HomeMy WebLinkAbout01 GEN'L PLAN AMEND. 12-01-03AGENDA REPORT
Agenda Item
Reviewed:
City Manager
Finance Director
MEETING DATE: DECEMBER 1, 2003
TO:
FROM:
SUBJECT:
WILLIAM A. HUSTON, CITY MANAGER
COMMUNITY DEVELOPMENT DEPARTMENT
GENERAL PLAN AMENDMENT 03-001, ZONE CHANGE 03-001, AND
TENTATIVE TRACT MAP 16506
SUMMARY
A request by the Olson Company for a General Plan Amendment (GPA 03-001) to change
the land use designation from Public and Institutional to High Density Residential, a Zone
Change (ZC 03-001) to change the zoning designation from Commercial General (CG) to
Multiple Family Residential (R-3), and a Tentative Tract Map (TTM 16506) to subdivide the
existing lot into a condominium tract. The project will also include the execution of a
Housing Assistance Agreement by and between the Tustin Community Redevelopment
Agency and the site developer (The Olson Company) to assist in the creation of ten (10)
affordable units for a period of not less than forty-five (45) years. On November 10,
2003, the Planning Commission approved Design Review (DR 03-009) for design review
and site planning and recommended the City Council to approve GPA 03-001, ZC 03-001,
and TTM 16506 with conditions to ensure compliance with the Tustin City Code and the
Subdivision Map Act. (Owner: Dorothy Mauk, Triple D, LLC. Applicant: The Olson
Company)
RECOMMENDATION:
That the City Council:
Adopt Resolution No. 03-130 approving the Final Mitigated Negative Declaration as
adequate for General Plan Amendment 03-001, Zone Change 03-001, and
Tentative Tract Map 16506 for the development of sixty-three (63) condominium
units.
Adopt Resolution No.
change the land use
Residential.
03-131 approving General Plan Amendment 03-001 to
designation from Public and Institutional to High Density
City Council Report
December 1, 2003
GPA 03-001, ZC 03-011, and TTM 16506
Page 2 of 6
Introduce and have first reading of Ordinance No. 1282 approving Zone Change
03-001 to change the zoning designation from Commercial General (CG) to
Multiple Family Residential (R-3).
Adopt Resolution No. 03-132 approving Tentative Tract Map 16506 to subdivide
an existing 3.23 acre parcel into one (1) numbered lot and one (1) lettered lot for
the purpose of developing sixty-three (63) condominium ownership units.
FISCAL IMPACT:
The General Plan Amendment, Zone Change, and Tentative Tract Map are applicant-
initiated project. The applicant has paid applicable fees for the processing of these
applications.
ENVIRONMENTAL:
A Mitigated Negative Declaration has been prepared in conformance with the California
Environmental Quality Act (CEQA) and is attached as Exhibit A of Resolution 03-130
(Attachment C).
BACKGROUND:
The property is a 3.23 acre parcel currently improved with a commercial masonry
business (Tustin Block). The site is located to the east of Newport Avenue, between
Walnut Avenue and Sycamore Avenue. The site is surrounded by two-story apartments
to the east, a four-story local hospital to the south, Newport Avenue and commercial
developments to the west, and a shopping center to the north (Attachment A - Location
Map).
The project includes the demolition of an existing commercial masonry business (Tustin
Block) and the construction of a sixty-three (63) unit condominium complex. Necessary
entitlements include: a General Plan Amendment to amend the existing land use
designation from Public & Institutional (P&I) to High Density Residential to provide for
residential development on the project site, a Zone Change to change the zoning
designation from Commercial General (CG) to Multiple Family Residential (R-3) to
provide for multiple family residential development, a Tentative Tract Map to subdivide
the site into condominium tract, and Design Review for the review of building and site
design.
City Council Report
December 1, 2003
GPA 03-001, ZC 03-011, and TTM 16506
Page 3 of 6
On November 10, 2003, the Planning Commission recommended approval of the
General Plan Amendment, Zone Change, and Tentative Tract Map, and approved
Design Review 03-009 for the building and site design. The project will feature buildings
designed in a contemporary craftsman architectural theme and set up in rows branched
to the north and south of a main drive aisle; the front entrances face one another with a
common open space area and garages face one another on a common driveway. The
buildings are two stories in height along the main/front entrance area and three stories in
height along the rear or garage elevation. Plan 1 will have three bedrooms and two and
a half bathrooms for a total of 1,457 square feet; Plan 2 will have three bedrooms and
two and a half bathrooms with an optional storage/study area for a total of 1,640 square
feet (Attachment B - Submitted Plans).
Each unit will have a two-car garage per Tustin City Code Section 9226al(j), which
requires a minimum of two (2) covered parking spaces per unit. The site will also provide
a total of sixteen (16) guest parking spaces along the main drive isle in close proximity to
each building per the Tustin City Code, which requires a minimum of one (1) unassigned
open guest parking space for every four (4) units. Although the project complies with the
parking requirements for a multiple family housing project, the Planning Commission
indicated their concern that there may not be adequate number of parking spaces
available at the project site. A condition of approval is included in the resolution of
approval for the Tentative Tract Map to require residents to use the garages for parking
and include this requirement in the Covenants, Conditions, and Restrictions and
homebuyer notifications.
DISCUSSION
General Plan Amendment and Zone Change
The City's Land Use Element of the General Plan designates the property as
Public/Institutional (P&I). The P&I land use designation would allow for public, quasi-
public, and institutional uses such as churches, hospitals, community centers, libraries,
parks, and playgrounds. To accommodate the proposed residential project, a change in
the land use designation from P&I to High Density Residential would be required. The
High Density Residential land use designation provides for development of multiple
family dwellings at densities of fifteen (15) to twenty-five (25) dwelling units per acre.
The project would be built at nineteen (19) units per acre, less than the allowable
density. The site is bordered by areas designated as Public and Institutional at the
southern boundary, High Density Residential at the eastern boundary, and Community
Commercial at the northern boundary. The site is also in close proximity to other high
City Council Report
December 1,2003
GPA 03-001, ZC 03-011, and TTM 16506
Page 4 of 6
density residential properties. However, contrary to rental properties existing in close
proximity to the site, the site will be developed as for-sale housing and thus increase
ownership opportunities in the area.
The property is zoned Commercial General (CG). To accommodate the proposed project,
a change in the zoning designation to Multiple Family Residential (R-3) District would be
required. The site is surrounded by P&I to the south, R-4 zoned lots to the east, and CG
to the north. The zone change to Multiple Family Residential (R-3) District would be
compatible with existing multiple family residential (R-3) uses located to the east of the
site.
Land Use Policy 1.1 of the Tustin General Plan provides for compatible multi-family
development to meet regional housing needs where best suited from the standpoint of
current development, accessibility, transportation, and public facilities. Since the project
would increase percentage of ownership housing consistent with Goal 3 of the Housing
Element, the project is accessible through the City's current street system, and the
project could be supported with existing transportation and public facilities, the proposed
general plan amendment and zone change could be supported.
In addition, the site is identified in the Housing Element (Table H-15) as an underutilized
land suitable for housing development. Although no density bonus is requested where
the applicant would be required by code to provide affordable units, the project would
include ten (10) affordable units with the assistance of redevelopment loans (see
discussion below on affordable housing requirement). Therefore, the City will meet its
housing objective to create affordable units at the subject site as identified in the
Housing Element.
Tentative Tract Map
The project includes a subdivision map to accommodate the condominium plan. The
Circulation Element of the General Plan classifies Newport Avenue as a Modified Major
arterial highway which calls for an ultimate six (6) lane highway. Newport Avenue is
currently improved with four (4) vehicle lanes. Since the project includes the subdivision
of the site for condominium purposes, Section 9331 of the Tustin City Code authorizes,
as a condition of approval of a tentative map, a dedication of land to widen Newport
Avenue to a Modified Major arterial highway from the centerline of Newport Avenue to
the project frontage along Newport Avenue. Therefore, the applicant will be required to
dedicate a ten (10) foot wide strip of land and construct street improvements along the
project frontage such that the distance from centerline to the property line is sixty (60)
City Council Report
December 1, 2003
GPA 03-001, ZC 03-011, and 'I-I'M 16506
Page 5 of 6
feet and would accommodate three (3) northbound vehicle travel lanes (Condition No.
3.1 of Planning Commission Resolution No. 3900).
Affordable Housing Requirements
The project will also include the execution of a Housing Assistance Agreement by and
between the Tustin Community Redevelopment Agency and the site developer (The
Olson Company) which will authorize the issuance of two (2) loans in an amount not to
exceed $2,119,960 to assist in the creation of ten (10) affordable units for a period of
not less than forty-five (45) years.
The City's Housing Element has established a goal to: "Provide an adequate supply of
housing to meet the City's need for a variety of housing types to meet the diverse socio-
economic needs of all community residents" (Goal 1). Policy 1.12 encourages incentives
to assist in the development of affordable housing by using the tax increment housing set
aside funds. The proposed project would achieve the above goal and policy by providing
ten (10) affordable housing units. Of the ten (10) units, six (6) units will be set aside for
Moderate Income households and four (4) units will be set aside for Very Low Income
households. Affordable units mean units set aside for-sale to and occupancy by
qualified households. Qualified households means Very Low Income or Moderate
Income households whose monthly housing cost (principal and interest, home owner
association fee, allowance for utilities, taxes, and insurance) does not exceed thirty (30)
percent of fifty (50) percent or 120 percent of the area median income adjusted for
household size, respectively.
Condition No. 1.10 of Planning Commission Resolution No. 3901 (DR 03-009) approved
on November 10, 2003, requires the applicant to enter into a Housing Assistance
Agreement. The Housing Assistance Agreement would outline the terms of
affordability, number and types of affordable units, income groups, incentives provided
by the City, and other provisions to ensure implementation and compliance with the
affordable housing laws which pertain to the financing of this development.
Environmental Analysis
A Final Negative Declaration has been prepared for this project (Attachment A of
Resolution No. 03-130). The attached Initial Study discusses potential impact categories
and appropriate mitigation measures. Any potential impacts can be mitigated to a level of
insignificance and mitigation measures have been included as conditions of approval.
City Council Report
December 1, 2003
GPA 03-001, ZC 03-011, and TTM 16506
Page 6 of 6
The public comments period for the environmental documents was from October 17, 2003,
to November 5, 2003. No comments were received during the public review period.
~J~tina Willkom
Associate Planner
Community Development Director
Attachments:
B.
C.
D.
Location Map
Submitted Plans
Resolution No. 03-130 and Exhibit A (Negative Declaration)
Resolution No. 03-131 and Exhibit A (General Plan Land Use
Map Amendment)
Ordinance No. 1282 and Exhibit A (Zoning Map Amendment)
Resolution No. 03-132 (Tentative Tract Map)
ATTACHMENT A
Location Map
LOCATION MAP
PROJECT NO.
ADDRESS
GPA 03-00t, ZC 03-001, TTM 16506,
AND DR 03-009
14552 NEWPORT AVENUE
TUSTIN, CA
ATTACHMENT B
Submitted Plans
SHOPPING CENTER
SHOPPING CENTER
PARKING LOT
TABULATION:
Conceptual Site Plan
Tust~n 63
Tusttn, california
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i
f
I
I
ATTACHMENT C
Resolution No. 03-130 and Exhibit A (Negative Declaration)
RESOLUTION NO. 03-130
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
TUSTIN, CALIFORNIA ADOPTING THE FINAL MITIGATED
NEGATIVE DECLARATION AS ADEQUATE FOR GENERAL
PLAN AMENDMENT 03-001, ZONE CHANGE 03-001, AND
TENTATIVE TRACT MAP 16506, AS REQUIRED BY THE
CALIFORNIA ENVIRONMENTAL QUALITY ACT.
The City Council of the City of Tustin does hereby resolve as follows:
I. The City Council finds and determines as follows:
That General Plan Amendment 03-001, Zone Change 03-001, and
Tentative Tract Map 16506 are considered "projects" pursuant to the terms
of the California Environmental Quality Act; and
Bo
An Initial Study and a Mitigated Negative Declaration have been prepared
for this project and distributed for public review. The Initial Study/Mitigated
Negative Declaration evaluated the implications of the proposed
development.
The City Council of the City of Tustin has considered evidence presented
by the Community Development Director and other interested parties with
respect to the subject Mitigated Negative Declaration.
The City Council has evaluated the proposed Mitigated Negative
Declaration and determined that with incorporation of the mitigation
measures, the project would not have a significant effect on the
environment.
I1.
A Final Mitigated Negative Declaration, attached hereto as Exhibit A, has been
completed in compliance with CEQA and state guidelines. The City Council has
received and considered the information contained in the Mitigated Negative
Declaration prior to approving General Plan Amendment 03-001, Zone Change 03-
001, and Tentative Tract Map 16506 and found that it adequately discusses the
environmental effects of the proposed project. On the basis of the initial study and
comments received during the public hearing process, the City Council finds that
there will not be a significant effect as a result of the project.
The City Council hereby adopts the Final Mitigated Negative Declaration for
General Plan Amendment 03-001, Zone Change 03-001, and Tentative Tract Map
16506. In addition, the City Council finds that the project involves no potential for
any adverse effect, either individually or cumulatively, on wildlife resources as
defined in Section 711.2 of the Fish and Games Code.
Resolution No. 03-130
Page 2
PASSED AND ADOPTED at a regular meeting of the Tustin City Council, held on the 1st
day of December, 2003.
TRACY WORLEY HAGEN
MAYOR
PAMELA STOKER, CITY CLERK
STATE OF CALIFORNIA )
COUNTY OF ORANGE )
CITY OF TUSTIN )
SS
CERTIFICATION FOR RESOLUTION NO. 03-130
PAMELA STOKER, City Clerk and ex-officio Clerk of the City Council of the City of Tustin,
California, does hereby certifij that the whole number of the members of the City Council of
the City of Tustin is five; that the above and foregoing Resolution No. 03-130 was duly
passed and adopted at a regular meeting of the Tustin City Council, held on the 1st day of
December, 2003, by the following vote:
COUNCILMEMBER AYES:
COUNCILMEMBER NOES:
COUNCILMEMBER ABSTAINED:
COUNCILMEMBER ABSENT:
Pamela Stoker, City Clerk
EXHIBIT A OF RESOLUTION NO. 03-130
COMMUNITY DEVELOPMENT DEPARTMENT
300 Centennial V/ay, Tustin, CA 92780
(714) 573-3100
NEGATIVE DECLARATION
Project Title: GPA 03-001, ZC 03-001, TTM 16506, DR 03-009
Project Location: 14552 Newport Avenue, Tustin, Orange County, Califomia.
Project Description: A General Plan Amendment to change the land use designation from Public and Institutional to High
Density Residential, a Zone Change to change the zoning designation from Commercial General (CG) to Multiple Family
Residential (R-3), a Tentative Tract Map to subdivide the existing lot into a condominium tract, and a Design Review to
construct sixty-three (63) condominium units. The project will also include the execution of a Housing Assistance
Agreement by and between the Tustin Community Redevelopment Agency and the site developer (The Olson Company)
which will authorize the issuance of the Redevelopment Agency's loan in the in the amount not to exceed $2,119,960 to
assist in the creation of ten (10) affordable units for a period of not less than forty-five (45) years.
Project Proponent: The Olson Company, 3020 Old Ranch Parkway fi400, Seal Beach, CA 90740-2751
Lead Agency Contact Person: Justina Willkom
Telephone: (714) 573-3174
The Community Development Department has conducted an Initial Study for the above project in accordance
with the City of Tustin's procedures regarding implementation of the California Environmental Quality Act,
and on the basis of that study hereby finds:
That there is no substantial evidence that the project may have a significant effect on the environment.
That potential significant effects were identified, but revisions have been included in the project plans
and agreed to by the applicant that would avoid or mitigate the effects to a point where clearly no
significant effects would occur. Said Mitigation Measures are included in Attachment A of the Initial
Study which is attached hereto and incorporated herein.
Therefore, the preparation of an Environmental Impact Report is not required.
The Initial Study which provides the basis for this determination is attached and is on file at the Community
Development Department, City of Tustin. The public is invited to comment on the appropriateness of this
Negative Declaration during the review period, which begins with the public notice of Negative Declaration and
extends for twenty (20) calendar days. Upon review by the Community Development Director, this review
period may be extended if deemed necessary.
REVIEW PERIOD ENDS 4:00 P.M. ON NOVEMBER 5, 2003
Date October 17, 2003
Elizabeth A. Binsack
Community Development Director
COMMUNITY DEVELOPMENT DEPARTMENT
300 Centennial Way, Tustin, CA 92780
(714) 573-3100
INITIAL STUDY
Ae
BACKGROUND
Project Title:
General Plan Amendment 03-001, Zone Change 03-001, Tentative Tract Map
16506, and Design Review 03-009
Lead Agency:
City of Tustin
300 Centennial Way
Tustin, California 92780
Lead Agency
Contact Person:
Justina Willkom
Phone: (714) 573-3174
Project Location:
14552 Newport Avenue, Tustin, CA 92780
Project Sponsor's
Name and Address:
The Olson Company, 3020 Old Ranch Parkway g400, Seal Beach, CA 90740
General Plan Designation: Public and Institutional (P&I)
Zoning Designation:
Commercial General (CG)
Project Description: A General Plan Amendment to change the land use designation from Public and Institutional
to High Density Residential, a Zone Change to change the zoning designation from Commercial General (CG) to
Multiple Family Residential (R-3), a Tentative Tract Map to subdivide the existing lot into a condominium h-act, and
a Design Review to construct sixty-three (63) condominium units. The project will also include the execution of a
Housing Assistance Agreement by and between the Tustin Community Redevelopment Agency and the site
developer (The Olson Company) which will authorize the issuance of Redevelopment Agency's loan in the in the
amount not to exceed $2,119,960 to assist in the creation of ten (10) affordable units for a period of not less than
forty-five (45) years.
Surrounding Uses:
North: Shopping Center East:
South: Hospital West:
Other public agencies whose approval is required:
[] Orange County Fire Authority []
[] Orange County Health Care Agency []
[] South Coast Air Quality Management []
District
Other
Multi-family Residential
Newport Avenue
Developments
City of Irvine
City of Santa Aha
Orange County
EMA
and Commercial
B. ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED
The environmental factors checked below would be potentially affected by this project, involving at least one
impact that is a "Potentially Significant Impact" as indicated by the checklist in Section D below.
[--]Land Use and Planning
[--]Population and Housing
[--]GeolOgical Problems
[--]Water
[--]Air Quality
[-]Transportation & Circulation
[--]Biological Resources
]--]Energy and Mineral Resources
[-']Hazards
l--]Noise
[~]Public Services
[--]Utilities and Service
Systems
[--]Aesthetics
I-]Cultural Resources
[--]Recreation
[--]Mandatory Findings of
Significance
C. DETERMINATION:
On the basis of this initial evaluation:
[] I find that the proposed project COULD NOT have a significant effect on the environment, and a
NEGATIVE DECLARATION will be prepared.
I find that although the proposed project could have a significant effect on the environment, there will
not be a significant effect in this case because the mitigation measures described on an attached sheet
have been added to the project. A NEGATIVE DECLARATION will be prepared.
I find that the proposed project MAY have a significant effect on the environment, and an
ENVIRONMENTAL IMPACT REPORT is required.
I find that the proposed project MAY have a significant effect(s) on the environment, but at least one
effect 1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and
2) has been addressed by mitigation measures based on the earlier analysis as described on attached
sheets, if the effect is a "Potentially Significant Impact" or "Potentially Significant Unless Mitigated."
An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that
remain to be addressed.
I find that although the proposed project could have a significant effect on the environment, there WILL
NOT be a significant effect in this case because all potentially significant effects 1) have been analyzed
adequately in an earlier EIR pursuant to applicable standards, and 2) have been avoided or mitigated
pursuant to that earlier EIR, including revisions or mitigation measures that are imposed upon the
proposed project.
I find that although the proposed project could have a significant effect on the environment, there WILL
NOT be a significant effect in this case because all potentially significant effects 1) have been analyzed
adequately in an earlier NEGATIVE DECLARATION pursuant to apPlicable standards, and 2) have
been avoided or mitigated pursuant to that earlier NEGATIVE DECLARATION, including revisions or
mitigation measures that are imposed upon the proposed project.
Preparer: Justina Willkom
Elizabetk A. Binsack. Community Development Director
Title Associate Planner
Date
1)
2)
3)
4)
5)
6)
7)
8)
9)
D. EVALUATION OF ENVIRONMENTAL IMPACTS
Directions
A brief explanation is required for all answers except "No Impact" answers that are adequately supported by the
information sources a lead agency cites in the parentheses following each question. A "No Impact" answer is
adequately supported if the referenced information sources show that the impact simply does not apply to projects
like the one involved (e.g. the project falls outside a fault rupture zone). A "No Impact" answer should be
explained where it is based on project-specific factors and general standards (e.g. the project will not expose
sensitive receptors to pollutants, based on a project-specific screening analysis).
All answers must take into account the whole action involved, including off-site, on-site, cumulative project level,
indirect, direct, construction, and operational impacts.
Once the lead agency has determined that a particular physical impact may occur, the checklist answers must
indicate whether the impact is potentially significant, less than significant with mitigation, or less than significant.
"Potentially Significant Impact" is appropriate if there is substantial evidence that an effect may be significant. If
there are one or more "Potentially Significant Impact" entries when the determination is made, an EIR is'required.
"Negative Declaration: Less Than Significant With Mitigation Incorporated" applies where the incorporation of
mitigation measures has reduced an effect from "Potentially Significant Impact" to a "Less than Significant
Impact." The lead agency must describe the mitigation measures, and briefly explain how they reduce the effect
to a less than significant level (mitigation measures from Section XVII, "Earlier Analyses," may be cross-
referenced).
Earlier analyses may be used where, pursuant to the tiering, program EIR, or other CEQA process, an.effect has
been adequately analyzed in an earlier EIR or negative declaration. Section 15063 (c) (3)(D). In this case, a brief
discussion should identify the following:
a) Earlier Analysis Used. Identify and state where they are available for review.
b)
Impacts Adequately Addressed. Identify which effects from the above checklist were within the scope of
and adequately analyzed in an earlier document pursuant to applicable legal standards, and state whether
such effects were addressed by mitigation measures based on the earlier analysis.
c)
Mitigation Measures. For effects that are "Less than Significant with Mitigation Measures Incorporated,"
describe the mitigation measures which were incorporated or refined from the earlier document and the
extent to which they address site-specific conditions for the project.
Lead agencies are encouraged to incorporate into the checklist references to information sources for potential
impacts (e.g. general plans, zoning ordinances). Reference to a previously prepared or outside document should,
where appropriate, include a reference to the page or pages where the statement is substantiated.
Supporting Information Sources: A source list should be attached, and other sources used or individuals
contacted should be cited in the discussion.
This is only a suggested form, and lead agencies are free to use different formats; however, lead agencies
normally address the questions from this checklist that are relevant to a project's environmental effects in
whatever format is selected.
The explanation of each issue should identify:
a) the significance criteria or threshold, if any, used to evaluate each question; and,
b) the mitigation measure identified, if any, to reduce the impact to less than significance.
I. AESTHETICS - Would the project:
a) Have a substantial adverse effect on a scenic vista?
b) Substantially damage scenic resources, including, but not
limited to, trees, rock outcroppings, and historic buildings
within a state scenic highway?
c) Substantially degrade the existing visual character or
quality of the site and its surroundings?
d) Create a new source of substantial light or glare, which
would adversely affect day or nighttime views in the area?
II. AGRICULTURE RESOURCES: In determining
whether impacts to agricultural resources are significant
environmental effects, lead agencies may refer to the
California Agricultural Land Evaluation and Site Assessment
Model (1997) prepared by the California Dept. of
Conservation as an optional model to use in assessing impacts
on agriculture and farmland. Would the project:
a) Convert Prime Farmland, Unique Farmland, or Farmland
of Statewide Importance (Farmland), as shown on the maps
prepared pursuant to the Farmland Mapping and Monitoring
Program of the California Resources Agency, to non-
agricultural use?
b) Conflict with existing zoning for agricultural use, or a
Williamson Act contract?
c) Involve other changes in the existing environment, which,
due to their location or nature, could result in conversion of
Farmland, to non-agricultural use?
IlL AIR QUALITY: Where available, the significance
criteria established by the applicable air quality management
or air pollution control district may be relied upon to make the
following determinations. Would the project:
a) Conflict with or obstruct implementation of the applicable
air quality plan?
b) Violate any air quality standard or contribute substantially
to an existing or projected air quality violation?
c) Result in a cumulatively considerable net increase of any
criteria pollutant for which the project region is non-
attainment under an applicable federal or state ambient air
quality standard (including releasing emissions, which exceed
quantitative thresholds for ozone precursors)?
d) Expose sensitive receptors to substantial pollutant
concentrations?
e) Create objectionable odors affecting a substantial number
of people?
Potentially
Significant
Impact
Less Than
Significant
With
Mitigation
Incorporation
Less Than
Significant
Impact No Impact
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
IV. BIOLOGICAL RESOURCES: - Would the project:
a) Have a substantial adverse effect, either directly or
through habitat modifications, on any species identified as a
candidate, sensitive, or special status species in local or
regional plans, policies, or regulations, or by the California
Department ofFish and Game or U.S. Fish and Wildlife
Service?
b) Have a substantial adverse effect on any riparian habitat
or other sensitive natural community identified in local or
regional plans, policies, regulations or by the California
Department ofFish and Game or U.S. Fish and Wildlife
Service?
c) Have a substantial adverse effect on federally protected
wetlands as defined by Section 404 of the Clean Water Act
(including, but not limited to, marsh, vernal pool, coastal, etc.)
through direct removal, filling, hydrological interruption, or
other means?
d) Interfere substantially with the movement of any native
resident or migratory fish or wildlife species or with
established native resident or migratory wildlife corridors, or
impede the use of native wildlife nursery sites?
e) Conflict with any local policies or ordinances protecting
biological resources, such as a tree preservation policy or
ordinance?
f) Conflict with the provisions of an adopted Habitat
Conservation Plan, Natural Community Conservation Plan, or
other approved local, regional, or state habitat conservation
plan?
V. CULTURAL RESOURCES: - Would the project:
a) Cause a substantial adverse change in the significance of
a historical resource as defined in § 15064.5?
b) Cause a substantial adverse change in the significance of
an archaeological resource pursuant to § 15064.5?
c) Directly or indirectly destroy a unique paleontological
resource or site or unique geologic feature?
d) Disturb any human remains, including those interred
outside of formal cemeteries?
V1. GEOLOGY AND SOILS:- Would the project:
a) Expose people or structures to potential substantial
adverse effects, including the risk of loss, injury, or death
involving:
Potentially
Significant
Impact
Less Than
Significant
With
Mitigation
Incorporation
Less Than
Significant
Impact No Impact
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
i) Rupture of a known earthquake fault, as delineated on the
most recent Alquist-Priolo Earthquake Fault Zoning Map
issued by the State Geologist for the area or based on other
substantial evidence of a known fault? Refer to Division of
Mines and Geology Special Publication 42.
ii) Strong seismic ground shaking?
iii) Seismic-related ground failure, including liquefaction?
iv) Landslides?
b) Result in substantial soil erosion or the loss of topsoil?
c) Be located on a geologic unit or soil that is unstable, or
that would become unstable as a result of the project, and
potentially result in on- or off-site landslide, lateral spreading,
subsidence, liquefaction or collapse?
d) Be located on expansive soil, as defined in Table 18-1-B
of the Uniform Building Code (2001), creating substantial
risks to life or property?
e) Have soils incapable of adequately supporting the use of
septic tanks or alternative waste water disposal systems where
sewers are not available for the disposal of waste water?
