Appendix E Traffic Study - Anaheim

Appendices

Honda Center Enhancement Project Draft EIR City of Anaheim

Appendix E Traffic Study

Appendices

The Planning Center|DC&E January 2012

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Honda Center Enhancement Project EIR

Final Traffic Study Report i

TABLE OF CONTENTS

EXECUTIVE SUMMARY ............................................................................................................. 1

1.0 INTRODUCTION ................................................................................................................ 8

1.1 BACKGROUND ................................................................................................................ 8

1.2 TRAFFIC STUDY OBJECTIVE ......................................................................................... 9

1.3 STUDY AREA ................................................................................................................. 11

1.4 TRANSPORTATION SETTING ...................................................................................... 14 Freeways and Arterials ............................................................................................................. 14 Rail .......................................................................................................................................... 14 Local Bus ................................................................................................................................. 14 Bicycle Trails ........................................................................................................................... 14 Pedestrian Access ..................................................................................................................... 15

1.5 REPORT ORGANIZATION ............................................................................................. 15

2.0 ANALYSIS METHODOLOGY ......................................................................................... 16

2.1 FORECAST VOLUME DEVELOPMENT ....................................................................... 16

2.2 MODEL ASSUMPTIONS ................................................................................................ 18

2.3 PROJECT TRIP GENERATION ...................................................................................... 19

2.4 PROJECT TRIP DISTRIBUTION .................................................................................... 19

2.5 LEVEL OF SERVICE ANALYSIS ................................................................................... 25

3.0 EXISTING CONDITIONS ................................................................................................. 30

3.1 INTERSECTION ANALYSIS .......................................................................................... 30

3.2 ARTERIAL SEGMENT ANALYSIS ................................................................................ 38

3.3 CALTRANS FACILITY PEAK HOUR ANALYSIS ........................................................ 41

4.0 2013 OPENING YEAR CONDITIONS ............................................................................. 45




5.0 2030 FUTURE YEAR TRAFFIC ANALYSIS ................................................................... 60





Final Traffic Study Report ii

6.0 PROJECT IMPACTS ........................................................................................................ 84

6.1 INTERSECTIONS ............................................................................................................ 85 6.1.1 2011 Baseline Conditions ........................................................................................... 85 6.1.2 2013 Opening Year Conditions ................................................................................... 89 6.1.3 2030 Future Year Conditions ...................................................................................... 93

6.2 ARTERIAL SEGMENTS ................................................................................................. 99 6.2.1 2011 Baseline Conditions ........................................................................................... 99 6.2.2 2013 Opening Conditions ......................................................................................... 102 6.2.3 2030 Future Conditions ............................................................................................ 103

6.3 FREEWAY FACILITY................................................................................................... 108 6.3.1 2011 Baseline Conditions ......................................................................................... 108 6.3.2 2013 Opening Year Conditions ................................................................................. 112 6.3.3 2030 Future Year Conditions .................................................................................... 116

7.0 PROPOSED MITIGATION AND IMPROVEMENT STRATEGIES ........................... 124

7.1 INTERSECTIONS .......................................................................................................... 126 7.1.1 2011 Baseline Conditions ......................................................................................... 126 7.1.2 2013 Opening Year Conditions ................................................................................. 128 7.1.3 2030 Future Year Conditions .................................................................................... 129

7.2 ARTERIAL SEGMENT.................................................................................................. 142 7.2.1 2011 Baseline Conditions ......................................................................................... 142 7.2.2 2013 Opening Year Conditions ................................................................................. 142 7.2.3 2030 Future Year Conditions .................................................................................... 142

7.3 FREEWAY FACILITY................................................................................................... 150 7.3.1 2011 Baseline Conditions ......................................................................................... 150 7.3.2 2013 Opening Year Conditions ................................................................................. 151 7.3.3 2030 Future Year Conditions .................................................................................... 153

7.4 Unavoidable Impacts and Statement of Overriding Considerations .................................. 161

8.0 PARKING ANALYSIS..................................................................................................... 162

8.1 PARKING DEMAND ..................................................................................................... 162

8.2 PARKING SUPPLY ....................................................................................................... 163

9.0 CONCLUSION ................................................................................................................. 166

10.0 REFERENCES ................................................................................................................. 175

11.0 GLOSSARY OF TRANSPORTATION TERMS ............................................................ 176

APPENDICES ............................................................................................................................. 181


Final Traffic Study Report iii

List of Figures Figure 1-1: Regional Context .................................................................................................... 12 Figure 1-2: Study Area .............................................................................................................. 13 Figure 2-1: Project Trip Distribution ......................................................................................... 21 Figure 2-2: Daily Traffic Flow Profile – Douglas Road (North of Katella) ................................. 22 Figure 2-3: Daily Traffic Flow Profile – Phoenix Club Drive .................................................... 22 Figure 2-4: Daily Traffic Flow Profile – Katella Avenue (SR-57 Northbound Ramps – Douglass

Road) ...................................................................................................................... 23 Figure 2-5: Daily Traffic Flow Profile – Katella Avenue (Douglass Road – Struck Avenue) ...... 23 Figure 2-6: Daily Traffic Flow Profile – Cerritos Avenue (East of Sunkist Avenue) .................. 24 Figure 3-1: 2011 Baseline (No Events) Peak Hour Intersection LOS ......................................... 33 Figure 3-2: 2011 Baseline with Average Attendance Honda Center Event Peak Hour Intersection

