eement
or for tine o;ne£e of )lagerty a10nE SE1gEe£. Floe ., 9oint of -
vle> , towevel , the yl6eninE of E( 1GEcr :. or .£Effie {lay l;
g.g2ement seems a ZoJ( Idea.
I know t§at tKe£e Bas been a problem with traffic flow along
t &tten«e( to can oGy/ yet yorEe.E( nEer aria !f no
Since£lz ,
&
Sarole V. 5r&EE
/ m
The G am &RfflDhW comma a
6666 E.WASHINGTON BLVD.
LOS ANGELES, CA 90040-1869
RECEIVED
OCT 1 1989
October 17, 1989 DEPARTMENT
OF
ECONOMIC DEAF _
Mr Thomas Andrusky �`�`
Project Manager
Department Of Community Development
City Of Huntington Beach
2000 Main Street
Huntington Beach, CA 92648 -
Re: Goodyear Auto Service Center
7872 Edinger Avenue
Huntington Beach, CA
Dear Tom:
I enjoyed meeting with you to review Huntington Beach's redevelopment
plan focused around the Huntington Center, and I have reviewed this plan
with our region sales management.
At first glance, it appears that a widening of South Edinger Avenue of
6' - 10' will have an adverse effect on the above store operations.
Our customer parking is very limited now, and we have no information
regarding the relocation of our freestanding pole sign.
To determine a more exacting impact that this plan would have on store
operations, our management needs a definitive proposal from Huntington
Beach to review and consider. I assume your meeting with the committee
this Friday will add some direction to this cause.
Please keep us informed of any further progress.
Very truly yours,
T E Widmeyer
Property Manager
cc: E Beltran
R K Freed
A J Delguyd
320 108"Avenue N.E.
Suite 406
t _ Bellevue,WA 98004
i
206/453-0324
FAX 206/455-4158
i
d
I
October 16 , 1989
Mr . Tom Andrusky
Dept , of Economic Development
CITY OF HUNTINGTON BEACH
2000 Main Street
Huntington Beach, CA 92648
RE : Edinger Corridor Study
Dear Tom:
The concern of the owners of Sher Lane Shopping Center at
7672 - 7744 Edinger is retaining good access to the
commercial property, including a left-turn in for westbound
traffic on Edinger.
Please note that this shopping center has more curb cuts off
Sher Lane than your study shows .
Sincerely,
AR.GUS GROUP LTD.
Alan E . Strand
AES: sl
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OCT 2 1 g9
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We create excitement in retail!