VII. HAZARDS AND HAZARDOUS MATERIALS:
Would the project:
a) Create a significant hazard to ~he public or the
environment through the routine transport, use, or disposal of
hazardous materials?
b) Create a significant hazard to the public or the
environment through reasonably foreseeable upset and
accident conditions involving the release of hazardous
materials into the environment?
c) Emit hazardous emissions or handle hazardous or acutely
hazardous materials, substances, or waste within one-quarter
mile of an existing or proposed school?
d) Be located on a site which is included on a list of
hazardous materials sites compiled pursuant to Government
Code Section 65962.5 and, as a result, would it create a
significant hazard to the public or the environment?
e) For a project located within an airport land use plan
where such a plan has not been adopted, within two miles of a
public airport or public use airport, would the project result in
a safety hazard for people residing or working in the project
area?
f) For a project within the vicinity of a private airstrip,
would the project result in a safety hazard for people residing
or working in the nmiect area?
Potentially
Significant
Impact
Less Than
Significant
With
Mitigation
Incorporation
Less Than
Significant
Impact
No Impact
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
g) Impair implementation of or physically interfere with an
adopted emergency response plan or emergency evacuation
plan?
h) Expose people or structures to a significant risk of loss,
injury or death involving wildland fires, including where
wildlands are adjacent to urbanized areas or where residences
are intermixed with wildlands?
VIII. HYDROLOGY AND WATER QUALITY: - Would
the project:
a) Violate any water quality standards or waste discharge
requirements?
b) Substantially deplete groundwater supplies or interfere
substantially with groundwater recharge such that there would
be a net deficit in aquifer volume or a lowering of the local
groundwater table level (e.g., the production rate of pre-
existing nearby wells would drop to a level which would not
support existing land uses or planned uses for which permits
have been granted)?
c) Substantially alter the existing drainage pattern of the site
or area, including through the alteration of the course of a
stream or river, in a manner which would result in substantial
erosion or siltation on- or off-site?
d) Substantially alter the existing drainage Pattern of the site
or area, including through the alteration of the course of a
stream or river, or substantially increase the rate or amount of
surface runoffin a manner, which would result in flooding on-
or off-site?
e) Creme or contribute runoffwater which would exceed the
capacity of existing or planned stormwater drainage systems
or provide substantial additional sources of polluted runoff'?.
f) Otherwise substantially degrade water quality?
g) Place housing within a 100-year flood hazard area as
mapped on a federal Flood Hazard Boundary or Flood
Insurance Rate Map or other flood hazard delineation map?
h) Place within a 100-year flood hazard area structures
which would impede or redirect flood flows?
i) Expose people or structures to a significant risk of loss,
injury or death involving flooding as a result of the failure ora
levee or dam?
j) Inundation by seiche, tsunami, or mudflow?
k) Potentially impact stormwater runoff from construction
activities?
Potentially
Significant
Impact
Less Than
Significant
With
Mitigation
Incorporation
Significant
Impact No Impact
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
[] [] [] []
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1) Potentially impact stormwater runoff from post-
construction activities?
m) Result in a potential for discharge of stormwater
pollutants from areas of material storage, vehicle or equipment
fueling, vehicle or equipment maintenance (including
washing), waste handling, hazardous materials handling or
storage, delivery areas, loading docks or other outdoor work
areas?
n) Result in a potential for discharge of stormwater to affect
the beneficial uses of the receiving waters?
o) Create the potential for significant changes in the flow
velocity or volume of stormwater runoff to cause
environmental harm?
p) Create significant increases in erosion of the project site
or surrounding areas?
IX. LAND USE AND PLANNING - Would the project:
a) Physically divide an established community?
b) Conflict with any applicable land use plan, policy, or
regulation of an agency with jurisdiction over the project
(including, but not limited to the general plan, specific plan,
local coastal program, or zoning ordinance) adopted for the
purpose of avoiding or mitigating an environmental effect?
c) Conflict with any applicable habitat conservation plan or
natural community conservation plan?
X. MINERAL RESOURCES- Would the project:
a) Result in the loss of availability of a known mineral
resource that would be of value to the region and the residents
of the state?
b) Result in the loss of availability of a locally important
mineral resource recovery site delineated on a local general
plan, specific plan or other land use plan?
Xl. NOISE-
Would the project result in:
a) Exposure of persons to or generation of noise levels in
excess of standards established in the local general plan or
noise ordinance, or applicable standards of other agencies?
b) Exposure of persons to or generation of excessive
groundborne vibration or groundborne noise levels?
Potentially
Significant
Impact
Less Than
Significant
With
Mitigation
Incorporation
Less Than
Significant
Impact
No Impact
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
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[]
c) A substantial permanent increase in ambient noise levels
in the project vicinity above levels existing without the
project?
d) A substantial temporary or periodic increase in ambient
noise levels in the project vicinity above levels existing
without the project?
e) For a project located within an airport land use plan or,
where such a plan has not been adopted, within two miles of a
public airport or public use airport, would the project expose
people residing or working in the project area to excessive
noise levels?
f) For a project within the vicinity of a private airstrip,
would the project expose people residing or working in the
project area to excess noise levels?
XII.POPULATION AND HOUSING - Would the project:
a) Induce substantial population growth in an area, either
directly (for example, by proposing new homes and
businesses) or indirectly (for example, through extension of
roads or other infrastructure)?
b) Displace substantial numbers of existing housing,
necessitating the construction of replacement housing
elsewhere?
c) Displace substantial numbers of people, necessitating the
construction of replacement housing elsewhere?
XIII. PUBLIC SERVICES
a) Would the project result in substantial adverse physical
impacts associated with the provision of new or physically
altered governmental facilities, need for new or physically
altered governmental facilities, the construction of which
could cause significant environmental impacts, in order to
maintain acceptable service ratios, response times or other
performance objectives for any of the public services:
Fire protection?
Police protection?
Schools?
Parks?
Other public facilities?
Less Than
Signifcant
Potentially With
Significant Mitigation
Impact Incorporation
Less Than
Significant
Impact No Impact
[] [] [] []
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XIV. RECREATION-
a) Would the project increase the use of existing
neighborhood and regional parks or other recreational
facilities such that substantial physical deterioration of the
facility would occur or be accelerated?
b) Does the project include recreational facilities or require
the construction or expansion of recreational facilities which
might have an adverse physical effect on the environment?
XV. TRANSPORTATION/TRAFFIC - Would the project:
a) Cause an increase in traffic which is substantial in relation
to the existing traffic load and capacity of the street system
(i.e. result in a substantial increase in either the number of
vehicle trips, the volume to capacity ratio on roads, or
congestion at intersections)?
b) Exceed, either individually or cumulatively, a level of
service standard established by the county congestion
management agency for designated roads or highways?
c) Result in a change in air traffic patterns, including either
an increase in traffic levels or a change in location that results
in substantial safety risks?
d) Substantially increase hazards due to a design feature (e.g.
sharp curves or dangerous intersections) or incompatible uses
(e.g., farm equipment)?
e) Result in inadequate emergency access?
f) Result in inadequate parking capacity?
g) Conflict with adopted policies, plans, or programs
supporting alternative transportation (e.g., bus turnouts,
bicycle racks)?
XVI. UTILITIES AND SERVICE SYSTEMS -
Would the project:
a) Exceed wastewater treatment requirements of the
applicable Regional Water Quality Control Board?
b) Require or result in the construction of new water or
wastewater treatment facilities or expansion of existing
facilities, the construction of which could cause significant
environmental effects?
c) Require or result in the construction of new storm water
drainage facilities or expansion of existing facilities, the
construction of which could cause significant environmental
effects?
Potentially
Significant
Impact
Less Than
Significant
With
Mitigation
Incorporation
Less Than
Significant
Impact
Nolmpact
[]
[]
[]
[]
[]
[]
[]
d) Have sufficient water supplies available to serve the
project from existing entitlements and resources, or are new or
expanded entitlements needed?
e) Result in a determination by the wastewater treatment
provider which serves or may serve the project that it has
adequate capacity to serve the project's projected demand in
addition to the provider's existing commitments?
f) Be served by a landfill with sufficient permitted capacity
to accommodate the project's solid waste disposal needs?
g) Comply with federal, state, and local statutes and
regulations related to solid waste?
XVII. MANDATORY FINDINGS OF SIGNIFICANCE
a) Does the project have the potential to degrade the quality
of the environment, substantially reduce the habitat of a fish or
wildlife species, cause a fish or wildlife population to drop
below self-sustaining levels, threaten to eliminate a plant or
animal community, reduce the number or restrict the range of
a rare or endangered plant or animal or eliminate important
examples of the major periods of California history or
prehistory?
b) Does the project have impacts that are individually
limited, but cumulatively considerable? ("Cumulatively
considerable" means that the incremental effects of a project
are considerable when viewed in connection with the effects
of past projects, the effects of other current projects, and the
effects of probable future projects)?
c) Does the project have environmental effects, which will
cause substantial adverse effects on human beings, either
directly or indirectly?
Potentially
Significant
Impact
[]
[]
[]
Less Than
Significant
With
Mitigation
Incorporation
Less Than
Significant
Impact
No Impact
[]
[]
[]
[]
[]
[]
EVALUATION OF ENVIRONMENTAL IMPACTS
GENERAL PLAN AMENDMENT 03-001, ZONE CHANGE 03-001, TENTATIVE TRACT
MAP 16506, AND DESIGN REVIEW 03-009
THE OLSON COMPANY
TUSTIN PLACE
14552 NEWPORT AVENUE
BACKGROUND
The property is currently improved with a commercial masonry business (Tustin Block) and is
surrounded by apartment complexes to the East, a local hospital to the South, Newport Avenue
and commercial developments to the West, and a shopping center to the North.
The project includes the construction of a sixty-three (63) unit condominium complex, of which ten
(10) units will be set aside for affordable housing, a General Plan Amendment to amend the
existing land use designation from Public & Institutional (P&I) to High Density Residential to
provide for residential development on the project site, a Zone Change to change the zoning
designation from Commercial General (CG) to Multiple Family Residential (R-3) to provide for
multiple family residential development, a Tentative Tract Map to subdivide the site into
condominium tract, and a Design Review for the review of building design, site planning, and
site development. The project will include the construction of 103,320 square feet of residential
development. Two floor plans are proposed. Plan 1 will be 1,457 square feet and Plan 2 will be
1,640 square feet for Plan 2.
The project will also include the execution of a Housing Assistance Agreement by and between
the Tustin Community Redevelopment Agency and the site developer (The Olson Company)
which will authorize the issuance of a loan in the in the amount not to exceed $2,119,960 to
assist in the creation of ten (10) affordable units for a period of not less than forty-five (45)
years.
1. AESTHETICS
Items a & b - No Impact:
The property is 3.23 acres occupied by a commercial masonry business and is surrounded by
developed parcels. The property is not located on a scenic vista or within a State scenic
highway, thus would not damage scenic resources such as trees, rock outcroppings, or
historical buildings within a State scenic highway.
Mitigation Measures/Monitoring Required: None Required.
Item c - Less Than Significant Impact
Tustin Place
GPA 03-001, ZC 03-001, TTM 16506, DR 03-009
Page 2 of 12
The property is currently improved and occupied by a commercial masonry business. The
construction of a three-story housing project would change the visual character of the site and
its surroundings. However, the impact would be less than significant since the site is
surrounded by a four-story medical plaza to the South, two-story apartment complexes to the
East, a shopping center to the North, and the project would be designed in a residential style
that is consistent with the design, development standards, and landscaping standards for the
area. The proposed building heights of two stories along the front elevations and three
stories along the rear or garage elevations are compatible with the four-story medical
plaza/hospital and the two-story apartments to the rear of the lot. The earth tones exterior
colors and the craftsman design are consistent with other structures in the vicinity in that
wood sidings used to complement the shopping center to the north of the site.
Item d - Less Than Significant Impact with Mitigation Incorporated
The proposed new condominium complex would generate new light sources with installation
of new exterior lighting for landscape areas, patios, and parking areas. However, the new
sources of light would not adversely affect day- or night-time views in the area since the
amount of lights would be commensurate with a typical residential project and would be
required to comply with the City's security standards and all lights would be arranged so that
no direct rays would shine onto adjacent property.
Mitigation Measures/Monitoring Required:
At building plan check the applicant shall submit a photometric study for buildings and
common area lighting and shall ensure that lighting be of a typical residential level and
shall be arranged so that direct rays do not shine on adjacent properties, subject to the
review and approval of the Community Development Director.
2. AGRICULTURAL RESOURCES
Items a, b & c - No Impact:
The proposed project will be located on a site that is currently improved and occupied by a
masonry business and surrounded by developed residential apartment buildings, hospital and
medical office buildings, and a shopping center. The proposed project is not located on a
property designated as Prime farmland, Unique farmland, or Farmland of Statewide
Importance, nor is it located within a property zoned for agricultural use, or a Williamson Act
contract; therefore, the project will have no impacts on any Prime or Unique Farmland, or
Farmland of Statewide Importance, nor will it conflict with existing zoning for agricultural use,
or a Williamson Act contract. The proposed project will not result in conversion of farmland to
a non-agricultural use.
Mitigation Measures/Monitoring Required: None Required
Sources;
Tustin General Plan
Field Inspection
Submitted Plans
Tustin Place
GPA 03-001, ZC 03-001, TTM 16506, DR 03-009
Page 3 of 12
Tustin City Code
3. AIR QUALITY
Items a, b, c, d & e - Less Than Significant Impact:
The project will temporarily increase the amount of short-term emissions to the area due to
grading of the property and construction activities. Since the site is relatively flat, only minor
grading will be required. The project is below the thresholds of significance established by
Tables 6-2 (operation thresholds) and 6-3 (construction thresholds) of the Air Quality
Management District's CEQA Air Quality Handbook. The Air Quality Management
District's CEQA Air Quality Handbook is intended to provide professional guidance for
analyzing and mitigating air quality impacts of projects when preparing environmental
documents. The construction of fewer than 1,309,000 square feet of building, the grading of
fewer than 177.00 acres, and the operation of fewer than 297 condominium units is not
considered a significant impact. Since the total building area will be 103,320 square feet on
3.23 acres of land and the project would have a total of 63 units, which is less than the
operational threshold of 297 units, no impact is anticipated. Less than significant short-term
emissions associated with grading, construction, and operation of the proposed project will
comply with the regulations of the South Coast Air Quality Management District and the
City of Tustin Grading Manual, which include requirements for dust control.
As such, the proposed project will not conflict with or obstruct implementation of any
applicable air quality plan, result in a cumulatively considerable increase of any criteria
pollutant as applicable by Federal or ambient air quality standard, nor will it expose sensitive
receptors to substantial pollutant concentrations, or create objectionable odor affecting a
substantial number of people.
Mitigation Measures/Monitoring Required: None Required
Sources:
South Coast Air Quality Management District Rules & Regulations
City of Tustin Grading Manual
Project Application
Field Inspection
4. BIOLOGICAL RESOURCES
Items a, b, c, d, e & f- No Impact:
The site is improved and occupied by a commercial masonry business and is surrounded with
commercial and residential properties developed with pavement and structures. The site is
not inhabited by any known species of animals and would have no impacts on animal
populations, diversity of species, or migratory patterns. The project would include the
removal of twenty-six (26) local trees (mostly eucalyptus trees) to accommodate the
development and be replaced with 166 new trees. All new trees and landscape materials will
be provided in accordance with the Tustin Landscape and Irrigation guidelines. No impacts
to any unique, rare, or endangered species of plant or animal life identified in local or regional
Tustin Place
GPA 03-001, ZC 03-001, TTM 16506, DR 03-009
Page 4 of 12
plans, policies, or regulations by the California Department of Fish and Game or U.S. Fish and
Wildlife Service would occur as a result of this project.
Mitigation Measures/Monitoring Required:
Sources: Field Inspection
Submitted Plans
Tustin City Code
None Required
5. CULTURAL RESOURCES
Items a, b, c & d - No Impact:
The property is not located within the City's Cultural Resources Overlay District, nor are
there any identified cultural, historic, or archaeological resources identified on or around the
site. The site is not located in an area of high paleontological sensitivity as illustrated in the
City's General Plan. The project would have no impacts on cultural resources.
Mitigation Measures/Monitoring Required:
Sources:
Submitted Plans
Tustin Zoning Code
Tustin City Code
Tustin General Plan
None Required
6. GEOLOGY & SOILS
Items a-ii, a-iii, & d - Less Than Significant Impact:
The proposed building will be located on expansive soil and is located within an area that
may subject people or structures to strong seismic ground shaking and seismic-related ground
failure including liquefaction. However, a soils report is required to be submitted prior to
building pemfit issuance per the 2001 Uniform Building Code to demonstrate compliance
with Chapter 18, which requires proper excavation and fills for buildings, structures,
foundations, and retaining structures, and appropriate construction techniques to ensure
seismic stability.
Mitigation
Sources:
Measures/Monitoring Required: None Required
Tustin General Plan
Tustin City Code
2001 Uniform Building Code
Project Application
Field Evaluation
Items a-i, a-iv, b, c, & e - No Impact:
Tustin Place
GPA 03-001, ZC 03-001, TTM 16506, DR 03-009
Page 5 of 12
The project site is not located within an area on the Alquist-Priolo Earthquake Fault Zoning
Map. The project will not be located on a geologic unit or soil that is unstable and will not
result in on- or off-site landslide, lateral spreading, subsidence, or collapse. Since all new
buildings in the City are required to operate on the existing sewer system, the use of septic
tanks or alternative wastewater disposal systems will not be necessary.
Sources:
Tustin General Plan
Tustin City Code
2001 Uniform Building Code
Project Application
Field Evaluation
7. HAZARDS & HAZARDOUS MATERIALS
Items a through h- No Impact:
The proposed project involves the construction of a sixty-three (63) condominium complex.
No storage or transports of hazardous materials are anticipated from the proposed residential
development. The proposed project is designed with proper emergency evacuation and
response systems; therefore, the project will not interfere with other emergency response or
evacuation. The project area is not located on any potential impact zones identified for John
Wayne Airport and not adjacent to wildland areas that would be subject to fires. All grading
and construction is subject to compliance with all applicable Uniform Building and Fire
Codes. As such, the project is not anticipated to result in any significant hazards.
Mitigation Measures/Monitoring Required: None Required.
Sources:
Uniform Building and Fire Codes
Submitted Plans
Tustin General Plan
8. HYDROLOGY & WATER QUALITY
Items a, b, c, d, e, k, 1, m, n & o - Less Than Significant Impact:
The project site is relatively fiat, and the proposed project will continue to maintain a
relatively flat site with improved site drainage, including roads, curbs and gutters, and
additional landscaping. There will be new construction and there is the potential to impact
stormwater runoff from construction and post-construction activities with stormwater
pollutants from the maintenance of landscape areas and the trash enclosures. There is also
the potential for discharge of stormwater to affect the beneficial uses of the receiving waters
and changes in the flow velocity or volume of storm water nmoff. However, the project is
required to comply with the City's Water Quality Ordinance and most recently adopted
NPDES permit (Santa Ana Regional Water Quality Control Board (RWQCB) Order R8-
2002-0010), thus reducing any potential impacts to a level of insignificance. Together, these
regulations minimize water pollution by regulating point sources that discharge pollutants
into local waters. As such, the project will not violate any water quality standards or waste
discharge requirements or degrade water quality in the area.
Tustin Place
GPA 03-001, ZC 03-001, TTM 16506, DR 03-009
Page 6 of 12
Mitigation Measures: None Required.
Sources:
Field Verification
Submitted Plans
Tustin City Code
California Seismic Hazard Zone Map, Tustin Quadrangle, January 17, 2001
Items f, g, h, i, j and p - No Impact:
The project site is relatively flat, and the proposed project will continue to maintain a
relatively fiat site with improved site drainage and additional landscaping that will not result
in substantial erosion, siltation, or flooding on- or off-site. The project will not substantially
deplete groundwater supplies or interfere with groundwater recharge resulting in a net deficit
in aquifer volume or a lowering of the local groundwater table level.
The project site is not located within a 100-year flood hazard area as mapped on a Flood
Insurance Rate Map, nor is the project located within a 100-year flood hazard area structure
which will impede or redirect flood flows. The project site will not expose people or
structures to a significant risk of loss, injury, or death as a result of the failure of a levee or
dam, or by inundation by seiche, tsunami, or mudflow.
Mitigation Measures: None Required.
Sources:
Field Verification
Submitted Plans
Tustin City Code
Federal Flood Insurance Rate Map
9. LAND USE PLANNING
'Items a, b & c - No Impact:
The property is designated by the General Plan Land Use Map as Public and Institutional
(P&I) and zoned Commercial General (CG). The proposed project would require a change in
land use designation and zoning of the property to High Density Residential and Multiple
Family Residential (R-3), respectively. With these changes, the proposed use would be
consistent with the applicable land use and zoning regulations. These changes are consistent
and compatible with other residential uses located to the east of the site and Land Use Policy
1.1 of the Tustin General Plan which permits compatible multi-family development to meet
regional housing needs where best suited from the standpoint of current development,
accessibility, transportation, and public facilities. Since the project would increase
percentage of ownership housing consistent with Goal 3 of the Housing Element, the project
is accessible through the City's current street system, and the project could be supported with
existing transportation and public facilities; the proposed zone change and general plan
amendment could be supported. In addition, the project also includes the creation of ten (10)
affordable housing units, consistent with Housing Element General Plan Policy No. 1.1
Tustin Place
GPA 03-001, ZC 03-001, TTM 16506, DR 03-009
Page 7 of 12
which promotes the construction of additional dwelling units to accommodate Tustin's share
of regional housing needs.
The proposed project would not divide an established community since it includes
construction on an existing site completely surrounded by other similar residential and
commercial buildings in an urbanized area. The proposed project is not located in the
conservation plan or natural community conservation plan. The proposed project would not
conflict with any applicable conservation plan.
Mitigation Measures: None Required.
SOurCeS:
Submitted Plans
Tustin City Code
Tustin General Plan
Tustin Zoning Map
10. MINERAL RESOURCES
Items a & b - No Impact:
The proposed project is not located on a mineral resource recovery site. The construction of
a sixty-three (63) unit condominium complex on a lot which is improved with a commercial
masonry business will not result in the loss of availability of a known mineral resource.
Mitigation Measures/Monitoring Required: None Required
Sources:
Submitted Plans
Tustin City Code
Tustin General Plan
11. NOISE
Item a - Less Than Significant with Mitigation Incorporation
The project will be constructed within an area with exterior Community Noise Equivalent
(CNEL) contours that range from 60 dB to 70 dB (Figure N-1 of Tustin Noise Element). The
provision of the State of California Noise Insulation Standards and the City of Tustin Noise
ordinance limits the indoor noise levels for multifamily residential living spaces to not
exceed 45 dB and exterior noise level to 65dB. Table N-2 of the Tustin Noise Element
identifies potential conflicts between the proposed land uses and the noise environment. Per
Table N-2, the proposed project falls within Zone A through Zone C. Zone A implies no
mitigation measure will be needed, Zone B implies minor soundproofing may be needed, and
Zone C implies noise mitigation such as construction of noise barriers or building sound
insulation will be necessary. Since the buildings along Newport Avenue will be located
within Zone C, the applicant will be required to provide a detailed analysis of noise reduction
requirements and needed noise insulation features in the design.
Tustin Place
GPA 03-001, ZC 03-001, TTM 16506, DR 03-009
Page 8 of 12
Mitigation Measures/Monitoring Required:
Prior to issuance of a building permit, the applicant shall submit a noise analysis to
identify needed insulation features to ensure the interior noise level of living areas and
exterior noise level within patio areas do not exceed 45 dB and 65 dB, respectively, and
shall incorporate these features into the construction drawings. The noise analysis shall
be reviewed and approved by the Community Development Director prior to issuance of
a building permit.
Sources:
Submitted Plans
Tustin City Code
Tustin General Plan
Tustin Zoning Code
Items b, c & d- Less Than Significant Impact:
The project includes construction of sixty-three (63) condominium units on an existing
commercial site. Although the grading and construction of the site may result in typical
temporary construction noise impacts, the Tustin Noise Ordinance only allows construction
activities to occur during the daytime on Monday through Saturday to eliminate construction
noise during the nighttime hours.
The proposed project will not create excessive ground vibrations, nor will it create a permanent
increase in the existing ambient noise levels beyond the established standards.
Mitigation Measures/Monitoring Required: None Required
Sources:
Submitted Plans
Tustin City Code
Tustin General Plan
Item e & f- No Impact:
The site is not located within an airport land use plan or within two (2) miles of a public or
private airport. The proposed project is three (3) stories in height. Although the project is
not located within the John Wayne Airport flying path, it is in close proximity to the
incoming flights over the State Ronte 55 freeway to John Wayne Airport. The City, County,
and State criteria for Community Noise Equivalent (CNEL) for exterior residential uses is 65
dB consistent with the Tustin Noise standards. In accordance with the California Airport
Noise Standards, John Wayne Airport performs quarterly noise monitoring at several
locations. Based on the quarterly noise abatement reports, the project is not located within
the 65 CNEL area/noise impact area. As a result, no specific method of construction would
be required to mitigate the unanticipated aircraft noise impacts. The project, however, would
be conditioned to meet City's noise standards.
Tustin Place
GPA 03-001, ZC 03-001, TTM 16506, DR 03-009
Page 9 of 12
Mitigation Measures/Monitoring Required:
Sources: Submitted Plans
Tustin City Code
Tustin General Plan
Tustin Zoning Code
12. POPULATION & HOUSING
Items a, b, and c - No Impact:
None Required
The proposed project would construct sixty-three (63) condominium units and increase the
density in the area. The increase, however, would not be substantial in that new public
streets or new public services would need to be created.
The project site is currently improved and occupied by a commercial masonry business and
the construction of a new condominium complex on the site would not displace existing
housing or displace substantial numbers of people, necessitating the construction of
replacement housing elsewhere.
Mitigation Measures/Monitoring Required: None
Sources: Submitted Plans
Tustin City Code
Tustin General Plan
13. PUBLIC SERVICES
Item a - No Impact:
The proposed project would construct sixty-three (63) condominiums. The proposed project
is in an existing urbanized area where fire and police protection are currently provided.
Although the project would increase the density within the area, no new streets, public
services, or infrastructure would need to be created.
Mitigation Measures/Monitoring Required: None
Sources: Submitted Plans
Tustin City Code
14. RECREATION
Items a & b - No Impact:
The project is not located in proximity to recreational facilities. The project would not
increase the use of existing parks such that substantial deterioration of the facility would
occur or be accelerated, nor would the project include recreational facilities that would have
Tustin Place
GPA 03-001, ZC 03-001, TTM 16506, DR 03-009
Page 10 of 12
an adverse physical effect on the environment. However, in accordance with Section 9331 of
the Tustin City Code, the project would be conditioned to dedicate parkland or pay in lieu
fees for parkland dedication.
Mitigation Measures/Monitoring Required:
Prior to issuance of a building permit, the applicant shall dedicate a minimum of .0065
acre per dwelling unit for parkland or pay fees in lieu of parkland dedication. The value
of the amount of such fees shall be based upon the requirements of Section 9331.d.3 of
the Tustin City Code.
Sources: Submitted Plans
Tustin City Code
15. TRANSPORTATION/TRAFFIC
Items a & b - Less Than Significant with Mitigation Incorporation:
The Circulation Element of the General Plan classifies Newport Avenue as a Modified Major
arterial highway which calls for an ultimate six (6) lane highway. Newport Avenue is
currently improved with four lanes of traffic and since the project includes the subdivision of
the site for condominium purposes, Section 9331 of Tustin City Code authorizes the
requirement, as a condition of approval of a tentative map, for a dedication of land within the
subdivision needed to bring Newport Avenue into a six (6) lane highway. Therefore the
applicant will be required to dedicate a ten (10) foot-strip of land and construct street
improvements along the project frontage such that the distance from centerline to the
property line is sixty (60) feet.
The traffic analysis for this project is contained in a document prepared by Kunzman
Associates (Attachment B). The project is anticipated to generate approximately 369 daily
vehicle trips (see Attachment 1 - Traffic Impact Analysis). The project would generate
twenty-seven (27) AM peak hour trips and thirty-four (34) PM peak hour trips. For existing
plus project traffic conditions, the intersections in the vicinity of the site are projected to
operate at Level of Service B or better during peak hours. For existing plus project traffic
conditions, the roadway links in the vicinity of the site are projected to continue to operate
within acceptable Levels of Service.