LOS ........................................................................................................................ 34 Figure 3-3: 2011 Baseline with Average Attendance Honda Center Event and Concurrent Angel

Stadium Event Peak Hour Intersection LOS ............................................................ 35 Figure 3-4: 2011 Baseline with Project Peak Hour Intersection LOS ......................................... 36 Figure 3-5: 2011 Baseline with Project and Concurrent Angel Stadium Event Peak Hour

Intersection LOS ..................................................................................................... 37 Figure 4-1: 2013 Opening Year with No Events Peak Hour Intersection LOS ............................ 48 Figure 4-2: 2013 Opening Year with Average Attendance Honda Center Event Peak Hour

Intersection LOS ..................................................................................................... 49 Figure 4-3: 2013 Opening Year with Average Attendance Honda Center Event and Concurrent

Angel Stadium Event Peak Hour Intersection LOS .................................................. 50 Figure 4-4: 2013 Opening Year with Project Peak Hour Intersection LOS ................................. 51 Figure 4-5: 2013 Opening Year with Project and Concurrent Angel Stadium Event Peak Hour

Intersection LOS ..................................................................................................... 52 Figure 5-1: 2030 Future Year (No Events) Peak Hour Intersection LOS .................................... 67 Figure 5-2: 2030 Future Year with Average Attendance Honda Center Event Peak Hour

Intersection LOS ..................................................................................................... 68 Figure 5-3: 2030 Future Year with Average Attendance Honda Center Event and Concurrent

Angel Stadium Event Peak Hour Intersection LOS .................................................. 69 Figure 5-4: 2030 Future Year with Project Peak Hour Intersection LOS .................................... 70 Figure 5-5: 2030 Future Year with Project and Concurrent Angel Stadium Event Peak Hour

Intersection LOS ..................................................................................................... 71 Figure 8-1: Location of Tier 1 Parking Area ............................................................................ 164 Figure 8-2: Location of Tier 2 Parking Area ............................................................................ 164


Final Traffic Study Report iv

List of Tables

Table 2-1: Project Trip Generation .............................................................................................. 19 Table 2-2: Intersection Level of Service Thresholds .................................................................... 25 Table 2-3: Significant Impact Criteria.......................................................................................... 26 Table 2-4: Arterial Segment Daily Capacity Assumptions ........................................................... 27 Table 2-5: Caltrans Intersection LOS Criteria .............................................................................. 27 Table 2-6: Caltrans Freeway Mainline and Ramp LOS Criteria.................................................... 28 Table 2-7: Caltrans Freeway Weaving LOS Criteria .................................................................... 29 Table 3-1: 2011 Baseline PM Peak Hour Intersection LOS .......................................................... 31 Table 3-2: 2011 Baseline Arterial Segment Daily LOS ................................................................ 39 Table 3-3: 2011 Baseline Arterial Segment Peak Hour LOS ........................................................ 40 Table 3-4: 2011 Baseline PM Peak Hour Ramp Termini Intersection LOS................................... 41 Table 3-5: 2011 Baseline Freeway Weaving PM Peak Hour LOS ................................................ 43 Table 3-6: 2011 Baseline Freeway Mainline PM Peak Hour LOS ................................................ 43 Table 3-7: 2011 Baseline Freeway Ramp PM Peak Hour LOS ..................................................... 44 Table 4-1: 2013 Opening Year PM Peak Hour Intersection LOS.................................................. 46 Table 4-2: 2013 Opening Year Arterial Segment Daily LOS ........................................................ 54 Table 4-3: 2013 Opening Year Arterial Segment Peak Hour LOS ................................................ 55 Table 4-4: 2013 Opening Year PM Peak Hour Ramp Termini Intersection LOS .......................... 56 Table 4-5: 2013 Opening Year Freeway Weaving PM Peak Hour LOS ........................................ 58 Table 4-6: 2013 Opening Year Freeway Mainline PM Peak Hour LOS ........................................ 58 Table 4-7: 2013 Opening Year Freeway Ramp PM Peak Hour LOS ............................................ 59 Table 5-1: 2030 Future Year PM Peak Hour Intersection LOS ..................................................... 65 Table 5-2: 2030 Future Year Arterial Segment Daily LOS ........................................................... 76 Table 5-3: 2030 Future Arterial Segment Peak Hour LOS ........................................................... 77 Table 5-4: 2030 Future Year PM Peak Hour Ramp Termini Intersection LOS ............................. 79 Table 5-5: 2030 Future Year Freeway Weaving PM Peak Hour LOS ........................................... 82 Table 5-6: Year 2030 Freeway Mainline PM Peak Hour LOS ...................................................... 82 Table 5-7: 2030 Future Year Freeway Ramp PM Peak Hour LOS................................................ 83 Table 6-1: 2011 Baseline Project Related Intersection Impacts (Comparison 1) ........................... 85 Table 6-2: 2011 Baseline Project Related Intersection Impacts (Comparison 2) ........................... 86 Table 6-4: 2013 Opening Year Project Related Intersection Impacts (Comparison 1) ................... 89 Table 6-6: 2013 Opening Year Project Related Intersection Impacts (Comparison 3) ................... 92 Table 6-7: 2030 Future Year Project Related Intersection Impacts (Comparison 1) ...................... 93 Table 6-8: 2030 Future Year Project Related Intersection Impacts (Comparison 2) ..................... 95 Table 6-9: 2030 Future Year Project Related Intersection Impacts (Comparison 3) ...................... 97 Table 6-10: 2011 Baseline City of Anaheim Project Related Arterial Segment Impacts (Comparison 1) ............................................................................................................................... 99 Table 6-11: 2011 Baseline City of Anaheim Project Related Arterial Segment Impacts (Comparison 2) ............................................................................................................................. 100 Table 6-12: 2011 Baseline City of Anaheim Project Related Arterial Segment Impacts (Comparison 3) ............................................................................................................................. 101 Table 6-13: 2013 Opening Year City of Anaheim Project Related Arterial Segment Impacts (Comparison 1) ............................................................................................................................. 102 Table 6-14: 2013 Opening Year City of Anaheim Project Related Arterial Segment Impacts (Comparison 2) ............................................................................................................................. 102


