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EXHIBIT 2 <br /> Santa Ana Blvd. Grade Separation <br /> Table 2 - Rail-Highway Grade Crossing Delay Analysis without Project <br /> Train Frequency Daily Delay AM Peak Delay PM Peak Delay <br /> Study Year trains per day) minutes/vehicle minutes/vehicle minutes/vehicle <br /> Existing 66 0.10 <br /> 2011 8110 (AM/PM) <br /> trains per hour 0.28 0.32 <br /> Project 71 0.13 <br /> Opening 8110 (AM/PM) <br /> 2016 trains per hour 0.34 0.41 <br /> Future 105 0.20 <br /> 2035 8110 (AM/PM) <br /> trains per hour 0.43 0.48 <br /> Table 3 summarizes the intersection LOS with and without the project in the existing <br /> condition (2011), project opening (2016) and future condition (2035). Existing traffic <br /> volumes were collected at the study intersections. Opening year volume is composed of <br /> existing count data, background growth, and the traffic that is anticipated to occur based on <br /> known development projects within the vicinity of the study area. The future year condition <br /> accounts for major plans within the study area, including the Santa Ana Fixed Guideway <br /> (Streetcar), Santa Ana Regional Transportation Center (SARTC) Expansion, and Transit <br /> Zoning Code Environmental Impact Report. <br /> As shown in Table 3, all study area intersections are forecast to operate at acceptable LOS <br /> with the project except for that of Fuller Street/Santa Ana Boulevard. It should be noted that <br /> this location experiences significant delays on the minor street approach (Fuller Street) due <br /> to the high volume on Santa Ana Boulevard that is not required to stop. Utilizing the Federal <br /> Highway Administration's (FHWA) Manual on Uniform Traffic Control Devices (MUTCD) <br /> Signal Warrant 3 (Peak Hour Warrant), this location does not warrant a signal under <br /> existing, project opening, and future conditions. In addition, this location will operate at LOS <br /> F without the project; as such, the additional delay (less than the 1% threshold of <br /> significance) with the project would not constitute a significant impact. <br /> At all other locations, the project will result in minimal changes to the intersection capacity <br /> utilization (ICU) values (none greater than the 0.010 ICU threshold) or the average delays <br /> (less than 1%) per vehicle. Overall, the project and associated improvements can be <br /> implemented without significantly impacting any of the study area intersections or roadway <br /> segments. The proposed project will provide a net benefit by reducing the congestion along <br /> Santa Ana Boulevard caused by daily train crossings by removing the existing at-grade <br /> conflict between vehicular traffic and rail traffic. <br /> PROJECT REPORT EQUIVALENT 6 <br />