However, for year 2020 with project traffic conditions, the intersections in the vicinity are
projected to operate at Level of Service D during the peak hours, with the connection of
Newport Avenue to Edinger Avenue. The roadway links for year 2020 are projected to
operate within acceptable Levels of Service except on Newport Avenue at the project
entrance intersection, which will operate at Level of Service F. To mitigate the traffic
impacts at this location for year 2020, the applicant has agreed to contribute a fairshare fee
towards the construction of a raised median along Newport Avenue. This raised median
would prohibit left tums from the project site and maintain the Newport Avenue level of
service at an acceptable level.
Tustin Place
GPA 03-001, ZC 03-001, TTM 16506, DR 03-009
Page 11 of 12.
Mitigation Measures/Monitoring Required:
Prior to issuance of a building permit, the applicant shall dedicate in fee title, a ten (10)
foot additional street right-of-way along Newport Avenue. The applicant shall
construct street improvements along the project frontage on Newport Avenue such that
the distance from centedine to property line is sixty (60) feet.
The applicant shall pay an "in-lieu" traffic impact mitigation fee of $19,780 to the City
of Tustin prior to issuance of a building permit for the proposed project. The "in-lieu"
fee shall be based upon the proportionate share of the cost to mitigate traffic impacts
that are a direct result of the proposed project, based upon the traffic study prepared by
Kunzman Associates, dated October 7, 2003, for the project. The in lieu fee will be
used towards the construction of a raised median along Newport Avenue to bring the
level of service on Newport Avenue at the project entrance to an acceptable level.
Prior to final inspection, the applicant shall install a "STOP" sign to control outbound
traffic from project access driveway.
Items c, d, e, f& g -No Impact:
The proposed project will not induce substantial population or growth wherein the project
will not result in changes to air traffic patterns, or conflict with adopted policies, plans, or
programs supporting alternative transportation such as bus turnouts or bicycle racks. The
project includes sufficient parking on-site to comply with current parking requirements for
the proposed use. As such, no impacts to parking are anticipated.
Mitigation Measures/Monitoring Required: None Required.
Sources:
Submitted Plans
Tustin City Code
Traffic Impact Analysis
16. UTILITIES & SERVICE SYSTEMS
Items a, b, c, d, e, f& g- No Impact:
The proposed project will not exceed requirements of the applicable Regional Water Quality
Control Board or require or result in the construction of new water or wastewater treatment
facilities. The proposed project will utilize the existing sewer and storm drain systems and thus
will not require construction of a new storm water drainage facility or solid waste facility. The
project will utilize the City's existing trash hauler contract, thus not requiring a new trash hauler.
Adequate water supply from existing resources will be available to serve the proposed project.
~Mitigation Measures/Monitoring Required: None Required.
Sources: Submitted Plans
Tustin City Code
Tustin Place
GPA 03-001, ZC 03-001, TTM 16506, DR 03-009
Page 12 of 12
Tustin General Plan
17. MANDATORY FINDINGS OF SIGNIFICANCE
Items a, b & c -No Impact:
The project design, construction, and operation will comply with the regulations of the
Community Development Department. The project, by nature of its location and as
designed, does not have the potential to: degrade the quality of the environment; reduce the
habitat of fish or wildlife species; cause a fish or wildlife population to drop below self-
sustaining levels; threaten to eliminate a plant or animal community; reduce the number or
restrict the range of a rare or endangered plant or animal; or, eliminate important examples of
the major periods of California history or prehistory. The project does not have the potential
to achieve short-term environmental goals to the disadvantage of the long-term. It does not
have impacts that are individually limited but cumulatively considerable or that would cause
substantial adverse impacts on human beings.
Sources:
Submitted Plans
Tustin City Code
Tustin General Plan
S:\CddXJUSTINA\¢urrent plannh~g~EnvironmentalXOIson Attachment A.doc
ATTACHMENT B
CITY OF TUSTIN
TUSTIN PLACE
TRAFFIC IMPACT ANALYSIS (REVISED)
Prepared by:
Carl Ballard and
William Kunzman, P.E.
April 28, 2003
October 7, 2003 (Revised)
KUNZMAN ASSOCIATES
llll Town & COUNTRY RO~,O, SUITE 34
OR*,NOE, CA 92868
PHONE: {714) 973-8383
F^X: (714) 973-8383
EU,~IL: M^IL@TR~IC-ENOINEE~.CO~
WEB: VVWW. TRAFF1C-ENGINEER.COM
2732
Table of Contents
1. Findings ......................................................................................................... 2
Existing Traffic Conditions .......................................................................... 2
Traffic Impacts ............................................................................................ 2
Recommendations ..................................................................................... 3
2. Project Description .................................................................................... 6
Location ...................................................................................................... 6
Proposed Development .............................................................................. 6
3. Existing Traffic Conditions ..................................................................... 9
Surrounding Street System ........................................................................ 9
Existing Travel Lanes and Intersection Controls ........................................ 9
Existing Average Daily Traffic (ADT) Volumes ........................................... 9
Existing Volume to Capacity Ratios ........................................................... 9
Existing Intersection Levels of Service (LOS) .......................................... 10
Existing Master Plan of Arterial Highways ................................................ 11
Transit Service ......................................................................................... 11
4. Project Traffic ............................................................................................ 21
Traffic Generation .................................................................................... 21
Traffic Generation Comparison ................................................................ 21
Traffic Distribution and Assignment .......................................................... 21
Project-Related Traffic .............................................................................. 22
5. Existing Plus Project Traffic Conditions .......................................... 29
Existing Plus Project Average Daily Traffic (ADT) Volumes ..................... 29
Existing Plus Project Volume to Capacity Ratios ..................................... 29
Existing Plus Project Intersection Levels of Service (LOS) ...................... 29
6. Year 2020 Traffic Conditions ................................................................ 35
Method of Projection ................................................................................ 35
Year 2020 Average Daily Traffic (ADT) Volumes ..................................... 35
Year 2020 Volume to Capacity Ratios ..................................................... 35
Year 2020 Intersection Levels of Service (LOS) ...................................... 35
Project Traffic Contribution ....................................................................... 36
Internal Circulation .................................................................................. 49
Site Access .............................................................................................. 49
Sight Distance .......................................................................................... 49
Parking ..................................................................................................... 50
Appendices
Appendix A
Appendix B
Appendix C
Appendix D
Glossary of Transportation Terms
Traffic Count Worksheets
Explanation and Calculation of Intersection
Utilization (ICU) and Intersection Delay
City of Tustin Improvement Standard No. 510
Capacity
List of Tables
Table 1.
Table 2.
Table 3.
Table 4.
Table 5.
Table 6.
Table 7.
Table 8.
Table 9.
Summary of Intersection Levels of Service (LOS) ................................... 5
City of Tustin Roadway Capacities ........................................................ 12
Existing Intersection Levels of Service (LOS) ....................................... 13
Project Traffic Generation ..................................................................... 23
Traffic Generation Comparison ............................................................. 24
Existing Plus Project Intersection Levels of Service (LOS) ................... 30
Year 2020 Without Project Intersection Levels of Service (LOS) .......... 38
Year 2020 With Project Intersection Levels of Service (LOS) ............... 39
Project Traffic Contribution .................................................................... 40
List of Figures
Figure 1.
Figure 2.
Figure 3.
Figure 4.
Figure 5.
Figure 6.
Figure 7.
Figure 8.
Figure 9.
Figure 10.
Figure 11.
Figure 12.
Figure 13.
Figure 14.
Figure 15.
Figure 16.
Figure 17.
Figure 18.
Figure 19.
Figure 20.
Figure 21.
Project Location Map ........................................................................... 7
Site Plan ............................................................................................... 8
Existing Through Travel Lanes and Intersection Controls .................. 14
Existing Average Daily Traffic (ADT) Volumes ................................... 15
Existing Volume to Capacity Ratios ................................................... 16
Existing Morning Peak Hour Intersection Turning Movement
Volumes ............................................................................................. 17
Existing Evening Peak Hour Intersection Turning Movement
Volumes ............................................................................................. 18
City of Tustin General Plan Circulation Element ................................ 19
City of Tustin General Plan Roadway Cross-Sections ....................... 20
Project Traffic Distribution .................................................................. 25
Project Average Daily Traffic (ADT) Volumes .................................... 26
Project Morning Peak Hour Intersection Turning Movement
Volumes ............................................................................................. 27
Project Evening Peak Hour Intersection Turning Movement
Volumes ............................................................................................. 28
Existing Plus Project Average Daily Traffic (ADT) Volumes ............... 31
Existing Plus Project Volume to Capacity Ratios ............................... 32
Existing Plus Project Morning Peak Hour Intersection Turning
Movement Volumes ............................................................................ 33
Existing Plus Project Evening Peak Hour Intersection Turning
Movement Volume'~...'i ........................................................................ 34
Year 2020 Without Project Average Daily Traffic (ADT) Volumes ...... 41
Year 2020 With Project Average Daily Traffic (ADT) Volumes ........... 42
Year 2020 Without Project Volume to Capacity Ratios ...................... 43
Year 2020 With Project Volume to Capacity Ratios ........................... 44
Figure 22.
Figure 23.
Figure 24.
Figure 25.
Figure 26.
Figure 27.
Year 2020 Without Project Morning Peak Hour Intersection Turning
Movement Volumes ............................................................................ 45
Year 2020 Without Project Evening Peak Hour Intersection Turning
Movement Volumes ............................................................................ 46
Year 2020 With Project Morning Peak Hour Intersection Turning
Movement Volumes ............................................................................ 47
Year 2020 With Project Evening Peak Hour Intersection Turning
Movement Volumes ............................................................................ 48
Circulation Recommendations ........................................................... 51
Sight Distance Requirements on Newport Avenue for Project
Driveway ............................................................................................ 52
City of Tustin
Tustin Place
Traffic Impact Analysis (Revised)
This report contains the revised traffic impact analysis for the Tustin Place project.
The project site is located east of Newport Avenue between Walnut Avenue and
Sycamore Avenue in the City of Tustin.
The traffic report contains documentation of existing traffic conditions, traffic
generated by the project, distribution of the project traffic to roads outside the
project, and an analysis of future traffic conditions. Each of these topics is
contained in a separate section of the report. The first section is "Findings", and
subsequent sections expand upon the findings. In this way, information on any
particular aspect of the study can be easily located by the reader.
Although this is a technical report, every effort has been made to write the report
clearly and concisely. To assist the reader with those terms unique to
transportation engineering, a glossary of terms is provided in Appendix A.
1. Findings
This section summarizes the existing traffic conditions, project traffic impacts, and
the proposed mitigation measures.
Existin,q Traffic Conditions
a. The project site is currently occupied with the Tustin Block Company.
b. Table 1 shows the existing Levels of Service (LOS) at the study area
intersections.
The intersections in the vicinity of the site currently operate at Level of
Service A during the peak hours.
d. The roadway links in the vicinity of the site currently operate within
acceptable Levels of Service.
Traffic Impacts
The project site is proposed to be developed with 63 condominium dwelling
units. The proposed project will have access to Newport Avenue.
The project site is projected to generate approximately 369 daily vehicle
trips, 27 of which will occur during the morning peak hour, and 34 of which
will occur during the evening peak hour.
Table 1 shows the existing plus project Levels of Service (LOS) at the study
area intersections.
For existing plus project traffic conditions, the intersections in the vicinity of
the site are projected to operate at Level of Service B or better during the
peak hours.
For existing plus project traffic conditions, the roadway links in the vicinity of
the site are projected to continue to operate within acceptable Levels of
Service.
Table I shows the Year 2020 without project Levels of Service (LOS) at the
study area intersections.
For Year 2020 without project traffic conditions, the intersections in the
vicinity of the site are projected to operate at Level of Service D or better
during the peak hours, with the connection of Newport Avenue to Edinger
Avenue and assuming improvements at the Newport Avenue/Sycamore
Avenue intersection (see Table 7).
For Year 2020 without project traffic conditions, the roadway links in the
vicinity of the site are projected to operate within acceptable Levels of
Service, with the connection of Newport Avenue to Edinger Avenue.
Table I shows the Year 2020 with project Levels of Service (LOS) at the
study area intersections.
For Year 2020 with project traffic conditions (see Table 8), most of the
intersections in the vicinity of the site are projected to operate at Level of
Service D or better during the peak hours (assuming the Newport
Avenue/Sycamore Avenue intersection improvements), with the connection
of Newport Avenue to Edinger Avenue. However, the Newport
Avenue/Project Entrance intersection is projected to operate at Level of
Service F during the evening peak hour.
For Year 2020 with project traffic conditions, the roadway links in the vicinity
of the site are projected to operate within acceptable Levels of Service with
the connection of Newport Avenue to Edinger Avenue.
The percentage of project increase is shown in Table 1 for the study area
intersections. As shown in Table 9, the project traffic contributions have
been calculated for the intersections in the vicinity of the site. The project
traffic contribution has been based on the proportion of project peak hour
traffic contributed to the total new peak hour Year 2020 traffic volume.
Even though the Newport Avenue/Sycamore Avenue intersection is
projected to operate at Level of Service F during the peak hours (without
improvements), the project impacts are 0.004 and 0.004 for the morning
and evening peak hours, respectively (Table 7 compared to Table 8)..
These increases in ICU would be below a threshold of significance for
project related impacts.
Recommendations
The following measures are recommended to mitigate the impact of the project on
traffic circulation:
Site-specific circulation and access recommendations are depicted on
Figures 26 and 27.
A STOP sign should be installed to control outbound traffic at the site
access driveway.
On-site traffic signing and striping should be implemented in conjunction
with detailed construction plans for the project. All markings or signs
internal to the project shall comply with provisions of the State's Traffic
Manual.
The site should provide sufficient parking spaces to meet City of Tustin
parking code requirements in order to service on-site parking demand.
A project impact has been identified for Year 2020 traffic conditions at the
Newport Avenue/Project Entrance intersection. A future raised median on
Newport Avenue will provide the necessary mitigation of the project
impacts. The project's proportionate share of a raised median improvement
has been estimated to be $19,780. The project shall provide the $19,780 to
the City of Tustin, which will serve to mitigate the future impacts generated
by the proposed project.
Table 1
Summary of Intersection Levels of Service (LOS)
ICU-LOS~
Intersection Scenado Morning i Evening
Newport Avenue (NS) at: Existing 0.533-A I 0.573-A
Walnut Avenue (EW) Existing Plus Project 0.536-A 0.574-A
Project Percent Increase 0.6% 0.2%
Year 2020 Without Project 0.615-B 0,660-B
Year 2020 With Project 0.617-B i 0.661-B
Project Increase 0.3% 0.2%
Newport Avenue (NS) at: Existing 0.396-A I 0.461-A
Sycamore Avenue (EW) Existing Plus Project 0.398-A ! 0,463-A
Project Increase 0.5% 0.4%
Year 2020 Without Project2 0.804-D 0.862-D
Year 2020 With Project2 0.806-D i 0.864-D
Project Increase 0.2% 0.2%
1
ICU-LOS = Intersection Capacity Utilization - Level of Service
2 With improvements reflected in Tables 7 and 8.
2. Project Description
This section discusses the project's location, proposed development, and traffic
characteristics of such a development. Figure 1 shows the project location map
and Figure 2 illustrates the site plan.
Location
The project site is located east of Newport Avenue between Walnut Avenue and
Sycamore Avenue in the City of Tustin.
Proposed Development
The project site is proposed to be developed with 63 condominium dwelling units.
The following describes the proposed land use from a traffic engineering
viewpoint:
Condominiums: Peak traffic volumes occur in the morning and evening when
inhabitants are going to and from work. Mid-day volumes are often shopping
oriented or child related, such as home-to-school and home-to-Little League.
Figure
Project Locetion
-X-Site
27~/1
Figure 2
Site Plon
Ku~zma~ Assoc~fes
27~2/2
3. Existing Traffic Conditions
The traffic conditions as they exist today are discussed below and illustrated in
Figures 3 to 9.
Surrounding Street System
Roadways that will be utilized by the development include Newport Avenue,
Walnut Avenue, and Sycamore Avenue. In the vicinity of the project site, the
following roadway conditions exist.
Newport Avenue: This north-south two lane undivided to four lane divided
roadway. It currently has a volume of approximately 3,700 to 29,200 vehicles per
day.
Walnut Avenue: This east-west four lane undivided to four lane divided roadway.
It currently has a volume of approximately 7,400 to 14,000 vehicles per day.
Sycamore Avenue: This east-west two lane undivided to four lane divided
roadway. It currently has a volume of approximately 7,500 to 8,600 vehicles per
day.
Existin.q Travel Lanes and Intersection Controls
Figure 3 identifies the existing roadway conditions for arterials near the site. The
number of through lanes for existing roadways and the existing intersection
controls are identified.
Existin,q Average Daily Traffic {ADT) Volumes
Figure 4 depicts the existing average daily traffic (ADT) volumes. Traffic volumes
were obtained from the City of Tustin 2003 Traffic Flow Map.
Existin.q Volume to Capacity Ratios
Roadway capacity is generally defined as the number of vehicles that can be
reasonably expected to pass over a given section of road in a given time period.
Congestion, high accident rates, the quality of traffic flow (Level of Service), and
environmental acceptability all come into play in defining a particular roadway's
effective capacity. It is possible to identify maximum desirable volumes for typical
roadway types based on the number of roadway travel lanes. These daily
volumes reflect estimates of the amount of daily traffic that will result in peak hour
traffic volumes equal to the maximum desirable capacity of each roadway type.
Table 2 contains City of Tustin daily capacities by roadway type.
By dividing existing ADT volumes by the daily roadway capacities listed in Table 2,
existing daily volume to capacity ratios have been calculated and are shown in
Figure 5. As may be seen on Figure 5, the roadway links in the vicinity of the site
currently operate within acceptable Levels of Service.
Existinq Intersection Levels of Service (LOS)
The technique used to assess the operation of a signalized intersection is known
as Intersection Capacity Utilization (ICU). To calculate an ICU value the volume of
traffic using the intersection is compared with the capacity of the intersection. An
ICU value is usually expressed as a decimal. The decimal represents that portion
of the hour required to provide sufficient capacity to accommodate all intersection
traffic if all approaches operate at capacity.
The technique used to calculate Intersection Capacity Utilization (ICU) is as
follows. Lane capacity is 1,700 vehicles per lane per hour of green time for
through and turn lanes. A total yellow clearance time of 5 percent is added.
The technique used to assess the capacity needs of an unsignalized intersection
is known as the Intersection Delay Method. To calculate delay, the volume of
traffic using the intersection is compared with the capacity of the intersection.
The Levels of Service for the existing traffic conditions have been calculated and
are shown in Table 3. Existing Levels of Service are based upon manual morning
and evening peak hour intersection turning movement counts made for Kunzman
Associates in April 2003 (see Figures 6 and 7). Traffic count worksheets are
provided in Appendix B.
There are two peak hours in a weekday. The morning peak hour is between 7:00
AM and 9:00 AM, and the evening peak hour is between 4:00 PM and 6:00 PM.
The actual peak hour within the two hour interval is the four consecutive 15 minute
periods with the highest total volume when all movements are added together.
Thus, the evening peak hour at one intersection may be 4:45 PM to 5:45 PM if
those four consecutive 15 minute periods have the highest combined volume.
The intersections in the vicinity of the site currently operate at Level of Service A
during the peak hours. Existing Level of Service worksheets are provided in
Appendix C.
Comparison of daily volume to capacity ratios and corresponding Level of Service,
and peak hour Intersection Capacity Utilization and corresponding Level of Service
reveals significant differences. The differences between daily link volume to
capacity ratios and peak hour ICU values is particularly pronounced when cross
traffic is light. Daily volume to capacity ratios assume that all cross streets require
50 percent of the time to satisfy their demand, and assume that the subject street
has 50 percent of the time available to it. The daily link volume to capacity ratios
are a generalized indicator while peak hour ICU actually represents what can be
expected in the peak hour at intersections. Of the two indicators, the peak hour
10
ICU value and corresponding LOS is by far the best measure of roadway
performance.
Existinq Master Plan of Arterial Hiqhways
Figure 8 exhibits the current City of Tustin General Plan Circulation Element. Both
existing and future roadways are included in the Circulation Element of the
General Plan and are graphically depicted on Figure 8. This figure shows the
nature and extent of arterial highways that are needed to serve adequately the
ultimate development depicted by the Land Use Element of the General Plan.
Figure 9 shows the City of Tustin General Plan roadway cross-sections.
Transit Service
The study area is currently served by the OCTA Route 66 along Walnut Avenue.
The traffic reducing potential of public transit has not been considered in this
report. Essentially the traffic projections are "worst case" in that public transit
might be able to reduce the traffic volumes.
11
Table 2
City of Tustin Roadway Capacities
Number Capacity
Facility Type of Lanes LOS D LOS E
Maior Highway 8 Divided 67,500 75,000
Major Highway 6 Divided 50,600 56,300
Primary Highway 4 Divided 33,800 37,500
Secondary Highway 4 Undivided 22,500 25,000
Commuter 2 Undivided 11,300 12,500
12
Table 3
Existing Intersection Levels of Service (LOS)
Intersection AF )roach Lanes~ Peak Hour
Traffic Northbound Southbound Eastbound Westbound ICU-LOS2
Intersection Control3 L T R L T R L T R 1_ T R Morning Evening
Newport Avenue (NS) at:
Walnut Avenue (EW) TS 1 2 I 1 2 1 I 2 0 1 2 0 0.533-A 0.573-A
Sycamore Avenue (EW) TS I I I I I 1 I 1 0 0 2 0 0.396-A 0.461-A
I
When a right turn lane is designated, the lane can either be stdped or unstdped. To function as a right turn lane, there msujt be sufficient
width for right turning vehicles to travel outside the through lanes.
L = Left; T = Through; R = Right
2
ICU-LOS = Intersection Capacity Utilization - Level of Service
3
TS = Traffic Signal
13
Figure 3
Existing Through Travel Lanes and Intersection Controls
2 -)(-Site
Kunzman Associates
Legend
r~ = Traffic Si~nd
4 = lhrou~ Travel Lenen
0 = Divided
U = Undi'dded
Intersection refereece numbers ore in upper left corner of tumimj movement boxes.
2~2~
14
Figure 4
Existing Average Da~ly Traffic (ADT) Volumes
7.~- 2g.2
-X-Site
8.6
3.7 7..'
Leaend
3.7 = Vehides Per Day (lO00's)
Kunzrnan Associates
2732/4
15
Figure 5
Existing Volume To Cepecity Retios
-X-Site
0,23
Legend
0.30 = Volume To Capacity R~tlo
Ku~znm~ Assoc~tes
2732/5
16
Figure .6
Existing Morning Peek Hour Intersecbon Turning Movement Volumes
2 -X-Site
3
Kuuzrru~n Assoc~tes
Wdnut Avenue Project Entrance S)c~more Avenue
Intersectiee reference numbers ore in upper left comer of tumin9 movement boxes. 2732,/~o0s
17
Figure .7
Existing Evening Peak Hour Intersection Turning Movement Volumes
3
2 -X-Site
K~zmn lssoc~fes
Pro~t ~tro~ce
S)comere Avenue
Intersection refermce numbers ore in upper left comer of turning movement boxes. 2752/bbos
18
Figure 8
City of Tustin General Plan Circulation Element
COrridor ali~ment is
only.
LEGEND
Major (8 lanes)
ixajor (6 lanes)
Major (6 lanes)
L:~O.T'~ (4 lanes)
Modified ~ (4 lanes~
.... ~ ~ec-ondm-y (4 or 2 l~nes)
imt ~ mm Pl-~--tng .~-~a Bou~ctary
Kunzman Associates
Sourc~ City of Tustin
19
Rgure 9
City of Tustin C, eneral Plan Roadway Cross-Sections
144'
IS-LANE MAJOR
92' ROW
ISECONOARY ARlI~RIN.I
Note ~1~h Oos~ I Bicycle
~uE, CONDARY AR1ERIkLI
K~fl~z?ru~?~ Assoc~o. fes
Seur~ City of Tustin
2732/9
20
4. Project Traffic
The project site is proposed to be developed with 63 condominium dwelling units.
The proposed project will have access to Newport Avenue.
Traffic Generation
The traffic generated by the project is determined by multiplying an appropriate trip
generation rate by the quantity of land use. Trip generation rates are predicated
on the assumption that energy costs, the availability of vehicles to drive, and our
life styles remain similar to what we know today. A major change in these
variables may affect trip generation rates.
Trip generation rates were determined for daily traffic, morning peak hour inbound
and outbound traffic, and evening peak hour inbound and outbound traffic for the
proposed land use. By multiplying the traffic generation rates by the land use
quantities, the traffic volumes are determined. Table 4 exhibits the traffic
generation rates, project peak hour volumes, and project daily traffic volumes.
The trip generation rates are from the Institute of Transportation Engineers (ITE),
Trip Generation, 6th Edition, 1997.
The project site is projected to generate approximately 369 daily vehicle trips, 27
of which will occur during the morning peak hour, and 34 of which will occur during
the evening peak hour.
Traffic Generation Comparison
The project site is requesting authorization to change the zoning designation from
Commercial General (CG) to Multiple Family Residential (R-3). A traffic
generation comparison has been conducted between the land uses for the
previous development and the proposed development. Based upon the trip
generation comparison depicted in Table 5, the proposed development is
projected to generate approximately 59 more daily vehicle trips, 19 more of which
will occur during the morning peak hour, and 10 more of which will occur during
the evening peak hour.
Traffic Distribution and Assignment
Traffic distribution is the determination of the directional orientation of traffic. It is
based on the geographical location of employment centers, commercial centers,
recreational areas, or residential area concentrations.
Traffic assignment is the determination of which specific route development traffic
will use, once the generalized traffic distribution is determined. The basic factors
affecting route selection are minimum time path and minimum distance path.
21
Figure 10 contains the directional distribution and assignment of the project traffic
for the proposed land use.
Proiect-Related Traffic
Based on the identified traffic generation and distribution, project related ADT
volumes are shown on Figure 11. The project related morning and evening peak
hour intersection turning movement volumes are shown on Figures 12 and 13,
respectively.
22
Table 4
Project Traffic Generation~
Tdps Generated Tdps Generated
Time Pedod Per DU2 by 63 DU
Morning Peak Hour
Inbound 0.07 4
Outbound 0.37 23
Total 0.44 27
Evening Peak Hour
Inbound 0.36 23
Outbound 0.18 11
Total 0.54 34
Daily 5.86 369
1 Source: Institute of Transportation Engineers (ITE), Trip Generation
6th Edition, 1997, Land Use Category 230.
DU = Dwelling Units
23
Table 5
Traffic Generation Comparison
Peak Hour
Momin~ Evening
Land Use Quantity UnitaI Inbound Outbound Total Inbound Outbound Total Daily
Previous
Commercial Retail2 3,23 AC 4 4 8 12 12 24 310
Proposed
Multi-Family Attached Residential3 63 DU 4 23 27 23 11 34 369
Difference +0 +1~ +19 +11 -1 +1C +59
AC = Acres
DU = Dwelling Units
Source: Institute of Transportation Engineers (ITE), Trip Generation, 6th Edition, 1997, Land Use Category 817.
3 See Table 4.
24
Rgure 10
Project Traffic Distribution
10~
O~
(~5~)
70~
-X-Site
05~)
5~
(~5~)
10~
O~
Kur~man Associates
2~32/~o
25
Figure 11
Project Average DaVy Traffic (ADT) Volumes
0.1
(0.1)
0.1
(0.2) (0.O
-X-Site
(0.2)
(.o~)
Legend
0.1 = Vehides Per Oey (lO00's)
For Existing Plus Project Traffic
Condit~s
(0.1) = Vehides
Fa' Year 2020 With Project Traffic
Conditions
NOM = Nominal, Less l~an 50
Vehicles Pa' 0ay
Ku~zma~ Assoc{otes
2752/11
26
Figure 12
Project Idorning Peek Hour Intersection Turning Idovement Volumes
2 -X-Site
Existing Plus Project Troffic Conditions
I1 i~_~-~WelnutAveeue / 0-'~-I~ q oo..~l~ .,~.~.Entronce
Project Entronce
S~mnore Avenue
Intersection reference numbers ore in upper left comer of turning movemmt boxes. 2732/lYoos
27
Figure 13
Project Evening Peak Hour Intersection Turning Movement Volumes
2 -X-Site
3
t~blnut Avenue
I Existing Plus Project Traffic Conditions I
o o ~14..-0 I/
~ :~1: :: / ~°~ Entronce
J Year 2020 YrJth Proj~'t Traffic Cmdifian, J
Kunzman Assoc~tes
Sycomore Avenue
Sycamore Avenue
Intersection reference numbers are in upper left corner of turning movement boxes. 2732/bbas
28
5. Existing Plus Project Traffic Conditions
Once the project-related traffic is assigned to the existing street network and
added to existing volumes, the traffic impact can be assessed. Figures 14 to 17
illustrate the existing plus project traffic conditions.