Final Traffic Study Report v

Table 6-15: 2013 Opening Year City of Anaheim Project Related Arterial Segment Impacts (Comparison 3) ............................................................................................................................. 103 Table 6-16: 2030 Future Year City of Anaheim Project Related Arterial Segment Impacts (Comparison 1) ............................................................................................................................. 104 Table 6-17: 2030 Future Year City of Orange Project Related Arterial Segment Impacts (Comparison 1) ............................................................................................................................. 104 Table 6-18: 2030 Future Year City of Anaheim Project Related Arterial Segment Impacts (Comparison 2) ............................................................................................................................. 105 Table 6-19: 2030 Future Year City of Orange Project Related Arterial Segment Impacts (Comparison 2) ............................................................................................................................. 106 Table 6-20: 2030 Future Year City of Anaheim Project Related Arterial Segment Impacts (Comparison 3) ............................................................................................................................. 106 Table 6-21: 2030 Future Year City of Orange Project Related Arterial Segment Impacts (Comparison 3) ............................................................................................................................. 107 Table 6-22: 2011 Baseline Conditions Ramp Termini Intersection Project Related Impacts (Comparison 1) ............................................................................................................................. 108 Table 6-23: 2011 Baseline Conditions Freeway Facility Impacts (Comparison 1) ..................... 108 Table 6-24: 2011 Baseline Conditions Ramp Termini Intersection Project Related Impacts (Comparison 2) ............................................................................................................................. 109 Table 6-25: 2011 Baseline Conditions Freeway Facility Impacts (Comparison 2) ..................... 110 Table 6-26: 2011 Baseline Conditions Ramp Termini Intersection Project Related Impacts (Comparison 3) ............................................................................................................................. 111 Table 6-27: 2011 Baseline Conditions Freeway Facility Impacts (Comparison 3) ..................... 111 Table 6-28: 2013 Opening Year Conditions Ramp Termini Intersection Project Related Impacts (Comparison 1) ............................................................................................................................. 112 Table 6-29: 2013 Opening Year Conditions Freeway Facility Impacts (Comparison 1) ............ 112 Table 6-30: 2013 Opening Year Conditions Ramp Termini Intersection Project Related Impacts (Comparison 2) ............................................................................................................................. 113 Table 6-31: 2013 Opening Year Conditions Freeway Facility Impacts (Comparison 2) ............ 114 Table 6-32: 2013 Opening Year Conditions Ramp Termini Intersection Project Related Impacts (Comparison 3) ............................................................................................................................. 115 Table 6-33: 2013 Opening Year Conditions Freeway Facility Impacts (Comparison 3) ............ 115 Table 6-34: 2030 Future Year Conditions Ramp Termini Intersection Project Related Impacts (Comparison 1) ............................................................................................................................. 117 Table 6-35: 2030 Future Year Conditions Freeway Facility Impacts (Comparison 1)................ 118 Table 6-37: 2030 Future Year Conditions Freeway Facility Impacts (Comparison 2)................ 120 Table 6-38: 2030 Future Year Conditions Ramp Termini Intersection Project Related Impacts (Comparison 3) ............................................................................................................................. 121 Table 6-39: 2030 Future Year Conditions Freeway Facility Impacts (Comparison 3)……..……122 Table 7-1: 2011 Baseline Proposed Intersection Mitigation (Comparison 1) .............................. 126 Table 7-2: 2011 Baseline Proposed Intersection Mitigation (Comparison 2) .............................. 126 Table 7-3: 2011 Baseline Proposed Intersection Mitigation (Comparison 3) .............................. 127 Table 7-4: 2013 Opening Year Proposed Intersection Mitigation (Comparison 1) ...................... 128 Table 7-5: 2013 Opening Year Proposed Intersection Mitigation (Comparison 2) ...................... 128 Table 7-6: 2013 Opening Year Proposed Intersection Mitigation (Comparison 3) ...................... 129 Table 7-7: 2030 Future Year City of Anaheim Proposed Intersection Mitigation (Comparison 1) ..... ................................................................................................................................ 130


