HomeMy WebLinkAbout15 CIP 800056 05-04-98AGENDA
NO. 15
5-4'98
! n t e r- C o m
DATE: MAY 4, 1998
TO' WILLIAM A. HUSTON, CITY MANAGER
FROM: PUBLIC WORKS DEPARTMENT/ENGINEERING DIVISION
SUBJECT: PROTECTED/PERMISSIVE LEFT-TURN PHASING STUDY (CIP NO. 800056)
SUMMARY
The project involves the removal of proteCted left-mm phasing at five intersection locations, the conversion
of existing protected left-mm phasing to protected/permissive left mm phasing at eight intersections and
implementation of a public education program for awareness of traffic signal changes.
RECOMMENDATION
It is recommended that the City Council at their meeting 0fMay 4, 1998, retain existing protected left-turn
phasing at all intersections in the City with the exception of the following locations:
Remove existing protected left-mm phasing at the following intersections, and operate left-tums as
permissive only (green ball) to reduce traffic delay and improve traffic circulation:
o
2.
3.
4.
5.
Bryan Avenue at Myford Road (north/south)
E1 Camino Real at Myford Road (north/south)
Main Street at Stoneglass (eastbound)
McFadden Avenue at Walnut Avenue (westbound)
Myford Road at Heritage Way (north/south)
And, it is also recommended based on generally accepted traffic engineering principles that the existing
protected left-mm phasing at the following locations be converted to protected/permissive left-turn
phasing:
,
2.
3.
4.
5.
6.
7.
8.
E1 Camino Real at Tustin Ranch Road (east/west)
E1 Camino Real at Auto Center Drive (east/west)
E1 Camino Real at Myford Road (east/west)
First Street at Pacific Street/Yorba Street (east/west)
Newport Avenue at Sixth Street/Walnut Street (north/south)
Newport Avenue at Walnut Avenue (north/south)
Red Hill Avenue at Walnut Avenue (east/west)
Walnut Avenue at Franklin Avenue (east/west)
And, it is recommended that the City develop a public education program regarding the operation/use of
protecte&'permissive left-mm phasing. The following elements are recommended as part of the program'
Protected/Pe~issive Left-turn Phasing Study
May 4, 1998
Page 2
1. Coordinate the printing of educational articles in both local newspapers;
o
Develop and circulate educational fliers to:
· include with water bills
· make available to local homeowners associations
· make available at City Hall
· make available at both local high schools
3.
Request the'Automobile Club of Southern California publish an educational article in their
quarterly magazine; and,
4. Request the Department of Motor Vehicles .to provide educational materials related to
protected/permissive traffic signal operation.
Proposed signal modifications are shown in Exhibit F.
FISCAL IMPACT
It is estimated that removal of left-turn phasing at the above noted five locations and conversion of the
eight intersections noted above to protected/permissive left-turn phasing will cost approximately $87,600.
Staff estimates costs for development and distribution of educational materials of approximately $2,000.
Staffhas been Coordinating with State Government Officials to obtain grant funding for all or a portion of
the project through the Petroleum Violators Escrow Account ~VEA) grant program. Funding in the
amount of $75,000 has been provided in the City's 1997-98 Capital Improvement Program (CIP) budget
for this project and the remaining funds will be requested in the FY 1998-99 budget. A more detailed cost
breakdown is attached as Exhibit D.
BACKGROUND
In early 1996, the City Council expressed a desire to reduce motorist delay at intersections throughout the
City and directed Staff to prepare a study of traffic signals throughout the City to identify locations where
fully protected left-turn phasing could be modified to progide more efficient traffic operations and reduce
delays to motorists. (Study Attached)' Fully protected left-tUrn phasing may be modified by conversion to
protected/permissive left-turn phasing or by elimination.
Protected/permissive left-turn phasing is a type of traffic signal phasing which allows the flexibility of
operating the traffic signal to provide both protected left-mm phasing (green arrow) and permissive left-
turn phasing (green ball). This operation provides a left-turn green arrow for a period of time at the
beginning of the signal phase for a direction of travel, then a yellow arrow, followed by a green ball
indication. Left-tums are initially a protected movement with the green arrow and then become permissive
under the green ball. That is, left-tums must then yield to oncoming traffic, but may complete turns if
sufficient gaps exist.
Protected/Permissive Left-tm Phasing Study
May 4, 1998
Page 3
There are both advantages and disadvantages to protected/permissive left-mm phasing. This phasing
provides increased flexibility for addressing variations in left-turn demand and through traffic throughout
the day. During light traffic periods, most motorists would be able to complete left-turns during a
permissive (green ball) phase, without having to wait for the traffic signal to cycle to a left-mm arrow. At
any time, if a motorist arrived at the signal while it was red, a left-arrow would be provided as a protected
movement.' During peak periods, when few vehicles could utilize the permissive phase of the signal due to
inadequate gaps, the majority of left-roms would be made during a protected (left-mm arrow) phase. The
green left-turn arrow time would typically be e~ctended by the signal controller until all of the left-roms
waiting are accommodated. Basically, this operation reduces off-peak motorist delay along with prox4ding
for peak left-mm capacity. During peak periods, approximately the same number of left-mm vehicles
would be accommodated by a protected/permissive operation as a protected only operation.
It is not appropriate to use protected/permissive left-mm phasing at all signalized intersections. The
number of left-turn lanes, left-mm visibility of oncoming traffic, history of left-turn accidents, amount of
opposing traffic, number of opposing through lanes, and speed of oncoming traffic, are just some of the
factors which are considered in evaluating a location for protected/permissive left-mm phasing. The
operation of protected/permissive left-mm phasing also limits flexibility in coordinating the signal timing
along arterials. Research also reveals that a portion of the motoring public appears to have difficulty
understanding the operation of protected/permissive left-turn phasing and may perceive that all left turns
are always protected.
In the late 1970's and early 1980's the City Council authorized the installation.of protected/permissive left-
mm phasing at the following eleven (11) locations:
o
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Irvine Boulevard/Prospect Avenue
Irvine Boulevard/Holt Avenue
Irvine Boulevard/Red Hill Avenue
Newport Avenue/Holt Avenue
Newport Avenue/Bryan Avenue
Newport Avenue/Main Street
Red Hill Avenue/Carnegie Avenue
McFadden Avenue/Tustin Village Way
McFadden Avenue/Pasadena Avenue
McFadden Avenue/Williams Street
McFadden Avenue/Ritchey Avenue
Subsequently, in 1988, due to concems with an increase in left-mm accidents and numerous complaints
from citizens at these locations, the City Council reviewed the policy on the issue of protected/permissive
left-turn phasing and authorized the retrofit of these locations to fully protected left-mm phasing through
the City's Capital Improvement Program (CIP). All of the aforementioned locations with the exception of
Location No. 10 and 11 have been retrofitted to fully protected left-mm phasing. Locations No. 10 and 11
are scheduled to be retrofitted in the City's FY 1999-2000 CIP.
Protected/Permissive Left-turn Phasing Study
May 4, 1998
Page 4
Available accident data at locations No. 1 through 8 has been provided in attached Exhibit "A". As shown
in the exhibit, not all accident records prior to 1990 are available. However, at locations where data is
available, it can be concluded that accidents (and accident rates) were substantially reduced when
protected/permissive left-mm phaSing was removed and replaced with fully protected left-mm phasing.
DISCUSSION
The current review identified all intersection approaches where left-turn phasing is currently provided. An
intersection approach consists of those lanes approaching an intersection from a common direction of
travel. For example, at a standard intersection where two, two-way streets intersect (e.g. one street north-
south the other east-west) and continue past the intersection, there are a total of four approaches; one
approach northbound, one southbound, one eastbound and one westbound. The approach includes all
vehicles approaching the intersection from one particular direction, whether they are mining at the
intersection or proceeding through.
A total of 76 intersections were identified as having left turn phasing out of the total 97 signalized
intersections currently operated and maintained by the City. A total of 96 approach directions at these 76
intersections currently have either protected left-turn phasing or protected/permissive left-mm phasing.
Total Signalized
Intersections
Intersections with
Left-turn Phasing
Total Signalized
Intersection
Approaches
Approaches with
Left-mm Phasing
97 76 356 96
The criteria used to evaluate each intersection approach consisted of current Caltrans guidelines for the
application of protected/permissive left-turn phasing and guidelines prepared by the Orange County Traffic
Engineers Council (OCTEC). The intent of the OCTEC guidelines.is to identify locations where roadway
geometric and traffic conditions might result in difficulties for motorists attempting to make left-roms
without the benefit of fully protected left-turn phasing..While the 'intent of the Caltrans guideline is to
determine when fully protected left-turn phasing is needed.
Based upon a detailed review of each intersection approach, it is recommended that existing fully protected
left-turn phasing be removed from five locations thereby allowing left-tums to operate as permissive only.
This recommendation is the result of the finding that the physical conditions at the intersection are
favorable for the modification and the traffic counts for the intersections indicate that 'there are relatively
small numbers of left-tums and opposing through vehicles, even. during peak periods. At the following
intersections the left-turn arrows will be removed and a green ball will be the remaining indication for
proceeding with through and turning movements:
,
Bryan' Avenue at Myford Road (north/south)
E1 Camino Real at Myford Road (north/south)
Protected/Permissive Left-turn Phasing Study
May 4,:!998
Page 5 -'
o
Main Street at Stoneglass (eastbourid)
McFadden Avenue at Walnut AvenUe (westbound)
Myford Road at Heritage Way (north/south)
The Study recommends that the intersections of McFadden Avenue,a, Villiams Street and McFadden
Avenue/Ritchey Street currently operating as protected/permissive left-mm phasing be retrofitted to
provide.5 section signal heads until such time as the protected/permissive left-turn phasing is replaced xvith
fully protected left-mm phasing. As mentioned previously, these intersections are pro~m'amrned for
replacement of protected/permissive left-turn phasing Mth fully protected left-mm phasing in FY 1999-
2000 CIP. The following presents a graphic comparii.'son between the existing condition and the
recommended 5 section signal heads.
Existing 4 Section Protected/Permissive Signal
Head
Recommended 5 Section Protected/Permissive
Signal Head
LEFT TURN
YIELD
.ON GREEN
The Study identified eight locations as candidates for modification from existing protected left-mm phasing
to protected/permissive left-mm phasing and recommends them be retrofitted to provide 5-section signal
heads. These locations were determined based on physical conditions at the intersections and the peak
traffic demands. The eight locations are:
le
2.
3.
4.
E1Camino Real at'Tustin Ranch Road (east/west)
E1Camino Real at Auto Center Drive (east/west)
E1Camino Real at Myford Road (east/wes0
First Street at Pacific Street/Yorba Street (east/west)
Protected/Permissive Left-turn Phasing Study
May 4, 1998
Page 6
o
6.
7.
8.
Newport Avenue at Sixth Street/Walnut Street (north/south)
Newport Avenue at Walnut Avenue (north/south)
Red Hill Avenue at Walnut Avenue (east/west)
Walnut Avenue at Franklin Avenue (east/west)
Attached Exhibit "B" is a copy of the memorandum received fi-om the Police Department. The
memorandum indicates support for retaining protected leg-mm phasing at major intersections and only
using permissive or protected/permissive phasing at low profile intersections only. The memo also
suggests that modifications to reduce vehicle delay, fuel consumption, and emissions be considered
through signal timing and not phase removal.
A major issue in the consideration of the conversion of fully protected left-turn phasing to
protected/permissive left-turn phasing is evaluating the benefits in reduced travel delays, fuel consumption
and emissions against potential changes in intersection accident rates. Quantifying the statistical
differences in intersection accidents at locations with protected/permissive left-mm phasing versus those
with protected onlY left-turn phasing has not been extensively undertaken within the Traffic Engineering
community to date.
In April 1995, the City of Irvine modified four traffic signals to eliminate fully protected left-turn phasing
and installed protected/permissive left-mm phasing. Irvine then completed a before and after study of the
accidents at each intersection. The results of the study of the four intersections during the 21 months
before and 21 months after the signal modifications revealed the following:
Signal Accidents Total Accidents
Intersection
Before I After Before I After
1. Harvard/Alton 3 8 3 12
2. Harvard/Barranca 3 19 6 20
3. Harvard/Warner 0 7 1 8
4. Harvard/Moffet-Westpark 0 ! 0 2 10
The results reveal an increase in the number of accidents at each intersection following the'conversion to
protected/permissive left-turn phasing. The City of Irvine Traffic and Infrastructure Commission took
action on September 8, 1997 to remove all four of the protected/permissive operations at the above
locations. A copy of the City of Irvine's staff report to the Traffic and Infrastructure Commission is
attached as Exhibit "C". The City of Irvine does not currently have any other protected/permissive
operation within the City.
Protected/Permissive Left-mm Phasing Study
May 4, 1998
Page 7
The intersections recommended by Staff for modification have been extensively reviewed in accordance
with accepted traffic engineering practices and are not expected to experience significant increases in traffic
accidents solely from the recommended modifications. Staff will monitor the intersections and report back
to the City Council after 6 months of operation.
CONCLUSION
It is recommended that the approaches identified as locations for complete removal of existing left-mm
phasing be modified to remove this phasing. It is also recommended that the approaches identified as
locations for conversion to protected/permissive left-turn phasing be retrofitted with appropriate equipment
to provide the desired operation, and a public education program be developed and implemented along with
signal modifications.
Tim D. Serlet
Director of Public Works/City Engineer
Attachments
TDS:DRA:klb/COUNCIL: Protected Permissive Left Turn
Dougt~ R. Anderson
Transportation Engineer
List of Exhibits
Paee No.
--
Ao
B.
C.
D.
E.
F.
Tustin Historical Left-mm Analysis ......................................................................................... 8
April 9, 1998 Memorandum fi'om Police Department ............................................................. 9
City oflrvine Traffic and Infrastructure Report ............................................. .. ....................... 10
Summary of Recommended Modifications and Costs ........................................................... 16
100,000 Product Description .................................................................................. . ................. 17
Proposed Signal Modifications ............................................................................................... 18
EXHIBIT."A"
CITY OF TUSTIN
ENGINEERING DIVISION
TRAFFIC SIGNAL LEFT-TURN ANALYSIS
LOCATION INSTALLATION
· AVERAGE DATE OF R~IOVAL OF AVERAGE
DATE OF ACCIDENTS PROTECTIvE/PERMISSIVE' ACCIDENTS,
PROTECTIVE/PERMISSIVE PER YEAR AND INSTALLATION OF PER YEAR
LEFT-TURN PHASE BETWEEN FULL PROTECTION BETWEEN
1981 & 1990 1990 & 1995
:IR.VINE BOULEVARD :i::.':ii~i ~?::;~?....!;1981..::i;::~:...::::~i~::?.;!i?~..::!!~:?.:~i~?:{i:~i~!~ij!~ii~!if~i:.~i :!~DATA NOT? :!~.:-":-:!:i!ii~i::i] 990 ':iii!?:.!i!?.i!Jli!i::?ii:i~;.i?;ii:i~::-:!i:.::.?..-:;::??.:
I
IRyl .NE BOULEVARD .~:.-'~: ':2-:.?:.-:'::.1981 .-? .':--.-.-.:::;-:.- ::~-!?,.':.i:.:~.-'.~-: '..:.D~.,.A.. NOT t '~:i'~:.:::~!~..1990 ~:i:F..:~::t::-~'i?::t:'~.::..:~:~.;.:.?.:~?:?i
~'"i~'~Z"X~'~'~i'0'['"~:'!?'--'.'~;?-I :::?~!::::i?-!!"',i'i:'.:i:'I :?..'.?':'~:':?:i~: X';~/~i~"i':*~'! ::-~i:.~it':i~ii~i:!:i~i!?.ii::.?..::~ti?i;?,'!:'.'?:~?!~ii,!i;!
:
IRVINE BOULEVARD :q:.. ¥-.:- :.:.'-1981 -:' :~;.::12.'1 ::;;.:~?:?., '~
~"~'~'~:~~':'~?~ ?.--?'-":..:.'-.'..-~: i~-. '.-:.i':.. !./'i~!':!:?:ilil "~ '''':''~:?' ~ ?"'::?"-"' :.'::-:':~'"::"-:-:-:""'¥"~
.- . ii!ili!~Fi:ii::!i:':ii'i!~i~:i~:~';' h:",i?,i~.::!ii:::.:?~:!~::~:.;.t~;~:!t :.:,~!~ i-.:':~:~:!::
NEwpORT AVENUE -.::::'.. .-.::.,-:.'..:~1981 ::.' .-.....: :-::-:.-.:: ..::~::::. ·.DATA NOT ::..:.?:..1990 .:~"-:'-~.:.-."::'-' ..... ::":::':;'~'"'""::::":~"'i
............................... , ..:~ ii~.!: .o^~^.o~ . ..:,~,o ............ ·..
.. .' ::":.....~ .::-'-':.'-.'-: .:.'..'-" : :.::.- ?'~.0 ':'.::'..)::!.:;.
NEWPORT AVENUE -.....I :.:::.!. 19111 :.....:. :..::~:.... ~"~;'~i~'B~'E -.......:..;.i.:..i!...:..:.!,. ::..:
@ BRYAN'AVENUE . :: :.:"i'::'::..' '.'"' .... ." ........... ---"""'" ...... '""'
NEwPOA¥ AVENUE ....: :--'---:.. :1981 ' ' "': ': '.::::'1].3 :.?.:-.:2:-: '::.. ::.]990 ::i:' :. ' :. :.. '-:.': !".'i;!:::"::'i':..-.'.
~, o-'.. o. o·. -.,... :... .. . · ,- · ..,o.
@ MA~N STREET ....... ' ...... ':' ::::'.:. -":-'-. ":"-.' .................... · ·
..... :'.'::..':.'i::?.:':.:' '"'-."::.. ' . .'.'.:'.;...:: :':.'.':"-:.'...'- '-': .:'.." .:':'::':': :-.:.' ."ii.:.i:'i?!:;:i:::::'::.'...:::F~-:
· '' :" '- · .' --': :'.:".. :. ~ .:':"-':.::.i.i.::.:?.."::.::::::
McFADDEN AVENUE" .... .::>::'19T7 ' . . -'... ': ::..10.5 .ii...':::..:'. '::':]:19.91...i:..i:'i:~i:';.:":' .i-:.::' ':i:.::.
,,~":~~:'~/i'~[~, "-.'-:-:,.-"-'.' ...... ':-" :-"' '
....... .,.::. :: .-:'.: :.. :. '.'.::::: '.'.'~?F;.':::'.~¥'.-:!?::.:
· .... .'-:.:: .......... ?,.:......~ .... ===================================
..R.~L).>H!LL A,.¥.ENUE .'"..:: -'-:¥"..::'..:1981 '::"-.' . .".
'~ ~^,,~,~':~,~~': :t:~.~:?;~;::,~::-.:?::~:.-.::~..'. :::::::::::::::::::::: '""~^"°~ ....::.:.,.:::~:.~ ,~ ...:.:.:...:::...: ?:.. .. ..::....~..,-¥~. ..:.:.. ~:~.o.~
1131196
DATE:
EXHIBIT "B"
APRIL 7, 1998.
Inte4 (',om
i
9 1998
:TUSTIN PUBLIC WORKS DEPT.'
TO:
FROM:
SUBJECT:
TIM SERLET, DEPARTMENT OF PUBLIC WORKS
STEVE FOSTER, POLICE DEPARTMENT
PROTECTED/PERMISSIVE LEFT-TURN PHASING REPORT
Upon review of the report submitted by }{MA to the City of Tusfin, I have concerns
regarding the issue at hand from a law enforcement perspective. The Police
Department is primarily charged with the assurance of public safety. I don't feel
"inconvenience, delay, and fuel consumption" are arguments significant enough to
negate our overall responsibilities.
Removal of the fully protected left-turn phasing may result in an increase in
accidents, as the city of Irvine's recent experience more than demonstrates this.