Existing Plus Project Averaqe Daily Traffic (ADT) Volumes
Upon project completion and occupancy, the existing plus project ADT volumes
are as illustrated on Figure 14.
Existing Plus Proiect Volume to Capacity Ratios
For existing plus project traffic conditions, daily volume to capacity ratios have
been calculated and are as shown on Figure 15. Daily volume to capacity ratios
are based on City of Tustin roadway capacities depicted in Table 2. For existing
plus project traffic conditions, the roadway links in the vicinity of the site are
projected to continue to operate within acceptable Levels of Service.
Existinq Plus Project Intersection Levels of Service (LOS)
The technique used to assess the operation of a signalized intersection is known
as Intersection Capacity Utilization (ICU). To calculate an ICU value the volume of
traffic using the intersection is compared with the capacity of the intersection. An
ICU value is usually expressed as a decimal. The decimal represents that portion
of the hour required to provide sufficient capacity to accommodate all intersection
traffic if all approaches operate at capacity.
The technique used to assess the capacity needs of an unsignalized intersection
is known as the Intersection Delay Method. To calculate delay, the volume of
traffic using the intersection is compared with the capacity of the intersection.
The Levels of Service for the existing plus project traffic conditions have been
calculated and are shown in Table 6. Existing plus project morning and evening
"peak hour intersection turning movement volumes are shown on Figures 16 and
17, respectively.
For existing plus project traffic conditions, the intersections in the vicinity of the site
are projected to operate at Level of Service B or better during the peak hours.
Existing plus project Level of Service worksheets are provided in Appendix C.
29
Table 6
Existing Plus Project Intersection Levels of Service (LOS)
Peak Hour
Intersection Approach Lanes~ ICU-LOS2/
Traffic Northbound Southbound Eastbound Westbound i Delay-LOS3
Intersection Control4 L T R L T R L T R L T R Morning Evening
Newport Avenue (NS) at:
Walnut Avenue (EW)2 TS 1 2 1 1 2 1 1 2 0 1 2 0 0,536-A 0.574-A
Project Entrance(EW)3 CSS 0 2 1 I 2 0 0 0 0 0 1_ 0 10.8-B 11.3-B
Sycamore Avenue (EW)2 TS 1 1 1 1 1 1 1 1 0 0 2 0 0.398-A 0.463-A
I
When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right turn lane, there must be sufficient
width for right turning vehicles to travel outside the through lanes.
L = Left; T = Through; R = Right; 1 = Improvement
2
ICU-LOS = Intersection Capacity Utilization - Level of Service
3 Delay and level of service has been calculated using the following analysis software: Traffix, Version 7.5.0615 (2000). Per the 2000
Highway Capacity Manual (HCM), overall average intersection delay and level of service are shown for intersections with traffic signal
or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement
(or movements sharing a single lane) are shown.
TS = Traffic Signal
CSS = Cross Street Stop
30
Figure 14
Existing Plus Project Average DaVy Traffic (ADT) Volumes
7.4 29.3
14.1
-X-Site
&7
Leaend
3.7 = Vehides Per Day (lO00's)
Ku~zma~ Assoc~tes
31
Figure 15
Existing Plus Project Volume To Capacity Ratios
-X--Site
Legend
0.30 = Volume To Capacity Ratio
Kunzman Associates
2732/15
32
Rgure 16
Existing Plus Project
Morning Peek Hour Intersection Turning Movement Volumes
2 -X-Site
3
z
33
Figure 17
Existing Plus Project
Evening Peek Hour Intersection Turning Movement Volumes
2 -X-Site
3
Project Entrence
Sycmnore Avenue
Z
t'a-'l~l ? m~ I
Intersectiee reference numbers are ~n upper left comer of tumin§ movement boxes. 2732/bbos
34
6. Year 2020 Traffic Conditions
In this section, Year 2020 traffic conditions reflecting ultimate buildout of the
existing General Plan without and with the project are discussed. Figures 18 to 25
show the Year 2020 traffic conditions.
Method of Projection
The Year 2020 without project ADT and peak hour volumes have been obtained
from the Marine Corps Air Station (MCAS) Tustin Disposal and Reuse Traffic
Study (October 19, 1999). The project site has been manually overlaid onto the
study area network.
Year 2020 Avera.qe Daily Traffic (ADT) Volumes
Year 2020 without project ADT volumes are depicted on Figure 18 and the Year
2020 with project ADT volumes are as illustrated on Figure 19.
Year 2020 Volume to Capacity Ratios
For Year 2020 without and with project traffic conditions, daily volume to capacity
ratios have been calculated and are as shown on Figures 20 and 21. Daily
volume to capacity ratios are based on City of Tustin roadway capacities depicted
in Table 2. For Year 2020 without project and with project traffic conditions, the
roadway links in the vicinity of the site are projected to operate within acceptable
Levels of Service, with the connection of Newport Avenue to Edinger Avenue.
Year 2020 Intersection Levels of Service (LOS)
The technique used to assess the operation of a signalized intersection is known
as Intersection Capacity Utilization (ICU). To calculate an ICU value the volume of
traffic using the intersection is compared with the capacity of the intersection. An
ICU value is usually expressed as a decimal. The decimal represents that portion
of the hour required to provide sufficient capacity to accommodate all intersection
traffic if all approaches operate at capacity.
The technique used to assess the capacity needs of an unsignalized intersection
is known as the Intersection Delay Method. To calculate delay, the volume of
traffic using the intersection is compared with the capacity of the intersection.
The Levels of Service for the Year 2020 without project traffic conditions have
been calculated and are shown in Table 7. Year 2020 without project morning and
evening peak hour intersection turning movement volumes are shown on Figures
22 and 23, respectively.
35
For Year 2020 without project traffic conditions, the intersections in the vicinity of
the site are projected to operate at Level of Service D or better during the peak
hours, with the connection of Newport Avenue to Edinger Avenue and assuming
improvements at the Newport Avenue/Sycamore Avenue intersection (see Table
7). Year 2020 without project Level of Service worksheets are provided in
Appendix C.
The Levels of Service for the Year 2020 with project traffic conditions have been
calculated and are shown in Table 8. Year 2020 with project morning and evening
peak hour intersection turning movement volumes are shown on Figures 24 and
25, respectively.
For Year 2020 with project traffic conditions (see Table 8), most of the
intersections in the vicinity of the site are projected to operate at Level of Service
D or better during the peak hours (assuming the Newport Avenue/Sycamore
Avenue intersection improvements), with the connection of Newport Avenue to
Edinger Avenue. However, the Newport Avenue/Project Entrance intersection is
projected to operate at Level of Service F during the evening peak hour. Year
2020 with project Level of Service worksheets are provided in Appendix C.
Based on the intersection analysis tool known as the Delay Methodology, the
intersection of Newport Avenue/Project Entrance is projected to operate at an
unacceptable Level of Service as an unsignalized intersection. If it were
signalized, the Delay Methodology would indicate that the intersection would
operate at an acceptable Level of Service (see Table 8). However, based on
traffic signal warrants, and directly considering the intersection volumes, a traffic
signal is not warranted.
The traffic signal warrant methodology directly addresses whether a traffic signal
should be installed or not, where as one of the by products of the Delay
Methodology implies that a traffic signal is needed. The traffic signal warrants are
based on years of experience, are time tested, industry standards, and are
recognized by the Federal Highway Administration and Caltrans as the appropriate
method of determining whether a traffic signal is needed or not. The Delay
Methodology on the other hand is not recognized by the Federal Highway
Administration and Caltrans as a valid methodology for determining whether a
traffic signal is needed or not.
Therefore, the two methodologies produce different and contradictory conclusions
to the question of whether a traffic signal is needed or not. Of the two
methodologies, Kunzman Associates believes the traffic signal warrant
methodology should take precedence and a traffic signal should not be installed.
Proiect Traffic Contribution
As shown in Table 9, the project traffic contributions have been calculated for the
intersections in the vicinity of the site. The project traffic contribution has been
36
based on the proportion of project peak hour traffic contributed to the total new
peak hour Year 2020 traffic volume.
Even though the Newport Avenue/Sycamore Avenue intersection is projected to
operate at Level of Service F during the peak hours (without improvements), the
project impacts are 0.004 and 0.004 for the morning and evening peak hours,
respectively (Table 7 compared to Table 8). These increases in ICU would be
below a threshold of significance for project related impacts.
A project impact has been identified for Year 2020 traffic conditions at the Newport
Avenue/Project Entrance intersection. A future raised median on Newport Avenue
will provide the necessary mitigation of the project impacts. The project's
proportionate share of a raised median improvement has been estimated to be
$19,780. The project shall provide the $19,780 to the City of Tustin, which will
serve to mitigate the future impacts generated by the proposed project.
37
Table 7
Year 2020 Without Project Intersection Levels of Service (LOS)
Intersection AF )roach Lanes~ Peak Hour
Traffic Northbound Southbound Eastbound Westbound ICU-LOS2
Intersection Control3 L T R L T R L T R L T R MorningIEvening
Newport Avenue (NS) at:
Walnut Avenue (EW) TS 1 2 1 1 2 1 1 2 0 1 2 0 0.615-B 0.660-B
Sycamore Avenue (EW)
- Without Improvements TS I I I I I I I I 0 0 2 0 1.650-F 1.805-F
-With Improvements TS 2 2 1 I 3 0 2_ 1 I 0 2 0 0.804-D 0.862-D
When a dght turn lane is designated, the lane can either be striped or unstdped. To funct'mn as a right turn lane, thero must be sufficient
width for right turning vehicles to travel outside the through lanes,
L = Left; T = Through; R = Right; I = Improvement
ICU-LOS = Intersection Capacity Utilization - Level of Service
TS = Traffic Signal
38
Table 8
Year 2020 With Project Intersection Levels of Service (LOS)
Peak Hour
Intersection Approach Lanes~ ICU-LOS2/
Traffic Northbound Southbound Eastbound Westbound Dela),-LOS3
Intersection Control4 L T R L T R L T R L T R Morning Evening
Newport Avenue (NS) at:
Walnut Avenue (EW)2 TS 1 2 1 1 2 1 1 2 0 1 2 0 0.617-B 0.661-B
Project Entrance (EW)3
-Without Improvements CSS 0 2 1 1 2 0 0 0 0 0 1_ 0 23.5-C 99.7-F
-With Improvements CS.__~S 0 2 1_ 0 2 0 0 0 0 0 0 1_ 10.2-B 16.9-C
Sycamore Avenue (EW)2
- Without Improvements TS 1 1 1 1 1 I 1 I 0 0 2 0 1.654-F 1.809-F
-With Improvements TS 2 2 I I 3 0 2 1 1_ 0 2 0 0,806-D 0.864-D
When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right tum lane, there must be sufficient
width for right turning vehicles to travel outside the through lanes.
L = Left; T = Through; R = Right; I = Improvement
2 ICU-LOS = Intersection Capacity Utilization - Level of Se~'ica
Delay and level of service has been calculated using the following analysis software: Traffix, Version 7.5.0615 (2000). Per the 2000
Highway Capacity Manual (HCM), overall average intersection delay and level of service are shown for intersections with traffic signal
or all way stop control. For intersections with cress street atop control, the delay and level of service for the worst individual movement
(or movements sharing a single lane) are shown.
4 TS = Traffic Signal
CSS = Cross Street Stop
39
Table 9
Project Traffic Contribution
Existing Plus Project Year 2020 With Project
Existing Project Year 2020 Total Project
Peak Project Plus Project % of Existing With Project Project New % of New
Intersection Hour Traffic Traffic Traffic Traffic Traffic Traffic Traffic Traffic
Newport Avenue (NS) at:
Walnut Avenue (EW) AM 19 1,918 1.0% 1,899 2,684 14 785 1.8%
PM 23 2,269 1.0% 2,246 3,258 18 1,012 1.8%
AVERAGE 21! 2~094 1.0% 2,073 2,971 16 899 1.8%
Newport Avenue (NS) at:
Sycamore Avenue (EW) AM 71 1,153 0.6% 1,146 3,731 11 2,585 0.4%
PM 10 1,262 0.8% 1,252 4,845 15 3,593 0.4%
AVERAGE 9 1,208 0.7% 1,199 4,288 13 3,089 0.4%
40
Figure 18
Yeor 2020 Without Project Averoge Do~y Troffic (ADT) Volumes
37.0
-X-Site
10.0
32.0
Leaend
32.0 = Veh/des Per Day (lO00's)
Kunzman Assoc.,res
2732/18
41
Iqgure 19
Year 2020 With Project Average Daily Traffic (ADT) Volumes
-X-Site
10.0
32.1 9.
Legend
32.1 = Vehides Per Day (lO00's)
Kunzrnan Associates
2~2/19
42
Figure 20
Year 2020 Without Project Volume To Capacity Ratios
0.99
-X-Site
0.85 =Volume To Copocity Rotio
Ku~ Assoc~tes
2732/20
43
Figure 21
Year 2020 With Project Volume To Capacity Ratios
0.99
-X-Site
0.27 0.67
.86
0.86 = Velume To Capacity Ratio
Kunzman Assoc~tes
27~2/21
44
Figure 22
Yeor 2020 Without Project
Morning Peek Hour Intersection Turning Movement Volumes
2 -X--Site
Project Entronce
S~:amore Avenue
Intersection reference numbes (]re in upper left corner of turning movement boxes. 2732/bbos
45
Figure 23
Yeer 2020 Without Project
Evening Peek Hour Intersection Turning k4ovement Volumes
2 -X--Site
ti ,=,,.t
Associates
Intersectien reference numbers ore in upper left comer of tumin~] movement boxes.
46
Figure 24
Yeer 2020 With Project
Uoming Peek Hour Intersection Turning Movement Volumes
2 -X-Site
Project Entronce
$~cama'e Avenue
Intersectio~ reference numbers are in upper left comer of tuminq movement boxes.
2732/bbos
47
Figure 25
Year 2020 With Project
Evening Peak Hour Intersection Turning Movement Volumes
2 -X-Site
z z z
I(~ .4ssoc~tes
Project Entrance
~ycomere Avenue
Intersectim~ reference numbers are in uPl~r left comer of tumin6 movement boxes. 27.T2/bbos
48
7. Internal Circulation
Discussed below are site access, sight distance, and parking.
Site Access
Site-specific circulation and access recommendations are depicted on Figures 26
and 27.
A STOP sign should be installed to control outbound traffic at the site access
driveway.
On-site traffic signing and striping should be implemented in conjunction with
detailed construction plans for the project. All markings or signs internal to the
project shall comply with provisions of the State's Traffic Manual.
Si,qht Distance
The sight distance at the project site intersection has been reviewed with respect
to City of Tustin sight distance standards, as shown on Figure 27.
Sight distance has been reviewed based upon the City of Tustin sight distance
requirements. The City of Tustin has an intersection sight distance standard
known as Improvement Standard No. 510 (see Appendix D).
The minimum corner sight distance for public road intersections shall be the
stopping distance measured from the 3.5 foot high height of the driver's line of
sight to a 4.25 foot object height of oncoming vehicles on the major roadway.
However, for an unsignalized intersebtion it is desirable that the corner sight
distance be calculated from the distance required to allow 7 ¼ seconds for the
driver on the cross road to safely cross the main roadway while the approach
vehicle travels at the assumed design speed of the main roadway. Therefore, the
maximum corner sight distance is 660 feet for a Major roadway classification.
Based upon the factors recommended by the City of Tustin, a preliminary'
graphical sight distance analysis has been made for the project site intersection.
The limited use areas are determined by the graphical method using the
appropriate distances. It shall be used for the purpose of prohibiting or clearing
obstructions in order to maintain adequate sight distance at the intersections.
Limited use areas shall have public use easements to limit slope and landscaping,
and be placed in a lighting and landscape assessment district. It should be noted
that obstructions such as bus shelters, walls, or landscaping within the limited use
area that could restrict the line of sight shall not be permitted. At the time of
preparation of final grading, landscaping, and street improvement plans, a final
49
determination of sight distance characteristics shall be prepared. The grading
plans should keep obstructions and slopes out of the limited use areas as shown
on Figure 27.
For purposes of this analysis it has been assumed that, for a driver exiting the
driveway and looking toward the left or toward the south, the driver would need to
see an approaching vehicle just 8 feet west of the Newport Avenue curb line. This
assumption would easily reveal any vehicle in the northbound lane that begins 8
feet west of the curb line. The first 8 feet next to the curb is for parking including
emergency parking. And it is hard to drive a vehicle in less than 8 feet. Thus, the
line of sight based on 8 feet out from the curb is conservative.
For purposes of this analysis it has been assumed that, for a driver exiting the
driveway and looking toward the right or toward the north, the driver would need to
see an approaching vehicle 56 feet west of the Newport Avenue curb line. This
assumption would easily reveal any vehicle in the southbound lane that begins 56
feet west of the curb line assuming the center of the road is centered on the center
line and assuming the median is only 10 feet wide. The road half section is 51 feet
wide.
Parkin.q
The site should provide sufficient parking spaces to meet City of Tustin parking
code requirements in order to service on-site parking demand.
50
Figure 26
Circulotion Recommendotions
off-site troffic si~ing md str~ing should be implemented
in conjunctim ~*th defied cmstruction pims f~r the
project. NI morkb~ ~r s~rm btwnd to the project sh~ll
comply with provisions of the State's Troffic Ikmuol.
~he site should provide sufficient porking spoces to meet
City of TusUn l~r~ir~J code requirements in order to sm, ice~
m-site perking demand.
Stop Sign
Kuv~z??~?r Assoc~tes
2752/26
51
Appendices
Appendix A
Appendix B
Appendix C
Appendix D
Glossary of Transportation Terms
Traffic Count Worksheets
Explanation and Calculation of Intersection Capacity
Utilization (ICU) and Intemection Delay
City of Tustin Improvement Standard No. 510
APPENDIX A
Glossary of Transportation Terms
GLOSSARY OF TRANSPORTATION TERMS
COMMON ABBREVIATIONS
AC:
ADT:
Caltrans:
DU:
ICU:
LOS:
TSF:
V/C:
VMT:
Acres
Average Daily Traffic
California Department of Transportation
Dwelling Unit
Intersection Capacity Utilization
Level of Service
Thousand Square Feet
Volume/Capacity
Vehicle Miles Traveled
TERMS
AVERAGE DALLY TRAFFIC: The total volume during a year divided by
the number of.days in a year. Usually only weekdays are included.
BANDWIDTH: The number of seconds of green time available for
through traffic in a signal progression.
BOTTLENECK: A constriction along a travelway that limits the amount
of traffic that can proceed downstream from its location.
CAPACITY: The maximum number of vehicles that can be reasonably
expected to pass over a given section of a lane or a roadway in a given
time period.
CHANNELIZATION: The separation or regulation of conflicting traffic
movements into definite paths of travel by the use of pavement
markings, raised islands, or other suitable means to facilitate the safe
and orderly movements of both vehicles and pedestrians.
CLEARANCE INTERVAL: Nearly same as yellow time. If there is an all
red interval after the end of a yellow, then that is also added into the
clearance interval.
CORDON: An imaginary line around an area across which vehicles,
persons, or other items are counted (in and out).
CYCLE LENGTH: The time period in seconds required for one complete
signal cycle.
CUL-DE-SAC STREET: A local street open at one end only, and with
special provisions for turning around.
DALLY CAPACITY: The daily volume of traffic that will result in a volume
during the peak hour equal to the capacity of the roadway.
DELAY: The time consumed while traffic is impeded in its movement by
some element over which it has no control, usually expressed in seconds
per vehicle.
DEMAND RESPONSIVE SIGNAL: Same as traffic-actuated signal.
DENSITY: The number of vehicles occupying in a unit length of the
through traffic lanes of a roadway at any given instant. Usually
expressed in vehicles per mile.
DETECTOR: A device that responds to a physical stimulus and
transmits a resulting impulse to the signal controller.
DESIGN SPEED: A speed selected for purposes of design. Features of
a highway, such as curvature, superelevation, and sight distance (upon
which the safe operation of vehicles is dependent) are correlated to
design speed.
DIRECTIONAL SPLIT: The percent of traffic in the peak direction at any
point in time.
DIVERSION: The rerouting of peak hour traffic to avoid congestion.
FORCED FLOW: Opposite of free flow.
FREE FLOW: Volumes are well below capacity.
maneuver freely and travel is unimpeded by other traffic.
Vehicles can
GAP: Time or distance between successive vehicles in a traffic stream,
rear bumper to front bumper.
HEADWAY: Time or distance spacing between successive vehicles in a
traffic stream, front bumper to front bumper.
INTERCONNECTED SIGNAL SYSTEM: A number of intersections that
are connected to achieve signal progression.
LEVEL OF SERVICE: A qualitative measure of a number of factors,
which include speed and travel time, traffic interruptions, freedom to
maneuver, safety, driving comfort and convenience, and operating costs.
LOOP DETECTOR: A vehicle detector consisting of a loop of wire
embedded in the roadway, energized by alternating current and
producing an output circuit closure when passed over by a vehicle.
MINIMUM ACCEPTABLE GAP: Smallest time headway between
successive vehicles in a traffic stream into which another vehicle is
willing and able to cross or merge.
MULTI-MODAL: More than one mode; such as automobile, bus transit,
rail rapid transit, and bicycle transportation modes.
OFFSET: The time interval in seconds between the beginning of green
at one intersection and the beginning of green at an adjacent
intersection.
PLATOON: A closely grouped component of traffic that is composed of
several vehicles moving, or standing ready to move, with clear spaces
ahead and behind.
ORIGIN-DESTINATION SURVEY: A survey to determine the point of
origin and the point of destination for a given vehicle trip.
PASSENGER CAR' EQUIVALENTS (PCE): One car is one Passenger
Car Equivalent. A truck is equal to 2 or 3 Passenger Car Equivalents in
that a truck requires longer to start, goes slower, and accelerates slower.
Loaded trucks have a higher Passenger Car Equivalent than empty
trucks.
PEAK HOUR: The 60 consecutive minutes with the highest number of
vehicles.
PRETIMED SIGNAL: A type of traffic signal that directs traffic to stop
and go on a predetermined time schedule without regard to traffic
conditions. Also, fixed time signal.
PROGRESSION: A term used to describe the progressive movement of
traffic through several signalized intersections.
SCREEN-LINE: An imaginary line or physical feature across which all
trips are counted, normally to verify the validity of mathematical traffic
models.
SIGNAL CYCLE: The time period in seconds required for one complete
sequence of signal indications.
SIGNAL PHASE: The part of the signal cycle allocated to one or more
traffic movements.
STARTING DELAY: The delay experienced in initiating the movement
of queued traffic from a stop to an average running speed through a
signalized intersection.
TRAFFIC-ACTUATED SIGNAL: A type of traffic signal that directs
traffic to stop and go in accordance with the demands of traffic, as
registered by the actuation of detectors.
TRIP: The movement of a person or vehicle from one location (origin) to
another (destination). For example, from home to store to home is two
trips, not one.
TRIP-END: One end of a trip at either the origin or destination; i.e. each
trip has two trip-ends. A trip-end occurs when a person, object, or
message is transferred to or from a vehicle.
· TRIP GENERATION RATE: The quality of trips produced and/or
attracted by a specific land use stated in terms of units such as per
dwelling, per acre, and per 1,000 square feet of floor space.
TRUCK: A vehicle having dual tires on one or more axles, or having
more than two axles.
UNBALANCED FLOW: Heavier traffic flow in one direction than the
other. On a daily basis, most facilities have balanced flow. During the
peak hours, flow is seldom balanced in an urban area.
VEHICLE MILES OF TRAVEL: A measure of the amount of usage of a
section of highway, obtained by multiplying the average daily traffic by
length of facility in miles.
APPENDIX B
Traffic Count Worksheets
Intersection Turning Movement
Prepared by: Southland Car Counters
N-S STREET: Newport Ave. DATE: 4/24/2003 LOCATION: City of Tustin
E-W STREET: Walnut Ave. DAY: THURSDAY PRO.]ECT# 03-0692-001 A
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: i 2 0 I 2 0 i 2 0 i 2 0
6:00 AM
6:15 AM
6:30 AM
6:45 AM
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
9 90 20 79 44 4 2 63 6 8 46 30 401
10 89 16 97 50 8 2 76 10 15 43 41 457
5 98 16 129 50 5 3 68 9 21 57 51 512
6 68 22 113 55 13 5 59 5 29 65 60 500
5 73 14 85 58 3 2 37 6 20 57 70 430
10 88 7 73 64 7 I 28 11 22 43 55 409
6 76 14 81 62 10 7 30 11 25 34 38 394
11 53 18 44 55 4 3 21 8 17 29 49 312
TOTAL NL NT NR
VOLUMES = 62 635 127
AM Peak Hr Begins at: 715 AM
PEAK
VOLUMES = 26 328 68
CONTROL: Signalized
SL ST SR EL ET ER WL WT WR TOTAL
701 438 54 25 382 66 157 374 394 3415
424 213 29 12 240 30 85 222 222 1899
Intersection Turning Movement
Prepared by: Southland Car Counters
N-S STREET:
E-W STREET:
Newport Ave.
Walnut Ave.
DATE: 4/24/2003
DAY: THURSDAY
LOCATION: City of Tustin
PROJECT# 03-0692-001 P
LANES:
NOR-rHBOUND
NL NT NR
1 2 0
SOUTHBOUND EASTBOUND WESTBOUND
SL ST SR EL ET ER WL WT WR
i 2 0 i 2 0 1 2 0
TOTAL
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
6:00 PM
6:15 PM
6:30 PM
6:45 PM
13 102 23 60 56
15 70 15 75 53
14 91 7 71 86
24 97 14 74 62
14 98 14 76 77
14 87 14 86 73
10 95 11 80 68
9 104 15 77 77
9 3 46 13 25 115 70 535
10 5 33 15 32 85 74 482
14 4 42 10 25 108 72 544
9 4 45 12 21 98 72 532
5 3 54 9 28 120 89 587
10 3 58 12 24 91 111 583
9 4 33 6 19 88 98 521
9 2 31 7 24 71 93 519
TOTAL NL NT NR SL ST
VOLUMES = 113 744 113 599 552
PM Peak Hr Begins at: 430 PM
PEAK
VOLUMES = 66 373 49 307 298
CONTROL: Signalized
SR EL ET ER WL
75 28 342 84 198
38 14 199 43 98
WT WR TOTAL
776 679 43O3
417 344 2246
Intersection Turning Movement
Prepared by: Southland Car Counters
N-S STREET: Newport Ave. DATE: 4/24/2003 LOCATION: City of Tustin
E-W STREET: Sycamore Ave. DAY: THURSDAY PRO3ECT# 03-0692-002 A
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: i i 0 i i 1 i .5 .5 0 2 0
6:00 AM
6:15 AM
6:30 AM
6:45 AM
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AH
10:30 AM
10:45 AH
11:00 AM
11:15 AM
11:30 AM
11:45 AM
24 16 13 34 13 12 50 10 4 5 45 40 266
27 33 10 34 15 13 38 30 3 3 86 17 309
25 29 12 39 17 31 39 33 2 5 70 29 331
24 26 6 38 23 29 45 8 6 2 24 9 240
34 19 13 38 24 26 34 8 2 3 43 20 264
20 18 8 40 20 16 48 5 3 6 41 38 263
18 19 9 44 23 14 51 7 6 3 34 27 255
18 24 8 29 14 31 51 10 4 4 25 18 236
TOTAL NL NT NR SL ST SR EL ET ER WL VVT WR TOTAL
VOLUMES = 190 184 79 296 149 172 356 111 30 31 368 198 2164
AM Peak Hr Begins at: 700AM
PEAK
VOLUMES =
100 104 41 145 68 85 172 81 15 15 225 95 1146
CONTROL: Signalized;
Intersection TUrning Movement
Prepared by: Southland Car Counters
N-S STREET:
E-W STREET:
Newport Ave.