Final Traffic Study Report vi

Table 7-8: 2030 Future Year City of Orange Proposed Intersection Mitigation (Comparison 1) .... ............................................................................................................................. 133 Table 7-9: 2030 Future Year City of Anaheim Proposed Intersection Mitigation (Comparison 2) .. ................................................................................................................................ 134 Table 7-10: 2030 Future Year City of Orange Proposed Intersection Mitigation (Comparison 2) .... ............................................................................................................................. 137 Table 7-11: 2030 Future Year City of Anaheim Proposed Intersection Mitigation (Comparison 3) . ............................................................................................................................. 138 Table 7-12: 2030 Future Year City of Orange Proposed Intersection Mitigation (Comparison 3) .... ............................................................................................................................. 141 Table 7-13: 2030 Future Year City of Anaheim Proposed Arterial Segments Mitigation (Comparison 1) .......................................................................................................................... 143 Table 7-14: 2030 Future Year City of Orange Proposed Arterial Segments Mitigation (Comparison 1) ............................................................................................................................. 144 Table 7-15: 2030 Future Year City of Anaheim Proposed Arterial Segments Mitigation (Comparison 2) .......................................................................................................................... 146 Table 7-16: 2030 Future Year City of Orange Proposed Arterial Segments Mitigation (Comparison 2) ............................................................................................................................. 147 Table 7-17: 2030 Future Year City of Anaheim Proposed Arterial Segments Mitigation (Comparison 3) .......................................................................................................................... 149 Table 7-18: 2030 Future Year City of Orange Proposed Arterial Segments Mitigation (Comparison 3) ............................................................................................................................. 150 Table 7-19: 2011 Baseline Proposed Ramp Termini Intersection Mitigation (Comparison 3) .... 150 Table 7-20: 2011 Baseline Proposed Freeway Facility Mitigation (Comparison 3) ................... 151 Table 7-21: 2013 Opening Year Proposed Ramp Termini Intersection Mitigation (Comparison 3) . ............................................................................................................................. 152 Table 7-22: 2013 Opening Proposed Freeway Facility Mitigation (Comparison 3) ................... 152 Table 7-23: 2030 Future Year Proposed Ramp Termini Intersection Mitigation (Comparison 1) .... ……………………………………………………………………………………...153 Table 7-24: 2030 Future Year Proposed Freeway Facility Mitigation (Comparison 1) .............. 154 Table 7-25: 2030 Future Year Proposed Ramp Termini Intersection Mitigation (Comparison 2) .... ............................................................................................................................. 156 Table 7-26: 2030 Future Year Proposed Freeway Facility Mitigation (Comparison 2) .............. 157 Table 7-27: 2030 Future Year Proposed Ramp Termini Intersection Mitigation (Comparison 3) .... ............................................................................................................................. 158 Table 7-28: 2030 Future Year Proposed Freeway Facility Mitigation (Comparison 3) .............. 160 Table 8-1: Honda Center Parking Demand ................................................................................ 162 Table 9-1: Summary of the 2011 Baseline Project Impact and Mitigation Measures ................... 170 Table 9-2: Summary of the 2013 Opening Year Project Impact and Mitigation Measures .......... 170 Table 9-3: Summary of the 2030 Future Year Project Impact and Mitigation Measures ............. 171


Final Traffic Study Report vii

Appendices Appendix A: Existing Traffic Counts for Honda Center Appendix B: Existing Traffic Counts for Angel Stadium Appendix C: Existing Peak Hour Volume and Speed on State Highway System Appendix D: Honda Center Event Trips Appendix E: Angel Stadium Event Trips Appendix F: Intersection Lane Configurations Appendix G-1: ICU Worksheets under 2011 Baseline Conditions Appendix G-2: ICU Worksheets under 2013 Opening Year Conditions Appendix G-3: ICU Worksheets under 2030 Future Year Conditions Appendix G-4: ICU Worksheets under 2011 Baseline Conditions (Mitigated) Appendix G-5: ICU Worksheets under 2013 Opening Year Conditions (Mitigated) Appendix G-6: ICU Worksheets under 2030 Future Year Conditions (Mitigated) Appendix H-1: Caltrans Ramp Termini Synchro Worksheets under 2011 Baseline Conditions Appendix H-2: Caltrans Ramp Termini Synchro Worksheets under 2013 Opening Year Conditions Appendix H-3: Caltrans Ramp Termini Synchro Worksheets under 2030 Future Year Conditions Appendix H-4: Caltrans Ramp Termini Synchro Worksheets under 2011 Baseline Conditions (Mitigated) Appendix H-5: Caltrans Ramp Termini Synchro Worksheets under 2011 Opening Year Conditions Appendix H-6: Caltrans Ramp Termini Synchro Worksheets under 2030 Future Year Conditions (Mitigated) Appendix I-1: Freeway Mainline Analysis Worksheets under 2011 Baseline Conditions Appendix I-2: Freeway Mainline Analysis Worksheets under 2013 Opening Year Conditions Appendix I-3: Freeway Mainline Analysis Worksheets under 2030 Future Year Conditions Appendix J-1: HCS Freeway Weaving Analysis Worksheets under 2011 Baseline Conditions Appendix J-2: HCS Freeway Weaving Analysis Worksheets under 2013 Opening Year Conditions Appendix J-3: HCS Freeway Weaving Analysis Worksheets under 2030 Future Year Conditions Appendix J-4: HCS Freeway Weaving Analysis Worksheets under 2030 Future Year Conditions (Mitigated) Appendix K-1: HCS Freeway Ramp Analysis Worksheets under 2011 Baseline Conditions Appendix K-2: HCS Freeway Ramp Analysis Worksheets under 2013 Opening Year Conditions Appendix K-3: HCS Freeway Ramp Analysis Worksheets under 2030 Future Year Conditions Appendix K-4: HCS Freeway Ramp Analysis Worksheets under 2011 Baseline Conditions (Mitigated) Appendix K-5: HCS Freeway Ramp Analysis Worksheets under 2013 Opening Year Conditions (Mitigated) Appendix K-6: HCS Freeway Ramp Analysis Worksheets under 2030 Future Year Conditions (Mitigated)