The report prepared by HMA is a well-researched; comprehensive examination of
the advantages and disadvantages of a proposed modification of the aforementioned
left-turn tr,ffic control measures. Indeed, some of the sUggested modifications may
be "viable options," however I would rather try an al~proach that involves changing
the intersection's phasing time to combat inconvenience and unnecessary delays.
Right-of-way and turning violations together form the Number 1 primary collision
factor in the City of Tustin. That is with protected left-turn pockets
It is the recommendation of the Police Department that e.,dsting protected left-turn
phasing rem,in intact at major intersections and thoroughfares. If permissible left
turns are implemented, they should be at low-profile intersections and then
· monitored as to their effectiveness.
STEVE FOSTER
Chief of Police
SF:ks
, EXHIBIT"C.
;
: L
· TUSTIN ?UBLIC WORKS
CiTY OF IRVINE
TRANSPORTATION 'AND INFRASTRUCTURE COMMiSsioN
REGULAR. MEETING
'SEPTEMBER 8, 1997
AGENDA
..... e ~t-tO ,~ . = .: . · ..................... ..,:.:::....~ :..: ................ .... oe, Al~erl~ . . . . ..............
..... ~.. :,.¥.......sp ........... .ea~,h l,~m.of: ............... .,.-.: ..... .-.., .............. , ........ on.tiave.15e~n ................
~ ...... ............ :.:...-. ...... · ...... :...:. ................ ....~usme,$s.hs~ on: · ................ .....:,..:,? :..,:.:.~:~ .................... p.r.e~.zreii or oro
· .: ........................ . ............. cture C--o ............ ....,..:, ......... eniits m'e o ·
~..co .... .: . . · .... ,: .............. = .......... .: ............... mm~ssmn ................ ..,. .... ..
.... . ..... ..~zmg ..... It.~ou Mve ................... :.:-'.:.'-,.-:,.,-..,- ...... ..,,~and are avatliib · · ............... ~, ....... .- -...
............ ,. ............................. : ......... any ~uestzon .: ....... ,: ...:::~,,: ............... . .............. lef6r., ffbh -' .....
m~,m~.-..o · - ............ ,-:- .,.-...:.-::,,- .......... s.r~garam any'. .:... ......................... ...: ......... . .p. c ira
.... ....... ,:. r.anv.of the .............. : .... , ..... , ..... g' .:item or' bu --" '. ---.-"-':-"- .......... '-.-.-.~-!. ·
............... .. ............ ,., ....... s~a~ re~,aorm o '-:~ ..................... :,.. ......... ,~ ...:.. smesa on ,the.a ......... - -'
................ ............ - ...........
....... -..t..om.rTLlS~'lOn $ . .. . ........ .. ..,..,_. ~
...... . .... . ..... ....................
~ua.t,L:af'lp...,3E~'.4 '-" ...... ~:: .... :':':': ' .......... : ....
.. .,..o. .. ~thours n ............. ~ ..... :: .... -
~i' ................... '"" ........... : .... 1~ or.to_the metmn to
=I1Q or. al'IICi e" ' ~,,
.............. P. .......... Ira m me..,m s ". ................
............................... !g.._ori a reg~;
C__ALL TO ORDER
--
PLEDGE OF ALLEGIANCE
R_ROLL 'CALl.
.5:30 P.M.
IRVINE CITY HALL
CITY COUNCIL CHAM:BERS
ONE CIVIC CENTER PLAZA
IRVINE, CALIFORNIA
..
·
-- FATERI, VICE CHAIR GOMEZ, HANSEN, SNODGRASS,
CHAIR VANDERPOL ·
,.,. Y.,,. .~r....of'
,;a..._-*_-,? ..... ~ .......... -:!~,~.~e.,pubhc:..-~: .... ~ ........ ~- .... .--. ~.
a .:~!~ ,. "' .~' "*'-,~ .--~..,,.,.~,o..,~,,,~,,,.,~~.
,,,u ~ct'ma .., , ....... . .............. :,.,. Y.::..:. iil~ss :..the-- .,. .............. ·
,.,,,,,.~ ,~,....,%,.:,,..,,~,~:...r..i.:j~zs{tctmn..!:tio ....... ~,, .................... :Co..nma~ ..... -.,,
.:~,..-.-._~-..,.,,,-..o..~,:., . ,,, lon.,on..~lt ..,. · ,,
..,. .... ,..::~: .,,,~,,,,,..,,,.,.,... ~,e...v,...er..'..no. '..,*~.'*..'..,: -~ .'_- ,,~,.-., ,,.,.:,e..,~,~i.,.~¢t~,,.Comrms
]~....llt~ .... · ..... . ........... ~.~ ,!] "llgtlOIl ..... i~ :* .... :',-...,'"-.*..e.' : · :. ....... z.,~¢,,,~,¢~ ...... . ,. sion $
,,.*.... ,.,,,,. :,,,,,~.,,.,:.... .. .'der: }f~flie':. ., .- ,,??/~..,..,,,,,;z.>: ...... :..~, ~. s?ma..t. Lar_.emot:. art' .-
t.t · .~. .- ~ ...... ,.,..,,..~,, ...... . ~er..s .~
.. · .. -,,,~,,,~, ....... z.:,.:~,...~., ri..yOQ .WI!
.. p.:.. ~:.,... ,. . ,, ..~,.s'~,,,,.:....... .... .~ m ~i
ADDITIONS AND DELETIONS With limited exceptions, no matters may be added to this
agenda.
ORAL COMMUNICATIONS
CITY OFIRVINE . ONECIVIC CENTER PLAZA · P.O. BOX 1357E. ll;VINE. C.-L!FCr=;~I..
/
Transpcrtaticn and Infrastructure
Ccmmission -3-
Sept. 8, 1997
.
.
.
2. Recommend the City Council advise Growth Mana=ement Area (GN£&) 9 that {he
City. does not support the request from the City o~ Lake Forest to adopt a truck
res'wiction on Bake Parkway from the h-vine City. limits to Trabuco Road.
EXISTING PROTECTED-PER2vflSSIVE SIGNAL O?ERATION ON HARVARD
AVENUE
.Re'commended Action:
1. Recommend to staff the removal of the protected-permissive signal operation on
northbound and southbound Harvard Avenue at the follov,{no intersections:
Harvard @ Alton, Barranca., Warner and Paseo Westpark/Moffeta=.
TRAFFIC SIGNAL TI~__..~G AND COORDFNATioN
· Oral report from stuff. No iction required.
FY 1996-97 CAPITAL IMPROVEMENT PROJECT CARRYOVER
Recommended Action:
.
,
Pecommend to the City Council approval of the 1996-97 capital project cm'w
over budgets in the am6unt of $66 million. '
EASTERN TRANSPORTATION CORRIDOR - .IANfBOI:~EE/EDI'NGER GR.~DE
SEPARATION -----
Oral report from staff. No action required
COMMISSION FOLLOW UP/FUTURE AGENDA ITEMS-- will be handed out at me:ting
ADDITIONAL BUSINESS
_
ADJOURNMENT
The next re~zular me:ting of the Transportation and Infrastructure Commission will be on
September ~.2, 1997, at 5:30 p.m. in the City Council Chambers.
RE..." ST FOR COMMISSi
A.--4~N$~CRTATION ~ND ~TRUCTURS. CO~MISSION MEETING:
..
T~LE: ~IST~G PRO~~_p~SS~ SI~ OPE~ION
Actin_c Director of Public Works/
Assistant City Manager
.~ CQMMEN'DED ACTION
1. Recommend t0 the staff the removal cf the.protected_permissive
si.cna! operation cn northbound and southbound Earvard Avenue at
the followinc intersections: Ha.--vard
and Pasco We~tpark/Moffe=~. '
IrE SIIM~3~Y
On October 13, 1992, the City Council ap roved t ~ f ,
Manacement s . - P he Tra f'c
__:_r_ _. y~tems ~nd Operatlorhs Study (TMSO~ ~=.. ~ - ~'
shor~-term traffic improvement~ fm~,,,~. .... ~t~y_was to zdan~fy
· - ........ M ~n cp~zmmze~ sicr.~l control
parameters and m~nor traffic control chz~ that could he
implemented. Protected-permissive ~i~nal operation indicated in
TMMO$ demonstrated ~he potential to help increase mi.c~al efficiency
~ud reduc~ motorists' delays. The Manager of Transpo~aticn
Se--vices directed the implements=ion of the pro:ect~d. De..,~issive
si_oriel operation along a segment of Harvard Avenue.
STATEMENT_ OF T.~_ ~SSLFES
In. compliance with City Council approval cf the TMS0S-Pha~e I in
April ~995, Protected-permissive t-'-affic signal operation was
installed as a test project at four (4) locations, referenced a~cve
cn Harvard Avenue (~ee Attachment 1). '
The protected-permissive traffic signal operation was installed cn
Harvard Avenue to achieve the following:
·
o ~eduction in Ve~cle Delay~ Le'ft-turn drivers have an'cpport ~unity
to make their left turn during the green interval for thrcug~
traffic.
Increase in Intersection Capacity: Drivers are permitted to turn
during the green arrow as well as the sreen ball.
o shorter Cycle Len~ths~ Reducing the time of the fully protected
green i~te_-val for =he le~=-=urn movement allows the =se of
shorter cycle long=he for signal opera,tons during coordination.
·
Since =he implementation of the-protected-permissive phasing', staff
has monitored accident patnern= and traffic movement. Based on the
review of the accident reports, it appears the= motcris:s are'having
difficulty adJu~in~ :o =he pro~ec~ed-permis~ive ~i~nal opera=ion.
The Before and after accident ~udy completed at thm four (4}
TC Mee~ins-~/S/97
~rctec:ed-~ermis~ive SL
i C~eraticn-Kzrva_-{
/'
aforementioned in:ersecUicns with Protactad-parmissiv~ si?hal
epera't{on indicated an i~creasa of left-turn related accidents (see
Attachment 2) . ·
Therefore, s~aff has concluded that the protected-permissive
operation be r~p!aced with pro~ec:ed left-turn 'phasing si_c~al
operation at the aforementioned intersections on F. arvard A%~nue.
Instal!a~ion will involve the replacement of si_trial heads, si.cT.~!
timing coordination, removal of 'over-head specie!, si.ohS, si_cnal
wiring and cabinet wiring modification a: the
m~ntioned a~ove.
The alternativ~ is =o re~ain the prouecued-pe-,--nissi~ phasinc. Nc
additional alternatives are proposed.
FINkNCIAL IMPACT
The removal cf the protected-permissive si_cT, ml cT~eraticn ~_ud
installation of prctec=ivc left-tu~ ~sing at ~.ase fc~ (4}
intersections is esti~tad to cost $44,000.00. The f~nding to
ccmpla=a this project is available in Tr~fic ~eratic~, '97-'98
sisal r. ak~ili=a=icn acc~t, CIP 1171.
Prepared by: Far:ad Kho--rcwbc~, As~ociate Encina%r
Reviewed ky: Barry Greens=ein, Ac~ing City Traffic Engineer
AR :RG: FK/pa
Attachment~:
1. Vicinity map indicating' ~rotected-pe_---~isstve traffic
location
2. Protected-permissive si.cnal ra!a=ed accidents
c: Colcne! A. Caughlan
u.s. Marina Corps Air S~a%ion Tus%in
Pc~t Office Box 105001
Irvina, CA 92710-5001
W~UT
.I !
CITY OF IRVINE = PUIBUC WORKS = TRAFFIC OPERATIONS
c.~ o
EXHIBIT "D"
Z
!-.
0
o
0
Z
0
0
X
:~.
0000000000000
0000000000000
0 0 0 0 0 0 0 0
~ ·
ZZ
',,
?~-" .....' .....
·
:" :'~:. .......... " Iii
:-~.., "'--,.'~i'~ ....
..'~,-: .......- ...~,~
· '""":"~'~ ......
·
~RI~I. IT ST.
rn :.--~ 0 0
_--4<
~ ~ "
r~r~r~r~®
·
II II II II II
'rO~A STREET
pRO':~CT AV~4U£
F~ION LANE;
WAY
Yo~,~ ST. ~
~RC~CT AV
aO4o
Evaluation Report:
At~ I & i998
:TUST~N pUBLIC WORKS
~.._._
PROTECTEblPERMISSIYE
LEFT-TUR~i I~HASIFIG
Submitted to:
CITY OF TUSTIN
February 1998
TABLE OF CONTENTS
Page
1
INTRODUCTION ....................................................................................... : ............................
OVERALL STUDY PROCEDURE .......................................................................................... 1
" 2
Inventory .......................................................................................................................
Analysis of Candidate Locations .................................................................................... 2
OVERALL CONTEXT OF REPORT ......................................... ...: ........................................... 4
NEED FOR LEFT-TURN PHASING ....................................................................................... 6
INTERSECTION ANALYSIS METHODOLOGY ................................................................... 7
Number of Left Turn Lanes ........................................................................................... 8
Number of Opposing Approach Lanes ........................................................................... 8
Opposing Approach Posted Speed ................................................................................. 8
School Zone Crosswalk ................................................................................................. 8
Crossing Guard .............................................................................................................. 9
Opposing Raised Median Nose ................... : .................................................................. 9
Previously Protected/Permissive .......... } .......................................................................... 9
9
Lead/Lag Progression ....................................................................................................
Local or Commuter Traffic ........................................................................................... 10
Traffic Volume Considerations ..................................................................................... 10
..11
Traffic Accident Analysis ............................................. ' ...............................................
Sight Distance Considerations for Protected/Permissive Left-Turn Phasing ................... 11
Decision Sight Distance .......................................................................................... 11
Stopping Sight Distance .......................................................................................... 12
Analysis of Left-Turn Lane Designs .............................................................................. 13
16
Sight Distance with Various Designs ........................................................................ , .....
Unusual Geometrics ...................................................................................................... 16
Land Use ...................................................................................................................... 16
...... 17
Summary ................................................................................................................
27
CONCLUSIONS .......................... : ..........................................................................................
RECOMMENDATIONS .......................... : ....................... ; ...................................................... 2 7
PUBLIC EDUCATION ........................................................................................................... 3 5
TABLES
TABLE I~PROTECTED/PERMISSIVE LEFT-TURN PHASING INVENTORY ................ 19
FIGURES
FIGURE 1--STUDY INTERSECTION LOCATIONS ............................................................ 3
..
FIGURE 2~VISIBILITY CONSIDERATIONS FOR LEFT-TURNING VEHICLES --
STRAIGHT ROADWAY WITH STANDARD PAINTED MEDIANS ................ 14
FIGURE 3~--VISIBILITY CONSIDERATION FOR LEFT-TURNING VEHICLES --
10-FOOT LEFT-TURN LANES AND 2-FOOT PAINTED ISLANDS ................ 15
APPENDICES
APPENDIX A--TRAFFIC COUNT DATA
ch'ent~tuStin~O23002~ejnrO296.doc
Evaluation Report: Protecte nissive Left-Turn Phasing
INTRODUCTION
This report provides the documentation and conclusions of a study commissioned by the City of
Tustin, which had as an overall purpose the analysis of the signalized left tums at the City-
maintained intersections to evaluate the feasibility (by the 'author of this report) for either
continuing protected/permissive left-turn (P/PLT) phasing operation or conversion from full-time
left-mm phasing to P/PLT phasing. In addition, this report identifies significant issues and
consideration in either implementing or retaining P/PLT phasing operations.
·
.
It is emphasized that the conclusions of this report represent the best professional value judgments
of the consultant and are not necessarily intended to reflect the opinions of the City staff. The
intention of this report is to present an unbiased review of existing conditions, as well as the
advantages and disadvantages of convening operations to P/PLT. phasing control.
It is also emphasized that it is a value judgment conclusion of this report that the conversion from
full-time left-mm phasing to P/PLT phasing requires the enthusiastic efforts of the City staff and
community to provide the proper education for motorists who will be using the P/PLT
movements to ensure that motorists, to the extent possible, understand their responsibilities of
making a left turn during the permissive period, or on a "green ball" signal. This responsibility of
the motorist is substantiated by Section 21801(a) of the California Vehicle Code, which states:
"The driver of a vehicle intending to turn to the left.., shall yield the fight-of-way to all vehicles
from the opposite direction that are close enough to constitute a hazard at any time during the
turning movement, and shall continue to yield the fight-of-way to the approaching vehicles until
the left mm... can be made with reasonable safety." Potential liability issues involved with
P/PLT phasing are a very important concern involved in considering the utilization of this type of
phasing. For this reason, it is strongly recommended that the public be educated and made aware
of the aspects of P/PLT phasing operation through an education program. Although not a perfect
solution, a public awareness and education program will aid in minimizing driver errors that may
occur with P/PLT phasing. Obviously, if a left-turning motorist does not recognize that he or she
must select an appr. opriate gap in either pedestrians or oncoming vehicular traffic .when making a
left turn on a "green ball,~ the possible ensuing left-turn collision could be severe. On the other
hand, the reduction of delays when traffic is light is a distinct advantage of using P/PLT phasing.
These considerations (as well as others) were considered in a report prepared by the Orange
County Traffic Engineering Council's (OCTEC) Committee on Protected/Permissive Left-Turn
Phasing, dated April 1995, for which the author of this report was chairman. It is, therefore,
within the general context of that report, which is hereby made a reference, that the considerations
and conclusions of this study are based.
OVERALL STUDY PROCEDURE
The study involved four general elements. These are as follows:
1. Inventory of all City-operated traffic signals for documentation of factors involved
in considering utilization of P/PLT phasing.
Evaluation Report: Protech .missive Left-Turn Phasing
2. Evaluation of the inventoried approaches to the various signalized intersections to
determine those intersections that had potential for conversion or continued
utilization of P/PLT phasing.
3. Identification of advantages and disadvantages of P/PLT phasing at the locations
under further consideration for P/PLT operation.
4. Analysis and conclusions concerning those intersections that were considered to be
candidates for either continued use of P/PLT phasing or conversion from full-time
lei't-turn phasing to protected/permissive operation.
Inventory
An inventory and initial evaluation study of 96 fully protected leiS-turn approaches was conducted
for the City by Hartzog and Crabill, Inc. The results of this inventory are shown on Table 1, with
light-colored text showing the intersections that were determined through the initial evaluation to
be unfeasible for further consideration of conversion to P/PLT phasing due to the criteria based
on the general interpretation of the guidelines contained in the OCTEC report. The items
inventoried by Hartzog and Crabill are as follows:
· Number of Lef't-Turn Lanes
· Number of Opposing Approach Lanes
· Opposing Approach Posted Speed
· School Zone Crosswalk
· Crossing Guard
· Opposing Raised Median Nose
· Previously Protected/Permissive
· Lead/Lag Progression
· Local or Commuter Traffic
The results of this inventory concluded that 44 of the 96 inventoried approaches met the basic
criteria and would be further reviewed in detail by HMA for possible continuance of P/PLT
operation or conversion to P/PLT operation from their current status of full-time protected left-
mm phasing. Figure 1 shows the locations of the 44 study intersection approaches.
Analysis of Candidate Locations
The inventory results were provided to HMA by the City. For each of the approaches to be
studied in more detail (which are shown in bold text on Table 1) HMA collected and compiled
data for the inventory matrix, which included the following elements:
· Le~Turn Peak-Hour Traffic Volume
· Opposing Through Plus Right-Turn Peak-Hour Volume
IS
IS Sm¥I]]I~
Z
IS 13HDIIW '
0
0
-,1'
c-
O
Evaluation Report: Protecv 'missive Left-Turn Phasing
· Product of Left-Turn and Through Volumes
· Three-Year Left-Turn Accident History
· Actual/Required Sight Distance
· Sight Distance Restrictions
· Unusual Geometrics
· Land Use '
This report, therefore, is focused on the review of the signal approaches that were provided to
HMA by the City as falling within the category of potential intersections that could be considered
for either continuance or conversion to P/PLT phasing. ..