Sycamore Ave,
DATE: 4/24/2003
DAY: THURSDAY
LOCATION: City of Tustin
PRO.1ECT# 03-0692-002 P
LANES:
NORTHBOUND
NL NT NR
i i 0
SOUTHBOUND EASTBOUND WESTBOUND
SL ST SR EL ET ER WL WT WR
1 1 i 1 .5 .5 0 2 0
TOTAL
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2;30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5;45 PM
6:00 PM
6:15 PM
6:30 PM
6:45 PM
8 20 9
8 4 2
7 8 3
11 28 7
8 31 2
8 13 6
7 28 3
9 23 4
34 26 29 32 15 1
32 28 12 21 I 2
44 23 21 28 9 2
51 35 7 49 12 3
57 44 31 37 14 2
53 41 23 45 13 4
47 29 18 45 11 2
40 45 20 59 9 13
10 48 52 284
9 25 43 187
9 63 41 258
11 45 54 313
11 53 40 330
20 43 29 298
17 50 54 311
15 45 30 312
TOTAL NL NT NR SL ST
VOLUMES = 66 155 36 358 271
PM Peak Hr Begins at: 445 PM
PEAK
VOLUMES = 34 100 18 208 149
CONTROL: Signalized;
SR EL
161 316
79 176 50
ET ER WL VVT WR TOTAL
84 29 102 372 343 2293
11 59 191 177 1252
APPENDIX C
Explanation and Calculation of
Intersection Capacity Utilization (ICU)
and Intersection Delay
EXPLANATION AND CALCULATION OF
INTERSECTION CAPACITY UTILIZATION (ICU)
Overview
The ability of a roadway to carry traffic is referred to as capacity. The
capacity is usually greater between intersections and less at
intersections because traffic flows continuously between them and only
during the green phase at them. Capacity at intersections is best
defined in terms of vehicles per lane per hour of green. If capacity is
1600 vehicles per lane per hour of green, and if the green phase is 50
percent of the cycle and there are three lanes, then the capacity is 1600
times 50 percent times 3 lanes, or 2400 vehicles per hour for that
approach.
The technique used to compare the volume and capacity at an
intersection is known as Intersection Capacity Utilization (ICU). ICU,
usually expressed as a decimal, is the proportion of an hour required to
provide sufficient capacity to accommodate all intersection traffic if all
approaches operate at capacity. If an intersection is operating at 80
percent of capacity (i.e., an ICU of 80 percent), then 20 percent of the
signal cycle is not used. The signal could show red on all indications 20
percent of the time and the signal would just accommodate approaching
traffic.
ICU analysis consists of (a) determining the proportion of signal time
needed to serve each conflicting movement of traffic, (b) summing the
times for the movements, and (c) comparing the total time required to
the total time available. For example, if for north-south traffic the
northbound traffic is 1600 vehicles per hour, the southbound traffic is
1200 vehicles per hour, and the capacity of either direction is 3200
vehicles per hour, then the northbound traffic is critical and requires
1600/3200 or 50 percent of the signal time. If for east-west traffic, 30
percent of the signal time is required, then it can be seen that the ICU is
50 plus 30, or 80 percent. When left turn arrows (left turn phasing) exist,
they are incorporated into the analysis. The critical movements are
usually the heavy left turn movements and the opposing through
movements.
The ICU technique is an ideal tool to quantify existing as well as future
intersection operation. The impact of adding a lane can be quickly
determined by examining the effect the lane has on the Intersection
Capacity Utilization.
ICU Worksheets That Follow This Discussion
The ICU worksheet table contains the following information:
Peak hour turning movement volumes.
Number of lanes that serve each movement.
For right turn lanes, whether the lane is a free right turn lane,
whether it has a right turn arrow, and the percent of right turns on
red that are assumed.
Capacity assumed per lane.
Capacity available to serve each movement (number of lanes
times capacity per lane).
Volume to capacity ratio for each movement.
Whether the movement's volume to capacity ratio is critical and
adds to the ICU value.
8. The yellow time or clearance interval assumed.
9. Adjustments for right turn movements.
10. The ICU and LOS.
The ICU Worksheet also has two graphics on the same page.
two graphics show the following:
1. Peak hour turning movement volumes.
2. Number of lanes that serve each movement.
These
3. The approach and exit leg volumes.
4. The two-way leg volumes.
An estimate of daily traffic volumes that is fairly close to actual
counts and is based strictly on the peak hour leg volumes multiplied
by a factor.
6. Percent of daily traffic in peak hours.
7. Percent of peak hour leg volume that is inbound versus outbound.
A more detailed discussion of ICU and LOS follows.
Level of Service (LOS)
Level of Service is used to describe the quality of traffic flow. Levels of
Service A to C operate quite well. Level of Service C is typically the
standard to which rural roadways are designed.
Level of Service D is characterized by fairly restricted traffic flow. Level
of Service D is the standard to which urban roadways are typically
designed. Level of Service E is the maximum volume a facility can
accommodate and will result in possible stoppages of momentary
duration. Level of Service F occurs when a facility is overloaded and is
characterized by stop-and-go traffic with stoppages of long duration.
A description of the various Levels of Service appears at the end of the
ICU description, along with the relationship between ICU and Level of
Service.
Si,qnalized and Unsi.qnalized Intersections
Although calculating an ICU value for an unsignalized intersection is
invalid, the presumption is that a signal can be installed and the
calculation shows whether the geometrics are capable of
accommodating the expected volumes with a signal. A traffic signal
becomes warranted before Level of Service D is reached for a signalized
intersection.
Si.qnal Timinq
The ICU calculation assumes that a signal is properly timed. It is
possible to have an ICU well below 100 percent, yet have severe traffic
congestion. This would occur if one or more movements is not getting
sufficient green time to satisfy its demand, and excess green time exists
on other movements. This is an operational problem that should be
remedied.
Lane Capacity
Capacity is often defined in terms of roadway width; however, standard
lanes have approximately the same capacity whether they are 11 or 14
feet wide. Our data indicates a typical lane, whether a through lane or a
left turn lane, has a capacity of approximately 1750 vehicles per hour of
green time, with nearly all locations showing a capacity greater than
1600 vehicles per hour of green per lane. Right turn lanes have a
slightly lower capacity; however 1600 vehicles per hour is a valid
capacity assumption for right turn lanes.
This finding is published in the August, 1978 issue of ITE Journal in the
article entitled, "Another Look at Signalized Intersection Capacity" by
William Kunzman. A capacity of 1600 vehicles per hour per lane with no
yellow time penalty, or 1700 vehicles per hour with a 3 or 5 percent
yellow time penalty is reasonable.
Yellow Time
The yellow time can either be assumed to be completely used and no
penalty applied, or it can be assumed to be only partially usable. Total
yellow time accounts for approximately 10 percent of a signal cycle, and
a penalty of 3 to 5 percent is reasonable.
During peak hour traffic operation the yellow times are nearly completely
used. If there is no left turn phasing, the left turn vehicles completely
use the yellow time. Even if there is left turn phasing, the through traffic
continues to enter the intersection on the yellow until just a split second
before the red.
Shared Lanes
Shared lanes occur in many locations. A shared lane is often found at
the end of an off ramp where the ramp forms an intersection with the
cross street. Often at a diamond interchange off ramp, there are three
lanes. In the case of a diamond interchange, the middle lane is
sometimes shared, and the driver can turn left, go through, or turn right
from that lane.
If one assumes a three lane off ramp as described above, and if one
assumes that each lane has 1600 capacity, and if one assumes that
there are 1000 left turns per hour, 500 right turns per hour, and 100
through vehicles per hour, then how should one assume that the three
lanes operate. There are three ways that it is done.
One way is to just assume that all 1600 vehicles (1000 plus 500 plus
100) are served simultaneously by three lanes. When this is done, the
capacity is 3 times 1600 or 4800, and the amount of green time needed
to serve the ramp is 1600 vehicles divided by 4800 capacity or 33.3
percent. This assumption effectively assumes perfect lane distribution
between the three lanes that is not realistic. It also means a left turn can
be made from the right lane.
Another way is to equally split the capacity of a shared lane and in this
case to assume there are 1.33 left turn lanes, 1.33 right turn lanes, and
0.33 through lanes. With this assumption, the critical movement is the
left turns and the 1000 left turns are served by a capacity of 1.33 times
1600, or 2133. The volume to capacity ratio of the critical move is 1000
divided by 2133 or 46.9 percent.
The first method results in a critical move of 33.3 percent and the second
method results in a critical move of 46.9 percent. Neither is very
accurate, and the difference in the calculated Level of Service will be
approximately 1.5 Levels of Service (one Level of Service is 10 percent).
The way Kunzman Associates does it is to assign fractional lanes in a
reasonable way. In this example, it would be assumed that there is 1.1
right turn lanes, 0.2 through lanes, and 1.7 left turn lanes. The volume to
capacity ratios for each movement would be 31.3 percent for the through
traffic, 28.4 percent for the right turn movement, and 36.8 percent for the
left turn movement. The critical movement would be the 36.8 percent for
the left turns.
Right Turn on Red
Kunzman Associates' software treats right turn lanes in one of five
different ways. Each right turn lane is classified into one of five cases.
The five cases are (1) free right turn lane, (2) right turn lane with
separate right turn arrow, (3) standard right turn lane with no right turns
on red allowed, (4) standard right turn lane with a certain percentage of
right turns on red allowed, and (5) separate right turn arrow and a certain
percentage of right turns on red allowed.
Free Right Turn Lane
If it is a free right turn lane, then it is given a capacity of one full lane with
continuous or 100 percent green time. A free right turn lane occurs
when there is a separate approach lane for right turning vehicles, there
is a separate departure lane for the right turning vehicles after they turn
and are exiting the intersection, and the through cross street traffic does
not interfere with the vehicles after they turn right.
Separate Ri,qht Turn Arrow
If there is a separate right turn arrow, then it is assumed that vehicles
are given a green indication and can proceed on what is known as the
left turn overlap.
The left turn overlap for a northbound right turn is the westbound left
turn. When the left turn overlap has a green indication, the right turn
lane is also given a green arrow indication. Thus, if there is a
northbound right turn arrow, then it can be turned green for the period of
time that the westbound left turns are proceeding.
If there are more right turns than can be accommodated during the
northbound'thi:ough green and the time that the northbound right turn
arrow is on, then an adjustment is made to the ICU to account for the
green time that needs to be added to the northbound through green to
accommodate the northbound right turns.
Standard Riqht Turn Lane, No Ri.qht Turns on Red
A standard right turn lane, with no right turn on red assumed, proceeds
only when there is a green indication displayed for the adjacent through
movement. If additional green time is needed above that amount of
time, then in the ICU calculation a right turn adjustment green time is
added above the green time that is needed to serve the adjacent through
movement.
Standard Riqht Turn Lane, With Ri.qht Turns on Red
A standard right turn lane with say 20 percent of the right turns allowed
to turn right on a red indication is calculated the same as the standard
right turn case where there is no right turn on red allowed, except that
the right turn adjustment is reduced to account for the 20 percent of the
right turning vehicles that can logically turn right on a red light. The right
turns on red are never allowed to exceed the time the overlap left turns
take plus the unused part of the green cycle that the cross street traffic
moving from left to right has.
As an example of how 20 percent of the cars are allowed to turn right on
a red indication, assume that the northbound right turn volume needs 40
percent of the signal cycle to be satisfied. To allow 20 percent of the
northbound right turns to turn right on red, then during 8 percent of the
signal cycle (40 percent of signal cycle times 20 percent that can turn
right on red) right turns on red will be allowed if it is feasible.
For this example, assume that 15 percent of the signal cycle is green for
the northbound through traffic, and that means that 15 percent of the
signal cycle is available to satisfy northbound right turns. After the
northbound through traffic has received its green, 25 percent of the
signal cycle is still needed to satisfy the northbound right turns (40
percent of the signal cycle minus the 15 percent of the signal cycle that
the northbound through used).
Assume that the.westbound left turns require a green time of 6 percent
of the signal cycle. This 6 percent of the signal cycle is used by
northbound right turns on red. After accounting for the northbound right
turns that occur on the westbound overlap left turn, 19 percent of the
signal cycle is still needed for the northbound right turns (25 percent of
the cycle was needed after the northbound through green time was
accounted for [see above paragraph], and 6 percent was served during
the westbound left turn overlap). Also, at this point 6 percent of the
signal cycle has been used for northbound right turns on red, and still 2
percent more of the right turns will be allowed to occur on the red if there
is unused eastbound through green time.
For purpose of this example, assume that the westbound through green
is critical, and that 15 percent of the signal cycle is unused by eastbound
through traffic. Thus, 2 percent more of the signal cycle can be used by
the northbound right turns on red since there is 15 seconds of unused
green time being given to the eastbound through traffic.
At this point, 8 percent of the signal cycle was available to serve
northbound right turning vehicles on red, and 15 percent of the signal
cycle was available to serve right turning vehicles on the northbound
through green. So 23 percent of the signal cycle has been available for
northbound right turns.
Because 40 percent of the signal cycle is needed to serve northbound
right turns, there is still a need for 17 percent more of the signal cycle to
be available for northbound right turns. What this means is the
northbound through traffic green time is increased by 17 percent of the
cycle length to serve the unserved right turn volume, and a 17 percent
adjustment is added to the ICU to account for the northbound right turns
that were not served on the northbound through green time or when right
turns on red were assumed.
Separate Right Turn Arrow, With Right Turns on Red
A right turn lane with a separate right turn arrow, plus a certain
percentage of right turns allowed on red is calculated the same way as a
standard right turn lane with a certain percentage of right turns allowed
on red, except the turns which occur on the right turn arrow are not
counted as part of the percentage of right turns that occur on red.
Critical Lane Method
ICU parallels another calculation procedure known as the Critical Lane
Method with one exception. Critical Lane Method dimensions capacity in
terms of standardized vehicles per hour per lane. A Critical Lane
Method result of 800 vehicles per hour means that the intersection
operates as though 800 vehicles were using a single lane continuously.
If one assumes a lane capacity of 1600 vehicles per hour, then a Critical
Lane Method calculation resulting in 800 vehicles per hour is the same
as an ICU calculation of 50 percent since 80011600 is 50 percent. It is
our opinion that the Critical Lane Method is inferior to the ICU method
simply because a statement such as "The Critical Lane Method value is
800 vehicles per hour" means little to most persons, whereas a
statement such as "The Intersection Capacity Utilization is 50 percent"
communicates clearly. Critical Lane Method results directly correspond
to ICU results. The correspondence is as follows, assuming a lane
capacity of 1600 vehicles per hour and no clearance interval.
Critical Lane Method Result ICU Result
800 vehicles per hour
50 )ercent
960 vehicles per hour
60 )ercent
1120 vehicles per hour
70 ~ercent
1280 vehicles per hour
80 ~ercent
1440 vehicles per hour
90 )ercent
1600 vehicles per hour
100 ~ercent
1760 vehicles per hour
110 ~ercent
INTERSECTION CAPACITY UTILIZATION (ICU)
LEVEL OF SERVICE (LOS) DESCRIPTION~
Level of Volume to
Service Description Capacity Ratio
A Level of Service A occurs when progression is 0.600and below
extremely favorable and vehicles arrive during the green
phase. Most vehicles do not stop at all. Short cycle
lengths may also contribute to Iow delay.
Level of Service B generally occurs with good
B progression and/or short cycle lengths. More vehicles 0.601 to 0.700
stop than for LOS A, causing higher levels of average
delay.
Level of Service C generally results when there is fair
C progression and/or longer cycle lengths. Individual 0.701 to 0.800
cycle failures may begin to appear in this level. The
number of vehicles stopping is significant at this level,
although many still pass through the intersection without
stopping.
Level of Service D generally results in noticeable
D congestion. Longer delays may result from some 0.801 to 0.900
combination of unfavorable progression, long cycle
lengths, or high volume to capacity ratios. Many
vehicles stop, and the proportion of vehicles not
stopping declines. Individual cycle failures are
noticeable.
Level of Service E is considered to be the limit of
E acceptable delay. These high delay values generally 0.901 to 1.000
indicate poor progression, long cycle lengths, and high
volume to capacity ratios. Individual cycle failures are
frequent.
Level of Service F is considered to be unacceptable to
F most drivers. This condition often occurs when 1.001 and up
oversaturation, i.e., when arrival flow rates exceed the
capacity of the intersection. It may also occur at high
volume to capacity ratios below 1.00 with many .-
individual cycle failures. Poor progression and long
cycle lengths may also be major contributing causes to
such delay levels.
~Source: Highway Capacity Manual Special Report 209, Transportation Research Board,
National Research Council Washington D.C., 2000.
CALCULATION OF INTERSECTION
LEVEL OF SERVICE (LOS) USING DELAY METHODOLOGY
The levels of service at the unsignalized and signalized intersections are
calculated using the delay methodology in the 2000 Hi,qhway Capacity
Manual (HCM). This methodology views an intersection as consisting of
several lane groups. A lane group is a set of lanes serving a movement.
If there are two northbound left turn lanes, then the lane group serving
the northbound left turn movement has two lanes. Similarly, there may
be three lanes in the lane group serving the northbound through
movement, one lane in the lane group serving the northbound right turn
movement, and so forth. It is also possible for one lane to serve two lane
groups. A shared lane might result in there being 1.5 lanes in the
northbound left turn lane group and 2.5 lanes in the northbound through
lane group.
For each lane group, there is a capacity. That capacity is calculated by
multiplying the number of lanes in the lane group times a theoretical
maximum lane capacity per lane times 12 adjustment factors.
Each of the 12 adjustment factors has a value of approximately 1.00. A
value less than 1.00 is generally assigned when a less than desirable
condition occurs.
The 12 adjustment factors are as follows:
Peak hour factor (to account for peaking within the peak
hour)
Lane utilization factor (to account for not all lanes loading
equally)
3. Lane width
4. Percent of heavy trucks
5. Approach grade
6. Parking
7. Bus stops at intersections
8. Area type (CBD or other)
9. Right turns
10. Left turns
11. Pedestrian activity
12. Signal progression
The maximum theoretical lane capacity and the 12 adjustment factors for
it are all unknowns for which approximate estimates have been
recommended in the 2000 HCM. For the most part, the recommended
values are not based on statistical analysis but rather on educated
estimates. However, it is possible to use the delay method and get
reasonable results as will be discussed below.
Once the lane group volume is known and the lane group capacity is
known, a volume to capacity ratio can be calculated for the lane group.
With a volume to capacity ratio calculated, average delay per vehicle in a
lane group can be estimated. The average delay per vehicle in a lane
group is calculated using a complex formula provided by the 2000 HCM,
which can be simplified and described as follows:
Delay per vehicle in a lane group is a function of the following:
1. Cycle length
2. Amount of red time faced by a lane group
3. Amount of yellow time for that lane group
4. The volume to capacity ratio of the lane group
The average delay per vehicle for each lane group is calculated, and
eventually an overall average delay for all vehicles entering the
intersection is calculated. This average delay per vehicle is then used to
judge Level of Service. The Level of Services are defined in the table
that follows this discussion.
Experience has shown that when a maximum lane capacity of 1,900
vehicles per hour is used (as recommended in the 2000 HCM), little or
no yellow time penalty is used, and none of the 12 penalty factors are
applied, calculated delay is realistic. The delay calculation for instance
assumes that yellow time is totally unused. Yet experience shows that
most of the yellow time is used.
An idiosyncrasy of the delay methodology is that it is possible to add
traffic to an intersection and reduce the average total delay per vehicle.
If the average total delay is 30 seconds per vehicle for all vehicles
traveling through an intersection, and traffic is added to a movement that
has an average total delay of 15 seconds per vehicle, then the overall
average total delay is reduced.
The delay calculation for a lane group is based on a concept that the
delay is a function of the amount of unused capacity available. As the
volume approaches capacity and there is no more unused capacity
available, then the delay rapidly increases. Delay is not proportional to
volume, but rather increases rapidly as the unused capacity approaches
zero.
Because delay is not linearly related to volumes, the delay does not
reflect how close an intersection is to overloading. If an intersection is
operating at Level of Service (LOS) C and has an average total delay of
18 seconds per vehicle, you know very little as to what percent the traffic
can increase before LOS E is reached.
INTERSECTION DELAY
LEVEL OF SERVICE (LOS) DESCRIPTION1
Average Total Delay
Level of Per Vehicle (Seconds)
Service
(LOS) Description Signalized
Unsignalized
A Level of Service A occurs when progression is extremely favorable 0to 10.00 0to 10.00
and most vehicles arrive during the green phase. Most vehicles do
not stop at all. Short cycle lengths may also contribute to Iow delay.
B Level of Service B generally occurs with good progression and/or 10.01 to20.00 10.01 to 15.00
short cycle lengths. More vehicles stop than for LOS A, causing
higher levels of average total delay.
C Level of Service C generally results when there is fair progression 20.01 to 35.00 15.01 to 25.00
and/or longer cycle lengths. Individual cycle failures may begin to
appear in this level. The number of vehicles stopping is significant
at this level, although many still pass through the intersection
without stopping.
D Level of Service D generally results in noticeable congestion. 35.01 to55.00 25.01 to35.00
Longer delays may result from some combination of unfavorable
progression, long cycle lengths, or high volume to capacity ratios.
Many vehicles stop, and the proportion of vehicles not stopping
declines. Individual cycle failures are noticeable.
E Level of Service E is considered to be the limit of acceptable delay. 55.01 to 80.00 35.01 to 50.00
These high delay values generally indicate poor progression, long
cycle lengths, and high volume to capacity ratios. Individual cycle
failures are frequent occurrences.
F Level of Service F is considered to be unacceptable to most drivers. 80.01 and up 50.01 and up
This condition often occurs with oversaturation, i.e., when arrival
flow rates exceed the capacity of the intersection. It may also occur
at high volume to capacity ratios below 1.00 with many individual
cycle failures. Poor progression and long cycle lengths may also be
major contributing causes to such delay levels.
Source: Hiqhwa¥ Capacity Manual (HCM) Special Report 209, Transportation Research Board, National Research
Council, Washington, D.C., 2000.
Existin.q
INTERSECTION VOLUMES, LANES, AND INTERSECTION CAPACITY UTILIZATION CALCULATION
INTERSECTION: NEWPORT AVENUE (NS) and WALNUT AVENUE (EW) COUNT DATE: 04-24-03
LAND USE: EXISTING GEOMETRICS: Existing
MOVEMENT LANES CAPACITY BASE ADDED TOTAL VOLUME TO
VOLUME VOLUME VOLUME CAPACITY
RATIO
(AM) (PM) (AM) (PM) (AM) (PM) (AM) (PM)
Northbound Left 1 1700 26 66 0 0 26 66 0.015 0.039
Northbound Through 2 3400 328 373 0 0 328 373 0.096* 0.110'
Northbound Right 1 1700 68 49 0 0 68 49 0.040 0.029
Southbound Left 1 1700 424 307 0 0 424 307 0.249* 0.181'
Southbound Through 2 3400 213 298 0 0 213 298 0.063 0,088
Southbound Right 1 1700 29 38 0 0 29 38 0.017 0,022
Eastbound Left 1 1700 12 14 0 0 12 14 0.007* 0.008*
Eastbound Through 2 3400 240 199 0 0 240 199 0.079 0.071
Eastbound Right 0 0 30 43 0 0 30 43 0.000 0.000
Westbound Left 1 1700 85 98 0 0 85 98 0.050 0.058
Westbound Through 2 3400 222 417 0 0 222 417 0;131' 0.224*
Westbound Right 0 0 222 344 0 0 222 344 0.000 0.000
Northbound Right Turn Adjustment 0 % of right turns IRT) are ass~aned to occur on 0.000' 0.000'
Southbound Right Turn Adjustment red light when there is separate RT lane & when 0.000' 0.000'
Eastbound Right Turn Adjustment movement is permitted. 0.000' 0.000'
Westbound Right Turn Adjustment 0.000' 0.000'
Clearance Intervat 0.050* 0.050*
INTERSECTION CAPACITY UTILIZATION, ICU (Sum of Components with *) .> 0.533 0.573
LEVEL OF SERVICE (A=.O00-.6 ICU; B:.601-.7; C=.701-.8; D=.801-.9; E=.901-1.0; F:I.001+) A A
PLOT OF PEAK HOUR TURNING VOLUMES AND LANES PLOT OF INTERSECTION LEG VOLUMES
I A A A
29- 38 o [14,300] I I I 1228-1374 [14,311]
I
I
V (2 Way Volumes)
213 - 298 North North
307 666 - 643 [ 7,200] 562 - 731 [ 7,1121
I ~ WR V
1.,I 2.0 .0
! I / ' 0.0-- 222 - 344 277 - 521 [ 4,389] 529 - 859 [ 7,6341
SR~ I ~--SL < <--
WT--2.0-- 222 - 417
ST --> ·
Fl.0-- 85 - 98 282 - 256 [ 2,959] 732 - 555 [ 7,079]
I
2.0 = Lanes WL > <-->
i <559 - 777 [ 7,348] 1261 -1414 [14,713]
--o o-- (2 ~/ay Votumes) (2 Way Volumes)
[ 7,300] [14,700]
328 - 439 ( 4,219] 422 - 488 [ 5,0051
12 - 14 --1.0 NT V
240 - 199 2.0 ET NL [--NR LEGEND: A
1~. AM-PM Peak Hour [Daity] [ 750 - 927 [ 9,224]
30 - 43 --0.07 2.0 m'~'O Daily = (AM+PM)* 5.5 V (2 Way Volumes)
ER~8 - 49 Leg: North South East West
[ 9,2003 o 3L8 - 373 % Entering (AM-PM) 54 - 47 56 - 53 42 - 61 50 - 33
LEGEND: AM-PM Peak Hour [ % of Daily in Peak 9 - 10 8 - 10 9 - 10 8 - 11
[Estimated 2~Way Daily][ Z6 - 66 Hour (AM-PM)
-- Kunzman Associates
INTERSECTION VOLUMES, LANES, AND INTERSECTION CAPACITY UTILIZATION CALCULATION
INTERSECTION: NEWPORT AVENUE (NS) and SYCAMORE AVENUE (EW) COUNT DATE: 04-24-03
LAND USE: EXISTING GEOMETRICS: Existing
MOVEMENT LANES CAPACITY BASE ADDED TOTAL VOLUME TO
VOLUME VOLUME VOLUME CAPAC [ TY
RATIO
(AM) (PM) (AM) (PM) (AM) (PM) (AM) (PM)
Northbound Left 1 1700 100 34 0 0 100 34 0.059 0.020
Northbound Through 1 1700 10/* 100 0 0 104 100 0.061' 0.059*
Northbound Right 1 1700 /.1 18 0 0 41 18 0.02/* 0.011
Southbound Left 1 1700 1/.5 208 0 0 145 208 0.085* 0.122'
Southbound Through 1 1700 68 149 0 0 68 149 0.040 0.088
Southbound Right 1 1700 85 79 0 0 85 79 0.050 0.0/*6
Eastbound Left 1 1700 172 176 0 0 172 176 0.101' 0.104'
Eastbound Through 1 1700 81 50 0 0 81 50 0.056 0.036
Eastbound Right 0 0 15 11 0 0 15 11 0.000 0.000
Westbound Left 0 0 15 59 0 0 15 59 0.000 0.000
Westbound Through 2 3400 225 191 0 0 225 191 0.099* 0.126'
Westbound Right 0 0 95 177 0 0 95 177 0.000 0.000
Northbound Right Turn Adjustment 0 % of right turns (RT) are assumed to occur on 0.000' 0.000'
Southbound Right Turn Adjustment red light when there is separate RI lane & when 0.000' 0.000'
Eastbound Right Turn Adjustment movement is permitted. 0.000' 0.000'
Westbound Right Turn Adjustment 0.000' 0.000'
Clearance Interval 0.050* 0.050*
INTERSECTION CAPACITY UTILIZATION, ICU (Sum of Components with *) .> 0.396 0.461
LEVEL OF SERVICE (A=.O00-.6 ICU; B=.601-.7; C=.701-.8; D=.801-.9; E=.901-1.0; F=1.001+) A A
PLOT OF PEAK HOUR TURNING VOLUMES AND LANES PLOT OF INTERSECTION LEG VOLUMES
I A A A
85 - 79 o [ 8,600] I I [ 669 - 889 [ 8,569]
iI I V (2 Way Volumes)
68- 149 i North North
208 i 298 - 436 [ 4,0371 371 - 453 [
I WR V
SR SL ! <
WT 2.0-- 225 - 191
ST ! --> >
i r-'--O.O-- 15 - 59 268 - 237 [ 2,778] 267 - 276 [ 2,987]
I
2.0 = Lanes WL < > < >
J 678 - 541 [ 6,7053 602 - 703 [ 7,1783
--o o-- (2 Way Volumes) (2 Way Volumes)
[ 6,700] [ 7,200]
81 - 50--1.0--ET NL i--NR LEGEND: A
1~. AM-PM Peak Hour [Daity] J 343 - 371 [ 3,927]
15 - 11 ---O.O--lj . 1.,0 1'~'0 Daily = (AM+PM}* 5.5 V (2 Way Votcm~es)
ER i 1 - 18 Leg: North South East West
[ 3,900] o 1)4 - 100 % Entering (AM-PM) 45 - 49 71 - 41 56 - 61 40 - 44
LEGEND: AM-PM Peak Hour I % of Daily in Peak 8 - 10 9 - 9 8 - 10 10 - 8
[Estimated 2-Way Daily]I 1110 - 34 Hour (AM-PM)
-- Kunzman Associates
Existin.q Plus Project
INTERSECTION VOLUMES, LANES, AND INTERSECTION CAPACITY UTILIZATION CALCULATION
INTERSECT[ON: NEWPORT AVENUE (NS) and WALNUT AVENUE (EW)
LAND USE: EXISTING PLUS PROJECT
COUNT DATE: 04-24-03
GEOMETRICS: Existing
MOVEMENT
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through
Southbound Right
Eastbour~l Left
Eastbour~l Through
Eastbound Right
Westbound Left
Westbound Through
Westbound Right
LANES
1
2
1
1
2
1
1
2
0
1
2
0
CAPACITY
1700
3400
1700
1700
3400
1700
1700
3400
0
1700
3400
0
BASE
VOLUME
(AM) (PM)
26 66
328 373
68 49
424 307
213 298
29 38
12 14
240 199
30 43
85 98
222 417
222 344
ADDED
VOLUME
(AM) CPM)
2 1
9 4
5 2
0 0
2 9
0 0
0 0
0 0
0 2
1 5
0 0
0 0
TOTAL
VOLUME
(AM) (PM)
28 67
337 377
73 51
424 307
215 307
29 38
12 14
240 199
30 45
86 103
222 417
222 344
Northbound Right Turn Adjustment
Southbound Right Turn Adjustment
Eastbound Right Turn Adjustment
Westbound Right Turn Adjustment
Clearance Interval
0 % of right turns iRT) are assumed to occur on
red light when there is separate RT lane & when
movement is permitted.