Final Traffic Study Report 1

EXECUTIVE SUMMARY

ES. 1 PROJECT DESCRIPTION

Honda Center is located on a 42.6-acre site located within the City of Anaheim. Honda Center is a 650,000 square foot arena for sports and entertainment events and can accommodate a maximum of 18,900 spectators (depending on seating configuration). The parking lots surrounding the Honda Center have 3,775 parking spaces to accommodate visitors. Additional parking is provided off-site by agreement and/or by private operators. Land uses surrounding the Honda Center are primarily commercial and light industrial, including restaurants, offices, of some distribution facilities.

The Honda Center and its adjacent surface parking lots are bound on the north by Stanley Cup Way and the Union Pacific Railroad, to the east by the Santa Ana River, to the south by Katella Avenue and to the west by State Route 57 (SR-57) freeway. The Honda Center is less than a half mile northeast of the Angel Stadium of Anaheim and the Anaheim Amtrak/Metrolink Station.

In June of 1990, the Anaheim City Council approved documents that led to the construction of a new world-class arena and in 1993 the Anaheim Arena opened its doors to a sold-out performance by Barry Manilow. Later that same year, the NHL announced its fourth expansion team, the Mighty Ducks of Anaheim, who would make Anaheim its home. At the same time Arrowhead Water became the naming rights sponsor, thus the arena became the Arrowhead Pond of Anaheim. In 2003, the City approved and entered into the current Facility Management Agreement with Anaheim Arena Management, LLC (AAM) and, in 2006, Honda Motor Company became the title sponsor and the arena name was changed to Honda Center.

The success of Honda Center is evident, as it is one of the premiere entertainment and sports venues in the country and has been the recipient of numerous industry awards over the years. It has been nominated for “Venue of the Year” in the United States by Pollstar Magazine on seven separate occasions and most recently was ranked fourth in the country by Billboard Magazine for 2010 concert and ticket sales. Honda Center is proud to be home to the NHL’s Anaheim Ducks and to the prestigious John R. Wooden College Basketball Classic. Since 1993, the venue has hosted a significant number of world-class events and shows, including: NCAA Men’s Basketball Tournament Western Regionals (1998, 2001, 2003, 2011), NCAA Men’s Basketball Tournament First and Second Round (2008), 1999 NCAA Frozen Four, 2003 World Gymnastics Championships, 2004 U.S. Team Trials - Gymnastics, 2005 World Badminton Championships, four-time host to UFC Championship bouts, U2, Bette Midler, Paul McCartney, Eagles, Barbra Streisand, AC/DC, Gwen Stefani, Luis Miguel, Rod Stewart, David Bowie, Andrea Bocelli, Tim McGraw, Faith Hill, Phil Collins, Toby Keith, Alan Jackson, Madonna, Prince, Van Halen, Gloria Estefan, Jimmy Buffett, Bon Jovi, Billy Joel, Bruce Springsteen, and Elton John. Additionally, the current manager, Anaheim Arena Management, LLC, has continued to improve the facility, investing more than $22 million in capital improvements since 2003.



As the venue was designed and constructed to be home to two professional sports franchises, the City and its facility management partners have worked throughout the years to bring a second professional sports franchise to Honda Center.

The proposed project includes an increase in the number of annual events at Honda Center through the addition of another permanent tenant, as well as other permanent improvements described below. The 1990 Environmental Impact Report (EIR) for Honda Center (formerly Arrowhead Pond) analyzed up to 162 events per year. Honda Center currently averages up to 153 events per year with average attendance at an event of up to 11,264 people. The maximum number of events, in any one year, over the last five years was 162 events in 2008.

The proposed project seeks to increase the maximum number of events by 60 from the previous high of 162 events for a total of 222 events per year. Currently, there are on average three events per week at Honda Center, and the proposed project would result in four events per week on average. The purpose of the additional events would be to accommodate a second professional sports franchise at Honda Center without reducing the number of events currently held at the Honda Center. The Honda Center has a maximum seating capacity of 18,900, and the proposed project would not result in a change in the maximum seating capacity of events.

In addition to an increase in the number of annual events at Honda Center, the proposed project would involve other minor improvements on the south side1 of the existing facility including an approximate 5,846 square foot restaurant to serve event attendees, 5,846 square foot team store, and 9,114 square feet open area on the main floor and a 9,518 square feet restaurant to serve event attendees and 12,436 square foot outdoor terrace on the club level. Other improvements include interior locker room, office space, bunker suite and balcony suite renovations; interior electrical upgrades and an increase in the capacity of the loading dock. None of the proposed improvements would increase the permanent seating capacity of the existing arena; however, the improvements would result in the loss of approximately 15-20 parking spaces.

