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The cross section of Main Street varies considerably <br />throughout the study area. North of La Veta, Main Street has four lanes <br />and a left turn median. Signals exist at two intersections between <br />Chapman Avenue and La Veta Avenue, but they do not seriously effect <br />street capacity. The capacity of Main Street is determined at the <br />intersections with La Veta and Chapman. South of La Veta, Main Street <br />generally has three lanes northbound and two southbound with median <br />turning lanes. The curb widths vary, but the five travel lanes exist <br />t <br />between 17th and La Veta. Main Street, in the vicinity of I-5, has <br />LZ <br />experienced severe congestion in years past. Recent improvements by the <br />I <br />City of Santa Ana including relocation of the southbound on -ramp, <br />elimination of parking and left turns at several locations and <br />restriping have significantly improved the level of service. Left turn <br />ILI <br />restrictions associated with the 1-5/Main Street Interchange (southbound <br />off and northbound on) have increased the inconvenience for some freeway <br />- <br />traffic. However, this inconvenience is offset by a significant I <br />improvement in the level of service provided on Main Street. Several <br />i f: <br />"complaints" were registered by residents during the Phase One TSIP <br />Study regarding the inconvenience caused by left turn restrictions but <br />actual measurements show relatively little impact whereas travel time on <br />t` <br />Main Street is much improved. <br />f <br />'Cs <br />Traffic Volumes <br />i <br />!, <br />Peak hour traffic volumes were used for analytical purposes <br />I <br />for both present and future conditions. Peak hour volumes for all <br />I <br />signalized intersections in the study area are presented in Appendix <br />II -A. The source of data is existing counts from the two cities, both <br />of whom maintain active annual counts programs, and several additional <br />counts collected expressly for the Phase Two Transportation System <br />Improvement Study. The machine counts along with several individual <br />intersection peak hour turning movement counts were collected by Newport <br />Traffic Studies (NTS). CalTrans provided information on freeway counts <br />as well as selected on and off ramp peak hour counts. Travel time and <br />delay data were collected for all major roadways in the study area and <br />is presented in Appendix II-B. <br />75D-217 <br />