INTERSECTION CAPACITY UTILIZATION, ICU (Sum of Components with *) ->
LEVEL OF SERVICE (A=.O00-.6 ICU; B=.601-.?; C=.701-.8; D=.801-.9; E=.901-1.0; F=1.001+)
VOLUME TO
CAPACITY
RATIO
(AM) CPM)
0.016 0.039
0.099' 0.111'
0.043 0.030
0.249* 0.181'
0.063 0.090
0.017 0.022
0.007* 0.008*
0.079 0.072
0.000 0.000
0.051 0.061
0.131' 0.224*
0.000 0.000
0.000' 0.000'
0.000' 0.000'
0.000' 0.000'
0.000' 0.000'
0.050* 0.050*
0.536 0.574
A A
PLOT OF PEAK HOLIR TURNING VOLUMES AND LANES
29 - 38
1. 2.0 l.O
[ 7,400]
ST
: Lanes
A
[14,400] I
North
WR
LO.O-- 222 - 344
WT--2.0-- 222 - 417
· . EL
12 - 14 --1.0m
240 - 199 --2.0 ET
!
ER
[ 9,500]
LEGEND: AM-PM Peak Hour
[Estimated 2-Way Daily]
F1 .O-
WL
86 - 103
[14,800]
NT
2.0 gNR
83 .767- 377
PLOT OF INTERSECTION LEG VOLUMES
A
North
668 - 652 [ 7,260]
V
279 - 522 [ 4,406]
282 - 258 [ 2,9703
561 - 780 [ 7,376]
(2 Way Volumes)
331 - 455 [ 4,3233 {
V
LEGEND: A
AM-PM Peak Hour [Daily] I
Daily = (AM+PM)* 5.5 V
Leg: North
1239 -1387 [14,443]
(2 Way Volumes)
571 - 735 [ 7,1833
530 - 864 [ 7,667]
>
~7 - 557 [ 7,117]
1267-1421 [14,784]
(2 gay Vo[u~s)
438 - 495 [ 5,132)
769 - 950 [ 9,455]
(2 Way Volumes)
South East West
Entering (AM-PM) 54 - 47 57 - 52 42 - 61 50 - 33
of Daily in Peak 9 - 10 8 - 10 9 - 10 8 - 11
Hour (AM-PM)
-- Kunzman Associates
MITIG8 - Default Scenario Tue Oct 7, 2003 07:33:26 Page 1-1
Tustin Place
Existing Plus Project
Morning Peak Hour
Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative)
Intersection #1 Newport Avenue (NS) / Project Entrance (EW)
Average Delay (sec/veh): 10.8 Worst Case Level Of Service: B
Approach: North Bound South Bound East Bound West Bound
Movement: L T R L - T R L - T R L - T - R
Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 00201 10200 00000 001!00
Volume Module:
Base Vol: 0 422 0 0 328 0 0 0 0 0 0 0
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 422 0 0 328 0 0 0 0 0 0 0
Added Vol: 0 0 1 3 0 0 0 0 0 7 0 16
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 422 1 3 328 0 0 0 0 7 0 16
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 422 1 3 328 0 0 0 0 7 0 16
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol.: 0 422 1 3 328 0 0 0 0 7 0 16
Critical Gap Module:
Critical Gp:xxxxx xxxx xxxxx
4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.8 xxxx 6.9
FollowUpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3
Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx 423 xxxx xxxxx xxxx xxxx xxxxx 592 xxxx 211
Potent Cap.: xxxx xxxx xxxxx 1147 xxxx xxxxx xxxx xxxx xxxxx 442 xxxx 801
Move Cap.: xxxx xxxx xxxxx 1147 xxxx xxxxx xxxx xxxx xxxxx 441 xxxx 801
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 8.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx
LOS by Move: * * * A * * * * * * * *
Movement: LT - LTR - RT LT - LTR RT LT - LTR - RT LT - LTR - RT
Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 642 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 10.8 xxxxx
Shared LOS: * * * * * * * * * * B *
ApproachDel: xxxxxx xxxxxx xxxxxx 10.8
ApproachLOS: * * * B
Traffix 7.5.0615 (c) 2001 Dowling Assoc. Licensed to Kunzman Associates
MITIG8 - Default Scenario Tue Oct 7, 2003 07:34:35 Page 1-1
Tustin Place
Existing Plus Project
Evening Peak Hour
Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative)
Intersection #1 Newport Avenue (NS) / Project Entrance (EW)
Average Delay (sec/veh): 11.3 Worst Case Level Of Service: B
Approach: North Bound South Bound East Bound West Bound
Movement: L T R L T R L - T - R L - T - R
Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 00201 10200 00000 001!00
Volume Module:
Base Vol: 0 488 0 0 439 0 0 0 0 0 0 0
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 488 0 0 439 0 0 0 0 0 0 0
Added Vol: 0 0 7 16 0 0 0 0 0 3 0 8
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fur: 0 488 7 16 439 0 0 0 0 3 0 8
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 488 7 16 439 0 0 0 0 3 0 8
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol.: 0 488 7 16 439 0 0 0 0 3 0 8
Critical Gap Module:
Critical Gp:xxxxx xxxx xxxxx
4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.8 xxxx 6.9
FollowUpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3,3
Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx 495 xxxx xxxxx xxxx xxxx xxxxx 740 xxxx 244
Potent Cap.: xxxx xxxx xxxxx 1079 xxxx xxxxx xxxx xxxx xxxxx 357 xxxx 763
Move Cap.: xxxx xxxx xxxxx 1079 xxxx xxxxx xxxx xxxx xxxxx 353 xxxx 763
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx
LOS by Move: * * * A * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 579 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 11.3 xxxxx
Shared LOS: * * * * * * * * * * B *
approachDel: xxxxxx xxxxxx xxxxxx 11.3
ApproachLOS: * * * B
Traffix 7.5.0615 (c) 2001 Dowling Assoc. Licensed to Kunzman Associates
INTERSECTION VOLUMES, LANES, AND INTERSECTION CAPACITY UTILIZATION CALCULATION
INTERSECTION: NEWPORT AVENUE (NS) ar~:l SYCAMORE AVENUE (EW)
LAND USE: EXISTING PLUS PROJECT
C~NT DATE: 04-24-03
GEOMETRICS: Existing
MOVEMENT
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through
Southbound Right
Eastbound Left
Eastbound Through
Eastbound Right
Westbound Left
Westbound Through
Westbound Right
LANES
CAPACITY
1700
1700
1700
1700
1700
1700
1700
1700
0
0
3400
0
BASE
VOLUME
(AM) (PM)
100 34
104 100
41 18
145 208
68 149
85 79
172 176
81 50
15 11
15 59
225 191
95 177
ADDED
VOLUME
(AM) (PM)
0 0
0 1
0 0
2 1
1 1
3 2
I 3
0 0
0 0
0 0
0 0
0 2
TOTAL
VOLUME
(AM) (PM)
100 34
104 101
41 18
147 209
69 150
88 81
173 179
81 50
15 11
15 59
225 191
95 179
Northbound Right Turn Adjustment
Southbound Right Turn Adjustment
Eastbound Right Turn Adjustment
Westbound Right Turn Adjustment
Clearance Interval
0 % of right turns (RT) are assumed to occur on
red light when there is separate RT lane & when
movement is permitted.
INTERSECTION CAPACITY UTILIZATION, ICU (Sum of Components with *) >
LEVEL OF SERVICE (A=.O00-.6 ICU; B=.601-.7; C=.701-.8; D=.801-.9; E=.901-1.0; F=1.001+)
VOLUME TO
CAPACITY
RATIO
(AM) (PM)
0.059 0.020
0.061' 0.059'
0.024 0.011
0.086* 0.123'
0.041 0.088
0.052 0.048
0.102' 0.105'
0.056 0.036
0.000 0.000
O.000 O.000
0.099* 0.126'
0.000 O.OO0
0.000' 0.000'
0.000' 0.000'
0.000' 0.000'
0.000' 0.000'
0.050* 0.050*
0.398 0.463
A A
PLOT OF PEAK HOIJR TURNING VOLUMES AND LANES
88 - 81
1
1. ~ 1.0 ,.0
SI
2!o
[ 6,800]
= Lanes
EL
173 - 179 --1.0~
81 - 50 --1.0 ET
15 - 11 --0.07
/
ER
[ 3,9003
LEGEND: AM-PM Peak Hour
[Estimated 2-Way Daily]
[ 8,700]
A
North
WR
LO.O-- 95 - 179
WT--2.0-- 225 - 191
~-0.0-- 15 - 59
WL
[ 7,200]
18
NT
NLi~o. 1.0 .~0NR
1~ 4 - 101
1 0 - 34
PLOT OF INTERSECTION LEG VOLUMES
A
North
304 - 440 [ 4,092] I
V
413 - 306 [ 3,955]
-2*
269 - 240 [ 2,800]
682 - 546 [ 6,754]
(2 Way Volumes)
99 - 220 [ 1,755]
V
676 - 899 [ 8,663]
(2 Way Volumes)
372 - 459 [ 4,571]
335 - 429 [ 4,202]
269 - 277 [ 3,003]
604 - 706 [ 7,205]
(2 Wa'/ Volumes)
245 - 153 [ 2,1891
LEGEND: A
AM-PM Peak Hour [Daily] I 344 - 3~3 [ 3,944]
Daily = (AM+PM}* 5.5 V (2 Way Volumes)
Leg: North South East West
% Entering (AM-PM) 45 - 49 71 - 41 55 - 61 39 - 44
% of Daily in Peak 8 - 10 9 - 9 8 - 10 10 - 8
Hour (AM-PM)
-- Kunzman Associates
Year 2020 Without Project
INTERSECTION VOLUMES, LANES, AND INTERSECTION CAPACITY UTILIZATION CALCULATION
INTERSECTION: NEWPORT AVENUE (NS) and WALNUT AVENUE (EW) COUNT DATE; 04-24-03
LAND USE: YEAR 2020 WITHOUT PROJECT GEOMETRICS: Existing
MOVEMENT LANES CAPACITY BASE ADDED TOTAL VOLUME TO
VOLUME VOLUME VOLUME CAPAC I TY
RATIO
(AM) (PM) (AM) (PM) (AM) (PM) (AM) (PM)
Northbound Left 1 1700 20 170 0 0 20 170 0.012' 0.100
Northbound Through 2 3400 300 890 0 0 300 890 0.088 0.262*
Northbound Right 1 1700 80 120 0 0 80 120 0.047 0.071
Southbound Left 1 1700 90 200 0 0 90 200 0.053 O. 118'
Southbound Through 2 3400 1060 770 0 0 1060 770 0.312' 0.226
Southbound Right 1 1700 20 50 0 0 20 50 0.012 0.029
Eastbound Left 1 1700 10 10 0 0 10 10 0.006 0.006*
Eastb~nd Through 2 3400 270 190 0 0 270 190 0.100' 0.068
Eastbound Right 0 0 70 40 0 0 70 40 0,000 0.000
Westbound Left 1 1700 240 40 0 0 240 40 0.141' 0.024
Westbound Through 2 3400 310 550 0 0 310 550 0.150 0.224*
Westbound Right 0 0 200 210 0 0 200 210 0.000 0.000
Northbound Right Turn Adjustment 0 % of right turns (RT) are assumed to occur on 0.000' 0.000'
Southbound Right Turn Adjustment red tight when there is separate RT lane & when 0.000' 0.000'
Eastbound Right Turn Adjustment movement is permitted. 0.000' 0.000'
Westbound Right Turn Adjustment 0.000' 0.000'
Clearance Interval 0.050* 0.050*
INTERSECTION CAPACITY UTILIZATION, ICU (Sum of Components with *) .> 0.615 0.660
LEVEL OF SERVICE (A:.O00-.6 ICU; B:.601-.7; C:.701-.8; D=.801-.9; E:.901-1.0; F:1.001+) B g
PLOT OF PEAK HOUR TURNING VOLUMES AND LANES PLOT OF INTERSECTION LEG VOLUMES
I A A A
20- 50 0121,000] I IVI 1680 -2130 [20,955](2 ~/ay Vol~es)
1060 - 770 North North
i ~ ~4R V
1 .i . .0
. m-0.0- 200 - 210 350 - 770 [ 6,160] 750 - 800 [ 8,525]
SR~ L~SL < <--
WT 2.0-- 310 - 550
ST --> >
1.0-- 240 - 40 350 - 240 [ 3,245) 440 - 510 [ 5,225]
I
2.0 = Lanes WL <--> < ·
i 7oo-1010 [ 9,405] 1190-1310 [13,750]
-o ~ (2 way vo{~s) (2 [Jay vol~es)
[ 9,400] [13,800]
O~ 1370 - 850 [12,2101 400 -1180 [ 8,6901
10 - 10 mi. NT V
270 - 190 --2.0 ET NL t--MR LEGEND: A
1~. AM-PM Peak Hour [Daily] i 1770 -2030 [20,900)
70 - 40 --0.07 . 2.0 m'~'O Daily = {AM+PM)* 5.5 V (2 Way Votes)
ER~0- 120 Leg: North South East West
[20,900] o 3'10 - 890 % Entering (AM-PM) 70 - 48 23 - 58 63 - 61 50 - 24
LEGEND: AM-PM Peak Hour I % of Daily in Peak 8 - 10 8 - 10 9 - 10 7 - 11
(Estimated 2-gay Dai [¥]i L0 - 170 Hour (AM-PM)
-- Kunz~n Associates-
INTERSECTION VOLUMES, LANES, AND INTERSECTION CAPACITY UTILIZATION CALCULATION
INTERSECTION: NEWPORT AVENUE (NS) and SYCAMORE AVENUE (EW)
LAND USE: YEAR 2020 WITHOUT PROJECT
COUNT DATE: 04-24-03
GEOMETRICS: Existing
MOVEMENT
Northbound Left
Northbound Through
Northb~nd Right
Southbound Left
Southbound Through
Southbound Right
Eastbound Left
Eastbound Through
Eastbound Right
Westbound Left
Westbound Through
Westbound Right
LANES
CAPACITY
1700
1700
1700
1700
1700
1700
1700
1700
0
0
3400
0
BASE
VOLUME
(AM) (PM)
620 1080
270 1140
10 140
120 70
1600 1360
120 140
200 410
90 130
90 90
300 10
190 130
110 130
ADDED
VOLUME
CAM) (PM)
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
TOTAL
VOLUME
(AM) (PM)
620 1080
270 1140
10 140
120 70
1600 1360
120 140
200 410
90 130
90 90
300 10
190 130
110 130
Northbound Right Turn Adjustment
Southbound Right Turn Adjustment
Eastbound Right Turn Adjustment
Westbound Right Turn Adjustment
Clearance Interval
0 % of right turns iRT) are assumed to occur on i
red light when there is separate RT lane & when
I
movement is permitted.
INTERSECTION CAPACITY UTILIZATION, ICU (Sum of Components with *) ·
LEVEL OF SERVICE (A=.O00-.6 ICU; B=.601-.7; C=.701-.8; D=.801-.9; E=.901-1.0; F=1.001+)
VOLUME TO
CAPACITY
RATIO
(AM) (PM)
0.365* 0.635*
0.159 0.671
0.006 0.082
0;071 0.041
0.941' 0.800*
0.071 0.082
0.118' 0.241'
0.106 0.129
0.000 0.000
0.000 0.000
0.176' 0.079*
0.000 0.000
0.000' 0.000'
0.000' 0.000'
0.000' 0.000'
0.000' 0.000'
0.050* 0.050*
1.650 1.805
F F
PLOT OF PEAK HOUR TURNING VOLUMES AND LANES
120- 140
1600 -1360
120 - 70
1.01.o
sR/ L-SL
ST
2!o
[18,100]
= Lanes
o [31,200]
A
North
LO.O-- 110 - 130
WT--2.0-- 190 - 130
--0.0-- 300 - 10
WL
[ 7,900]
EL
200 - 410 --1.0] NT
90 - 130 --1.0 ET NL 0 gNR
9o- 9o_o.
[36,9003 o /270 -1140
LEGEND: AM-PM Peak Hour I
[Estimated 2-Way Daily] 620 -1080
PLOT OF INTERSECTION LEG VOLUMES
A
North
1840 -1570 [18,7551 I
V
930 -1350 [12,540]
380 - 630 [ 5,555]
1310-1980 [18,095]
(2 gay Volumes)
2420 -3250 [31,185]
(2 Way Volumes)
A
580 -1680 [12~430]
600 - 270 [ 4,785]
220 - 340 [ 3,080)
820 - 610 [ 71865]
(2 Way Volumes)
1990-1460 [18,975) 900-2360 [17,930]
V
LEGEND: A
AM-PM Peak Hour [Daity] [ 2890 -3820 [36,905]
Daily = (AM+PM}* 5.5 V (2 Way Volumes)
Leg: North South East West
Entering (AM-PM) 76 - 48 31 - 62 73 - 44 29 - 32
of Daily in Peak 8 - 10 8 - 10 10 - 8 7 - 11
Hour (AM-PM)
-- Kunzman Associates
INTERSECTION VOLUMES, LANES, AND INTERSECTION CAPACITY UTILIZATION CALCULATION
INTERSECTION: NEWPORT AVENUE (NS) and SYCAMORE AVENUE (EW) COUNT DATE: 04-24-03
LAND USE: YEAR 2020 WITHOUT PROJECT GEOMETRICS: Improved
MOVEMENT LANES CAPACITY BASE ADDED TOTAL VOLUME TO
VOLUME VOLUME VOLUME CAPAC I TY
RATIO
(AM) (PM) (AM) (PM) (AM) CPM) (AM) (PM)
Northbound Left 2 3400 620 1080 0 0 620 1080 0.182' 0.318'
Northbound Through 2 3400 270 1140 0 0 270 1140 0.079 0.335
Northbound Right 1 1700 10 140 0 0 10 140 0.006 0.082
Southbound Left 1 1700 120 70 0 0 120 70 0.071 0.041
Southbound Through 3 5100 1600 1360 0 0 1600 1360 0.337' 0.294*
Southbound Right 0 0 120 140 0 0 120 140 0.000 0.000
Eastbound Left 2 3400 200 410 0 0 200 410 0.059' 0.121'
Eastbound Through I 1700 90 130 0 0 90 130 0.053 0.076
Eastbound Right 1 1700 90 90 0 0 90 90 0.053 0.053
Westbound Left 0 0 300 10 0 0 300 10 0.000 0.000
Westbound Through 2 3400 190 130 0 0 190 130 0.176' 0.079*
Westbound Right 0 0 110 130 0 0 110 130 0.000 0.000
Northbound Right Turn Adjustment 0 % of right turns (RT) are assumed to occur on 0.000' 0.000'
Southbound Right Turn Adjustroent red light when there is separate RT lane & when 0.000' 0.000'
Eastbound Right Turn Adjustment movement is permitted. 0.000' 0.000'
Westbound Right Turn Adjustment 0.000' 0.000'
Clearance Interval 0.050* 0.050*
INTERSECTION CAPACITY UTILIZATION, ICU (Sum of Components with *) .> 0.804 0.862
LEVEL OF SERVICE (A:.O00-.6 ItU; B=.601-.7; C=.701-.8; D=.801-.9; E=.901-1.0; F:1.001+) D D
PLOT OF PEAK HOUR TURNING VOLUMES AND LANES PLOT OF INTERSECTION LEG VOLUMES
I A A A
120 - 140 o [31,200] I I I 2420-3250 [31,185]
I
I
V (2 Way Votumes)
1600 -1360 North North
120 - 70 1840-1570 [18,755] 580 -1680 [12,430]
I WR V
0.1 .0 .0 [
/ /L__O.O_ 1'10 - 130 930 -]350 [12,540] 600 - 270 [ 4,785]
SR~ L~SL < <--
WT 2.0-- 190 - 130
ST --> >
0.0-- 300 - 10 380 - 630 [ 5,555] 220 - 340 [ 3,080]
I
2.0 = Lanes WL < > < >
J 1310 -1980 [18,095] 820 - 610 [ 7,865]
--o -o-- (2 Way Volumes) (2 Way Volumes)
[18,100] [ 7,900]
90 - 130 --1.0 ET NL i--MR LEGEND: A
2~. AM-PM Peak Hour [Daily] J 2890 -3820 [36,905]
90 - 90 --1.~ . 2.0 ~.0. Daily = {AM+PM)* 5.5 V (2 Way Volumes)
/
ER J ~O - 140 Leg: North South East West
[36,900]. o 2~0 -1140 % Entering (AM-PM] 76 - 48 31 - 62 73 - 44 29 - 32
LEGEND: AM-PM Peak Hour J % of Daily in Peak 8 - 10 8 - 10 10 - 8 7 - 11
[Estimated 2-Way Daily]J 6LO -1080 Hour (AM-PM]
Year 2020 With Project
INTERSECTION VOLUMES, LANES, AND INTERSECTION CAPACITY UTILIZATION CALCULATION
INTERSECTION: NEWPORT AVENUE (NS) and WALNUT AVENUE (EW) COUNT DATE: 04-24-03
LAND USE: YEAR 2020 WITH PROJECT GEOMETRICS: Existing
MOVEMENT LANES CAPACITY BASE ADDED TOTAL VOLUME TO
VOLUME VOLUME VOLUME CAPAC[TY
RATIO
(AM) (PM) (AM) (PM) (AM) (PM) (AM) (PM)
Northbound Left 1 1700 20 170 2 1 22 171 0.013' 0.101
Northbound Through 2 3400 300 890 7 3 307 893 0.090 0.263*
Northbound Right 1 1700 80 120 3 2 83 122 0.049 0.072
Southbound Left 1 1700 90 200 0 0 90 200 0.053 0.118'
Southbound Through 2 3400 1060 770 1 ? 1061 Tf7 0.312' 0.229
Soul hbourld Right 1 1700 20 50 0 0 20 50 0~012 0.029
Eastbound Left 1 1700 10 10 0 0 10 10 0.006 0.006*
Eastbound Through 2 3400 270 190 0 0 270 190 0.100' 0.068
Eastbound Right 0 0 70 40 0 2 70 42 0.000 0.000
Westbouru:l Left 1 1700 240 40 1 3 241 43 0.142' 0.025
Westbound Through 2 3400 310 550 0 0 310 550 0.150 0.224*
Westbound Right 0 0 200 210 0 0 200 210 0.000 0.000
Northbound Right Turn Adjustment 0 % of right turns (RT) are assumed to occur on 0.000' 0.000'
Southbound Right Turn Adjustment red light when there is separate RT lane & when 0.000' 0.000'
Eastbound Right Turn Adjustment movement is permitted. 0.000' 0.000'
Westbound Right Turn Adjustment 0.000' 0.000'
Clearance Interval 0.050* 0.050*
INTERSECTION CAPACITY UTILIZATION, ICU (Sum of Components with *) > 0.617 0.661
LEVEL OF SERVICE (A:.O00-.6 ICU; B:.601-.7; C=.701-.8; D:.801-.9; E=.901-1.0; F=1.001+) B B
PLOT OF PEAK HOUR TURNING VOLUMES AND LANES PLOT OF INTERSECTION LEG VOLUMES
I A A A
20- 50 o[21,100] I I I 1688-2140 [21,054]
V (2 Way Volumes)
1061 - 777 North North
90 - 200 1171 -1027 [12,089] 517 -1113 [ 8,9651
I WR V
I.{ 2. .0
m m Lo.o_ 200- 210 352- 771 [ 6,177] 751 - 803 [ 8,547]
SR----J ~SL < <---
WT 2.0-- 310 - 550
ST --> >
r-_1.0.-- 241 - 43 350 - 242 [ 3,256] 443 . 512 [ 5,253]
2.0 = Lanes WL <--> < >
I 702 -1013 [ 9,433] 1194 -1315 [13,800]
--~ -c~ (2 Way Volumes) (2 Way Volumes)
[ 9,400] [13,800]
1372 - 862 [12,2871 412 -1186 [ 8,7891
10 - 10 --1.0 NT V
270 - 190 --2.0--ET NL [---NR LEGEND: A
1~. AM-PM Peak Hour [Daily] I 1784 -2048 [21,076]
70 - 42 --0.0~ . 2.0 /'~'0 Daily = (AM+PM}* 5.5 V (2 Way Volumes)
ER~3 - 122 Leg: North South East West
[21,100] o 3)7 - 893 % Entering (AM-PM) 69 - 48 23 - 58 63 - 61 50 - 24
LEGEND: AM-PM Peak Hour I % of Daily in Peak 8 - 10 8 - 10 9 - 10 7 - 11
[Estimated 2-Way Daily[I ',12 - 171 Hour (AM-PM)
-- Kunzman Associates-
MITIG8 - Default Scenario Tue Oct 7, 2003 13:33:06 Page 1-1
Tustin Place
Year 2020 With Project
Morning Peak Hour
Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative)
Intersection #1 Newport Avenue (NS) / Project Entrance (EW)
Average Delay (sec/veh): 23.5 Worst Case Level Of Service: C
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L T R
Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 0 0 2 0 1 1 0 2 0 0 0 0 0 0 0 0 0 1! 0 0
Volume Module:
Base Vol: 0 580 0 0 1840 0 0 0 0 0 0 0
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 580 0 0 1840 0 0 0 0 0 0 0
Added Vol: 0 0 2 2 0 0 0 0 0 10 0 13
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fur: 0 580 2 2 1840 0 0 0 0 10 0 13
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 580 2 2 1840 0 0 0 0 10 0 13
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol.: 0 580 2 2 1840 0 0 0 0 10 0 13
Critical Gap Module:
Critical Gp:xxxxx xxxx xxxxx 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.8 xxxx 6.9
FollowUpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3
Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx 582 xxxx xxxxx xxxx xxxx xxxxx 1504 xxxx 290
Potent Cap.: xxxx xxxx xxxxx 1002 xxxx xxxxx xxxx xxxx xxxxx 114 xxxx 713
Move Cap.: xxxx xxxx xxxxx 1002 xxxx xxxxx xxxx xxxx xxxxx 114 xxxx 713
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 8.6 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx
LOS by Move: * * * A * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 217 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 23.5 xxxxx
Shared LOS: * * * * * * * * * * C *
ApproachDel: xxxxxx xxxxxx xxxxxx 23.5
ApproachLOS: * * * C
Traffix 7.5.0615 (c) 2001 Dowling Assoc. Licensed to Kunzman Associates
MITIG8 - Default Scenario Tue Oct 7, 2003 13:32:53 Page 1-1
Tustin Place
Year 2020 With Project
Evening Peak Hour
Level Of Service Computation Report
2000 HCM Unsignalized Method (Future Volume Alternative)
Intersection #1 Newport Avenue (NS) / Project Entrance (EW)
Average Delay (sec/veh): 99.7 Worst Case Level Of Service: F
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L T R L T R L - T - R
Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 0 0 2 0 1 1 0 2 0 0 0 0 0 0 0 0 0 1! 0 0
Volume Module:
Base Vol: 0 1680 0 0 1570 0
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 1680 0 0 1570 0
Added Vol: 0 0 10 13 0 0
PasserByVol: 0 0 0 0 0 0
Initial Fur: 0 1680 10 13 1570 0
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 1680 10 13 1570 0
Reduct Vol: 0 0 0 0 0 0
Final Vol.: 0 1680 10 13 1570 0
Critical Gap Module:
Critical Gp:xxxxx xxxx
0 0 0 0 0 0
1.00 1.00 1.00 1.00 1.00 1.00
0 0 0 0 0 0
0 0 0 5 0 6
0 0 0 0 0 0
0 0 0 5 0 6
1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00
0 0 0 5 0 6
0 0 0 0 0 0
0 0 0 5 0 6
xxxxx 4.1 xxxx xxxxx xxxxx xxxx xxxxx 6.8 xxxx 6.9
FollowUpTim:xxxxx xxxx xxxxx 2.2 xxxx xxxxx xxxxx xxxx xxxxx 3.5 xxxx 3.3
Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx 1690 xxxx xxxxx xxxx xxxx xxxxx 2491 xxxx 840
Potent Cap.: xxxx xxxx xxxxx 383 xxxx xxxxx xxxx xxxx xxxxx 25 xxxx 313
Move Cap.: xxxx xxxx xxxxx 383 xxxx xxxxx xxxx xxxx xxxxx 24 xxxx 313
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 14.7 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx
LOS by Move: * * * B * * * * * * * *
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx ×xxx xxxxx xxxx 49 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 99.7 xxxxx
Shared LOS: * * * * * * * * * * F *
ApproachDel: xxxxxx xxxxxx xxxxxx 99.7