The proposed project includes a zone reclassification for a portion of the project site from the Transition (T) Zone/Platinum Triangle Mixed Use (PTMU) Overlay Zone to the Public Recreational (PR) Zone/PTMU Overlay Zone, consistent with the zoning for the remainder of the project site. Additional implementation measures include, but are not limited to, building permits to allow the improvements listed above and agreements between the City of Anaheim and Orange County Flood Control District (OCFCD) and between the City of Anaheim and AAM.

1 Please note a previous proposal located the proposed improvements on the east side of the existing Honda Center. They have since been relocated to the south side facing Katella Avenue.



ES.2 ANALYSIS SCOPE AND METHODOLOGY

This traffic study has been prepared to address the potential impacts resulting from an increase in the maximum number of annual events at Honda Center (i.e., the “Project”). These additional events are analyzed as a sold-out 18,900 seat event condition. The analysis is performed in accordance with City of Anaheim Criteria for Preparation of Traffic Impact Studies dated 1996, City of Orange Traffic Impact Study Guidelines dated August 15, 2007, and Caltrans Guide for the Preparation of Traffic Impact Studies dated December 2002 discussed in Chapter 2, Section 2.5. The key traffic study components are summarized as follows:

· The project study area for the traffic study was defined using procedures outlined in the traffic study guidelines identified above;

· Peak hour Intersection Capacity Utilization (ICU) analysis for study area intersections; · Daily and peak hour arterial segment analysis for study area roadway segments; · Highway Capacity Software (HCS) analysis for study area freeway mainline segments and

ramp locations; and · Peak hour intersection Synchro analysis for study area ramp termini intersections.

A total of five (5) traffic analysis scenarios were evaluated under each of the three analysis years, as outlined below: 2011 Baseline Analytical Project Direct Impacts Scenario:

1) 2011 Baseline (No Events) 2) 2011 Baseline with Average Attendance Honda Center Event2 3) 2011 Baseline with Average Attendance Honda Center Event and Concurrent Angel Stadium

Event3 4) 2011 Baseline with Project4 5) 2011 Baseline with Project and Concurrent Angel Stadium Event

2013 Opening Year Analytical Impacts Scenario and Near-Term Impacts Scenario:

1) 2013 Opening Year (No Events) 2) 2013 Opening Year with Average Attendance Honda Center Event 3) 2013 Opening Year with Average Attendance Honda Center Event and Concurrent Angel

Stadium Event 4) 2013 Opening Year with Project 5) 2013 Opening Year with Project and Concurrent Angel Stadium Event

2 Average Attendance Honda Center Event is assumed to be an average attendance event or 11,264 seats as described in the

September 2, 2011 Notice of Preparation of a Draft Environmental Impact Report No. 344 for Honda Center Enhancement Project. Traffic forecasts are adjusted accordingly from April 6, 2011 event traffic counts.

3 Angel Stadium Event is assumed to be an average Angel Stadium baseball game attendance of 29,402, based on year 2010 season attendance figures provided by the City of Anaheim. Traffic conditions are adjusted accordingly from traffic counts taken for the August 24, 2011 event.

4 Project is assumed to be an 18,900 seat sold out capacity condition. Traffic forecasts are adjusted accordingly from April 6, 2011 event traffic counts.



2030 Long-Term Impacts Scenario (General Plan Buildout): 1) 2030 Future Year (No Events) 2) 2030 Future Year with Average Attendance Honda Center Event 3) 2030 Future Year with Average Attendance Honda Center Event and Concurrent Angel

Stadium Event 4) 2030 Future Year with Project 5) 2030 Future Year with Project and Concurrent Angel Stadium Event

Parking Demand Analysis

In addition to traffic impact analyses, an assessment of parking was conducted. The purpose of the parking assessment was to inventory the available on and off-site parking spaces that are within the control of the City of Anaheim and Anaheim Arena Management, LLC and to evaluate how that capacity compares to trip generation of Honda Center events. For this analysis, the trip generation factor for the event is assumed be a fair measure of parking demand for spectators, Honda Center staff, and staff of the event performers under sold-out conditions at a seating capacity of 18,900. While it is known that a significant capacity of additional entrepreneurial parking is regularly made available on private properties in the vicinity of the Honda Center on event days, an inventory of that type of parking was not performed as part of this study.

ES.3 PROJECT RELATED IMPACTS AND MITIGATION STRATEGIES

This study presents a comprehensive evaluation of the potential project impacts for each study year through a direct comparison of with and without Project conditions using the five traffic analysis scenarios. Using this approach, the project impacts and mitigation measures are identified for the following three comparisons: Comparisons

1) No Events vs. Project 2) Average Attendance Honda Center Event vs. Project 3) Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project

and Concurrent Angel Stadium Event

Summary of Findings Please note that at findings have been made with consideration of the appropriate LOS standards and other traffic analysis guidelines set forth by each respective agency and discussed in detail within the body of this report (i.e. City of Anaheim, City of Orange, Caltrans).