OVERALL CONTEXT OF REPORT
One of the primary concerns about traffic signal operations is the number of accidents that are
tolerated before more restrictive traffic signal operations are implemented, such as conversion
from permissive left-turn phasing to totally protected left-turn phasing. There is no universally
agreed-upon number for the number of left turn accidents occurring at a particular left-turn
approach in a one-year period averaged over a three-year period that would either justify
continuance or encourage change to another mode of left-turn signal phasing. For the purposes
of this report, if a particular approach experiences 5 left-turn accidents or more in any year over a
three-year period, this is an indication that the approach should have more restrictive control of
left-turning motorists, specifically utilization of full-time left-turn phasing.
Except for the intersections on McFadden Avenue at Ritchey Street and at Williams Street, which
currently have P/PLT phasing, the other approaches that were studied in detail all have full-time
left-mm phasing. Usually, a given left-turn approach that does not feature fully protected left-
turn phasing is analyzed through accident history and/or d.elay to determine if fully protected left-
turn phasing can be justified at this approach for safety reasons. For purposes of this report,
however, the locations under further consideration for conversion to P/PLT phasing that currently
utilize fully protected left-turn phasing were reviewed for accident history in order to determine if
these locations should remain under fully protected operation from a traffic accident perspective.
After conversion of a left-turn signal from full-time to P/PLT phasing, the left-turning motorist
must exercise increased judgment in selecting a safe gap in opposing traffic when making a left
turn on a "green ball." As previously stated, the California Vehicle Code is very specific that left
turners at signalized intersections have the responsibility of selecting a safe gap in pedestrian
and/or oncoming through vehicles in making a left turn on a "green ball." However, if a motorist
making a left turn on a "green ball" is under the mistaken impression that the left turn is fully
protected, a serious accident could result. Therefore, even with the most prudent approach taken
to P/PLT phasing conversion from fully protected left-turn phasing, the City may experience
increased exposure to liability.
-4-
Evaluation Report: Protected iissive Left-Turn Phasing
As pointed out in the OCTEC report, public education about making a safe left turn on a "green
ball" is among the most important elements in the consideration of the use of P/PLT phasing.
Therefore, it is emphasized that, if the City decides to convert any intersection from full-time
protected left-turn phasing or full-time permissive left-turn phasing to p/PLT phasing, an
important recommendation of this report is that adequate public education and information be
provided to assist in reminding the left-turning motorists making a left turn on a "green ball" that
they now have the additional responsibility of making the left turn during safe gaps of opposing
through traffic and pedestrians crossing the crosswalk that would be crossed by the left-turn
movement. This task will involve petitioning regional authorities (OCT& DMV, etc.) to
implement P/PLT education programs on a region-wide basis.
The existing left-turn approaches along McFadden Avenue at Williams Street and Ritchey Street
have been operating with P/PLT phasing for many years. A .review of the accident numbers
indicates that the number of left-turn accidents at these approaches is significantly below the
threshold of 4 to 5 per year, as previously discussed. This report, therefore, concludes that a
continuance of the operation of P/PLT phasing is justified, from a traffic accident perspective, at
these two intersections along McFadden Avenue.
This report also discusses the width of the left-turn lanes where P/PLT phasing is utilized. In the
case of left-turn lanes having a width of 12 feet, it is recommended that if P/PLT phasing is
instituted, consideration be given to reducing the width of these lanes to 10 feet by providing a 2-
foot island On the fight side of the left-turn pocket. This narrowing of the left-turn pocket
encourages improved vehicle positioning, therefore maximizing the driver's view of opposing
through traffic if there are vehicles in the opposing left-turn lane as the left-turn motorist initiates
the left turn, including the position in the intersection waiting for a safe gap in opposing traffic.
In no way does this recommendation for consideration indicate that there is anything substandard
with utilization of 12-foot-wide left-turn lanes where left tums are made on a permissive basis at
other locations in the City. Our recommendation simply encourages better driving habits when
confronted with a permissive left turn.
It is recognized that the conversion from full-time left-turn phasing to P/PLT phasing represents a
significant Change, as it concerns the required change 'in left-turn drivers' attention directed toward
opposing pedestrians and oncoming vehicles. Clearly, when making a left-turn on a full-time
green arrow, the left-turning motorist has fewer judgments to make than when making a left turn
on a fully protected left-turn phase. Although there has been no known research conducted on
traffic accidents experienced at fully protected verses P/PLT phasing locations in general, it is the
value judgment of the author that a given intersection, under otherwise comparable conditions,
may experience a lower accident rate under fully protected left-turn phasing than it would under
P/PLT phasing operation. If there is a left-turn approach with a heavy left-mm accident pattern,
P/PLT phasing may not be appropriate for serving that particular left-turn movement.
The. advantages of the P/PLT phasing technique over full-time left tums on a green arrow are the
reductions in delay, fuel consumption, pollution, and aggravation to the motorist which could lead
to accidents that are derived by a reduction in stops; and the increase in the overall efficiency of
many situations. During periods of light traffic, the left-turning motorist does not have to wait for
a green arrow to make the left turn because the left turn can be made on a "green ball" with
Evaluation Report: Protecte missive Left-Turn Phasing
concurrent movement of both the parallel and opposing through movements. Another advantage
is that during more congested periods of traffic, the fact that approximately two left-turning
motorists can make the left turn during the clearance interval at the end of the "green ball" signal
indication means that there is a certain amount of"free" left-turn vehicle capacity that is provided;
thereby, in many cases, providing for more efficient traffic operations--including a reduction in
the system cycle length.
There are certain disadvantages to the P/PLT phasing operation, which include the following:
.'
· Exposure to increased liability for the agency
· Additional confusion to the motorist
· Higher accident rates
· Decreased flexibility in traffic signal coordination timing
· Public education of the P/PLT phasing operation
NEED FOR LEFT-TURN PHASING
One of the primary methodologies utilized to determine the need for protected left-turn phasing,
besides demonstrated accident patterns, is the product of the left-turning volume during one or
more hours and the opposing through plus right-turn volume during the same time duration.
According to the Caltrans Traffic Manual, this method is normally used to determine the necessity
of protected left-turn phasing "at new intersections where only estimated volumes are available."
In this instance, however, this methodology is being applied to determine the need for continuance
of fully protected left-turn phasing at study locations currently utilizing protected lef~-tum
phasing. As a general rule, if this product is 100,000 or more during each hour, consideration of
left-mm phasing for this duration is indicated. As the traffic volume graphs in Appendix A show,
the volume on a particular street approach varies considerably throughout the day. The hours
having a product exceeding 100,000 may amount to a rather small portion of the day only. The
remaining hours of the day, therefore, could have a product much less than 100,000, thereby
indicating, based on this methodology at least, that a separate left-turn phase is not required
because there are sufficient gaps in the opposing traffic stream to permit the left turns to be made
in the gaps in traffic or during the clearance interval. The advantage of utilizing P/PLT phasing is
that, during the anticipated peak hours or at other unanticipated periods of high left-turn volume
associated with a high opposing through volume, a green arrow is provided to handle these peak
conditions. During Iow volume conditions, which occur during the majority of the day, the signal
utilizing P/PLT phasing would operate without the green arrow and, therefore, becomes a more
efficient type of signal operation.
Again, the key to this procedure by the left-turning motorist of sometimes making the left mm on
a green arrow and other times making the left turn on a "green ball" means that left-turn driver
awareness and education of the responsibilities of making a left on a "green ball" are increased
over the situation of making left tums only on a fully protected green arrow.
Evaluation Report: Proteetet fissive Left-Turn Phasing
The utilization of P/PLT phasing, therefore, presents a situation in which the green arrow is
available when needed and not used when not needed. There may be certain peak hours during
the day, however, when the 100,000 product is exceeded. During these peak hours, there will be
left-turning motorists arriving during the "green ball" that will have to complete their left tums
during the permissive period of the P/PLT phasing operation. This situation may have liability
consequences since this motorist must select a safe gap in heavy opposing traffic, while the left-
turning motorist completing a left turn under fully protected left-turn phasing operations is
protected against this heavy opposing traffic. The City can attempt to educate motorists to safely
make left tums during the green ball under heavy traffic conditions, however. If the City takes the
position that a public education program will not adequately address this safety issue, since it will
be virtually impossible to make contact with every single motorist, the City will have to make a
decision as to whether it is worth risking this liability situation occurring in exchange for the
increased benefits to the public that P/PLT phasing has to offer. ..
INTERSECTION ANALYSIS METHODOLOGY
This portion of the report addresses the steps that were taken to analyze the feasibility of
converting certain intersection approaches to P/PLT phasing. The following sections of the
report provide an in-depth analysis of the left-turn phasing characteristics of the 44 intersection
approaches under further consideration for P/PLT phasing. The following characteristics of each
approach were Considered in the analysis:
1. Number of Left-Turn Lanes
2. Number of Opposing Approach Lanes
3. Opposing Approach Posted Speed
4. School Zone Crosswalk?
5. Crossing Guard Used?
6. Opposing Raised Median Nose?
7. Previously Protected/Permissive?
8. Lead/Lag Progression?
9. Local or Commuter Traffic
10. Left-Turn Peak-Hour Volume
11. Opposing Through Plus Right-Turn Peak-Hour Volume
12. Product of Nos. 10 and 11
13. Three-Year Left-Turn Accidents
14. Actual/Required Sight Distance
15. Sight Distance Restrictions?
16. Unusual Geometrics
17. Land Use
These attributes were studied to determine ifP/PLT phasing is appropriate for a given location.
Evaluation Report: Protect -missive Le~-Tum Phasing .
Number of Le~Turn Lanes
In accordance with the OCTEC report, P/PLT phasing in Southern California should be
considered for single left-turn lane approaches only, since permissive left-turn operation is not
deemed safe on double left-turn lane approaches due to sight distance limitations and non-
familiarity of the motorist with this situation.
A review of Table 1 indicates that only intersections represented by a "1" in Column No. 1 were
given further consideration for P/PLT phasing.
Number of Opposing Approach Lanes
In accordance with the OCTEC report, P/PLT phasing should be. given careful consideration, on
left-turn approaches with three or more opposing through lanes. Three or more opposing through
lanes may result in additional confusion for the motorist and increased difficulty in selecting a safe
gap to complete the left turn.
A review of Table 1 (Column No. 2) indicates that only left-turn approaches with two or fewer
lanes were given further consideration for P/PLT phasing.
Opposing Approach Posted Speed
Per the OCTEC report, P/PLT phasing should be given careful consideration on left-turn
approaches with an opposing speed of 45 mph or greater. The greater the speed of vehicles on
the opposing approach, the more difficult it becomes for a left-turning motorist to safely select a
gap in opposing traffic, hence adding to the motorist's confusion.
A review of the posted speeds of the opposing approaches (Column No. 3) on Table 1 indicates
that left-turn approaches with an opposing' posted speed of 40 mph or less were given further
consideration for P/PLT phasing.
School Zone Crosswalk
Increased exposure to pedestrian-vehicle conflicts exist under permissive, verses fully protected,
left-turn phasing operations when a left-turning motorist attempts to complete a left turn on the
"green ball" across a crosswalk when pedestrians, particularly school children, are crossing the
street. The left-turning motorist, in a hurried attempt to complete a left turn during a tight gap or
the clearance interval, may not recognize the ensuing pedestrian conflict and inadvertently strike a
pedestrian in the crosswalk.
A review of Column No. 4 on Table 1 indicates that none of the approaches being further
considered for P/PLT phasing are at intersections with school zone crosswalks.
Evaluation Report: Protected, issive Let~-Tum Phasing
Crossing Guard
Similar to the discussion in the preceding paragraph, left-turn approaches at intersections with
school zone crosswalks, with or without crossing guards, were not given further consideration for
conversion to P/PLT phasing, as indicated under Column No. 5 on Table 1.
Opposing Raised Median Nose
Raised median noses at intersections .often reduce available sight distance for left-turning
motorists when attempting to select a safe gap in opposing through traffic while making a left turn
on the "green ball." In particular, raised median noses of four feet in width or greater can
significantly limit sight distance, especially when there is traffic equipment (signal head, signs,
etc.) mounted at the end of the median nose.
A review of Column No. 6 on Table 1 indicates that none of the left-turn approaches with
opposing raised median noses were given further consideration for P/PLT phasing.
Previously Protected/Perm iss ive
A review of Column No. 7 on Table 1 indicates that several intersections in the City were
previously controlled by P/PLT phasing. Since then, P/PLT operation has been removed from
these locations, except for the two intersections along McFadden Avenue, which are still under
P/PLT operation. Under the assumption that P/PLT operation has been removed from those
locations due to safety or operational inefficiency reasons, further consideration was not given to
those locations for conversion back to P/PLT phasing operation, as indicated under Column No. 7
on Table 1.
Lead/Lag Progression
The implementation of P/PLT phasing requires conventional (lead/lead) left-turn phasing. The
use of lead/lag or lag/lead left-turn phasing, a technique commonly applied to coordinated traffic
signals for purposes of maximizing through bandwidt.hs, cannot be utilized in conjunction with
P/PLT phasing due to the possibility of the "trap"~ occurring.
A review of Column No. 8 on Table 1 indicates, however, that none of the study intersections
under further consideration for P/PLT phasing currently utilize lead/lag or lag/lead progression
phasing sequences. Therefore, the implementation of P/PLT phasing will not have an effect on
current arterial progression, since these intersections currently utilize conventional phasing
sequence patterns. The future flexibility of traffic signal coordination could be affected, however,
by implementing P/PLT phasing. If travel patterns change in the future, necessitating the use of
lead/lag or lag/lead phasing sequences, consideration should be given at that point in time to
reverting back to full-time protected left-turn phasing, if the improved progression that may be
achieved by doing so outweighs the advantages of P/PLT phasing.
~ For an explanation of the "trap" situation, refer to Appendix B of the OCTEC Protected/Permissive Left-Turn
Phasing Informational Report.
Evaluation Report: Protec ;rmissive Left-Turn Phasing
Local or Commuter Traffic
A review of Column No. 9 on Table 1 indicates whether the particular left-turn approach serves
predominantly commuter or local traffic. As shown on Table 1, there are certain approaches
under consideration for P/PLT phasing that currently serve predominantly commuter traffic. This
may present a disadvantage to the Utilization of P/PLT phasing at these approaches, since
commuter traffic consists of non-Tustin residents, who will be more difficult to educate than local
motorists. This particular characteristic of the left-turn approaches may help City staff in the
decision-making process, particularly in borderline cases. Nevertheless, the City will be faced
with the issue of whether the advantages that can be realized as a result of P/PLT phasing
outweigh the disadvantages from the risk of liability associated with the challenges of educating
commuter motorists.~
Traffic Volume Considerations
The leR-tum and opposing through plus right-turn movement traffic volumes at the candidate
intersection approaches were studied for purposes of determining the need for protected left-turn
phasing from a perspective of traffic volume demand.
As shown on Table 1, the product (No. 12) of the left-turn peak-hour.traffic volume (No. 10) and
the opposing through plus fight-turn peak-hour volume (No. 11) serves as a guideline in
determining whether or not protected left-turn phasing is warranted at a given approach. If the
product is 100,000 or greater, then protected left-turn phasing should be considered. A review of
Table 1 indicates that two locations have a product that exceeds 100,000 (McFadden ~ Williams,
eastbound approach, and McFadden ~ Ritchey, westbound approach), while other locations have
very Iow products.
P/PLT phasing will be particularly beneficial to the intersections with Iow volume products, which
tend to indicate that sufficient gaps in opposing through traffic are available, since the protected
mode, or green arrow, will not come on during each cycle. The green arrow will only come on
during cycles in which the left-turn queue reaches a certain threshold in length. Otherwise, only
the permitted mode, or "green ball," will come on, resulting in lower overall intersection delay and
reduced driver aggravation for the majority of the time. Another consideration for these locations
with relatively Iow left turns may be to convert them to full-time permissive phasing.
On the other hand, the intersections with heavy volume products (i.e., McFadden ~ Williams and
McFadden ~ Ritchey) will benefit from P/PLT phasing if queue detection is utilized, since the
left-turn green arrow will come on during any given cycle, provided the left-turn queue lengths
are long enough. The question still remains, however, about safety concerns of left-turning
motorists arriving during the "green ball." Left-turning motorists can safely complete left turns
during the "green ball," providing there is a sufficient gap in opposing traffic, as well as during the
clearance interval. At times when traffic is light, the motorist should be able to select a safe gap
easily. However, the motorist may, during periods of heavy traffic, experience confusion when
trying to select a safe gap. This situation can be addressed by implementing an aggressive public
awareness campaign to help educate the motorist in these situations or by converting back to fully
protected left-mm phasing.
-10-
Evaluation Report: Protecte~ fissive Left-Turn Phasing
Appendix A contains the a.m. and p.m. peak-hour turning movement count data collected for
Purposes of this report, in addition to 24-hour profile graphs of the machine count data collected
in the vicinity of the study intersections.
Traffic Accident Analysis
Traffic accident data from the state-Wide Integrated Traffic Records System (SWITRS) reports
from 1993 through the first quarter of 1996 were reviewed by HMA staff to determine the total
number of traffic accidents relating to lef~ turns that occurred at each candidate location within
this time period. As indicated under Column No. 13 of Table 1, the McFadden ~ Williams
intersection experienced four left-turn collisions, while the Tustin Ranch ~ E1 Camino Real
intersection experienced one left-turn collision during the three-year period.
· .
Intersections experiencing five or more left-turn accidents within a 12-month period should not be
considered for P/PLT phasing for safety reasons. Since none of the study intersections
experienced this many left-turn collisions, P/PLT phasing is expected to function effectively at
these locations from a safety perspective.
A concern may exist relative to the possible increase in accidents that may occur if P/PLT phasing
is implemented in lieu of fully protected left-turn phasing. Based on current experiences with
P/PLT phasing in the City of Tustin, however, this concern may not be a significant issue. For
instance, the two intersections along McFadden Avenue currently under P/PLT phasing operation
did not indicate accident rates, based on the left-turn accidents recorded at these locations, which
were significantly higher than the accident rates experienced at some fully protected approaches
analyzed by this report.
Sight Distance Considerations 'for Protected/Permissive Left-Turn Phasing
Aside from the motorists' overall required understanding of the responsibilities of turning left on a
"green ball," providing adequate sight distance of oncoming traffic is the next most important
element in considering P/PLT phasing.
Adequate sight distance is needed so the left-turning motorist can select an adequate gap in the
oncoming through traffic stream before making the left-turn move.
From a design viewpoint, the American Association of State Highway and Transportation
Officials (AASHTO), in their "A Policy On Geometric Design of Highways and Streets, 1990,"
provides two measures of sight distance:
· Decision Sight Distance
· Stopping Sight Distance
Decision Sight Distance
According to the AASHTO manual, "Decision sight distance is the distance required for a driver
to detect an unexpected or otherwise difficult-to-perceive information source or hazard in a
-11-
Evaluation Report: Protecte~ nissive Left-Turn Phasing
roadway environment that may be visually cluttered, recognize the hazard or its threat potential,
select an appropriate speed and path, and initiate and complete the required safety maneuver
safely and efficiently."
For a speed of 35 mph under urban road conditions, Table 111-3, "Decision Sight Distance"
(Page 127), states that the decision sight distance for avoidance maneuvers is 1,025 feet. This
distance is the upper limit of the required range for sight distance.
Stopping Sight Distance
Stopping sight distance is "the sum of two distances: the distance traversed by the vehicle from
the instant the driver sights an object necessitating a stop to the instant the brakes are applied and
the distance required to stop the vehicle from the instant brake application begins."
For wet pavement conditions and for a speed of 35 mph, the maximum AASHTO stopping sight
distance is 250 feet.
Stopping sight distance is the minimum sight distance that should be provided so that the
oncoming through vehicle can stop before it reaches the left-turning vehicle's position in the path
of the oncoming vehicle.
As specified in Table III-1, "Stopping Sight Distance (wet pavements)," Page 120 of the
'AASHTO manual, for 35 mph, the total stopping distance is composed of 128.3 feet of brake-
reaction distance and 120.1 feet of braking distance. The braking distance is significantly reduced
if the pavement is dry.