ApproachLOS: * * * F
Traffix 7.5.0615 (c) 2001 Dowling Assoc. Licensed to Kunzman Associates
MITIG8 - Default Scenario Thu Oct 23, 2003 10:29:42 Page 1-1
Tustin Place
Year 2020 With Project
Morning Peak Hour - With Improvements
Level Of Service Computation Report
2000 HCM Unsignalized Method (Base Volume Alternative)
Intersection #1 Newport Avenue (NS) / Project Entrance (EW)
********************************************************************************
Average Delay (sec/veh): 10.2 Worst Case Level Of Service: B
********************************************************************************
Approach: North Bound South Bound East Bound West Bound
Movement: L T R L - T - R L - T - R L - T - R
Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 0 0 2 0 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 1
Volume Module:
Base Vol: 0 580 4 0 1853 0 0 0 0 0 0 23
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 580 4 0 1853 0 0 0 0 0 0 23
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 580 4 0 1853 0 0 0 0 0 0 23
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol.: 0 580 4 0 1853 0 0 0 0 0 0 23
Critical Gap Module:
Critical Gp:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 6.9
FollowUpTim:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 3.3
Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 290
Potent Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 713
Move Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 713
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 10.2
LOS by Move: * * * * * * * * * * * B
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx
Shared LOS: * *
ApproachDel: xxxxxx xxxxxx xxxxxx 10.2
ApproachLOS: * * * B
Traffix 7.5.0615 (c) 2001 Dowling Assoc. Licensed to Kunzman Associates
MITIG8 - Default Scenario Thu Oct 23, 2003 10:30:32 Page 1-1
Tustin Place
Year 2020 With Project
Evening Peak Hour - With Improvements
Level Of Service Computation Report
2000 HCM Un~ignalized Method (Base Volume Alternative)
Intersection #1 Newport Avenue (NS) / Project Entrance (EW)
Average Delay (sec/veh): 16.9 Worst Case Level Of Service: C
Approach: North Bound South Bound East Bound West Bound
Movement: L T R L - T R L - T R L - T - R
Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 0 0 2 0 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 1
Volume Module:
Base Vol: 0 1680 23 0 1588 0 0 0 0 0 0 11
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 1680 23 0 1588 0 0 0 0 0 0 11
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 1680 23 0 1588 0 0 0 0 0 0 11
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol.: 0 1680 23 0 1588 0 0 0 0 0 0 11
Critical Gap Module:
Critical Gp:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 6.9
FollowUpTim:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 3.3
Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 840
Potent Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 313
Move Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx 313
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx 16.9
LOS by Move: * * * * * * * * * * * C
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx
Shared LOS: * * * * * * * * * * * *
ApproachDel: xxxxxx xxxxxx xxxxxx 16.9
ApproachLOS: * * * C
Traffix 7.5.0615 (c) 2001 Dowling Assoc. Licensed to Kunzman Associates
INTERSECTION VOLUMES, LANES, AND INTERSECTION CAPACITY UTILIZATION CALCULATION
INTERSECTION: NEWPORT AVENUE (NS) and SYCAMORE AVENUE (EW) COUNT DATE: 04-24-03
LAND USE: YEAR 2020 WITH PROJECT GEOMETRICS: Existing
MOVEMENT LANES CAPACITY BASE ADDED TOTAL VOLUME TO
VOLUME VOLUME VOLUME CAPAC i TY
RATIO
(AM) (PM) (AM) (PM) (AM) (PM) (AM) (PM)
Northbound Left 1 1700 620 1080 0 0 620 1080 0.365* 0.635*
Northbound Through 1 1700 270 1140 1 6 271 1146 0.159 0.674
Nor thbou~d Right 1 1700 10 140 0 0 10 140 0.006 0.082
Southbound Left 1 1700 120 70 2 1 122 71 0.072 0.042
Southbound Through 1 1700 1600 1360 6 3 1606 1363 0.945* 0.802*
Southbound Right 1 1700 120 140 2 1 122 141 0.072 0.083
Eastbound Left 1 1700 200 410 0 2 200 412 0.118' 0.242*
Eastbound Through 1 1700 90 130 0 0 90 130 0.106 0.129
Eastbound Right 0 0 90 90 0 0 90 90 0.000 0.000
Westbound Left 0 0 300 10 0 0 300 10 0.000 0.000
Westbound Through 2 3400 190 130 0 0 190 130 O. 176' 0.080*
Westbound Right 0 0 110 130 0 2 110 132 0.000 0.000
Northbound Right Turn Adjustment 0 % of right turns (RT) are ass~ed to occur on 0.000' 0.000'
Southbound Right Turn Adjustment i red light when there is separate RT lane & when 0.000* 0.000'
Eastbound Right Turn Adjustment I movement is permitted. 0.000* 0.000'
Westbound Right Turn Adjustment ~ 0.000' 0.000'
Clearance Interval 0.050* 0.050*
INTERSECTION CAPACITY UTILIZATION, ICU (Sum of Components with *) > 1.654 1.809
LEVEL OF SERVICE (A=.O00-.6 ICU; B=.601-.7; C=.701-.8; D=.801-.9; E=.901-1.0; F=1.001+) F F
PLOT OF PEAK HOUR TURNING VOLUMES AND LANES PLOT OF INTERSECTION LEG VOLUMES
I A A A
122 - 141 o [31,300] i i 2431-3265 [31,328]
I
V (2 Way Volumes)
1606 -1363 North North
71 1850-1575 [18,838] 581 -1690 [12,4911
WR V
1.l, 1.0 1.0 LO.O-- 110 - 132
m m 932 -1351 (12,557 6oo - 272 c 4,796
SR--] L~SL <
WT 2.0-- 190 - 130
ST --> >
r--O.O- 300 - 10 380 - 632 [ 5,566] 222 - 341 E 3,097]
I
2.0 = Lanes WL < > < ·
[ 1312 -1983 [18,123] 822 - 613 E 7,893]
--o o-- (2 Way Vol. umes) (2 Way Volumes)
[18,100] i [ 7,900]
O_J 1996-1463 [19,025] 901 -2366 [17,9691
200 - 412 --1. NT V
90 - 130 --1.0 ET NL F~NR LEGEND: A
AM-PM Peak Hour [Daily) I 2897 -3829 [36,993)
90 - 90 --0.0-~ . 1.0 J.O,. Dai{y = (AM+PM)* 5.5 V (2 Way Volumes)
/
ER{0- 140 Leg: North South East West
[37,000] o 2ll -1146 % Entering (AM-PM) 76 - 48 31 - 62 73 - 44 29 - 32
LEGEND: AM-PM Peak Hour I % of Daily in Peak 8 - 10 8 - 10 10 - 8 7 - 11
[Estimated 2-Way Daily]I 6)0 -1080 Hour (AM-PM)
-- Kunzman Associates
INTERSECTION VOLUMES, LANES, AND INTERSECTION CAPACITY UTILIZATION CALCULATION
INTERSECTION: NEWPORT AVENUE (NS) and SYCAMORE AVENUE (EW) COUNT DATE: 04-24-03
LAND USE: YEAR 2020 WITH PROJECT GEOMETRICS: improved
MOVEMENT LANES CAPACITY SASE ADDED TOTAL VOLUME TO
VOLUME VOLUME VOLUME CAPAC I TY
RATIO
(AM) (PM) (AM) (PM) (AM) (PM) (AM) (PM)
Northbound Left 2 3400 620 1080 0 0 620 1080 0.182' 0.318'
Northbound Through 2 3400 270 1140 1 6 271 1146 0.080 0.337
Northbound Right 1 1700 10 140 0 0 10 140 0.006 0.082
Southbound Left 1 1700 120 70 2 1 122 71 0.072 0.042
Southbound Through 3 5100 1600 1360 6 3 1606 1363 0.339* 0.295*
Southbound Right 0 0 120 140 2 1 122 141 0.000 0.000
Eastbound Left 2 3400 200 410 0 2 200 412 0.059* 0.121'
Eastbound Through 1 1700 90 130 0 0 90 130 0.053 0.076
Eastbound Right 1 1700 90 90 0 0 90 90 0.053 0.053
Westbound Left 0 0 300 10 0 0 300 10 0.000 0.000
Westbound Through 2 3400 190 130 0 0 190 130 0.176' 0.080'
Westbound Right 0 0 110 130 0 2 110 132 0.000 0.000
Northbound Right Turn Adjustment 0 % of right turns CRT) are assumed to occur on 0.000' 0.000'
Southbound Right Turn Adjustment red light when there is separate RT lane & when 0.000' 0.000'
Eastbound Right Turn Adjustment movement is permitted. 0.000' 0.000'
Westbound Right Turn Adjustment 0.000' 0.000'
Ctearance Interval 0.050* 0.050*
INTERSECTION CAPACITY UTILIZATION, ICU (Sum of Components with *) > 0.806 0.864
LEVEL OF SERVICE (A=.O00-.6 ICU; B=.601-.7; C=.701-.8; D=.801-.9; E=.901-I.0; F=1.001+) D D
PLOT OF PEAK HOUR TURNING VOLUMES AND LANES PLOT OF INTERSECTION LEG VOLUMES
I A A A
122 - 141 o [31,300] I I I 2431-3265 [31,328]
'I I V (2 Uay Volumes)
1606 -1363 North North
71 1850-1575 C18,838] 581 -1690 [12~4911
I WR V
o. t 3.0 .o _mo.o_
~ [ 110 - 132 932 -1351 [12,557] 600 - 272 [ 4,796]
SR~ L---SL < <---
WT 2.0-- 190 - 130
ST --> >
0.0-- 300 - 10 380 - 632 [ 5,566] 222 - 341 [ 3,097]
2!0 : Lanes W~ <--> < >
I 1312 -1983 [18,123] 822 - 613 [ 7,893]
--o c~ (2 Way Votumes) (2 Way Volumes)
[18, I00] [ 7,900]
1996-1463 [19,0251 901 -2366 [17,969]
200 - 412--2.0 NT V
90 - 130--1.0 ET NL ~--NR LEGEND: A
2~. AM-PM Peak Hour [Daily] I 2897 -3829 [36,993]
· 2.0 ~.0. Daily = (AM+PM)* 5.5 V (2 Way Vo[t~nes)
90-90-1·07 Il
ER 0- 140 Leg: North South East West
[37,000] o 2 1 -1146 % Entering (AM-PM) 76 - 48 31 - 62 73 - 44 29 - 32
LEGEND: AM-PM Peak Hour I % of Daily in Peak 8 - 10 8 - 10 10 - 8 7 - 11
[Estimated 2-Way Daily]I 6LO -1080 Hour CAM-PM)
-- Kunzman Associates
APPENDIX D
City of Tustin
Improvement Standard No. 510
s oR s(~)
AND CROSS TRAFFIC ~ i1~ -'.~ ' '
SIGHT O,STANCE ' [ I
DISTANCE (~.)
, S ES(s) Y' x' x"
MAJOR i 660 580 37
PRIMLY 610 500 25 25
SECONDARY 550 450 18 18 6
COMMUTER 500 360 0 0 0 '
COLLEC~O~ 390 ~50 0 0 0
' X AND X' ARE BASED UPON A STANDARD 14'
~"~ ~ AND Sfs)~ VALUES FOR SlG.NALIZ~D INTERSECTIONS
J LEFT TURN IN J : J
. JSIGHT DISTANCEJ ~ i
NO 'SCALE
~o~ ~ ~ ~IN ~P~~ 8TANDA~ 8~.
~ j~ ...... "" NO.
s is(s) Y' x' x'*
MAJOR 660 580 37 .~? 1~
PRIMAJ~Y 610 500 25 25 1~
SECONDARY 550 450 18 lB 6
COMMUTER 500 360 0 0 0
COLLECTOR 390 ~50 0 0 0
LOCAL 2P, O 150 0 0 0
NOTES.~
1. THE DISTANCE S REPRESENTS THE CORNER SIGHT DISTANCE MEASURED ALONG THE
CENTERLINE OF THE ROAD. THE CORNER SIGHT DISTANCE tS THE DISTANCE REDUIRED TO
ALLOW 7. 1/2 SECONDS FOR THE DRIVER ON THE CROSS ROAD (OR LEFT TURN POCKET) TO
'SAFELY CROSS THE MAIN ROADWAY OR TURN LEFT WHILE THE APPROACH VEHICLE TRAVELS
AT THE ASSUMED DESIGN SPEED Of THE MAIN ROAOWAY.
2. THE DISTANCE S SHOULD BE INCREASED BY 20% FROM THE AMOUNT SHOWN ON THE TABLE
ON SUSTAINED DOWNGRADES STEEPER THAN $% AND LONGER THAN ONE MILE.
3. POINTS A AND A' ARE THE LOCATIONS OF A DRIVER'S LINE OF SIGHT (3.5 FOOT EYE HEIGHT)
TO ONCOMING VEHICLES (4.25 FOOT OBJECT HEIGHT) LOCAT£D AT POINTS C AND C' WHILE
IN A VEHICLE AT AN INTERSECTION 10 FEET BACK FROM THE PROJECTION OF THE CURB
FACE. IN NO CASE SHALL POINTS A OR A' BE LESS THAN 15 F~'ET FROM THE EDGE OF' THE
TRAVELED W,~Y.
4. THE DISTANCE Y' IS THE DISTANCE MEASURED FROM THE CENTERLINE OF THE MAIN ROAD
TO THE FAR RIGHT THROUGH TRAVEL LANE. THE DISTANCE Y' IS EQUAL TO ZERO FOR
T-INTERSECTIONS. THE DISTANCE X IS THE DISTANCE MEASURED FROM THE CENTERLINE OF
THE MAIN ROAD TO THE FAR RIGHT THROUGH TRAVEL LANE. THE DISTANCE X' I$ THE
DISTANCE MEASURED FROM THE CENTERLINE OF THE MAIN. ROAD TO THE CENTER Or THE
TRAVEL LANE NEAREST THE CENTERLINE OF THE ROAD.
5. THE LIMITED USE AREA IS D£T[RMINED' BY TH[ GRAFHICAL METHOD USING THE APPROPRIATE
DISTANCES GIVEN IN THE TABLE ON STANDARD PLAN 510 SHEET I. IT SHALL BE USED
FOR THE PURPOSE OF PROHIBITING OR CLEARING OBSTRUCTIONS IN ORDER TO MAINTAIN
ADEQUATE SIGHT DISTANCE AT INTERSECTIONS.
6. THE LINE OF SIGHT LINE SHALL BE SHOWN AT INTERSECTIONS ON ALL LANDSCAPING PLANS,
GRADINGS PLANS AND TENTATIVE TRACT PLANS WHERE SAFE SIGHT DISTANCE IS
OUESTIONABLE. IN CASES WHERE AN 'INTERSECTION iS LOCATED ON A VERTICAL.CURVE, A
PROFILE AT THE .UNE OF SIGHT MAT BE REQUIRED.
7. OBSTRUCTIONS SUCH AS BUS SHELTERS, WALLS OR LANDSCAPING WITHIN THE LIMITED USE
AREA WHICH COULD RESTRICT THE LINE OF' SIGHT SHALL NOT. BE PERMITTED.
A. PLANTS AND SHRUBS WITHIN THE LIMITED USE AREA SHALL BE OF THE TYPE
THAT WILL GROW NO HIGHER THAN 12 INCHES ABOVE THE GROUND AND SHALL
BF' MAINTAINED AT A MAXIMUM HEIGHT OF 12. INCHES ABOVE THE GROUND'.
MAINTENANCE AT A LOWER HEIGHT MAY BE -REQUIRED ON CREST VER.'i'ICAL
CURVES PER NOTE 6 ABOVE.
B. A PROFILE OF THE LINE: OF SIGHT WILL BE REQUIRED TO VERIFY 12 INCH
MINIMUM VERTICAL CLEARANCE ABOVE VARIABLE HEIGHT OBSTRUCTIONS SUCH AS
SLOPE LANDSCAPING, PLANTS AND SHRUBS.
C. THE TOE OF SLOPE MAY I~NCROACH INTO THE LIMITED USE ARt'S, PROVIDED THAT
THE REQUIREMENTS OF (Bi ABOVE ARE SATISFIED.
0. IN LIEU OF PROVIDING A PROFILE OF THE LINE OF SIGHT~ THE TOE OF SLOPE
SHALL NOT ENCROACH INTO THE LIMITED USE AREA, AND THE LIMITED USE AREA
SHALL SLOPE AT 2% MAXIMUM TO THE ROADWAY,
B. TREES SHALL NOT BE PERMITTED WITHIN ANY PORTION OF THE LIMITED USE AREA, UNLESS
APPROVED BY .THE CITY ENGINEER. "' "
9. ~IEDIAN AREAS LESS THAN IS FEET IN WIDTH SHALL BE PAVED WITH CONCRETE AS DIRECTED
BY THE CITY ENGINEER.
i O. RESIDENTIAL DRIVEWAYS SERVING FOUR OR MORE UNITS AND COMMERCIAL DRIVEWAYS SHALL
BE TREATED AS A LOCAL STREET INTERSECTION.
j ....~" NO SCALE
cn-Y OF TUS'nN ST NDA ;) STD.
INTER,.~-CTION SIGHT DISTANCE
APP~ City
ATTACHMENT D
Resolution No. 03-131 and
Exhibit A (General Plan Land Use Map Amendment)
RESOLUTION NO. 03-131
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
TUSTIN APPROVING GENERAL PLAN AMENDMENT 03-
001 AMENDING THE GENERAL PLAN LAND USE
DESIGNATION FROM PUBLIC/INSTITUTIONAL TO HIGH
DENSITY RESIDENTIAL FOR THE 3.23 ACRE PARCEL
SITE LOCATED AT 14552 NEWPORT AVENUE.
The City Council does hereby resolve as follows:
I. The City Council finds and determines as follows:
That a proper application has been filed for General Plan Amendment 03-
001 to amend the General Plan Land Use Designation from
Public/Institutional to High Density Residential for the site located at 14552
Newport Avenue and known as Parcel 1 of Parcel Map No. 84-1029.
That a public hearing was duly called, noticed, and held on said application
on November 10, 2003, by the Planning Commission and was
recommended for approval.
That a public hearing was duly called, noticed, and held on said application
on December 1, 2003, by the City Council.
The proposed amendment to the City's General Plan Land Use
Designation Map is in the best interest of the public in that:
1)
The proposed general plan amendment is consistent with Zone
Change 03-001, if approved by the City Council.
2)
Amending the existing land use designation to High Density
Residential provides an opportunity to create additional affordable
housing units to accommodate Tustin's share of regional housing
needs identified by Southern California Association Government
(SCAG).
3)
The proposed High Density Residential land use designation is
compatible with the character and uses of adjacent districts and
consistent with existing High Density Residential uses located to
the east of the site.
4)
The proposed general plan amendment would accommodate the
development of a for-sale condominium project and provide
housing ownership opportunities in an area that is concentrated
with rental housing.
Resolution No. 03-131
Page 2
II.
5)
The proposed general plan amendment is compatible with and
implements the objectives, policies, and goals of the General Plan
as follows:
Land Use Policy 1.1: The project is accessible through the
City's current street system and the project could be
supported with existing transportation and public facilities.
Land Use Policy 1.5: The project would provide a
complementary inflll for-sale residential development in an
area that is concentrated with rental housing.
Land Use Policy 2.2: With the approval of Zone Change 03-
001, the land use designation of a High Density Residential
will be consistent with the zoning designation of Multiple
Family Residential (R-3).
d. Housing Goal 1: The project will be for for-sale housing to
provide ownership opportunities.
Housing Policy 1.1: The site is identified by the General Plan
as an underutilized land suitable for housing development
where potential affordable housing units could be created,
and the project includes ten (10) affordable housing units to
accommodate the City's share of regional housing needs
identified by SCAG.
Housing Policy 1.12: The project includes the use of tax
increment housing set aside funds through the execution of
a Housing Assistance Agreement by and between the Tustin
Community Redevelopment Agency and the site developer
(The Olson Company) to assist in the creation of ten (10)
affordable units for a period of not less than forty-five (45)
years.
^ Final Mitigated Negative Declaration has been adopted by Resolution
No. 03-130 for this general plan map amendment and related entitlements
in accordance with the provisions of the California Environmental Quality
Act (CEQ^) and the City Council finds, on the basis of the whole record
before it (including the initial study and any comments received), that
there is no substantial evidence that the general plan amendment will
have a significant effect on the environment and that the negative
declaration reflects the City's independent judgment and analysis.
The City Council hereby approves General Plan Amendment 03-001 amending the
General Plan Land Use Designation of the property located at 14552 Newport
Avenue from "Public/Institutional" to "High Density Residential," as identified in
Exhibit A attached hereto.
Resolution No. 03-131
Page 3
PASSED AND ADOPTED by the City Council of the City of Tustin, at a regular
meeting on the 1st day of December, 2003.
TRACY WORLEY HAGEN
MAYOR
PAMELA STOKER, CITY CLERK
STATE OF CALIFORNIA )
COUNTY OF ORANGE )
CITY OF TUSTIN )
SS
CERTIFICATION FOR RESOLUTION NO. 03-131
PAMELA STOKER, City Clerk and ex-officio Clerk of the City Council of the City of
Tustin, California, does hereby certify that the whole number of the members of the
City Council of the City of Tustin is five; that the above and foregoing Resolution No.
03-131 was duly passed and adopted at a regular meeting of the Tustin City Council,
held on the 1st day of December, 2003, by the following vote:
COUNClLMEMBER AYES:
COUNClLMEMBER NOES:
COUNClLMEMBER ABSTAINED:
COUNClLMEMBER ABSENT:
Pamela Stoker, City Clerk
Exhibit A
Resolution No. 03-131
General Plan Amendment 03-001
HDR ~ 0 I
HOR
From
Public/Institutional
Existing General Plan
Land Use Designation
To
High Density Residential
Proposed General Plan
Land Use Designation
14552 Newport Avenue
(Parcel 1 of Parcel Map 84-1029,
in the City of Tustin, County of Orange)
ATTACHMENT E
Ordinance No. 1282 and Exhibit A (Zoning Map Amendment)
ORDINANCE NO. 1282
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
TUSTIN, CALIFORNIA, AMENDING THE ZONING MAP OF
THE CITY OF TUSTIN FOR PARCEL 1 OF PARCEL MAP
NO. 84-1029, A 3.23 ACRE SITE LOCATED AT 14552
NEWPORT AVENUE, FROM THE COMMERCIAL
GENERAL (CG) ZONING DISTRICT TO THE MULTIPLE
FAMILY RESIDENTIAL (R-3) ZONING DISTRICT (ZONE
CHANGE 03-001).
The City Council finds and determines as follows:
A proper application has been filed for Zone Change 03-001 to amend the
zoning district of property located at 14552 Newport Avenue, known as
Parcel 1 of Parcel Map No. 84-1029, from Commemial General (CG) to
Multiple Family Residential (R-3).
On November 10, 2003, the Planning Commission recommended that the
City Council approve Zone Change 03-001 to amend the zoning district of
the property located at 14552 Newport Avenue from Commercial General
(CG) to Multiple Family Residential (R-3).
A public hearing was duly called, noticed, and held on said application on
December 1, 2003, by the City Council, and the City Council has
considered the staff report and all evidence and testimony presented to the
City Council at the public hearing.
The proposed amendment to the City's Zoning Map is in the best interest of
the public in that:
1. The proposed zone change is consistent with General Plan
Amendment 03-001, if approved by the City Council.
Amending the existing zoning to the Multiple Family Residential (R-3)
zoning district provides an opportunity to create additional affordable
housing units to accommodate Tustin's share of regional housing
needs identified by Southern California Association Government
(SCAG).
The proposed Multiple Family Residential (R-3) zoning district is
compatible with the character and uses of adjacent districts and
consistent with existing Multiple Family Residential (R-3) uses
located to the east of the site.
Ordinance No. 1282
Page 2
4. The proposed zone change would accommodate the development of
a for-sale condominium project and provide housing ownership
opportunities in an area that is concentrated with rental housing.
5. The proposed zone change is compatible with and implements the
objectives, policies, and goals of the General Plan as follows:
Land Use Policy 1.1: The project is accessible through the
City's current street system and the project could be
supported with existing transportation and public facilities.
Land Use Policy 1.5: The project would provide a
complementary inflll for-sale residential development in an
area that is concentrated with rental housing.
Land Use Policy 2.2: With the approval of GPA 03-001, the
zoning designation of Multiple Family Residential (R-3) will be
consistent with High Density Residential land use designation.
d. Housing Goal 1: The project will be for for-sale housing to
provide ownership opportunities.