2011 Baseline Conditions:

Intersections: Two (2) intersections were found to be impacted as a result of Comparisons 1 and 2 under the 2011 Baseline conditions. Comparison 3 indicates five (5) intersections are significantly impacted, all of which are located in the City of Anaheim. Improvements have been identified for all five locations and implementation of the mitigation strategies would bring traffic conditions to less than significant conditions. See Chapter 9; Table 9-1 for impacted intersection locations and other details.



Arterial Segments: No project related impacts on any study area arterial segments were identified under any of the Comparisons for the 2011 Baseline conditions.

Freeway Facility: No project related freeway impacts were identified within the project study area under Comparisons 1 or 2 in the 2011 Baseline conditions. Under Comparison 3 one freeway ramp at southbound SR-57 and Katella is deficient in both with and without project scenarios. An improvement has been identified for this location. With implementation of the improvement, the ramp would operate at an acceptable Level of Service (LOS). See Chapter 9; Table 9-1 for impacted ramp location and other details.

2013 Opening Year Conditions:

Intersections: Findings are very similar to the 2011 Baseline condition. Two (2) intersections were found to be impacted as a result of Comparisons 1 and 2 under the 2013 Opening Year conditions. Comparison 3 indicates six (6) intersections are significantly impacted, all of which are located in the City of Anaheim. Improvements have been identified for all six locations and implementation of the mitigation strategies would bring traffic conditions to less than significant conditions. See Chapter 9; Table 9-2 for impacted intersection locations and other details.

Arterial Segments: No project related impacts on any study area arterial segments were identified under any of the Comparisons under the 2013 Opening Year conditions.

Freeway Facility: Findings are very similar to the 2011 Baseline condition. No project related freeway impacts were identified within the project study area under Comparisons 1 or 2 under the 2013 Opening Year conditions. Under Comparison 3 one freeway ramp at southbound SR-57 and Katella is projected to be deficient in both with and without project scenarios. Improvement mitigation has been identified for this location; although, it already would be deficient under No Event scenario. With the implementation of the mitigation improvement, the ramp would operate at an acceptable Level of Service (LOS). See Chapter 9; Table 9-3 for impacted ramp location and other details.

2030 Future Year Conditions:

Intersections: The results of Comparison 1 show twenty three (23) study area intersections are projected to be impacted under the 2030 Future Year conditions. Three of the intersections are located in the City of Orange; the other twenty (20) are located in the City of Anaheim. The results of Comparison 2 show twenty (20) study area intersections are projected to be impacted. Three of the intersections are located in the City of Orange; the other sixteen (17) are located in the City of Anaheim. The results of Comparison 3 show twenty four (24) study area intersections are projected to be impacted. Five of the intersections are located in the City of Orange; the other nineteen (19) are located in the City of Anaheim. Improvement mitigations have been identified for each project impact and implementation of the improvements would bring traffic conditions to less than significant conditions. See Chapter 9; Table 9-3 for impacted intersection locations and other details.

Arterial Segments: The results of Comparison 1 show seven (7) study area arterial segments will experience significant impact as a result of the project under 2030 Future Year conditions. Three of the arterial segments are located in the City of Orange; the other four (4) are located in



the City of Anaheim. The same seven (7) locations that are forecast to be significantly impact by the project under the Comparison 1 will continue occur under Comparison 2. The result of Comparison 3 show eleven (11) arterial segments will be significantly impacted by the project under 2030 Future Year conditions. Three of the arterial segments are located in the City of Orange; the other eight (8) are located in the City of Anaheim. Improvement strategies have been identified for each impacted arterial. With implementation of the identified improvements the traffic impacts would be mitigated to less than significant conditions. See Chapter 9; Table 9-3 for impacted arterial segments and other details.

Freeway Facility: The results of Comparison 1 show there are five (5) freeway weaving segments with project related impacts, one of which experiences LOS deterioration from an acceptable to unacceptable LOS, the other four (4) are already deficient under the No Event conditions. In addition, the project creates impacts at four (4) ramps; two of which shows deterioration in LOS from acceptable to unacceptable LOS; the other two (2) are already deficient under the No Event conditions. The results of Comparison 2 show there are nine (9) locations (five freeway weaving segments and four ramps) with project related impacts. All of these freeway segments and ramps are already deficient under the No Events conditions. The results of Comparison 3 show that 10 locations (five freeway segments and five ramps) will experience significant impact as a result of the project. These locations already operate deficiently under the No Events conditions. Improvement mitigations have been identified for each impacted location. With implementation of the improvements the traffic impacts would be mitigated to without project conditions or less than significant conditions. See Chapter 9; Table 9-3 for impacted freeway facilities and other details.

Concurrent Event Considerations Simultaneous events occurring at Honda Center due to the Proposed Project and at Angel Stadium known as “concurrent events” are anticipated to be infrequent and only occur a limited number of times throughout the year. Although, some of the physical traffic improvements/mitigation listed in Comparison 3 may be considered feasible; the mitigation necessary to maintain acceptable levels of service for Comparison 3 would require substantial right-of-way acquisition and funding, and result in numerous impacts to adjacent private properties and land uses. In addition, these improvements would conflict with the City's General Plan and Platinum Triangle Master Land Use Plan goals and policies to provide a pedestrian-friendly, transit-oriented environment within the Platinum Triangle. As a result, the City of Anaheim has determined that it is economically, socially, and technologically infeasible to implement the mitigation measures associated with Comparison 3.