Based on both the stopping sight distance and the decision sight distance for 35 mph, it is
concluded that a sight distance in the range of 250 to 1,025 feet should be provided to !eft-turning
motorists making a left turn on a "green ball" signal. In other words, the minimum sight distance
that applies to the approaches being studied by this report is 250 feet.
It is w4th these basic distances that the various candidate P/PLT phasing locations have been
reviewed.
Column No. 3 on Table 1 shows the approach speeds of the opposing through traffic for each
left-mm approach at each location. The speed data was taken as the posted speeds along each
approach. As shown on Table 1, each posted speed is 35 mph. A cell containing "-" refers to the
approaches at which P/PLT phasing is not being considered. The speed indicated in Table 1 for
each left-turn approach determined the sight distance required (250 feet) for P/PLT phasing to be
feasible. A field review at these locations was the basis of determining if the required sight
distances are available. The number of opposing lanes for each approach (Column No. 2) shown
in Table 1 was also taken into consideration for purposes of determining sight distance adequacy,
since sufficient sight distance must exist for each opposing through lane if the left-turning motorist
is to select a safe ~p for making a left turn.
-12-
Evaluation Report: Protectex ,~issive Left-Turn Phasing
A review of Column No. 15 on Table I indicates that all approaches studied, currently have
adequate sight distances based on a posted speed of 35 mph. As indicated in Column No. 14 on
Table 1, all available sight distances measured in the field exceed the 250-foot minimum
requirement.
The approaches determined as feasible for P/PLT phasing in terms of sight distance are delineated
by double-yellow lines, the most effective striping in terms of providing necessary horizontal sight
distance, which will be discussed in the next section.
.
Analysis of Le~Turn Lane Designs
The purpose of this section of the report is to analyze the various possible left-turn lane designs in
relation to providing visibility of oncoming through vehicles... This section of the report is
intended to demonstrate various techniques to further improve visibility only, and in no way is
intended to imply that there are design problems or deficiencies inherent in the City's left-turn
pockets. In fact, as indicated in the previous section, each left-turn approach was concluded to
have adequate sight distance for a permissive left-turn movement to safely occur.
In all cases, it is assumed that the median width is 12 feet.
For the purposes of this example, the following assumptions are made:
· Left-turn pocket width is 10 or 12 feet.
· Width of vehicle is 6½ feet.
· Distance from outside of car to the driver's eyes is 2 feet.
· The 6½-foot-wide passenger car is on the furthest right-hand side in the 10- or 12-
foot-wide left-turn lane.
· Street centerline alignment is tangent.
For purposes of this example, it is assumed that the vehicle is situated at the extreme right-
hand side of the left-turn lane to look at the worst-case scenario, for the sake of being
conservative. It is recognized, however, that the majority of motorists don't situate
themselves in this manner while waiting to make a left turn.
To demonstrate the visibility aspects of alternative geometric layouts of left-turn lanes, two
examples have been selected, which are illustrated by Figures 2 and 3.
Figure 2 shows the 6½-foot-wide car in a normal 12-foot-wide left-turn lane in a 12-foo~-wide
median. The "nose" of the median is a double-yellow stripe. As the figure shows, both opposing
left-turn pockets have the same geometric layout.
Figure 3 shows two modified left-turn designs. These configurations are identical to those
displayed on Figure 2, with the exception that a 2-foot-wide painted island has been delineated on
the right-hand side of each left-turn pocket. The left-turn pocket width has been reduced to 10
feet. As the figure shows, both opposing left-turn pockets have the same geometric layout.
-13-
!
L~
Si~i¥1'!"11/~
LU
WILLIAMS
~ I ~o' II r~
m
Evaluation Report: Protecte missive Left-Turn Phasing
Sight Distance with Various Designs
Using the design examples shown in Figures 2 and 3, sight distance limitations of oncoming
through vehicles were estimated. The estimates were made assuming a car 6~A feet wide is
situated to the extreme right in the opposing left-turn lane.
The limitation to sight distance of oncoming vehicles for a driver in a left-turn lane is caused by
the "blockage." of the sight line by the car in the opposing left-turn lane.
.
The figures show the following available sight distances:
· Design Figure 2: Standard Islands
· Design Figure 3: 2-Foot Noses
245 ff.
2000+ ft.
The overall conclusions are as follows:
The example left-turn pocket design configuration, as shown on Figure 2, provides
245 feet of sight distance, which is extremely close to the 250-foot requirement.
The double-yellow left-turn lane delineation, as opposed to median noses 2 feet or
greater in width, reduces vehicle offsets and improves driver positioning from a
perspective of opposing vehicle sight distance.
Better/improved motorist guidance can be obtained by adding a 2-foot-wide
painted island on the right-hand side of the 12-foot-wide left-turn pocket. Some
motorists may feel uncomfortable, however, being situated closer to the left-hand
edge of the left-turn lane since they will be closer to oncoming through traffic.
Unusual Geometries
Intersection approaches with offset opposing approaches'or non-symmetric or irregular lane
configurations are not good candidates for P/PLT phasing, since these types of approaches
generally would deprive the left-turning motorist of sufficient sight distance while selecting a safe
gap on the "green ball," as well as confuse the motorist, if P/PLT phasing were to be
implemented.
As indicated under Column No. 16 on Table 1, none of the intersections under further
consideration for P/PLT phasing feature unusual geometrics.
Land Use
A review of Column No. 17 on Table 1 indicates that adjacent land uses do not have a bearing on
whether or not a particular left-turn approach should .be converted to P/PLT phasing at the
intersection approaches under further consideration. Of the adjacent land uses inventoried, none
indicated a need to reject consideration of P/PLT phasing due to a lack of land,use-related
activity, such as heavy pedestrian crossing demand, Which an adjacent school, park, youth center,
Evaluation Report: Protected fissive Left-Turn Phasing
senior center, or other use could generate. There is an adjacent neighborhood park at the
intersection of Myford Road at Heritage Way, but it does not generate a heavy demand for
pedestrian crossing, based on observation of the facility.
Summary
As a result of the analysis conducted for purposes of this report, 16 of the 96 intersection
approaches were found to be appropriate for conversion to P/PLT phasing.
The 16 study intersection approaches, highlighted in Table 1 with bold text, were given further
consideration for conversion to P/PLT phasing for the following reasons:
There are no excessive or unusual lane configurations (i.e.,..three or more opposing
through or double left-turn lanes) or excessive opposing speeds (45 mph or higher)
present at any of the locations.
There are no adjacent land uses that generate an unusually high degree of
pedestrian activity that may discourage the use of P/PLT phasing, such as a school,
park, youth center, or senior center, which indicates, heavy pedestrian crossing
activity.
None of these approaches are locations where P/PLT phasing was once being
utilized and then subsequently removed for one reason or another. Four of these
approaches are currently under P/PLT operation.
Lead/lag or lag/lead traffic signal phasing sequence operations currently are not
utilized at any of these approaches. P/PLT phasing, therefore, will not have a
negative impact on current vehicle platoon progression along these arterials, but
may in the future if traffic patterns change.
The left-turn-opposing through traffic volume products at 24 of these approaches
fall below the 100,000-VPH protected left-turn phasing guideline threshold, which
indicates that full-time protected left-turn phasing is not likely warranted at-these
locations. The volume products of the six remaining approaches exceed the
100,000-VPH threshold during a small portion of the day, indicating a need for
fully protected left-turn phasing, which may be accommodated by the left-turn
arrow duration of the cycle, when necessary. Left-turning motorists that arrive
during the "green ball" duration will still have the opportunity to make a left turn
during a sufficient gap or the clearance interval. This does have safety concerns
and liability potential, however, which can best be minimized by an aggressive
public education program.
Left-turn traffic accidents at these locations are low, certainly belo.w the 5-
accidents-per-year threshold, which, if exceeded, is an indication that full-time
protected left-turn phasing should be utilized.
There are no horizontal or vertical sight distance obstructions at any of these left-
turn approaches that would prohibit the use of permissive left-turn phasing. The
left-turn pockets and opposing medians are situated in a way that at least 250 feet,
the required amount, of sight distance is provided at each approach.
Evaluation Report: Protec~ 'rmissive Left-Turn Phasing
The conversion from fully protected to P/PLT phasing will benefit the public by
reducing fuel consumption and vehicle emissions,, as well as delay and aggravation
experienced by the motorist.
Eighty of the 96 locations stUdied, indicated in Table 1 with light text, were eliminated from
further evaluation based on the following criteria:
1. Two or More Left-Turn Lanes
2. Three or More Opposing ThroUgh Lanes
3. Opposing Approach Speed of 45 mph or Greater
4. Presence of School Zone Crosswalks
5. Presence of Crossing Guards
6. Opposing Raised Median Nose
7. Previous Use of P/PLT Phasing
8. Usage of Lead/Lag Left-Turn Phasing
9. Excessively High Left-Turn Volume Products
10. Insufficient sight distance
Several of the 80 approaches, labeled with a "*" symbol under Column No. 12 of Table 1, have
left-turn product values far below the 100,000 VPH threshold. Not only were these intersection
approaches not recommended for conversion to P/PLT phasing, but it was recommended by this
report that fully protected left-turn phasing at these approaches be removed entirely, due to the
low left-turn volumes.
Table 1 provides a summary of left-turn data compiled for each protected left-turn movement
within the City's jurisdiction. The first nine columns of Table 1 present the information provided
by Hartzog and Crabill, Inc., which is the criteria that was used to eliminate 80 of the original 96
approaches studied from further consideration of conversion to P/PLT phasing.
-18-
Evaluation Report: Protect~ ~issive Left-Turn Phasing
-19-
Evaluation Report: Protecte' ~rnissive Left-Turn Phasing
~~ ~'~ I I I I t I I :2::: ~ :Z:: ::2:: ~C: ~ ~ ~ ~ ~ ~ ~ I t I
~ I I I I ! I I I t, I
;:~<:: ~::<.:;':~ '::~.~.~ ;~-:.::~
'/~'S ~'~'~
i '
':q-:i:: :~':<':~ <'q-:q': 'qq'5~':: ,'4~':~:~
?:.::.~ ?:.::./~ ~.:.::.i '::-::.L <':-:~.~ ':~':~':~
~ ~ i':O:~': ':~':~': ,':~':~':~':~'.?: r:-::.:: ':-::.:~
~ ~ ~X ~ ~.~.< ~.~.~,~.~.::~::.~?~::.~.< 5.~.~, ......... ~'- "~"'~"
~~ ~~< o~ ~: ~z~° z~
-20-
Evaluation Report: Protected' nissiv¢ I~ft-Tum Phasing
-21-
Evaluation Report: Protect, xnissive Left-Turn Phasing
-22-
Evaluation Report: ProtectedE. 'ssive LetS-Turn Phasing
-23-
Evaluation Report: Protect rmissive Let~-Tum Phasing
I I i I I I I I ! I I I i I I ~ I t
' ~/'~ I I I I I t I I I i '=~ :2:: I ! I I I :z: :2:: I
·
I . I t I I I I I i I ,c::> m I t 1
eq I ~'~ :,r~.'.:
·
.
~0
.
-24-
Evaluation Report: Protect~ nissive Left-Turn Phasing t' '
I i ! I I I I I i I I I I I ! I z z ! z "m.-
'"'(aX , I ! I I I I I t I I i I I 'm" z
~.~J' ~ ~ ' ...:¥-.'(.
,,,,, ,',,,,, ,-,
/ I I I I t ! t I I I I I I I I I o o I o
! I I I: I I i I t 1 I ! I I ~_. . ~
I
I
I
I
I
I
l
z z :z :z :--" :~: :z: z 77.-) :z: :z z "~ z :~: :z: ~: ::z:
~,(:~ .x, ....... ...: ..... ..:.;;.;.:;...;.; ..:...,..;..;...-:~.....?;~:; .-.,;..:.;.~..-.--;~.~-;:;--..-.-.?.-; .?....'..:.-.~ ..-.-'.-..?.:.'...-.-:.;--_.-:.-.-:::-'.:.;..'.-;-.-, ::-:.-:-'.-:--:-'...'.'~;-.'::-'.-; ~ :;:-'.¥-:.-:.
,:::.-::..; >:-'.':-'.': '.'.-'.':.-:..'. >'..:.'..:: '.::L'~i.'.: ::.'.':L". :.':.'.':".', ;::."::.:: ~ ':":¥~: .'.:.'.'.:.'f. ':':::::: >'::::-'.:. '~ '.'::':'), :'::'::.', ~ ::":':: :;'"'q
:'.'-':-:: F-'.~": ".'?'.'.". ;:~'"' "-3: ".~". ;.;~ Fi:.'.':-': ~ ".":.".".'.-': ::b'-"_.'.:.". "-'?.":.:."_.'. ~?.~.;.:.:_:] :~- :.".".:.-'."-:.-', 5::4"."-:", ~ '-".'2".".'.-'."_, .":'.':~::':
'o~.x, ~--:..-::::.~-;.::_.~: :-'.-:.-:-::_..':-::~..t:-::.--s -:."-~-':t:~:.':.':-:.-:-':-:.' .'?-'...-'-::!: .'.;..-_-.t:.:.-:.-.~..-~:.:.t~?_.-:.-:-:-:. .-..::.?:: .-..-....?.~: .-..-.-..-.,:.-.,~:,::,;.--:~ -::;:....:,:.v,.: ~:-.-;-.-, .'-,.,..,
-- '"' 7.-'?.:.-'_:: ;£¢(;/ :'/.¥-'.-'_.-:-'.' ~4:.-..Z¢ "/.!.T~?;;:-'.¢.-:-¢ ¢.-Z-".-'. --¢].-:.:.-'.-:.-!g-'...-~-:--'.4:5'..:4-'¢ '....'/?.?'.,'....:;.-'/..? !.'.-'.5-'.::~
, '.'::::"-' ':':'.':" ':'::'~ '::'::': ':":": ~"':": ":'-".': . . ' .......... ~ .-.... '..'.-.'q :'.-.:..'..'.-.::.: .:..:.., .::.:.'.: :.'-::..:i
':::.';.':. ::::'::.:: '::.:.'::'.'. ::;.':-':: :.'::.:::. ¢.'F.':: :.-:4'::: .:'::.'::'.' .:::i.'::: ':::::.q'.'. :::'.'6'.'- .'.'.'::.':~ '.:.~". ':.':.-::.', .':::.'::: .'::".'L:: ':::::.':. ':.::::::. :::::.'.::
.~..,-.. .; ....... ;..~.... .~....... ....-..... ...... ~. ......:..!I .~ .... ; ...... .........I:.....; ...................... .. .... ~..,,~.. .,~..
.: I .: ,.: ['~I '.~'~ : r-~ : '.**"~: .L*"~., r.??. .. ..e~. .: :... :. ~... .. :~ ::....:, :.....:. :.-T'~.L -:--:.-: .:-':-'; ':.':.< ':'::-:: ::::-::' "::::-:.
: :.': ...... ..I ..... · ......... : .... ;' '.:i~5'..:~..~'~.i.~'~..~'. I_L;: ~'~:...~:o~'~..~'~... . ..-.. :.
>%;'k' :'...X ~ .' .:.:-.::.;...;: ....
""'J~ ~,~ :j: >.. z',-z:--' ca: -'qo ;¢:.-;:"..':-'.: 3':<:':-':'.':: ! ~ : ~':-'-".-':"-'.:: ~ - ! ~ -
0 !-- --
c~ =_~ ,,-> = ~ ::=,.-,-i,-.- _
-25-
Evaluation Report: Protecte 'missive Left-Turn Phasing
Ll.I
-26-
Evaluation Report: Protecte/ aissive Left-Turn Phasing
CONCLUSIONS
Based on our review of the information pertaining to the remaining 37 of the original 96 fully
protected left-mm intersection approaches presented on Table 1, and our evaluation of the
information on Table 1 presented in the paragraphs on the preceding pages, P/PLT phasing is
considered an appropriate type of signal operation at the 37 approaches under further
consideration, for the aforementioned reasons.
The conversion from fully protected left-turn phasing to P/PLT phasing at the 37 intersection .'
approaches is expected to be a tremendous benefit to the public, with anticipated reductions in
harmful vehicle emissions, fuel usage, delay, and aggravation to the motorist. Public education
will be a key component of P/PLT implementation, however, in order to minimize driver
discomfort and liability for the City. ..
RECOMMENDATIONS
This section of the report addresses the recommended mitigation measures for the seven
intersections for purposes of continuing or implementing P/PLT phasing.
The following modifications are recommended for the following intersections for purposes of
converting these locations from fully protected left-turn phasing to P/PLT phasing, or upgrading
locations currently under P/PLT phasing operation:
Intersection
Bryan Ave. ~ Myford Rd.
Bryan Ave. ~ Myford Rd.
Approach
S/B
N/B
Recommendations
· Remove existing left-turn phase
head on south side mast arm.
· Install standard 3-section head in
lieu of existing head on pole at
southeast corner.
· Install R73-7 sign at end of mast
arm.
· Wire loop detectors to call
adjacent through phase.
· Remove existing left-turn head on
north side mast arm.
· Install standard 3-section head in
lieu of existing head on pole at
northwest corner.
· Install R73-7 sign at and of mast
arm.
· Wire loop detectors to call
adjacent through phase.
-27-
Evaluation Report: Protect rmissive LeR-Tum Phasing
Intersection
El Camino Real @ Tustin Ranch Rd.
EI.Camino Real ~ Tustin Ranch Rd. W/B
El Camino Real ~ Auto Center Dr. E/B
E1 Camino Real @ Auto Center Dr. W/B
Approach
Recommendations
· Install 5-section cluster head in
lieu of existing left-turn phase
head on south side mast arm.
Align cluster head with opposing
left-turn barrier line.
· Install R73-7 sign at end of mast
arm.
· Install 5-section stacked head in
lieu of existing head on pole at
southeast comer.
· Install left-turn queue detection.
· Install 5-section cluster head in
lieu of existing left-turn phase
head on west side mast arm.
Align cluster head with opposing
left-turn barrier line.
· Install R73-7 sign at end of mast
arm.
· Install 5-section stacked head in
lieu of exiSting head on pole at
southwest comer.
· Install lePr-tum queue detection.
· Install 5-section cluster head in
lieu of existing left-turn head on ·
east side mast arm. Align it with
opposing left-turn barrier line.
· Install R73-7 sign at end of mast
arm.
· Install 5-section stacked head in
lieu of existing head on pole at
northeast comer.
· Install left-turn queue detection.
· Install 5-section cluster head in
lieu of existing lef~-tum head on
west side mast arm. Align it with
opposing lef~-tum barrier line.
· Install R73-7 sign at end of mast
arm.
· Install 5-section stacked head in
lieu of existing head on pole at
southwest comer.
· Install left-turn queue detection.
-28-
Evaluation Report: Protected// ;sive Left-Turn Phasing
Intersection
El Camino Real ~ Myford Rd.
El Camino Real ~ Myford Rd.
E1 Camino Real ~ Myford Rd.
El Camino Real ~ Myford Rd.
Approach
E/B
S/B
W/B
N/B
Recommendations
· Install 5-section cluster head in
lieu of existing left-turn phase
head on east side mast arm. Align
cluster head with opposing left-
turn barrier line.
· Install R73-7 sign at end of mast
arm.
· Install 5-section stacked head in
lieu of existing head on pole at
northeast comer.
· Install left-turn queue detection.
· Remove existing left-turn phase
head on south side mast arm.
· Install' standard 3-section head in
lieu of existing head on pole at
southeast corner.
· Install R73-7 sign at end of mast
arm.
· Wire loop detectors to call
adjacent through phase.
· Install 5-section cluster head in
lieu of existing left-turn head on
west side mast arm. Align it with
opposing left-turn barrier line.
· Install R73-7 sign at end of mast
arm.
· Install 5-section stacked head in
lieu of existing head on pole at
southwest comer.
· Install left-turn queue detection..