Housing Policy 1.1: The site is identified by the General Plan
as an underutilized land suitable for housing development
where potential affordable housing units could be created and
the project includes ten (10) affordable housing units to
accommodate the City's share of regional housing needs
identified by SCAG.
Housing Policy 1.12: The project includes the use of tax
increment housing set aside funds through the execution of a
Housing Assistance ^greement by and between the Tustin
Community Redevelopment Agency and the site developer
(The Olson Company) to assist in the creation of ten (10)
affordable units for a period of not less than forty-five (45)
years.
A Final Mitigated Negative Declaration has been adopted by Resolution No.
03-130 for this zoning map amendment and related entitlements in
accordance with the provisions of the California Environmental Quality Act
(CEQA) and the City Council finds, on the basis of the whole record before
it (including the initial study and any comments received), that there is no
substantial evidence that the zone change will have a significant effect on
the environment and that the negative declaration reflects the City's
independent judgment and analysis.
Ordinance No. 1282
Page 3
The City Council of the City of Tustin ordains as follows:
Section 1. The City Council hereby adopts the Final Mitigated Negative Declaration
prepared in conjunction with Zone Change 03-001 as the controlling environmental
document for this zone map amendment.
Section 2. The City Council approves Zone Change 03-001 and amends the Zoning
Map of the City of Tustin in accordance with Exhibit A, attached hereto.
Section 3. This ordinance shall become effective at 12:01 am on the thirty-first day
after passage.
PASSED AND ADOPTED by the City Council of the City of Tustin, at a regular meeting
on the 5th day of January, 2004.
TRACY WORLEY HAGEN
Mayor
PAMELA STOKER
City Clerk
STATE OF CALIFORNIA )
COUNTY OF ORANGE )
CITY OF TUSTIN )
SS
CERTIFICATION FOR ORDINANCE NO. 1282
PAMELA STOKER, City Clerk and ex-officio Clerk of the City Council of the City of Tustin,
California, does hereby certify that the whole number of the members of the City Council
of the City of Tustin is five (5); that the above and foregoing Ordinance No. 1282 was duly
and regularly introduced at a regular meeting of the Tustin City Council, held on the 1st
day of December, 2003, and was given its second reading, passed, and adopted at a
regular meeting of the City Council held on the 5th day of January, 2004 by the following
vote:
COUNCILMEMBER AYES:
COUNCILMEMBER NOES:
COUNCILMEMBER ABSTAINED:
COUNCILMEMBER ABSENT:
PAMELA STOKER
City Clerk
Exhibit A
Ordinance No. 1282
Zone Change 03-001
From
Commercial General (CG)
Section 9235 of Tustin City Code
Existing Zoning
Designation
To
Multiple Family Residential (R3)
Section 9226 of Tustin City Code
Proposed Zoning
Designation
14552 Newport Avenue
(Parcel 1 of Parcel Map 84-1029, in the City of
Tustin, County of Orange)
ATTACHMENT F
Resolution No. 03-132 (Tentative Tract Map)
RESOLUTION NO. 03-132
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
TUSTIN APPROVING TENTATIVE TRACT MAP 16506 TO
SUBDIVIDE AN EXISTING 3.23 ACRE PARCEL LOCATED
AT 14552 NEWPORT AVENUE INTO ONE (1) NUMBERED
LOT AND ONE (l) LETTERED LOT FOR THE PURPOSE
OF DEVELOPING SIXTY-THREE (63) CONDOMINIUM
OWNERSHIP UNITS.
The City Council of the City of Tustin does hereby resolve as follows:
I. The City Council finds and determines as follows:
Ao
That a proper application for Tentative Tract Map 16506 was submitted by
the Olson Company on behalf of Dorothy Lee Mauk, requesting approval to
subdivide an existing 3.23 acre parcel established by Parcel Map 84-1029,
addressed at 14552 Newport Avenue into one (1) numbered lot and one
(1) lettered lot for the purpose of developing sixty-three (63) condominium
ownership units (Parcel 1 of Parcel Map 84-1029);
B°
That a public hearing was duly called, noticed, and held for said map on
November 10, 2003, by the Planning Commission and was recommended
for approval;
That a public hearing was duly called, noticed, and held for said map on
December 1, 2003, by the City Council;
That the proposed subdivision is consistent with General Plan Amendment
03-001, if approved by the City Council as adopted by Resolution No. 03-
131, which would change the General Plan Land Use Designation from
"Public/Institutional" to "High Density Residential";
Eo
That the subdivision is consistent with Zone Change 03-001, if approved by
the City Council as adopted by Ordinance No. 1282, which would change
the zoning of the property from Commercial General (CG) District to
Multiple Family Residential (R-3) District;
Fo
As conditioned, the map would be in conformance with the State
Subdivision Map Act and the Tustin City Code Section 9323 (Subdivision
Code);
That the site is physically suitable for the type of development proposed in
that the project is accessible through the City's current street system and
could be supported with existing transportation and public facilities;
That the site is physically suitable for the proposed density of the
development in that the site will be developed with 19.5 units per acre within
a property that is zoned for a maximum of 25 units/acre;
Resolution No. 03-132
Page 2
II.
That the design of the subdivision or the types of improvements proposed
are not likely to cause serious public health problems in that the project has
been conditioned to comply with development standards of the City, Orange
County Fire Authority, and Orange County Health Care Agency;
That the tract map or the proposed improvements are not likely to cause
substantial environmental damage or substantially and avoidably injure
fish or wildlife in their habitat;
The Circulation Element of the General Plan classifies Newport Avenue
as a Modified Major arterial highway which calls for an ultimate six (6) lane
highway. Newport Avenue is currently improved with four vehicle lanes.
Section 9331 of Tustin City Code authorizes a dedication of land to widen
Newport Avenue to a Modified Major arterial highway. Therefore, the
applicant is required to dedicate a ten (10) foot wide strip Of land and
construct street improvements along the project frontage.
Section 9331 of the Tustin City Code authorizes a dedication of parkland
as part of the Subdivision Map. The applicant is required to dedicate a
minimum of .0065s acre per dwelling unit for parkland or pay fees in lieu
of parkland dedication. The value of the amount of such fees shall be
based upon the requirements of Section 9331.d.3 of the Tustin City Code.
The project involves a condominium project where there are undivided
interests in common areas such as parking areas, landscape areas, drive
aisle, and driveways and separate interests in space for the units. Section
1350, et al of the California Civil Code authorizes the creation of an
association to set forth the restrictions on the use or enjoyment of any
portion of the common interest in a condominium development.
Consequently, the applicant is required to record a declaration of
covenants, conditions, and restrictions for the project.
A Mitigated Negative Declaration has been prepared for this project in
accordance with the provisions of the California Environmental Quality Act
(CEQA) and recommended for approval by the City Council.
The City Council hereby approves Tentative Tract Map 16506 to subdivide an
existing 3.23 acre parcel established by Parcel Map 84-1029 located at 14552
Newport Avenue into one (1) numbered lot and one (1) lettered lot for the
purpose of developing sixty-three (63) condominium ownership units (Parcel I of
Parcel Map 84-1029), subject to the conditions contained in Planning Commission
Resolution No. 3900 attached hereto.
Resolution No. 03-132
Page 3
PASSED AND ADOPTED at a regular meeting of the Tustin City Council, held on the 1st
day of December, 2003.
TRACY WORLEY HAGEN
MAYOR
PAMELA STOKER, CITY CLERK
STATE OF CALIFORNIA )
COUNTY OF ORANGE )
CITY OF TUSTIN )
SS
CERTIFICATION FOR RESOLUTION NO. 03-131
PAMELA STOKER, City Clerk and ex-officio Clerk of the City Council of the City of
Tustin, California, does hereby certify that the whole number of the members of the
City Council of the City of Tustin is five; that the above and foregoing Resolution No.
03-131 was duly passed and adopted at a regular meeting of the Tustin City Council,
held on the 1st day of December, 2003, by the following vote:
COUNClLMEMBER AYES:
COUNClLMEMBER NOES:
COUNClLMEMBER ABSTAINED:
COUNClLMEMBER ABSENT:
Pamela Stoker, City Clerk
PLANNING COMMISSION RESOLUTION NO. 3900
RESOLUTION NO. 3900
A RESOLUTION OF THE PLANNING COMMISSION OF THE CiTY OF
TUSTIN RECOMMENDING THAT THE CITY COUNCIL APPROVE
TENTATIVE TRACT MAP 16506 TO SUBDIVIDE AN EXISTING 3.23
ACRE PARCEL LOCATED AT 14552 NEWPORT AVENUE INTO ONE
(1) NUMBERED LOT AND ONE (1) LETTERED LOT FOR THE
PURPOSE OF DEVELOPING SIXTY-THREE (63) CONDOMINIUM
OWNERSHIP UNITS.
The Planning Commission of the City of Tustin does hereby resolve as follows:
I. The Planning Commission finds and determines as follows:
That a proper application for Tentative Tract Map 16506 was submitted by
the Olson Company on behalf of Dorothy Lee Mauk, requesting approval to
subdivide an existing 3.23 acre pamel established by Parcel Map 84.1029,
addressed at 14552 Newport Avenue into one (1) numbered lot and one
(1) lettered lot for the purpose of developing sixty-three (63) condominium
ownership units (Parcel 1 of Parcel Map 84-1029);
B. That a public heating was duly called, noticed, and held for said map on
November 10, 2003, by the Planning Commission;
That the proposed subdivision is consistent with General Plan Amendment
03-001, if approved by the City Council as adopted by Resolution No. 03-
131, which would change the General Plan Land Use Designation from
"Public/Institutional" to *'High Density Residential";
Do
That the subdivision is consistent with Zone Change 03-001, if approved by
the City Council as adopted by Ordinance No. 1282, which would change
the zoning of the property from Commercial General (CG) District to
Multiple Family Residential (R-3) District;
As conditioned, the map would be in conformance with the State
Subdivision Map ACt and the Tustin City Code Section 9323 (Subdivision
Code);
That the site is physically suitable for the type of development proposed in
that the project is accessible through the City's current street system and
could be supported with existing transportation and public facilities;
That the site is physically suitable for the proposed density of the
development in that the site will be developed with 19,5 units per acre within
a property that is zoned for a maximum of 25 units/acre;
That the design of the subdivision or the types of improvements proposed
ara not likely to cause serious public health problems in that the project has
been conditioned to comply with development standards of the City, Orange
County Fire Authority, and Orange County Health Care Agency;
That the tract map or the proposed improvements ara not likely to cause
substantial environmental damage or substantially and avoidably injure
fish or wildlife in their habitat;
The Circulation Element of the General Plan classifies Newport Avenue
as a Modified Major arterial highway which calls for an ultimate six (6) lane
highway. Newport Avenue is currently improved with four vehicle lanes,
Section 9331 of Tustin City Code authorizes a dedication of land to widen
Newport Avenue to a Modified Major arterial highway. Therefore, the
applicant will be raquirad to dedicate a ten (10) foot wide strip of land and
construct street improvements along the project frontage.
Resolution No. 3900
Tentative Tract Map 16506
November 10, 2003
Page 2
Section 9331 of the Tustin City Cede authorizes a dedication of park land
as part of Subdivision Map. The applicant is required to dedicate a
minimum of .0065s acre per dwelling unit for parkland or pay fees in lieu
of parkland dedication. T he value of the amount of such fees shall be
based upon the requirements of Section 9331 .d.3 of the Tustin City Code
The project involves a condominium project where there are undivided
interests in common areas such as parking areas, landscape areas, drive
aisle, and driveways and separate interests in space for the units. Section
1350, et al of the California Civil Code authorizes the creation of an
association to set forth the restrictions on the use or enjoyment of any
portion of the common interest in a condominium development.
Consequently, the applicant is required to record a declaration of
covenants, conditions, and restrictions for the project.
A Mitigated Negative Declaration has been prepared for this project in
accordance with the provisions of the California Environmental Quality Act
(CEQA) and recommended for approval by the City Council.
II.
The Planning Commission hereby recommends that the City Council approve
Tentative Tract Map 16506 to subdivide an existing 3,23 acre parcel established
by Parcel Map 84-1029 located at 14552 Newport Avenue into one (1) numbered
lot and one (1) lettered lot for the purpose of developing sixty-three (63)
condominium ownership units (Parcel 1 of Parcel Map 84-1029), subject to the
conditions contained in Exhibit A attached hereto.
PASSED AND ADOPTED at a regular meeting of the Tustin Planning Commission, held
on the 10th day of November, 2003.
~--~')x. ~ -- / ~' ~INDA C. JENN~GS
ELIZABETH A. 'BINSA-CK '
Planning Commission Secrets~
STATE OF CALIFORNIA )
COUNTY Of ORANGE )
CiTY OF TUSTIN )
I, ELIZABETH a. BINSACK, the undersigned, hereby certify that I am the Planning
Commission Secreta~ of the Planning Commission of the City of Tustin, California; that
Resolution No. 3900 was duly passed and adopted at a regular meeting of the Tustin
Planning Commission, held on the 10th day of November, 2003.
E~IZABF. THA, B'INS~-CK
Planning Commission Secreta~j
GENERAL
(t) 1.1
(1) 1.2
(1) 1.3
(1) 1.4
(1) 1.s
EXHIBIT A
TENTATIVE TRACT MAP 16506
RESOLUTION NO. 3900
CONDITIONS OF APPROVAL
The proposed Project shall substantially conform with the submitted plans
for the project date stamped November 10, 2003, on file with the
Community Development Department, except as herein modifmd, or as
modified by the Director of Community Development in accordance with this
Exhibit. The Director of Community Development may also approve minor
modifications to plans dudng plan check if such modifications are to be
consistent with the provisions of the Tustin City Code and other applicable
codes.
Approval of Tentative Tract Map 16506 is contingent upon the applicant
retuming to the Community Development Department a notarized
"Agreement to Conditions Imposed" form and the property owner signing
and recording with the County Clerk-Recorder a notarized "Notice of
Discretionary Permit Approval and Conditions of Approval" form. The forms
shall be established by the Director of Community Development, and
evidence of recordation shall be provided to the Community Development
Department.
As a condition of approval of Tentative Tract Map 16506, the applicant shall
agree, at its sole cost and expense, to defend, indemnify, and hold
harmless the City, its officers, employees, agents, and consultants, from
any claim, action, or proceeding brought by a third-party against the City, its
officers, agents, and employees, which seeks to attack, set aside,
challenge, void, or annul an approval of the City Council, the Planning
Commission, or any other decision-making body, including staff, concerning
this project. The City agrees to promptly notify the applicant of any such
claim or action filed against the City and to fully cooperate in the defense of
any such action. The City may, at its sole cost and expense, elect to
participate in defense of any such action under this cond~on.
Within 24 months from tentative map approval, the subdivider shall record
with the appropriate agencies a final map prepared in accordance with
subdivision requirements of the Tustin Municipal Cede, the State
Subdivision Map ACt, and applicable conditions contained herein unless an
extension is granted pursuant to Section 9323 of the Tustin Municipal Code.
Time extensions may be considered if a written request is received by the
Community Development Department within thirty (30) days prior to
expiration.
All entitlements granted by Resolution Nos. 3900 and 3901 shall become
null and void in the event that the City Council does not approve GPA 03-
001 and ZC 03-001,
SOURCE CODES
(t) STANDARD CONDITION
(2) CEQA MmGATION
(3) UNIFORM BUILDING CODE/S
(4) DESIGN REVIEW
*** EXCEPTION
(5) RESPONSIBLE AGENCY
REQUIREMENT
(6) LANDSCAPING GUIDEUNES
(7) P~CC POLICY
Exhibit A
Tentative Tract Map 16506- Conditions of Approval
Resolution No. 3900
Page 2
Declaration of Covenants. Conditions & Restrictions (CC&Rs)
Pdor to issuance of building permits or recordation of the final map
whichever occurs first, all organizational documents for the project
including Covenants, Conditions & Restrictions (CC&Rs) shall be
submitted to and approved by the Community Development Department
and the City Attorney. The applicant is responsible for costs associated
with the review of these documents. The approved CC&Rs shall be
recorded pdor to, or concurrently with, recordation of the final map. A copy
of the final documents shall be submitted to the Community Development
Department within five (5) days after their recordation. These provisions
shall include, but not be limited to, the following:
(c) 2.t
No dwelling unit in the development shall be sold or a Certificate of
Occupancy issued, unless a homeowners association has been
legally formed with the right to assess all these properties which are
jointly owned or benefited to operate and maintain all other mutually
available features o f t he development including, b ut not limited to,
open space, amenities, landscaping, pdvate streets, and utilities.
The City shall be included as a party to the CC&Rs for enforcement
purposes of those CC&R previsions in which the City has interest, as
reflected in the following provisions. However, the City shall not be
obligated to enforce the CC&Rs.
The requirement that association bylaws be established.
Provisions for effective establishment, operation, management, use,
repair, and maintenance of all common areas and facilities including
but not limited to, landscaped areas, walls and fences, private
roadways (i.e., walkways, sidewalks, driveways), trash enclosures,
and open space areas.
Membership in the homeowners association shall be inseparable
from ownership in individual units.
Amhitectural controls shall be provided and may include, but not be
limited to, provisions regulating exterior finishes, roof materials,
fences and walls, accessory structures such as patios, sunshades,
trellises, gazebos, awnings, exterior mechanical equipment,
television and radio antenna, consistent with the Tustin City Code.
Maintenance standards shall be provided for applicable items listed
in Section D. Examples of maintenance standards are shown below:
All common area landscaping and private areas visible from
any public way shall be properly maintained such that they
are evenly cut, evenly edged, free of bare or brown spots,
debris, and weeds. All trees and shrubs shall be trimmed so
they do not impede vehicular or pedestrian traffic. Trees
shall be pruned so they do not intrude into neighboring
properties and shall be maintained so they do not have
droppings or create other nuisances to neighboring
properties. All trees shall also be root pruned to eliminate
exposed surface roots and damage to sidewalks, driveways,
and structures.
All private roadways, sidewalks, and open space areas shall
be maintained so that t hey a re s ale for users. S ignificant
pavement cracks; pavement distress, excessive slab
Exhibit A
Tentative Tract Map 16§06-Conditions of Approval
Resolution No. 3900
Page 3
settlement, abrupt vertical variations, and debris on travel
ways should be removed or repaired promptly.
Common areas shall be maintained in such a manner as to
avoid the reasonable determination of a duly authorized
official of the City that a public nuisance has been created
by the absence of adequate maintenance such as to be
detrimental to public health, safety, or general welfare.
Homeowners association approval of exterior improvements
requiring a building permit shall be obtained prior to requesting a
building permit from the City of Tustin Community Development
Department. All plans for exterior improvements shall conform to
requirements set forth by the City and the CC&Rs.
Private open spaces areas within the common area shall be
illustrated on a 'Private Open Space Exhibit" and shall be made
part of the CC&Rs and shall specify those portions of the common
open space area that ara allocated for private use and public use
and access rights in perpetuity. The CC&Rs shall include a
separate 8~ inch by 11 inch dimensioned site plan for each unit
that is allocated private open space.
The approved "Parking and Circulation Exhibit" shall be made part
of the CC&Rs and shall be enforced by the homeowners
association. In addition to the exhibit, provisions regarding parking
shall be included in the CC&Rs, including the following:
1. Ail units are required to maintain a two-car garage.
A minimum of 16 unassigned guest parking spaces shall be
permanently maintained in locations shown on the "Parking
and Circulation Exhibit" and have a minimum length of
twenty-two (22) feet per stall for on street parking.
Residents shall not store or park any non.motorized
vehicles, trailers or motorized vehicles that exceed 7 feet
high, 7 feet wide, and 19 feet long in any parking space,
driveway, or private street area except for the purpose of
loading, unloading, making deliveries or emergency repairs
except that the homeowners association may adopt rules
and regulations to authorize exceptions.
Residents shall park vehicles in garage spaces. Storage of
personal items may occur in the garages only to the extent
that vehicles may still be parked within the required garage
spaces.
The homeowners association shall be responsible for
monitoring and enforcing all parking and traffic regulations
on private streets. The proposed CC&Rs shall include
provisions requiring the association to develop and adopt an
enforcement program for parking and traffic regulations
within the development which may include measures for fire
access and enforcement by a private security company.
K. Maintenance of all common areas, drive aisle, driveways, etc., shall
be by the homeowners association.
Exhibit A
Tentative Tract Map 16506-Conditions of Approval
Resolution No. 3900
Page 4
Television and radio antennas shall be installed in accordance with
the requirements of the Tustin City Code.
All utility services serving the site shall be installed and maintained
underground.
The homeowners association shall be required to file the names,
addresses, and telephone numbers of at least one member of the
homeowners association Board and, where applicable, a manager
of the project before January 1st of each year with the City of
Tustin Community Development Department for the purpose of
contacting the association in the case of emergency or in those
cases where the City has an interest in CC&R violations.
The homeowners association shall be responsible for establishing
and following procedures for providing access to public utilities for
maintenance of their facilities within the project area, subject to
those agencies' approval.
No amendment to alter, modify, terminate, or change the
homeowners association's obligation to maintain the common
areas and the project perimeter wall or other CC&R provisions in
which the City has an interest, as noted above, or to alter, modify,
terminate, or change the City's right to enforce maintenance of the
common areas and maintenance of the project perimeter wall, shall
be permitted without the prior written approval of the City of Tustin
Community Development Department.
HOMEBUYER NOTIFICATION
(1) 2.2
Prior to recordation of the final map, the subdivider shall submit to the
Community Development Department for review and approval a
homebuyer notification document that includes the notifications listed
below. The notification document shall be signed by each homebuyer
prior to final inspection and occupancy, and a copy of the signed
notification shall be provided to the Community Development Department
prior to final inspection and/or issuance of each Certificate of Occupancy.
A notice for roadway noise and airport noise that may impact the
subdivision, including roadway noise associated with Newport
Avenue, Walnut Avenue and Sycamore Avenue. The notice shall
indicate that additional building upgrades may be necessary for
noise attenuation. This determination is to be made as
architectural drawings become available and/or where field-testing
determines inadequate noise insulation.
A notice regarding units that are adjacent to aboveground utilities
or structures (such as light standards and fire hydrants) identifying
the type of structure and their locations.
A notice indicating that any use of a residence for a business shall
be subject to the City's Home Occupation Ordinance and may
require zoning clearance and a business license.
A notice, to be approved by the City Attorney, indicating that neither
the site, nor the project nor any part thereof shall be privately
gated.
E. A notice indicating the minimum building setbacks and that
construction of patio covers, trellises, etc. may not be allowed.
Exhibit A
Tentative Tract Map 10506-Conditions of Approval
Resolution No. 3900
Page 5
Fo
A notice explaining and providing a copy of a "Private Open Space
Exhibit" and separate 8½ inch by 11 inch dimensioned site plan for
each unit that is allocated private open space within the common
area.
H.
I.
J.
A notice explaining and providing a copy of the approved "Parking
and Circulation Exhibit" and related CC&R provisions.
A notice explaining that ten (10) affordable housing units will be
dispersed throughout the subdivision and will remain affordable for
a period of forty-five (45) years or longer.
A notice of existing and future improvements and developments in
the area, including nearby non-residential uses.
A notice that Tustin is subject to aimraft ove~ights into John
Wayne airport.
PUBLIC WORKS DEPARTMENT
(1) 3.1
The applicant shall grant to the City of Tustin in fee title ten (10) feet
additional street right-of-way along Newport Avenue and shall construct
street improvements along the project frontage on Newport Avenue such
that the distance from centerline to property line is 60 feet. The ten (10)
foot dedication of street right-of-way shall be shown on the street
improvement plan and shall include full-width street improvements per
City Standard Drawing No. 101 (Major Arterial Highway).
3.2
Prior to issuance of a building permit, the subdivider shall conform to all
applicable requirements of the State Subdivision Map ACt, the City's
Subdivision Ordinance, and the City's zoning regulations.
(5)
3.3
The subdivider shall be required to execute subdivision/monumentation
agreements and provide improvement/monumentation bonds to the City
prior to recordation of the final map.
(1)
3.4
Prior to issuance of a grading permit, building permit, or submittal of the
final map, whichever comes first, the subdivider shall identify type and class
of water main and laterals.
(1)
3.5
Prior to issuance of a grading permit, building permit, or submittal of the
final map, whichever comes first, all proposed utility points of connection
shall be clearly shown on the utility plans. An internal looped water system
shall have at least two (2) points of connection to the City's water system.
The design of the looped water system shall be to the satisfaction of the
City Engineer. Street stations at connection points to the mainlines shall be
identified.
(1) 3.6
Prior to issuance of a grading permit, .building permit, or submittal of the
final map, whichever comes first, where public water facilities are to be
located in private streets, a minimum ten (10) foot wide service [aterel
easement which extends tive (5) feet beyond all fire hydrants would also be
required and would need to be shown on the Final Tract Map and the
conceptual utility plan.
(1) 3.7 Prior to final map approval, the subdivider shall submit:
A. A current title report; and,
B. A duplicate mylar of the Final Map, or 8 % inch by 11 inch
transparency of each map sheet prior to final map approval and "as
Exhibit A
Tentative Tract Map 16506-Conditions of Approval
Resolution No. 3900
Page 8
built' grading, landscape, and improvement plans pdor to Certificate
of Aceptance.
(1) 3.8
Prior to recordation of the final map, the subdivider shall execute a
subdivision/monumentation agreement and furnish the
improvement/monumentation bonds as required by the City Engineer.
(1) 3.9
Prior to recordation of the Final Map, the applicant shall provide fire
protection access easements and dedicate them to the City. The
easements shall be located within unobstructed areas and clear access
shall be provided at all times.
(1) 3.10 Upon recordation of the Final Map, the applicant shall obtain a new address
from the Engineering Division.
(1) 3.11
Pdor to issuance of a grading permit, building permit, or submittal of the
final map, whichever comes first, all water facilities beyond the water meter
are to be pdvate and are to be owned, operated, and maintained by the
respective owner. These facilities are to be reviewed and approved by the
County of Orange.
(1) 3.12
In addition to the normal full-size plan submittal process, all final
development plans including, but not limited to: tract maps, parcel maps,
right-of-way maps, records of survey, public works improvements, private
infrastructure improvements, final grading plans, and site plans shall be
submitted to the Public Works Department/Engineering Division in
computer aided design and drafting (CADD) format. The standard file
format is AutoCAD Release 13 or 14 having the extension DWG.
Likewise, layering and linetype conventions are AutoCAD-based (latest
version available upon request from the Engineering Division). In order to
interchangeably utilize the data contained in the infrastructure mapping
system, CADD drawings must be in AutoCAD "DWG" format (i.e.,
produced using AutoCAD or AutoCAD compatible CADD software). The
most current version of AutoCAD is Release 14. Drawings created in
AutoCAD Release 13 or Release 12 are compatible and acceptable.
The CADD files shall be submitted to the City at the time the plans ara
approved and updated CADD files reflecting "as built" conditions shall be
submitted once all construction has been completed. The subdivision
bonds will not be released until the "as built" CADD files have been
submitted.
FEES
(1) 4.t
The applicant shall submit to the City of Tustin any additional CC&R Review
fee required at the time of submittal. The CC&R Review fee includes one
initial check and recheck of the document. If subsequent review is required,
an hourly fee of $190 per hour (or rate in effect at the time of submittal) for
City Attorney and $50 per hour (or rate in effect at the time of submittal) for
Planning staff is required.
(1) 4.2
The applicant shall dedicate a minimum of .0065 acre per dwelling unit for
parkland or pay fees in lieu of parkland dedication. The value of the
amount of such fees shall be based upon the requirements of Section
9331 .d.3 of the Tuetin City Code.
(2) 4.3
Within forty-eight (48) hours of approval of the subject project, the
applicant shall deliver to the Community Development Depa,trnent, a
cashier's check payable to the COUNTY CLERK in the amount of forty-
Exhibit A
Tentative Tract Map 10506-Conditions of Approval
Resolution No. 3900
Page 7
three dollars ($43.00) to enable the City to file the appropriate
environmental documentation for the project. If within such forty-eight
(48) hour period the applicant has not delivered to the Community
Development Department the above-noted check, the statute of
limitations for any interested party to challenge the environmental
determination under the provisions of the California Environmental Quality
Act could be significantly lengthened.