Item 27 - Appeal Application Nos. 2020-03 and 2020-04 - Central Pointe Mixed-Use Development

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9.0 STATE OF CALIFORNIA (CALTRANS) ANALYSIS In conformance with the current Caltrans Guide for the Preparation of Traffic Impact Studies, dated December 2002, existing and projected peak hour operating conditions at the five (5) state-controlled study intersections within the study area have been evaluated using the Highway Capacity Manual operations method of analysis. These state-controlled locations include the following study intersections: 2. I-5 SB On -Ramp at First Street (City of Santa Ana/Caltrans) 7. I-5 SB On-Ramp/Mabury Street at 4"' Street (City of Santa Ana/Caltrans) 8. I-5 NB Ramps at 0' Street (City of Santa Ana/Caltrans) 13. SR-55 SB Ramps at 0' Street (City of Santa Ana/Caltrans) 14. SR-55 NB Ramps at 4t' Street (City of Tustin/Caltrans) Caltrans "endeavors to maintain a target LOS at the transition between LOS "C" and LOS "D" on State highway facilities"; it does not require that LOS "D" (shall) be maintained. However, Caltrans acknowledges that this may not always be feasible and recommends that the lead agency consult with Caltrans to determine the appropriate target LOS. For this analysis, LOS D is the target level of service standard and will be utilized to assess the project impacts at the state-controlled study intersections. The Caltrans Guide for the Preparation of Traffic Impact Studies, dated December 2002 states that if an existing State-owned facility operates at less than the target LOS (i.e. LOS D); the existing service level should be maintained. Based on Caltrans Criteria, a Project's impact is considered significant if the Project causes the LOS to change from an acceptable LOS (i.e., LOS D or better) to a deficient LOS (i.e. LOS E or F). 9.1 Highway Capacity Manual (HCM) Method of Analysis (Signalized Intersections) Based on the HCM 61h Edition operations method of analysis, level of service for signalized intersections is defined in terms of control delay, which is a measure of driver discomfort, frustration, fuel consumption and lost travel time. The delay experienced by a motorist is made up of a number of factors that relate to control, geometries, traffic and incidents. Total delay is the difference between the travel time actually experienced and the reference travel time that would result during ideal conditions: in the absence of traffic control, in the absence of geometric delay, in the absence of any incidents and when there are no other vehicles on the road. In the HCM, only the portion of total delay attributed to the control facility is quantified. This delay is called control delay. Control delay includes initial deceleration delay, queue move -up time, stopped delay and final acceleration delay. Specifically, LOS criteria for traffic signals are stated in terms of the average control delay per vehicle. The six qualitative categories of Level of Service that have been defined along with the corresponding HCM control delay value range for signalized intersections are shown in Table 9-1.