· Remove existing left-turn head on
north side mast arm.
· Install standard 3-section head in
lieu of existing head on pole at
northwest comer.
· Install R73-7 sign at end of mast
arlTl.
· Wire loop detectors to call
adjacent through phase.
-29-
Evaluation Report: Protect~ missive Lef~-Tum Phasing
Intersection
First St. (~ Pacific St./Yorba St.
First St. ~ Pacific St./Yorba St.
Main St. (~ Stoneglass
McFadden Ave. ~ Walnut Ave.
Approach
EfB
W/B
E/B
W/B
Recommendations
· Install 5-section cluster head in
lieu of existing left-turn phase
head on east side mast arm. Align
with opposing left-turn barrier
line.
· Install R73-7 sign at end of mast
arm.
· Install 5-section stacked head on
pole at northeast corner.
· Install left-turn queue detection.
· Reduce width of west side raised
median nose to 2 feet.
· Install 5-section cluster head in
lieu of existing left-turn phase
head on west side mast arm and
align with opposing left-turn
barrier line.
· Install R73-7 sign at end of mast
arm.
· Install 5-section stacked head on
pole at southwest corner.
· Install left-turn queue detection.
· Reduce width of east side raised
median nose to 2 feet.
· Remove existing left-turn phase
head on east side mast arm.
· Install standard 3-section head in
lieu of existing head on pole at
northeast corner.
· Install R73-7 sign at end of mast
arm.
· Wire loop detectors to call
adjacent through phase.
· Remove existing left-turn phase
head on west side mast arm.
· Install standard 3-section in lieu of
existing head on pole at southwest
corner.
· Install R73-7 sign at end of mast
arm.
· Wire loop detectors to call
adjacent through phase.
-30-
Evaluation Report: Protected fissive Left-Turn Phasing
Intersection
McFadden Ave. @ Williams St.
McFadden Ave. (~ Williams St.
McFadden Ave. @ Ritchey St.
McFadden Ave. ~ Ritchey St.
M34'ord Rd. ~ Heritage Way
Approach
E/B
W/B
E/B
W/B
S/B
Recommendations
· Modify field wiring to provide
typical P/PLT operation.
· Install 5-section cluster head in
lieu of existing left-turn head on
east side mast arm. Align it with
opposing left-turn barrier line.
· Install R73-7 sign at end of mast
arm.
· Install left-turn queue detection.
· Install 5-section cluster head in
lieu of.existing left-turn phase
head on west side mast arm.
Align cluster head with opposing
left-turn barrier line.
· Install R73-7 sign at end of mast
al-re.
· Install left-turn queue detection.
· Install new controller and cabinet.
· Modify field wiring to provide
typical P/PLT operation.
· Install 5-section cluster head in
lieu of existing left-turn phase
head on east side mast arm. Align
cluster head with opposing left-
turn barrier line.
· Install R73-7 sign at end of mast
arm.
· Install left-turn queue detection.
· Install 5-section cluster head in
lieu of existing left-turn phase
head on west side mast arm.
Align cluster head with opposing
left-turn barrier line.
· Install R73-7 sign at end of mast
arm.
· Install leg-turn queue detection.
· Remove existing left-turn phase
head on south side mast arm.
· Install standard 3-section head in
lieu of existing head on pole at
southeast comer.
-31-
Ex)aluation Report: Protect~ missive Left-Turn Phasing
Intersection
Myford Rd. ~ Heritage Way
Myford Rd. ~ Heritage Way
Newport Ave. ~ Sixth St./Walnut
St.
Newport Ave. ~ Sixth St./Walnut
St.
Approach
S/B (cont.)
N/B
N/B
Recommendations
Install R73-7 sign at end of mast
alta.
Wire loop detectors to call
adjacent through phase.
Remove existing left-turn phase
head on north side mast arm.
InStall standard 3-section head in
lieu of existing head on pole at
northwest comer.
Install R73-7 sign at end of mast
arm. '.
Wire loop detectors to call
adjacent through phase.
Install 5-section cluster head in
lieu of existing left-turn phase
head on south side mast arm.
Align cluster head with opposing
left-turn barrier line.
Install R73-7 sign at end of mast
arm.
Install 5-section stacked hear in
lieu of existing head on pole at
southeast comer.
Install left-mm queue detection.
RedUce width of north side raised
median nose to 2 feet.
Install 5-section cluster head in
lieu of existing left-turn phase
head on north side mast arm.
Align cluster head with opposing
left-turn barrier line.
Install R73-7 sign at end of mast
arm.
Install 5-section stacked head in
lieu of existing head on pole at
northwest comer.
Install left-turn queue detection.
Reduce width of south side raised
median nose to 2 feet.
-32-
Evaluation Report: Protected dssive Le~-Turn Phasing
Intersection
Newport Ave. @ Walnut Ave.
Newport Ave. @ Walnut Ave.
Red Hill Ave. ~ Walnut Ave.
Red Hill Ave. ~ Walnut Ave.
Approach
S/B
N/B
E/B
W/B
Recommendations
· Install 5-section cluster head in
lieu of existing left-turn phase
head on south side mast arm.
Align cluster head with opposing
left-turn barrier line.
· Install R73-7 sign at end of mast
arm.
· Install 5-section stacked head in
lieu of existing head on pole at
southeast corner.
· Install left-turn queue detection.
· Reduce width of north side
painted median nose to 2 feet.
· Install 5-section cluster head in
lieu of existing left-turn phase
head on north side mast arm.
Align cluster head with opposing
left-turn barrier line.
· Install R73-7 sign at end of mast
arm.
· Install 5-section stacked head in
lieu of existing head on pole at
northwest corner.
· Install Ief'r-turn queue detection
· Reduce width of south, side
painted median nose to 2 feet.
· Install 5-section cluster head in
lieu of existing left-turn phase
head on east side mast arm. Align
cluster head with opposing let~-
turn barrier line.
· Install R73-7 sign at end of mast
arm.
· Install 5-section stacked head in
lieu of existing head on pole at
northeast corner.
· Install left-turn queue detection.
· Install 5-section cluster head in
lieu of existing le~-turn phase
head on west side mast arm.
Align cluster head with opposing
lei't-turn barrier line.
-33-
Evaluation Report: Protec: missive Left-Turn Phasing
Intersection
Red Hill Ave. ~ Walnut Ave.
Tustin Ranch Rd. @ Parkcenter Ln./
Heritage Way
Tustin Ranch Rd. @ Parkcenter Ln./
Heritage Way
Walnut Ave. ~ Franklin Ave.
Approach
W/B (cont.)
S/B
N/B
E/B
Recommendations
· Install R73-7 sign at end of mast
arm.
· Install 5-section stacked head in
lieu of existing head on pole at
southwest corner.
· Install left-turn queue detection.
· Remove existing left-turn phase
head on south side mast arm.
· Install standard 3-section head in
lieu of existing head on pole at
southeast corner.
· Install R73-7 sign at end of mast
arm.
· Wire loop detectors to call
adjacent through phase.
· Reduce width of north side raised
median nose to 2 feet.
· Remove existing left-turn phase
head on north side mast arm.
· Install standard 3-section head in
lieu of existing head on pole at
northwest corner.
· Install R73-7 sign at end of mast
arm.
· Wire loop detectors to call
adjacent through phase.
· Reduce width of south side raised
median nose to 2 feet.
· Install 5-section cluster head in
lieu of existing left-turn phase
head on east side mast arm. Align
cluster head with opposing left-
turn barrier line.
· Install R73-7 sign at end of mast
· Install 5-section stacked head in
lieu of existing head on pole at
northeast corner.
· Install left-turn queue detection.
· Reduce width of west side raised
median nose to 2 feet.
-34-
Evaluation Report:. Protected/, ssive Let~-Turn Phasing '
Intersection
Walnut Ave. ~ Franklin Ave.
Approach
W/B
Recommendations
· Install 5-section cluster head in
lieu of existing left-turn phase
head on west side mast arm.
Align duster head with opposing
left-turn barrier line.
· Install R73-7 sign at end of mast
arm.
· Install 5-section stacked head in
lieu of existing head on pole at
southwest comer.
· Install lefMum queue detection.
· Reduce width of east side raised
median nose to 2 feet.
Based on the technical material presented in this report, P/PLT phasing is recommended for
implementatiOn at the 37 study intersection approaches identified by this report. The existing
traffic signal mast arms'at the study intersections are adequate in length to accommodate five-
section duster heads in their proper locations. The R73-7 sign can be mounted at the end of each
mast arm to utilize the extra length of each arm, which will remain after the installation of the
duster head, as illustrated on Appendix E1 of the OCTEC report.
PUBLIC EDUCATION
It is also recommended that a public awareness campaign be launched by the City for purposes of
educating the public to more fully comprehend P/PLT phasing and to help motorists adapt to this
new type of signal phasing verses full-time protected left-turn turn phasing. Some possible ideas
for a public awareness/education campaign include preparing material to educate the motorist on
the "nuts and bolts" of P/PLT phasing operation through the following media:
· Placing an article in the Orange County Register, The Los Angeles Times Oranze
County Edition, or local newspaper.
· Filming a video, such as the example in Appendix N of the OCTEC report, and
making it available for public viewing at City Hall or on a local cable television
channel.
· Creating a pamphlet, such as those shown in Appendix M of the OCTEC report,
for distribution at City Hall at the Public Works counter, or by mail.
· .adding a P/PLT phasing education component to drivers' education programs, etc.
clie. nRrustin~23~2~jn~196.doc
-35-
APPENDIX A
Traffic Count Data
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET' WALNUT E/W STREET' MCFADDEN CITY' TUSTIN
AVE ST
DATE' 2/10/97 DAY' MONDAY FILENAME' 0270706P
15 Min Northbound Southbound Eastbound Westbound
Period
Beginning NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 2 1 2 0 1. 2
2:00 PM
15 PM
3O PM
45 PM
3:00 PM
15 PM
30 PM
45 PM
4:00 PM
15 PM
30 PM
45 PM
5:00 PM
15 PM
30 PM
45 PM
6:00 PM
15 PM
30 PM
45 PM
92 4 120 42 3 123 384
45 5 119 27 1 92 289
88 5 122 65 2 117 399
70 8 129 38 5 96 346
105 7 139 74 4 104 433
63 9 169 56 4 111 412
75 6 140 58 8 84 371
72 6 112 52 1 89 332
PM Peak Hr
Beg i ns at
1630
VOLUMES = 326
0 29 0 0 0 0 559 233 15 428 0 1590
COMMENTS:
TURNING MO~.ncNTS by Traffic Counts, [nc -. ....
PAGE: 1
Site Code : TUSTIN
N-S Street: I~ILLIAMS STREET FILE: H9608006
E-I~ Street: MCFADDEN AVENUE
CLient : HANK MOHLE Movements by: VEHICLE DATE: 8/14/96
Time From North From East From South . From I~est VehicLe
Begin ET THRU LT RT THRU LT RT THRU LT ET THRU LT Total
7:00 AM 27 2 33 7 151 4 I 1 1
7:15 32 4 43 7 187 5 1 0 1
7:30 46 0 47 8 208 9 1 0 1
7:45 55 3 39 7 241 4 4 1 1
HR TOTAL 160 9 162 29 787 22 7 2 4
3 125 8 363
5 150 16 451
3 138 8 469
2 151 10 518
13 .'564 42 1801
8:00 AM 36 2 37 17 193 4 10 0 1 2 112 9 423
8:15 16 0 28 10 155 6 4 0 1 4 105 10 339
8:30 32 0 27 9 176 5 2 2 1 2 109 12 377
8:45 24 1 32 16 169 3 4 0 0 2 128 6 385
HR TOTAL 108 3 124 52 693 18 20 2 '3 10 454 37 1524
............................................................ Break ............................................................
4:00 PM 10 0 12 14 159 2 8 1 2 I 168 23 400
4:15 20 I 28 20 178 3 7 3 0 4 181 42 487
4:30 25 1 26 24 180 2 9 3 0 0 214 58 542
4:45 20 1 22 35 202 3 6 4 2 5 225 65 590
HR TOTAL 75 3 88 93 719 10 30 11 4 10 788 188 2019
5:00 ,~ 19 0 26 17 203 2 16 3 3 1 270 83 643
5:15 24 0 26 39 211 2 5 1 I I 270 78 658
5:30 36 0 31 31 193 3 3 3 0 0 198 65 563
5:45 32 0 29 27 169 0 6 5 0 0 172 46 486
HR TOTAL 111 0 112 114 T76 7 30 12 4 2 910 272 2350
DAY TOTAL 454 15 486 288 2975 57 87 27 15 35 2716 539 7694
~,~NING MOVEMENTS by Traffic Counts, Inc '-~-'
PAGE: 1
Site Code : TUSTIN FILE: H9608006
N-S Street: WILLIAMS STREET
E-U Street: MCFADDEN AVENUE DATE: 8/14/96
Client : }lANE MOHLE Movements by: VE~IICLE
PEAK PERIOD ANALYSIS FOR THE PERIOD: 7:00 AH - 9:00 AH
DIRECTION START PEAK HR ........ VOLUMES ............ PERCENTS ...
FROM PEAK HOUR FACTOR Right Thru Left Tota[ Right Thru Left
North 7:15 AM 0.89 169 9 166 544 49 3 48
East 7:15 AM 0.88 39 829 22 890 ' 4 93 2
South 7:45 AM 0.61 20 3 4 27 74 11 15
West 7:00 AM 0.90 13 564 42 619 2 91 7
Entire Intersection
North 7:15 AM 0.89 169 9 166 344 " 49 3 48
East 0.88 39 829 22 890 4 93 2
South 0.48 16 1 4 21 76 5 19
West 0.89 12 551 43 606 2 91 7
169
WILLIAMS STREET
N
344 ]
43
551
12
606
!
STREET
39
890 829
1 16
MCFADDEN AVENUE
TL & MOVEMENTS by Traffic Counts, Inc
Site Code : TUSTIN .... PAGE: 1
N-S Street: WILLIAMS STREET FILE: H9608006
E-W Street: MCFADDEN AVENUE
Client : HANK MOHLE Movements by: VEHICLE DATE: 8/14/96
PEAK PERIO0 ANALYSIS FOR THE PER[O0: H:O0 PM - 6:00 PM
DIRECT]ON START PEAK HR ........ VOLU~ES ............ PERCENTS ...
FROM PEAK HOUR FACTOR Right Thru Left Tota[ Right Thru Left
North 5:00 PM 0.8~ 111 0 112 223 50 0 50
East 4:45 PM 0.93 122 809 10 941 13 86 1
South 4:15 PM 0.64 38 13 5 56 68 23 9
West 4:30 PM 0.90 7 979 284 1270 1 77 22
Entire Intersection
North 4:45 PM 0.76 99 1 105 205 : 48 0 51
East 0.93 122 809 10 941 13 86 1
South 0.53 30 11 6 47 64 23 13
West 0.89 7 963 291 1261 1 76 23
MCFADDEN AVENUE
291
963
99
WILLIAMS STREET
I1 ' 424
i lOS II
941
l
1261
-~~ - _ _ .... ~_ _ _
WILLIAMS
STREET
47
11
N
122
809
10
MCFADDEN AVENUE
TURN~-~ MOVEMENTS by Traffic Counts, 1nc ' ·
PAGE: 1
Site Code : TUSTIN FILE: H9608007
N-s Street: RITCHEY STREET
E-W Street: MCFADDEN AVENUE DATE: 8/15/96
Ctient : HANK HOHLE Hovements by: VEHICLE
Time From North From East From South From West Vehicle
RT THRU LT RT THRU LT RT THRU LT RT THRU LT Total
Begin
·
7:00 AM 7 1 7 ' 1 114 68 20 0 9 9 116 4 356
7:15 5 2 0 1 139 65 25 0 3 13 138 3 394
'7:30 11 2 7 Z 152 83 16 1 5 16 121 2 418 ,
7:45 7 6 1 2 175 114 29 3 9 19 120 4 489
HR TOTAL " 30 11 15 6 '580 330 90 4 26 57 495 13 1657
8:00 AM 4 2 3 0 169 81 15 3 10
8:15 3 2 3 I 123 61 18 I 10
8:30 5 2 1 0 132 33 22 2 4
8:45 4 0 2 2 184 45 14 2 7
HR TOTAL 16 6 9 3 608 220 69 8 31
17 98 3 405
12 113 3 350
10 80 1, 292
12 110 2 384
51 401 9 1431
...................... Break ...........................................................
4:00 PM 11 1 2 5 195 30 71 6 22
4:15 1 3 2 2 186 21 68 6 20
4:30 7 3 I 5 165 29 86 3 31
4:45 16 I 2 10 188 22 106 5 20
HR TOTAL 35 8 7 22 7'54 102 331 20 93
5:00 PM 8 I 5 9 214 27 112 8 45
5:15 8 I I 3 188 17 110 7 23
5:30 10 2 2 2 189 39 111 2 15
5:45 15 5 6 5 159 20 65 3 17
HR TOTAL 41 9 14 19 750 103 398 20 100
9 133 14 499
12 167 6 494
10 2O4 10 554
14 188 14 586
45 692 44 2133
15 253 6 7O3
6 200 9 573
8 180 10 570
8 162 10 475
37 795 35 2321
DAY TOTAL 122 24 45 50 767~ 755 888 52 250 190 2383 101 7542
TURNING MOVEMENTS b/Traffic Counts, Inc -'
Site Code. : TUST[N PAGE: 1
N-S Street: RITCHEY STREET FILE: H9608007
E-W Street: MCFADDEN AVENUE.
Ctient : HANK MOHLE Movements by: VEHICLE DATE: 8/15/96
PEAK PERIOD ANALYSIS FOR THE PERIOD: 7:00 AH - 9:00 AH
DIRECTION START PEAK HR ........ VOLUMES ............ PERCENTS ...
FROM PEAK HOUR FACTOR Right Thru Left Total Right Thru Left
North 7:00 AM 0.70 - 30 11 15 56 54 20 27
East 7:15 AM 0.8~ 5 635 343 9KG 1 65 35
South 7:45 AM 0.~ ~ 9 33 126 67 7 26
West 7:00 AM 0.92 57 4~ 13 565 10 ~ 2
Entire Intersection
North 7:15 AM 0.63 27 12 11 50 54 24 22
East 0.84 5 635 343 983 1 65 35
South 0.73 85 7 27 119 71 6 23
West 0.90 65 477' 12 554 12 8~5 2
27
12
RITCHEY STREET
11
N
MMCFADDEN AVEN-OE
12
477
65
554
1
119
5
983 635
~ 343
MCFADDEN AVENUE
85
TURNING MOVEMENTS by Traffic Counts, Inc
Site Code : TUSTIN PAGE: 1
N-S Street: R]TCHEY STREET F]LE: H9608007
E-W Street: HCFADDEN AVENUE
Client : HANK MOHLE Movements by: VEHICLE DATE: 8/15/96
PEAK PERIO0 ANALYSIS FOR THE PERIO0: 4:00 PM - 6:00 PM
DIRECTION START PEAK HR . ....... VOLUMES ............ PERCENTS ...
FRON PEAK HOUR FACTOR Right Thru Left Total Right Thru Left
North 5:00 PM 0.62 41 9 14 64 64 14 22
East 4:45 PM 0.91 24 "779 105 908 ] 86 12
South 4:45 PM 0.85 439 22 103 564 78 4 18
West 4:30 PM 0.85 45 845 39 929 5 91 4
Entire Intersection
'.
North 4:45 PM 0.75 42 5 10 57 74 9 18
East 0.91 24 779 105 . 908 3 86 12
South 0.85 439 '22 103 564 78 4 18
West 0.82 43 821 39 903 5 91 4
42
RITCHEY STREET
10
N
MCFADDEN AVENUE
39
821
43
903
,, 57
!
103
STREET
564
22
9O8
439
24
779
105
M
TURNING MOVEMENTS by Traffic Counts, Inc
Site Code : TUSTIN PAGE: 1
N-S Street: MYFORD ROAD FILE: H9608008
E-W Street: HERITAGE WAY
Ctient : HANK MOHLE Move~,~ats by: VEHICLE DATE: 8/14/96 .
Time From North From East From South From West Vehicte
Begin RT THRU LT RT THRU LT RT THRU LT RT THRU LT Tota[
7:00 ~ 1 33 1 3 3 8 0 8 1 4 0 3 65
7:15 1 48 0 4 0 7 0 13 1 5 0 2 81
7:30 1 56 0 10 2 8 0 9 1 9 0 1 97
7:45 0 58 1 3 4 4 1 4 2 8 0 0 85
HR TOTAL " 3 195 2 20 9 27 1 34 5 26 0 6 328
8:00AM 0 37 I 6 I 3 2 12 2 10 0 3 77
8:15 1 30 0 3 3 1 0 14 2 8 I 3 66
8:30 2 28 2 2 2 5 0 14 2 7 2 1 67
8:45 0 25 0 1 3 8 1 8 [ 7 2 1 57
HR TOTAL 3 120 3 12 9 17 3 48 7 32 5 8 267
Break ............................................................
4:00 PM 125 1 6 3 0 2 28 5 3 4 2 80
4:15 118 2 2 I 0 I 28 4 3 2 3 65
4:30 119 1 4 1 1 3 29 3 4 I 2 69
4:45 116 0 2 1 2 1 39 6 5 0 8 81
HR TOTAL 4 78 4 14 6 3 7 124 18 15 7 15 295
5:00 PM I 27 2 3 I 2 2 49 2 4 3 2. 98
5:15 3 33 3 5 0 1 2 62 13 3 0 4 129
5:30 3 28 3 3 I I 4 78 9 6 2 3 141
5:45 0 21 4 1 0 3 0 54 12 11 2 7 115
HR'TOTAL 7 109 12 12 2 7 8 243 36 24 7 16 483
DAY TOTAL 17 502 21 58 26 54 19 449 66 97 19 45 1373
Tu~,ZNG MOVEMENTS by Traffic Counts, inc ._
Site Code : TUSTIN PAGE: 1
N-S Street: MYFORD ROAO FILE: H9608008
E-W Street: HERITAGE WAY
Client : HANK MOHLE Movements by: VEHICLE DATE: 8/14/96
PEAK PERIO0 ANALYSIS FOR THE PERIOD: 7:00 AH - 9:00 AM
DIRECTIOI4 START PEAK HR ........ VOLUMES ............ PERCENTS ...
FRC~I PEAK HOUR FACTOR Right Thru Left Total Right Thru Left
North 7:1S A~ O.S6 2 199 ; 203 1 98 1
East 7:00AI~ 0.70 20 9 27 56 36 16 48
South 8:00AM 0.91 3 48 7 58 5 8~ 12
~est 8:00 AJ4 0.87 32 5 8 45 71 11 18
Entire Intersection
North 7:15 Al4 0.86 2 199 2 203 1 98 1
East 0.65 23 7 22 52 44 13 42
South 0.75 3 38 6 47 6 81 13
West 0.75 32 0 6 38 84 0 16
HERITAGE WAY
32
2 199
0 38
'38 3
N
23
22
1 ,iG MOVEMENTS by Traffic Counts, Inc
PAGE: 1
Site Code : TUSTIN FILE: H9608008
N-S Street: MYFORD RO~D
E-U Street: HERITAGE UAY DATE: 8/14/96
Client : HANK MOHLE Movements by: VEHICLE
PEAK PERIOD ANALYSIS FOR THE PERIOD: 4:00 PM - 6:00 PM
DIRECTION START PEAK HR ........ VOLUNES ............ PERCENTS ...
FR&M PEAK HOUR FACTOR Right Thru Left Total Right Thru Left
North 5:00 PM 0.82 7 109 12 128 5 85 9
East 4:00 PM 0.64 14 6 .'
South 5:00 PM 0.79 8 243 36 287 3 85 13
~est 5:00 PM 0.59 24 7 16 4? 51 15 34
Entire Intersection
North 5:00 PM 0.82 7 109 12 128 " 5 85 9
East 0.88 12 2 7 21 57 10 33
South 0.79 8 '243 36 287 3 85 13
West 0.59 24 7 16 47 51 15 34
HERITAGE WAY
16
24
109
7 47
7
21
L
287
243
N
12
HERITAGE WAY
......
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET: NEWPORT E/W STREET: 6TH ST/ CITY: TUSTIN
AVE WALNUT ST
DATE: 2/12/97 DAY: WEDNESDAY FILENAME: 0270707A
15 Min Northbound Southbound Eastbound Westbound
Period .'
Beginning NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 1 2 0 1 2 0 0 I 0 0 I 0
6:00 AM
15 AM
30'AM
45 AM
7:00 AM
15 AM
30 AM
45 AM
8:00 AM
15 AM
30 AM
45 AM
9:00 AM
15 AM
30 AM
45 AM
10:00 AM
15 AM
30 AM
45 AM
AM Peak Hr
Begins at
730
1 97
3 111
14 193
3 162
2 162
8 143
3 132
8 164 11
3 0 195 i 3 0 0 16 3 2 321
7 4 .215 2 12 4 2 19 5 5 389
7 3 287 4 5 9 8 40 6 11 587
2 3 362 3 1 0 6 10 3 4 559
5 10 295 8 5 1 5 9 2 I 505
3 7 299 8 3 0 3 3 2 0 479
6 7 216 2 5 5 10 6 3 i 396
4 210 4 3 I 4 6 1 1 417
VOLUMES = 27 660 17 23 1243 23 14 10 22 62 13 16 2130
COMMENTS:
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET:
DATE: 2/11/97
NEWPORT E/W STREET: 6TH ST/
AVE WALNUT ST
DAY: TUESDAY
CITY: TUSTIN
FILENAME: 0270707P
15 Min Northbound Southbound Eastbound Westbound
Period . '
Beg inn ing NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
-- --
LANES: 1 2 0 1 2 0 0 1 0 0 1 0
2:00 PM
15' PM
30 PM
45 PM
3:00 PM
15 PM'
30 PM
45 PM
4:00 PM
15 PM
30 PM
45 PM
5:00 PM
15 PM
30 PM
45 PM
6:00 PM
15 PM
30 PM
45 PM
9 241 13 8 218 10 7
5 196 5 7 190 9 5
8 227 6 8 208 7 4
13 261 15 8 246 12 10
7 273 10 6 263 3 7
10 334 14 13 244 7 10
10 261 14 8 247 8 10
16 250 10 12 221 10 16
4 14 2 8 4 538
2 23 6 2 4 454
2 11 8 3 3 495
4 13 12 1 4 599
5 11 17 1 3 606
2 10 13 3 14 674
4 11 18 4 6 601
4 10 8 2 11 570
PM Peak Hr
Begins at
1645
VOLUMES : 40 1129 53 35 1000 30 37 15 45 60
9 27 2480
COMMENTS:
Traffic Data Services. Inc.
TABULAR SUMMARY OF VEHICULAR lURNING MOVEMENTS
N/S STREET: NEWPORT E/W STREET: WALNUT
AVE AVE
DATE: 2/12/97 DAY: WEDNESDAY
CITY: TUSTIN
FILENAME: 0270708A
15 Min Northbound Southbound Eastbound Westbound
Period
Beg inn ing NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: ! 2 0 ! 2 0 1 2 0 1 2 0
6:00 AM
15 AM
30 AM
45 AM
7:00 AM
15 AM
30 AM
45 AM
8:00 AM
15 AM
30 AM
45 AM
9:00 AM
15 AM
30 AM
45 AM
10:00 AM
15 AM
30 AM
45 AM
4 64 12 42 47 2
7 104 19 77 88 3
5 88 24 109 83 6
7 85 30 161 124 5
6 85 30 100 97 0
6 75 14 85 104 4
6 58 11 49 67 2
5 132 15 54 88 3
2 32 0 8 31 27 271
5 35 5 11 37 52 443
2 45 5 6 50 52 475
1 55 11 14 60 53 606
3 40 8 16 47 40 472
1 27 4 12 40 42 414
1 15 9 5 28 35 286
0 19 3 12 36 40 407
AM Peak Hr
Begins at
715
VOLUMES = 25 362 103 447 392 14 11 175 29 47 194 197 1996
COMMENTS:
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET: NEWPORT E/W STREET: WALNUT
AVE AVE
DATE: 2/10/97 DAY: MONDAY
CITY: TUSTIN
FILENAME: 0270708P
15 Min Northbound Southbound Eastbound Westbound
Period.-
Beginning NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 1 2 0 1 2 0 1 2 0 1 2 0
2:00 PM
15 PM
30 PM
45 PM
3:00 PM
15 PM
30 PM
45 PM
4:00 PM
15 PM
30 PM
45 PM
5:00 PM
15 PM
30 PM
45 PM
6:00 PM
15 PM
30 PM
45 PM
11 96 12 52 61 10
10 105 17 68 53 3
17 95 9 76 65 4
15 101 10 66 83 3
16 103 8 74 71 2
13 125 4 75 93 4
9 121 6 80 104 3
14 109 6 66 70 3
4 35 4 12 75 51 423
1 23 7 10 46 64 407
7 44 12 15 74 66 484
6 36 3 19 49 77 468
4 54 15 17 99 66 529
5 45 7 11 71 43 496
2 50 13 12 76 98 574
1 40 13 14 90 55 481
PM Peak Hr
Begins at
1700
VOLUMES : 52 458 24 295 338 12 12 189 48 54 336 262 2080
COMMENTS:
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET: RED HILL' E/W STREET: EL CAMINO CITY: TUSTIN
AVE REAL
DATE: 2/11/97 DAY: TUESDAY FILENAME: 0270709A
15 Min Northbound Southbound Eastbound Westbound
Period
Beginning NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 2 3 0 1 3 0 1 1 1 1 1 0
6:00 AM
15 AM
30 AM
45 AM
7:00 AM 59 122 13
15 AM 91 ]20 25
30 AM 112 137 52
45 AM 73 158 52
8:00 AM 61 167 20
15 AM 61 175 20
30 AM 55 143 14
45 AM 52 159 29
9:00 AM
15 AM
30 AM
45 AM
10:00 AM
]5 AM
30 AM
45 AM
1 266 13 4 4 40 64 21 8 615
2 310 30 8 16 56 81 22 6 767
2 326 47 49 59 59 91 89 6 1029
I 373 10 12 24 39 92 52 6 892
i 364 13 5 12 22 65 21 6 757
2 310 8 5 14 36 68 22 .4 725
3 244 6 10 24 35 37 21 2 594
3 229 7 7 20 43 43 13 3 608
AM Peak Hr
Beg ins at
715
VOLUMES = 337 582 149
6 1373 100 74 111 176 329 184 24 3445
COMMENTS:
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET:
DATE: 2/]0/97
RED HILL E/W STREET: EL CAMINO
AVE REAL
DAY: MONDAY
CITY: TUSTIN
FILENAME: 0270709P
15 Min Northbound Southbound Eastbound
.-Period
Beg inn ing NL NT NR SL ST SR EL ET
Westbound
ER WL WT WR TOTAL
LANES: 2 3 0 1 3 0 1 1 I 1 1 0
2:00 PM
15 PM
30 PM
45 PM
3:00 PM'
15 PM
30 PM
45 PM
4:O0 PM
15 PM
30 PM
45 PM
5:00 PM
15 PM
30 PM
45 PM
6:00 PM
15 PM
30 PM
45 PM
73 28O 40
82 344 42
63 302 57
62 260 60
65 272 42
59 284 60
75 367 54
74 383 34
3 176 ]2 9 23 37 58 27 2 740
6 155 6 12 28 47 54 34 4 814
2 201 6 9 49 62 68 35 6 860
1 197 6 12 25 29 38 33 5 728
2 142 11 19 68 79 81 46 8 835
5 169 11 13 35 42 48 40 2 768
2 186 19 11 41 37 54 75 5 926
8 130 2 6 37 53 42 53 2 824
PM Peak Hr
Begins at
1700
VOLUMES = 273 1306 190 17 627 43 49 ]81 211 225 214 17 3353
COMMENTS:
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
M/S STREET: RED HILL E/W STREET: WALNUT CITY: TUSTIN
AVE AVE
DATE: 2/12/g7 DAY: WEDNESDAY ~ FILENAME: 0270710A
"{~'~i~ .....~;;~;;~' --Southbound Eastbound Westbound
Period
Beginning NL NT NE SL ST SR EL ET ER WL WT 'WE TOTAL
LAHES: 1 Z 1 1 2 0 1 2 0 I 2 0
6:00 AM
15 AM
30 AM
45 AM
7:00 AM
15 AM
30 AM
45 AM
8:00 AM
15 AM
30 AN
9;00 AH
15 AM
30 AM
45 AM
lO:O0,~d~t
~0 AM
26 125 44 10 293 14 19 46 48 43 30 22 720
15 115 45 14 372 14 23 65 70 69 55 35 892
29 136 61 13 409 23 22 57 78 86 51 49 1012
26 130 82 4 3B3 13 24 67 102 89 88 42 1050
11 1Z2 57 22 427 18 26 85 91 94 103 40 1096
15 86 39 8 343 17 14 50 78 66 42 28 786
14 103 ¢1 !9 Z93 15 22 27 66 60 41 28 729
22 102 35 14 284 16 18 57 46 45 37 18 694
AM Peak Hr
Beg{ns at
715 ·
VOLU~S = 81 503 245 53 l~gl 66 g5 274 341 338 297 166 4050
CONN~TS:
Traffic t)ata Services, Inc',
TABULAR SUI~IARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET:' RED HILL E/W SlREET: WALNUT
AVE AVE
DATE: 2/10/97 DAY: MONDAY ~
CITY: TUSTIN
FILENAME: 0270710P
'-i~-~i~ ..... ~Orthbound Southbound Eastbound Westbound
Period
Boginning NL NI NR SL ST SR EL ET ER WL WT WR TO~AL
LANES: 1 2 1 1 2 0 1' 2 0 1 2 0
2:00 PM
15 PM
30 PM
45 PM
3:00 PM
15 PM
30 PM
45 PM
4:00 PM
15 PM
30 P~
~5 PN
5:00 PM
49 352 54 45 168 26 33 54 21 86 95 39 1022
50 333 51 26 137 37 24 47 24 69 43 26 867
66 350 48 31 178 30 26 80 21 75 105 24 1034
50 399 44 30 181 28 24 62 17 57 64 28 994
44 404 46 35 169 43 31 64 32 88 167 40 1163
71 397 S1 20 194 22 34 78 21 70 70 27 1055
15 PM
30 PM 68 418 32 37 226 25 32 74 25 79 115 18 1149
45 PM 48 378 38 2I 186 12 32 67 24 68 55 24 953
6:00 PM
15 PM
30 PM
45 PM
PM Peak Hr
Begins at
1645
VOLUMES - 233 161B 173 122 770 118 121 278 95 304 416 113 4361
COMMENTS'
Traffic Data Services,' Inc.
TA~ SU~Y OF VEHICULAR TURNIHO (~K)YEHENT5
N/S STREET:
DATE: 3/10/97
TUSTIN RANCH E/W STREET:
RD
DAY: MONDAY
HERITAGE/ CITY: TUSTIN
PARK CENTER LN
FILEI~E: 0370701A
15 Min Northbound ~outhbound Eastbound W~stbound
Period
Beg inn ing NL NT )iR SI. ST SR FI. ET ER WL
TOTAL
6:00 AM
15~
30 AM
45 AM
7:00 AH
15N,!
30 Nq
45 AI~
8:00 AM
15 A~
3O AH
45
9:00 A~
15 N~
30 AM
45 N~
10:00 AM
15 AM
3O AH
54 1 Z 139 2 2 2. 3 8 3 4
41 2 3 219 0 4 0 5 B ,~ 6
7Z 2 9 2~8 7 14 Z I1 4 4 8
103 Z 7 Z82 13 Ig 2 7 6 7 4
86 0 0 2~12 2 4 3 lO 7 1 3
81 3 5 172: 3 Z 0 10 5 4 1
¢1 Z 7 lgz 3 3 4 3 5 Z 2
:~5 Z 4 133 Z 5 0 6 ? O 2
45 AM
__..._.._........__.._._._...------.--...----.--.------------------------ ....... ..
AH Peak Hr
Begins a~
715
VOLUHES - 7 302 6 lg 971 22 41 7 33 25 17
225
29¢
362
453
362
29].
264
240
1471
CO~ENTS:
lraffic Data Services, Inc.
TABULAK ~Y 01- VUi.I. IJULA~ TURNIHG MOVE.I"IILNI'$
lt/S SlREET: TUSTIX RANCH E/W STREET: HERITAGE/ CITY: TUSTIlt
RD PARK CENTER LN
DATE: 3/10/$7 DAY' MONDAY FILENAME' O3707OLP
1,5 Min Northbound -Southbound Eastbound Westbound
Period
Beginning NL NI ~ SL ST SR EL ET ER WL WI WR TOTAL
'-~Es: ~ .... ~ .... 6 .... ~ .... ~ .... ~ .... ~ .... { .... 6 .... 6 .... ~ .... ~ ........
2:00 PM
15 Pt4
30 ~
45 PM
3:00 PM
15 PM
45 PM
4:00 PM
15 PM
.to PM
45 PM
5:00 PM
15 PM
30 PM
45 PM
6:00 PM
15 PM
30 PM
(5 ~
8 1~3 3 4 97 6 5
3 157 9 3 109 3 2
6 140 3 6 111 3 3
8 164 5 5 87 3 3
0 220 8 6 92 4 2
6 231 13 Z 79 3 q
10 23412 2 85 3 ~
10 220 8 3 93 3 2
Ptq Peak Hr
Begins at
1700
VOLUMES = 26 905 41 13 3q913 1Z
4 1 2 2 2 257
0 2 1 0 0 289
3 3 5 2 0 285
1 1 4 1 O. 282
! '3 5 3 1 345
] 2 1 0 2 '344
4 5 I ] 6 367
] 1 4 1 2 348
7 11 11 5 11 1~o4
CO(4NENTS:
Traffic Data Serv~cP..~,
lABULAR SIJlWtMA~Y OF VEHICULAR TURltIItG MOVEHEIIIS
tt/S STREET:
DALE' 1~/18/9~
TUSTIN RANCH E/W STREET' LA COLINA
RD DR
DAY; WEDNESDAY
CIIY' TUSTIN
FILEltAIIE: 1261202A
15 MTn Northbound Southbound Eastbound
Period
Beginning NL NT HR SL ST SR EL E1 ER
tANFS: 1 3 0 ) $ 0 0.5 0.5
Westbound
WL W! WR
1 I 0
TOTAL
6:00 AM
]SAM
3O AM
45 AM
7:00 AM
1.5 AM
3O AH
~5 AM
8:00 AM
15AM
45 AM
g:o0 AM
15AM
30 AM
lO:g0 AM
3O Alt
45 AM
11 26 4 0 78 13 3 0 41
29 '~8 3 I 107 15 :3 1 44
3). 3.n 6 0 ]25 l ] lO 2 q¢
20 34 q 0 90 17 8 2 ~9
14 26 4 2 78 6 3 0 4.0
10 47 $ ] 82 3 4 0 20
18 37 3 2 59 l 1 12 2 29
AM Peak Hr
~ins at
715
VOLUMES --
91 126 17 1 406 56 24
9 0 I 132
20 4 4 Z04
~8 2 I 262
28 1 I 297
18 2 1 ~51
23 3 I 2OO
7 3 2 184
]0 2 7 192
178' 94 g 7 1014
COMMENTS:
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR lURNING MOVEMENTS
N/S STREET: TUSTIN RANCH E/W STREET:
RD
gATE: 12/17/96 DAY' TUESDAY
15 )lin Northbound Southbound
LA COLINA
DR
CITY: TUSTIN
FILEKAME: 1E61?OEP
Eastbound Westbound
Period
Beginning NL Nl ~ SL 51 SR EL El ER l~L WT WR TO)AL
"F;F&~ ..... i .... ~ .... ~ .... i .... ~ .... ;--~;";-; .... i .... i .... i .... ~ ........
15 PM
30 PM
3:00 PH
15 PM
~0 PM
~5 pu,
4:~ P~
15 PM
' 30 PH
45 P~
S:O0 PM
15 P~
3o ~
45 ~
6:00 ~
1S ~
30 P~
45 P~
35 S7 8 I $7 9 10
65 Bi 2 1 68 5 10
62 76 11 1 56 S 3
61 103 16 1 5~ 7 14
$7 106 lB 0 86 2 11
B6 1~4 9 2 58 9 I5
67 122 18 1 42 1 18
80 112 14 2 36 4 3
PM Peak Hr
Begins at
1645
VOLUMES- 271 455' 61
2 35 7 0 0
Z lg 5 Z 0 261
0 tO 8 0 0
5 ¢0 7 1 1 308
0 24 4 0 0 278
3 15 7 1 0 3Z9
I 19 10 1 3 303
0 12 15 1 1 280
4 208 19 58 9 g8 28
3 4 lg18
COMMENTS:
Traffic Data Services, Inc.
TABULAR SU~RY OF VEHICULAR TURNING MOVEMENTS
N/S STREET:
DATE: 3/11/97
llJSTIN RANCH E/W STREET: TOWNSHIP
DAY: TUESDAY
CITY: llJSTIN
FILE~: 0370702A
mmmmmmmmm!
15 Min
Period
Beg inn ing
Northbound Southbound Eastbound Westbound
.-
NL NT NR SI Sl' SI( isL ET ER WL WT WR
TOTAL
mmmm*mmmmmmmmmmm!
LANES: 1 3
0 1 13 0 0 I 0 I I 0
6:OO AM
15 AM
3O AM
45 AM
7:00 AM
3O AM
45 AM
8:00 ~
30 AM
45 A~
10:~ AM
5 46 6 1 82 0 2 0 lg 0 0 0
5 '31 8 0 81 0 $ 040 3 0 0
$ 35 7 0 130 1 ! 0 28 2 I 0
13 35 7 0 105 7 0 0 30 4 0 0
8 37 3 2 9g 0 0 0 25 1 0 0
14 35 9 2 84 0 0 O 22 4 0 0
14 21 7 4 64 0 I 0 21, 0 1 2
4 28 6 ! 70 0 ! 0 Z1 3 0 0
Beg ins at
715
VOLUMES -
138 ~5 ~ 4IS 8 6 0 ]2.3 10 I 0
.161
173
211
175
170
135
13¢
76O
COMMENTS: E-LEG IS ENTRANCE TO llJSTIN RANCH GOLF COURSE.
Traffic Data Services, Inc.
TABULAR SUI~Y OF VEHICULAR TURNING IIOVEHENTS
N/S STREET: TUSTIN RANCH E/W STREET: TOWNSHIP
RD OR
DATE: 3/1I/g7 DAY: TUESDAY
"~' ~i~ ..... ~~' ;''- ~out hbo~ ..... ~a ~t bound
Per'i~
Beginning N! NT HR SI ST SR E! FT FR
LANFS: 1 3 0 1 3 0 0 I
CITY: TUSTIN
FILEI~[: 0370703P
We;tbound
WI. WI WR
TOTAL
2:00 PM "
15 PM
4B PM
3:00 PM
30 PM
45 PM
4:00 PM 14 67 7 ~ 34 1 2 0 10 14 0
15 PM IZ 53 13 Z 4Z I 0 0 5 9 O
30 PM 20 64 7 0 33 1
45 PM 10 ~ 10 I 36 0 0 O g 1Z 1
5:00 PM 28 90 12 I 30 0 0 0 14 36 1
15 Pti 15 B1 14 Z Z7 0 1 1 7 13 0
30 PM 21 114 9 J 45 3 1 1 !5 32 0
45 PM 2.4 106 15 Z 35 0 0 0 9 Z4
6:00 PM
15 PM
30 PM
1.55
150
139
163
193
244
45 PM
PM Peck Hr
B~tns at
1700 3 9 819'
VOLUMES - 88 391 50 6 137 3 2 2 4F, 85
COMMENTS: E-LEG IS ENTRANCE TO TUSTIN RANCH ~LF COURSE.
lraffic Data Services, Inc.
TABULAR S~IMI~A~Y OF 'VEHICULAR TURNING; MOVEMENTS
-.o
N/S STREET:
DATE: 3/10/97
--
TUSTEN RjUqCH
15 )4in
Period
Beg t nn t nD
LANES:
RD
Northbound
NL NT NR
1 3 0
E/W STREET: RAWLINGS C]:TY~ ll, JSTIH
DAY: MONDAY FILENANE: 0370704A
Southbound Eastbound Westbound
SL ST SR EL ET ER WL lIFT WR
1 3 0 0 1 0 0 1 o
6:00 AM
15AM
30 AH
45 AM
7:00 AM
15AJ4
3O AM
45 AM
8:00 AR
15AH
3O A~
45 AH
9:00 AM
15 AH
3O AH
10:00 AH
15A)4
45 AH
AM Peak Hr
Begins at
VOLUHES -
16 Ig 2
5 13 0
5 2:6 1
3 Z5 5
3 ~1 6,
5 Z6 1
6 R1 4
5 $6 8
IO'I'AL
1 34 9 1 0 3 15 0 4 104
I ~ 4 2 1 0 18 I S 104
1 64 3 0 0 4 16 0 7 127
3 67 0 $ 0Z 13 0 3 1Z4
0 52 2 0 0 0 18 0 4 106
0 54 0 Z 0 1 7 O Z 98
Z 40 2 1 0 1. 5 0 2 84
3 35 1 Z 0 0 10 0 0 100
16 8S 12 B 237 9 5 1 6 66 1 lg
461
CO(~4ENTS: MOST NL & SR VEHICLES WERE CONSTRUCTIOH RELATED.
Traffic Data Services, 1nc.
TABULAR SUMMAAY OF VEHICULA~ llJRXING ~VEMEMTS
N/S STREET: TUSTIN RANCH E/W STREET: RAWLIMGS
RD WY
DATE: 3/10/g7 DAY: MONDAY
Period
Beg i n n ing N[ NT NR SL ST SR E L E T ER
CITY: llJSTIN
FILENAME: 0370704P
Westbound
WL Wi WR TOTAL
~... m mm m m m m m !
t. ANES: 1 3 0 I 3 0 0 1 0
0 1 0
2:00 PM
15 PM
30 PM
45 PM
3:00 PM
I5 PM
30 PM
¢5 PM
4:00 PM
15 PM
30 PM
5:00 PM
15 PM
30 PM
45 PM
6:00 PM
30 PM
0 63 7 6 22 0 I 0
0 30 6 3 18 z 0 o
0 42 14 1 17 0 0 0 0
0 57 12 0 Z3 1 I O 1
Z 60 12 4 17 1 0 0
3 83 13 2 ZO 1 0 0 O
I 75 20 .4 28 1 0 0 1
0 56 15 ¢ ZE 1 0 Z 1
~)$
69
80
tOO
104
125
137
116
45 PM
PM Pc:k lit
Beg ins ~t
1700
VOLUMES = 6 27460
5 ¢63
COMMENTS:
lraific Data Services, 1nc.
lABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET: TUSTIN RANCH E/W STREET: WALNUT CITY: TUSTIN
RD AVE
DATE: 2/12/97 DAY: WEDNESDAY FILENAME: 0270711A
15 Min Northbound Southbound. Eastbound Westbound
Period
Beginning NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: ].5 ].5 i 2 0 2 0
6:00 AM
15 AM
30 AM
45 AM
7:00 AM 241
15 AM 185
30 AM 133
45 AM 273
8:00 AM 342
15 AM 332
30 AM 235
45 AM 209
9:00 AM 191
15 AM
30 AM
45 AM
10:00 AM
15 AM
30 AM
45 AM
AM Peak Hr
Begins at
745
VOLUMES : 0 0 0 1182
42 84 215 i 37 36 656
47 81 109 0 51 28 501
64 55 63 I 27 15 358
81 ]28 175 0 66 41 764
141 60 159 1 42 16 761
111 53 137 0 46 27 706
48 54 120 0 53 40 550
39 50 100 0 48 31 477
41 43 87 0 48 35 445
0 381 295 591 0 I 207 124 2781
COMMENTS: WL = U-TURNS
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET- TUSTIN RANCH E/W STREET- WALNUT CITY- TUSTIN
RD AVE
DATE' 2/10/97 DAY- MONDAY FILENAME- 0270711P
--i~ Min Northbound Southbound Eastbound Westbound
Period -'
Beginning NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES- 1.5 ] .5 1 2 0 2 0
2:00 PM
15 PM
30 PM-
45 PM
3:00 PM
15 PM
30 PM
45 PM
4:00 PM
15 PM
30 PM
45 PM
5:00 PM
15 PM
30 PM
45 PM
6:00 PM
15 PM
30 PM
45 PM
56 69 53 61 2 178 168 587
58 69 44 67 0 99 112 449
51 84 54 76 1 191 202 659
52 87 56 80 0 170 190 635
54 104 53 75 0 293 277 856
51 108 56 70 0 181 193 659
41 107 58 74 0 237 272 789
40 63 60 42 I 107 146 459
PM Peak Hr
Begins at
1645
VOLUMES : 0 0 0 198 0 406 223 299
0 0 881 932 2939
COMMENTS: WL = U-TURNS
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET: FRANKLIN E/W STREET' WALNUT CITY' TUSTIN
AVE AVE
DATE: 2/12/97 DAY: WEDNESDAY FILENAME: 0270712A
15 Min Northbound Southbound Eastbound Westbound
Period
Beginning NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LA~IES: ! 2 0 1 2 0 1 2 0 1 2 0
6:00 AM
15 AM
30 AM
45 AM
7:00 AM
15 AM
3O AM
45 AM
8:00 AM
15 AM
30 AM
45 AM
9:00 AM
15 AM
30 AM
45 AM
10:00 AM
15 AM
30 AM
45 AM
10 1 3 9
10 1 3 2
20 2 5 4
11 I 5 3
12 3 1 7
24 1 5 6
20 6 5 10
27 9 4
AM Pea'k Hr
Begins at
730.
VOLUMES = 67
1 7 83 113 61 7 40 11 346
5 8 82 144 72 5 65 16 413
5 8 96 172 73 11 50 13 459
1 1.0 102 219 116 Il 48 15 542
6 1'0 124 190 120 18 55 19 565
8 10 92 190 98 12 61 33 540
3 13 84 106 69 11 52 23 402
5 12 13 80 92 60 8 37 18 365
7 16 20 20 38 414 771 407 52 214 80 2106
COMMENTS:
lraffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET- FRANKLIN E/W STREET' WALNUT CITY- TUSTIN
AVE AVE
DATE: 2/10/97 DAY' MONDAY FILENAME' 0270712P
15 Min Northbound Southbound Eastbound Westbound
Period
Beginning NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 1 2 0 1 2 0 I 2 0 1 2 0
2:00 PM
15 PM
30 PM
45 PM
3:00 PM
15 PM
30 PM
45 PM
4:00 PM
15 PM
30 PM
45 PM
5:00 PM 110 12 34 49
15 PM 67 .1 10 12
30 PM
45 PM
6:00 PM
15 PM
30 PM
45 PM
76 18 11 23 9 62 27 53
59 18 17 21 18 52 35 63 17
67 19 8 15 1 58 32 55 11
54 2 13 13 16 50 30 67 9
3 77 40 70 3
1 55 24 68 5
95 13 22 28 5 73 20 81 2
46 4 7 14 1 36 14 52 4
5 13 136 9 442
8 88 11 407
3 104 3 376
4 98 6 362
5 ,220 3 626
3 161 3 410
9~ 197 3 548
3 132 3 316
PM Peak Hr
Beg ins at
1645
VOLUMES = 326 28 79 102 25 255 114 28619 21 676 ]5 1946
COMMENTS:
~LUnlOA 3u.JeJ.[. ~lJnOH
._8 § D § ~-8 {~ § D D ~8 ._8 °
emnlo^ 31.j.JeJ/~iJnOH
euJnlOA 3~..~eJ.L ~lJnOH
o~
0 "iD
euJnlOA :)l..,LJeJl ~lJnOH
Z
TURN]au MOVEMENTS by Traffic Counts, Inc
Site Code : TUSTIN PAGE: 1
F I LE: H9608002
N-S Street: MYFORD ROAD
E-t4 Street: BRYAN AVENUE
Client : HANK MOHLE Moven~qts by: VEHICLE DATE: 8/13/96
Time Fram North From East From South From 1~est Vehicle
· Begin ET THRU LT RT THRU LT ET THRU LT RT THRU LT Total
7:00 AM 24 12 14 1 31 11 2 3 2 1 23 1 125
7:15 25 19 17 7 57 10 3 2 3 6 33 3 185
7:30 29 40 25 4 65 14 2 3 5 4 32 2 225
7:45 33 28 24 2 70 25 4 3 2 4 41 7 243
HR TOTAL 111 99 80 14 223 60 11 11 12 15 129 13 778
8:00 AM 13 23 19 8 61 15 6 5 6 4 34 5 199
8:15 13 12 19 5 53 16 5 6 3 6 39 5 182
8:30 17 19 20 2 61 13 6 8 5 6 42 8 207
8:45 18 13 20 5 54 14 3 4 6 9 34 4 184
HR TOTAL 61 67 ~8 20 229 58 20 23 20 25 149 22 772
............................................................ Break ............................................................
4:00 PM 14 15 4 14 90 10 6 16 8 8 76 14 275
4:15 7 10 5 15 75 13 12 14 9 9 70 19 258
4:30 8 10 8 10 68 10 7 20 9 17 85 17 269
4:45 10 6 10 13 92 · 18 12 24 8 11 115 10 329
HR TOTAL 39 41 27 52 325 51 37 74 34 45 346 60 1131
5:00 PM 8 11 10 20 95 12 10 37 11 10 102 20 346
5:15 13 13 5 23 102 19 11 41 12 12 131 29 411
5:30 14 22 13 27 112 13 3 33 6 11 108 41 403
5:45 21 10 13 16 93 20 17 24 17 12 103 27 373
HR TOTAL 56 56 41 86 402 64 41 135 46 45 444 117 1533
DAY TOTAL 267 263 226 172 1179 233 109 243 112 130 1068 212 4214
TURNING MOVEMENTS by Traffic Counts, Znc '
PAGE:
S~te Code : TUST%N FILE: H9608002
N-S Street: NYFORD ROAO
E-W Street: BRYAN AVENUE
Client : HANK MOHLE Movements by: VEN%CLE DATE: 8/13/96
PEAK PERIO0 ANALYSIS FOR THE PERIO0: 7:00 AM - 9:00 AM
DIRECT~OR FROI4
North 7:15 AM .. 0.78 100 110 85
East 7:15 AM 0.87 21 253 64
South 8:00 AM 0.83 20 23 20
West 7:45 AM 0.90 20 156 25
START PEAK HR ........ VOLUMES ............ PERCENTS ...
PEAK HOUR FACTOR Right Thru Left Total Right Thru Left
295 34 37 29
338 6 75 19
63 32 37. 32
201 10 78 12
Entire Intersection
..
North 7:15 AM 0.78 100 110 85 295 34 37 29
East 0.87 21 253 64 338 6 75 19
South 0.65 15 13 16 44 34 30 36
West 0.84 18 140 17 175 10 80 10
llO
100
140 175
338
N
21
253
64
BRYAN AVENUE
16 13 15
MYFORD ROAD
· .
TURNING HOVEHENTS by Traffic Counts,
Site Code : TUST]N PAGE: 1
N-S Street: MYFORD ROAD FILE: H9608002
E-W Street: BRYAN AVENUE
Client : HANK MOHLE Movements by: VEHICLE DATE: 8/13/96
PEAK PERIOD ANALYSIS FOR THE PERIOD: 4:00 Pt~ - 6:00 PM
DIRECTION START PEAK HR ........ VOLUMES ............ PERCENTS ...
FROM PEAK HOUR FACTOR Right Thru Left Total Right Thru Left
North 5:00 P~ 0.78 56 56 41 153 37 37 27
East 5:00 PM 0.91 86 402 64 552 16 73 12.
South 5:00 PM 0.87 41 135 ~6 222 18 61 21
West 5:00 PN 0.88 45 444 117 606 7 73 19
Entire Intersect ion
North 5:00 PH 0.78 56 56 41 37 37 27
East 0.91 86 402 64 16 73 12
South 0.87 41 135 46 18 61 21
West 0.88 45 444 117 7 73 19
56
56
153
BRYAN AVENUE
..
153
552
222
606
444 606
552
N
86
402
64
BRYAN AVENUE
46 135 41
MYFORD ROAD
TURNING MOVi:h..~S by Traffic Counts, Ir.:
Site Code : TUSTIN PAGE: 1
N-S Street: TUSTIN RANCH ROAD FILE: H9608003
E-W Street: EL CAMINO REAL
Client : HANK MOHLE Movements by: VEHICLE DATE: 8/14/96
Time From North From East From South From Uest Vehicle
Begin RT THRU LT RT THRU LT ET THRU LT RT THRU LT Totat
7:OOAM 2 154 9 4 6 17 8 40 8 31 13 2 294
7:15 - 4 232 9 7 12 15 14 51 7 53 13 3 420
7:30 2 249 17 7 5 26 22 58 11 51 23 4 475
7:45 4 359 21 9 6 20 19 49 14 69 24 4 598
HR TOTAL 12 994-' 56 27 29 78 63 198 40 204 73 13 1787
8:00AN 1 285 11 11 8 19 28 60 12 40 19 2 496
8:15 7 299 23 4 6 21 20 63 10 39 21 6 519
8:30 0 227 10 12 10 31 27 86 6 27 13 1 450
8:45 2 196 21 15 6 16 36 69 13 27 19 3 423
HR TOTAL 10 1007 65 42 30 87 111 278 41 133 72 12 1888
............................................................ Break ............................................................
4:00 PM 11 73 24 42 26 47 43 166 21 16 39 7 515
4:15 17 91 28 38 58 35 52 164 29 14 35 3 564
4:30 11 75 29 60 39 39 65 197 27 16 23 4 585
4:45 16 91 43 65 47 41 82 257' 43 23 40 7 755
HR TOTAL 55 330 124 205 170 162 242 784 120 69 137 21 2419
5:00 PM 17 67 30 63 71 47 78 276 48 26 47 7 777
5:15 4 97 22 49 59 40 86 351 44 25 40 9 826
5:30 10 88 38 44 69 37 69 '362 47 16 60 8 848
5:45 11 76 25 55 57 44 51 283 48 12 44 6 712
HR TOTAL 42 328 115 211 256 168 284 1272 187 79 191 30 3163
DAY TOTAL 119 2659 360 485 485 495 700 2532 388 485 473 76 9257
IURNING NOVEHENTS by Traffic Counts, ]nc
PAGE:
Site Code : TUSTIN F[LE: H9608003
N-S Street: TUST]N RANCH ROAD
E-W Street: EL CAMINO REAL
Client : HANK MOHLE Novements by: VEHICLE DATE: 8/14/96
PEAK PERIOD ANALYSIS FOR THE PERIOD: 7:00 AM - 9:00 AM
DIRECTION START PEAK HR ........ VOLUMES ............ PERCENTS ...
FRC~ PEAK HOUR FACTOR Right Thru Left Totat Right Thru Left
North 7:30 AM 0.83 14 1192 72 1278 I 93 6
East 8:00 AM' 0.75 42 30 87 '159 26 19 55
South 8:00 AM 0.90 111 278 41 430 26 65 10
West 7:15 AM 0.79 213 79 13 305 70 26 4
Entire %ntersection
North 7:30 AM 0.83 I 93 6
East 0.93 22 18 61
South 0.92 24 63 13
West 0.78 66 29 5
WEL CAMINO REAL
16
14
14 1192 72 1278
31 25 86 142
89 250 47 366
199 87 16 302
·
,, 1278 F
87 302
142
L
366
N
31
25
86
EL CAMINO REAL
__
TURNING HOVENENTS by Traffic Counts, ]nc
Site Code : TUST]N PAGE:
N-S Street: TUSTIN RANCH ROAD FILE: H9608003
E-W Street: EL CAMINO REAL
Client : HANK MOHLE Movements by: VEH%CLE DATE: 8/14/96
PEAK PERIOD ANALYSIS FOR THE PERIOD: 4:00 PH - 6:00 PH
D]RECTION START PEAK HR ........ VOLIJ~ES ............ PERCENTS ...
FROH PEAK HOUR FACTOR Right Thru Left Tota[ Right Thru Left
North 4:45 PM 0.87 47 343 133 523 9 66 25
East 5:00 PM 0.88 211 256 168 635 33. 40 26
South 4:45 PM 0.91 315 1246 182 1743 18 71 10
West 4:45 PM 0.92 90 187 31 308 29 61 10
Entire Intersectio~
..
North 4:45 PM 0.87 47 343 133 523 9 66 25
East 0.87 · 221 246 165 632 35 39 26
South 0.91 315 1246 182 1743 18 71 10
West 0.92 90 18Z 31 308 29 61 10
47
TUSTIN RANCH ROAD
343
133
N
31
187
90
523
308
CH ROAD
632
I
315
221
246
165
EL CAMINO REAL
TURNING MOVEMENTS by Traffic Counts, ]nc "
PAGE: 1
Site Code : TUSTIN FILE: H9608004
N-S Street: AUTO CENTER DRIVE
E-W Street: EL CAMINO REAL DATE: 8/15/96
Client : HANK NOHLE Movements by: VEHICLE
Time From North From East From South From West Vehicte
Begin RT THRU LT RT THRU LT RT THRU LT RT THRU ' LT Total
7:00 AM 4 3 I 6 21 15 4 0 4 10 16 5 89
7:15 5 2 1 1 29 40 13 0 4 6 29 2 132
7:30 6 2 3 1 25 45 16 0 4 15 44 2 163
7:45 4 6 2 3 31 49 18 2 3 16 42 3 179
.
HR TOTAL 19 13 7' 11 106 149 51 2 15 47 131 12 563
8:00 AM 5 1 3 5 29 32 15 0 8 11 48 1 158
8:15 5 2 3 3 24 35 17 0 5 8 60 3 165
8:30 3 2 6 4 30 ~6 29 5 5 7 30 0 157
8:45 5 2 3 10 32 49 25 0 6 15 52 5 204
HR TOTAL 18 7 15 22 115 152 86 5 24 41 190 9 684
Break
4:00 PM 21 3 38 26 79 27 38 3 22 5 90 28 380
4:15 19 3 31 33 97 21 37 8 16 8 90 21 384
4:30 26 3 25 27 106 39 45 4 14 11 86 23 409
4:45 21 4 38 44 96 35 45 3 16 7 108 16 433
HR TOTAL 87 13 132 130 378 122 165 18 68 31 374 88 1606
5:00 PM 18 4 21 33 129 28 85 7 22 10 106 25 488
5:15 20 3 28 37 108 37 70 5 24 10 119 35 496
5:30 23 4 23 52 116 37 77 4 22 5 103 32 498
5:45 25 2 43 57 107 36 ~8 7 15 6 110 17 513
HR TOTAL 86 13 115 179 460 138 320 23 83 31 438 109 1995
DAY TOTAL 210 46 269 :542 1059 561 622 48 190 150 1133 218 4848
TuKNING NOVEMENTS by Traffic Counts, Inc
Site Code : TUSTIN PAGE: 1
N-S Street: AUTO CENTER DRIVE FILE: H9508004
E-W Street: EL CAMINO REAL
Client : HANK HOHLE Movements by: VEHICLE DATE: 8/15/96
PEAK PERIO0 ANALYSIS FOR THE PERIOD: 7:00 AM - 9:00 AM
DIRECTION ' START PEA[ HR ........ VOLUMES ............ PERCENTS ...
FRON PEAK HOUR FACTOR Right Thru Left Total Right Thru Left
North 7:30 AH O.S8 20 11 11 42 48 26 26
East 7:15 AM 0.87 1'0 114 1~ 290 3 39 57
Sc~th 8:00 AM 0.74 86 5 24 115 ~ 4 21
West 7:30 AH 0.89 50 194 9 253 20 77 4
Entire Intersection
North 8:00 AH 0.91 18 7 15 40 45 18 38
East 0.79 22 115 152 289 8 40 53
South 0.74 86 5 24 115 75 4 21
West 0.8.~ 41 190 9 240 17 79 4
18
N
EL CAMINO ' REAL
190
41
240
40
115
289
22
115
152
EL CAMINO REAL
24
5 86
AUTO CENTER DRIVE
TUk~ING HOVENENTS by Traffic Counts, ]nc
PAGE: 1
Site Code : TUSTIN FILE: H9608004
N-S Street: AUTO CENTER DRIVE
E-W Street: EL CAMINO REAL DATE: 8/15/96
Client : HANK MOHLE Movements by: VEHICLE
PEAK PERIO0 ANALYSIS FOR THE PERIO0: 4:00 PM - 6:00 PM
DIRECTION START PEAK HR ........ VOLUI4ES ........ .... PERCENTS ...
FROM PEAK HOUR FACTOR Right Thru Left Total Right Thru Left
.............................. T ................................................................
North 4:00 PM 0.92 . 87 13 132 232 38 6 57
East 5:00 PM 0.95 ' 179 460 138 777 '* 23 59 18
South 5:00 PM 0.93 320 23 83 426 75 5 19
West 5:00 PM 0.88 31 438 109 578 5 76 19
Entire Intersection
..
North 5:00 PM 0.76 86 13 115 214 40 6 54
East 0.95 179 460 1:58 777 23 59 18
South 0.93 320 23 83 426 75 5 19
West 0.88 31 438 109 578 5 76 19
86
N
109
438
31
214
777
578
J
83 23
320
179
460
138
EL CAMINO REAL
_
~__._._¢_.__- -_- -_ -_ ? .............
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET:
DATE: 2/1]/97
MYFORD E/W STREET: EL .CAMINO
RD REAL
DAY: TUESDAY
CITY: TUSTIN
FILENAME: 027070]A
15 Min
Period
Beg inn lng
Northbound Southbound Eastbound
NL NT NR SL ST SR EL ET ER
Westbound
WL WT WR
TOTAL
LANES: 1 2
6:00 AM
15 AM
30 AM
45 AM
7:00 AM 4
15 AM 0
30 AM 4
45 AM 12
8:00 AM 5
15 AM 3
30 AM 5
45 AM 5
9:00 AM
15 AM
30 AM
45 AM
10:00 AM
15 AM
30 AM
45 AM
AM Peak Hr
Begins at
745
VOLUMES = 25 17
1 4
1 4
4 8
6 2
6 7
3 12
2 8
4 6
0 I ! ] I 2 0 1 2 0
8 1 16 4 32 4 3 24 5 106
6 5 2] 3 23 6 3 27 4 103
19 4 ]8 11 44 5 6 34 4 161
]2 5 47 7 47 10 7 64 6 225
11 5 32 8 37 3 2 55 4 175
8 2 19 4 45 5 2 54 4 161
8 ] 23 11 68 6 9 54 7 202
11 6 26 4 66 7 4 49 4 192
29 39 13 121 30 197 24 20 227
21
763
COMMENTS:
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET: MYFORD E/W STREET: EL CAMINO
RD REAL
DATE: 2/]0/97 DAY: MONDAY
CITY: TUSTIN
FILENAME: 0270701P
15 Min Northbound Southbound Eastbound Westbound
Period
Beginning NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: ] 2 0 1 1 ] 1 2 0 I 2 0
2:00 PM
15 PM
30 PM
45 PM
3:00 PM
15 PM
30 PM
45 PM
4:00 PM
15 PM
30 PM
45 PM
5:00 PM
15 PM
30 PM
45 PM
6:00 PM
15 PM
30 PM
45 PM
12 3 5 23 3 13 9 119 4 7 116 15 329
8 3 3 17 0 5 6 144 3 4 116 27 336
7 3 11 19 2 18 12 144 2' 6 120 19 363
11 5 8 22 3 11 13 132 2 3 133 25 368
1 3 4 17 1 18 21 168 4 2 146 25 410
6 3 3 14 1 11 16 137 I 2 124 26 344
2 2 6 12 1 11 13 133 0 3 113 25 321
5 4 6 22 0 12 12 142 0 3 120 29 355
PM Peak Hr
Begins at
1630
VOLUMES : 25 14 26 72
7 58 62 581
9 13 523 95 1485
COMMENTS:
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET:
DATE: 2/11/97
WEST DR E/W STREET: EL CAMINO
REAL
DAY: TUESDAY
CITY: TUSTIN
FILENAME: 0270702A
15 Min
Period
Beg inn ing
Northbound Southbound Eastbound Westbound
NL NT NR SL ST SR EL ET ER WL WT WR
TOTAL
LANES:
6:00 ;NM
15AM
30 AM
45 AM
7:00 AM
15 AM
30 AM
45 AM
8:00 AM
15AM
30 AM
45 AM
9:00 AM
15 AM
30 AM
45AM
10:00 AM
15AM
30 AM
45 AM
I 0.5 0.5 ] 0..5 0.5 1 2 0 ] 2 0
7 1 1 1 1 2 5 37 11 9 40 2 117
4 1 I 0 0 1 1 22 4 9 25 0 68
8 0 3 0 2 0 1 50 14 13' 26 0 117
3 3 1 0 2 7 11 53 13 31 59 0 183
7 4 3 1 3 2 14 44 7 19 48 0 152
15 1 2 0 1 4 10 46 14 13 47 0 153
7 1 3 1 2 6 6 43 24 23 43 2 161
11 2 6 0 2 0 16 39 20 25 52 2 175
AM Peak Hr
Begins at
745
VOLUMES:
32 9 9 2 8 19 41 186
58 86 197 2
649
COMMENTS:
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET' WEST DR E/W STREET- EL CAMINO CITY' TUSTIN
REAL
DATE' 2/10/97 DAY' MONDAY FILENAME' 0270702P
--i~ Min Northbound Southbound Eastbound Westbound
Period
Beginning NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES' 1 0.5 0.5 I 0.5 0.5 1 2 0 1 2 0
2:00 PM
15 PM
30 PM
45 PM
3:00 PM
15 PM
30 PM
45 PM
4: O0 PM
15 PM
30 PM
45 PM
5:00 PM
15 PM
30 PM
45 PM
6:00 PM
15 PM
30 PM
'45 PM
27 8 2 4
33 9 3 5
39 4 8 5
39 5 8 6
38 5 8 6
31 6 10 8
31 7 5 5
28 6 8
5 25 45 77 31 22 87 9 342
8 18 50 67 40 31 91 7 362
8 28 45 83 41 34 91 8 394
9 38 41 99 45 36 88 9 423
8 28 46 89 38 35 92 8 401
5 25 41 83 30 24 91 18 372
8 29 47 79 37 25 87 18 378
352
6 10 24 46 68 38 25 83 10
PM Peak Hr
Beg ins at
1630
VOLUMES : 147 20 34 25 30 119 17~3
354 154 129 36243 1590
COMMENTS-
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET' EAST DR E/W STREET' EL CAMINO CITY: TUSTIN
REAL
DATE: 2/11/97 DAY: TUESDAY FILENAME: 0270703A
--i5 Min Northbound Southbound Eastbound Westbound
Period "
Beginning NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES· 0.5 0.5 1 1 .0.5 0.5 1 2 0 ! 2 0
6:00 AM
15 AM
30 AM
45 AM
7:00 AM
15 AM
30 AM
45 AM
8:00 AM
15 AM
30 AM
45 AM
9:00 AM
!5 AM
30 AM
45 AM
10:00 AM
15 AM
30 AM
45 AM
0 0 10 4 0 0 1 25
3 0 4 6 0 0 5 25
0 1 5 6 0 1 4 47
1 0 7 7 0 0 4 63
3 1 4 8 0 2 9 58
1 1 8 5 0 0 9 42
0 1 13 13 1 6 2 54
2 0 4 11 0 2 6 45
22 30 5 100
7 34 9 95
8 40 4 119
17 55 9 167
30' 88 10 218
12 45 17 142
20 52 17 180
13 53 16 159
AM Peak Hr
Beg ins at
745
VOLUMES =
5 3 32 33 I 8 24 217
!2
79 240 53 707
COMMENTS:
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET-
DATE' 2/10/97
EAST DR E/W STREET- EL CAMINO
REAL
DAY' MONDAY
CITY: TUSTIN
FILENAME: 0270703P
15 Min Northbound Southbound Eastbound Westbound
Period '
Beginning NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 0.5 0.5 ] 1 0.5 0.5 1 2 0 i 2 0
2:00 PM
15 PM
30 PM
45 PM
3:00 PM
15 PM
30 PM
45 PM
4:00 PM
15 PM
30 PM
45 PM
5:00 PM
15 PM
30 PM
45 PM
6:00 PM
15 PM
30 PM
45 PM
9
]6
11
8
13
14
17
15
3 56 12 2
2 64 13 2
4 71 15 5
4 80 21 10
6 86 16 6
7 71 .]5 4
I 65 13 5
3 54 ]1 3
5 7 97 9 77 ]02 21 400
7 9 105 11 85 116 27 457
5 11 108. 17 81 107 29 464
2 10 113 21 70 98 34 471
3 12 127 16 75 106 19 485
5 14 115 14 72 103 23 457
4 14 ]04 10 71 101 27 432
3 12 96 9 67 92 2] 386
PM Peak Hr
Begins at
1630
VOLUMES : 47 ]9 305 66 24 ]6 45 458 67 305 421 107 1880
COMMENTS:
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S SIREET-
DATE-2/11/97
YORBA ST/ E/W STREET- lST
PACIFIC ST ST
DAY' TUESDAY
CITY- TUSTIN
FILENAME- 0270704A
15 Min Northbound Southbound Eastbound Westbound
Period ..
Beg inn ing NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
--~ ...... i .... i .... i .... ~ .... i .... ~ .... i .... ~----~ .... i .... ~ .... ~ ........
6:00 AM
15AM
30 AM
45 AM
7:00 AM
15 AM
30 AM
45 AM
8:00 AM
15 AM
30 AM
45 AM
9:00 AM
15 AM
· 30 'AM
45 AM
10:00 AM
15AM
30 AM
45 AM
6 21. 5 12 17 21 3 62 5 4 74 20 250
15 24 6 23 23 30 4 83 1 11 97 27 344
16 33 13 16 29 26 12 102 6 7 166 21 447
21 33 8 15 36 53 17 98 9 7 184 37 518
15 34 9 20 28 36 16 111 7 13 163 19 471
15 28 5 26 24 42 9 124 10 7 176 28 494
13 22 8 26 24 24 11 140 10 7 127 23 435
8 11 2 34 27 16 9 98 7 4 93 39 348
AM 'Peak Hr
Begins at
730'
VOLUMES: 67 128 35 77 117 157 54 435 32 34 689 105 1930
COMMENTS-
Traffic Data Services, Inc.
TABU[AR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET:
DATE: 2/11/97
YORBA ST/ E/W STREET: 1ST
PACIFIC ST ST
DAY: TUESDAY
CITY: TUSTIN
FILENAME: 0270704P
15 Min Northbound Southbound Eastbound Westbound
Period
Beg inn ing NL NT NR SL' ST SR EL ET ER WL WT WR TOTAL
LANES: 1 1 1 1 1 1 I 2 0 1 2 0
2:00 PM
15 PM
30 PM
45 PM
3:00 PM
15 PM
30 PM
45 PM
4:00 PM
15 PM
30 PM
45 PM
5:00 PM
15 PM
30 PM
45 PM
6:00 PM
15 PM
30 PM
45 PM
9 39 9 22 27 12 14 132 14
12 27 12 26 27 14 16 140 9
14 42 9 22 19 16 22 196 15
13 55 10 31 29 19 16 174 15
17 43 8 18 10 16 18 179 21
12 57 11 32 18 15 19 193 19
9 41
14 43
3 124 27 432
9 111 37 440
8 138 35 536
6 118 33 519
3 132 26 491
8 139 47 570
8 17 24 13 14 152 14 13 145 50 500
5 31 20 13 15 156 11 7 131 41 487
PM Peak Hr
Begins at
1630
VOLUMES : 56 197 38 103 76 66 75 742 70 25 527 141 2116
COMMENTS:
Traffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET:
DATE' 2/12/97
STONEGLASS
E/W STREET' MAIN
ST
DAY: WEDNESDAY
CITY: TUSTIN
FILENAME' 0270705A
15 Min Northbound Southbound Eastbound Westbound
Period
Beg inn ing NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
.......................
1 1 1 1 1 1
6'00 AM
15 AM
30AM
45 AM
7:00 AM
15 AM
30 AM
45 AM
8'00 AM
15 AM
30 AM
45 AM
9'00 AM
15 AM
30 AM
45 AM
10'00 AM
15 AM
30 AM
45 AM
12 5 6 21 9 1 47 31 ]32
13 7 5 50 6 3 96 34 214
33 22 12 102 4 4 115 37 329
39 10 19 89 0 4 140 63 364
66 28 26 67 1 9 122 113 432
61 12 7 52 0 0 73 50 255
29 6 1 36 0 0 56 4 132
8 7 3 42 0 1 68 5 134
AM Peak Hr
Begins at
730
VOLUMES:
0 199
COMMENTS-
Traffic Data Services, Inc.
TABU[AR SUMMARY OF VEHICULAR TURNING MOVEMENTS
N/S STREET: STONEGLASS E/W STREET: MAIN
ST
DATE: 2/11/97 DAY'. TUESDAY
CITY: TUSTIN
FILENAME: 0270705P
15 Min Northbound Southbound Eastbound Westbound
Period "
Beg inn lng NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: I 1 1 1 1 1
2:00 PM
15 PM
30 PM
45 PM
3:00 PM
15 PM
30 PM
45 PM
4:00 PM
15 PM
30 PM
45 PM
5:00 PM
15 PM
30 PM
45 PM
6:00 PM
15 PM
30 PM
45 PM
19 3 9 100 85 18 234
19 2 3 83 85 19 211
11 2 13 137 79 17 259
21 4 6 125 85 24 265
23 6 12 151 91 19 302
22 1 11 148 86 27 295
25 2 16 110 77 19 249
8 3 5 89 71 13 189
PM Peak Hr
Begins at
1630
VOLUMES =
O' 0
0 77
0 13 42 561
0 341 87 1121
COMMENTS:
'Fraffic Data Services, Inc.
TABULAR SUMMARY OF VEHICULAR TURNING MOVEMENIS
N/S STREET' WALNUT E/W STREET' MCFADDEN CITY' TUSTIN
AVE ST
DATE' 2/11/97 DAY' TUESDAY FILENAME- 0270706A
--J~:~;n Northbound ~;Jt~bound Eastbound Wes~ounJ
Period
Beginning NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES- 2
6:00 AM
15 AM
30 AM
45 AM
7:00 AM
15 AM
30 AM
45 AM
8:00 AM
15 AM
30 AM
45 AM'
9:00 AM
15 AM
30 AM
45 AM
10:00 AM
15 AM
30 AM
45 AM
2 0 1 2
18 I 38 38 0 106 201
47 1 77 49 2 135 311
59 1 113 49 5 207 434
84 0 87 59 6 299 535
71 2 68 30 5 181 357
57 1 68 30 4 .159 319
30 2 56 26 0 108 222
34 0 64 25 1 t03 227
Begins at
730
VOLUMES : 271 0 4 0
0 0 336 168 20 846 0 1645
COMMENTS-