Traffic Management as Mitigation

Honda Center event related traffic has been a common occurrence in the study area for the past eighteen years. As such local businesses, residents and regular area commuters are familiar with the event related traffic activity. To mitigate event related traffic the City has elected to employ active traffic management personnel, cones and signage to effectively manage arriving and departing event related traffic. This alternative traffic mitigation strategy has proved to be an effective tool for current events. Given the Honda Center is a special traffic generator that creates traffic outside of the normal peak hour conditions, given these traffic conditions already commonly occur, and given many of the physical mitigation improvements identified for the Honda Center Enhancement Project may be



practically infeasible due to right-of-way and other physical constrains, the continued use of active traffic management is recommended as mitigation for the Project.

ES.4 PARKING ANALYSIS

The primary scenario analyzed for parking demand is a sold-out Honda Center event with 18,900 attendees. Utilizing the trip generation estimates for a sold-out Honda Center Event, 6,877 parking spaces are estimated to be required. An inventory of parking spaces available shows 6,939 spaces are available. Comparing the demand of 6,877 spaces to the parking supply of 6,939 spaces, there is a surplus of 62 spaces. It is noted that as all of the inventoried parking spaces are assumed to be available for Honda Center for all events, the increased number of annual events at Honda Center will not required any additional parking. In addition, it is noted that many other entrepreneurial parking opportunities are available in the vicinity of Honda Center by private businesses during events. These entrepreneurial parking spaces were not formally inventoried as part of this study given the spaces inventoried that are under control by the City and/or AAM alone exceed the estimated demand. It can be concluded, factoring in entrepreneurial parking, there is an extensive surplus of parking available for Honda Center. The full parking analysis discussion is presented in Chapter 8.



1.0 INTRODUCTION

1.1 BACKGROUND

Located at the northeast corner of Douglass Road and Katella Avenue and adjacent to the State Route (SR)-57 Freeway, Honda Center is recognized as one of the premier entertainment and sporting venues in the country. Opened in 1993, it is owned by the City of Anaheim and managed by Anaheim Arena Management, LLC. The venue has a maximum seating capacity of 18,900 seats and serves as home to the National Hockey League (NHL) Anaheim Ducks, regular concerts, and a variety of other special events. Environmental Impact Report (EIR) No. 299 was prepared for the Anaheim Arena in November 1989 and certified by the City of Anaheim in December 1989. The EIR assumed a total of 162 annual events and mitigated traffic impacts to the extent feasible. Transportation systems management elements were identified and incorporated as part of the traffic mitigation program for that project. Specifically, the following were strategies were recommended to reduce potential traffic congestion and air pollution impacts:

· A discount carpool program for on-site parking facilities; · Transit service program to provide event service to the facility from different routes and

areas and from park-and-ride lots; · An enforcement/traffic control program with the participation of the police department to

direct, enforce, and re-route traffic before and after events; · Installation of overhead changeable message signage for directing entry traffic to available

parking areas; · A program of group sales to encourage the use of charter buses to arena events to reduce the

number of private auto trips; and · A marketing program to promote the above programs.

Since Honda Center’s opening in 1993, use of traffic management plans to actively manage arrival and departure of event related traffic through operational and traffic control strategies has proved to be an effective tool. The traffic management plans are refined as necessary in the field to ensure efficient management of both pre- and post-event traffic operations.

The proposed project includes an increase in the number of annual events at Honda Center. The additional events would accommodate the addition of a second professional sports franchise as a long-term tenant without a reduction in the number of various events that presently occur. Through an evaluation of multiple year event/attendance records, Honda Center currently averages 153 events per year with average attendance at an event of 11,264 people. The maximum number of events in any one year, during the past five years, was 162 events in 2008. The proposed project seeks to increase the maximum number of events approved under the 1989 EIR #299 by 60 for a new



maximum of 222 events per year. Currently, there are on average three events per week at Honda Center, and the proposed project would result in four events per week on average. The Honda Center has a maximum seating capacity of 18,900. The proposed project does not result in a change in the maximum seating capacity.

1.2 TRAFFIC STUDY OBJECTIVE

Honda Center related event traffic has occurred in the area for the past 18 years and local businesses and area commuters are familiar with such traffic activity; however an increase in the number of annual events hosted at the venue might result in additional traffic impacts to the adjacent transportation circulation system. Therefore, the objectives of this traffic study are to 1) document the traffic conditions within the study area; and 2) to evaluate the potential project impacts associated with increasing the number of annual events from 162 to 222. This traffic impact study has been conducted in accordance with the City of Anaheim Criteria for Preparation of Traffic Impact Studies dated 1996, City of Orange Traffic Impact Analysis Guidelines dated August 15, 2007, Caltrans Guide For The Preparation of Traffic Impact Studies dated December 2002, and the California Environmental Quality Act (CEQA). While Honda Center events could occur any day of the week, most events occur on weekday evenings, generally from 7:00-10:00 PM, which is outside the normal peak PM period of the adjacent arterials and daily commuting. Research studies indicate traffic associated with events on the weekends tend to spread over a longer periods of the day than weekday events, which results in less intense peaking conditions. This coupled with generally non-existent daily commuters in the area provides sound basis that weekend traffic analysis is not warranted for the project. To capture the worst case scenario and highest volume scenario, the focus of this traffic analysis was on the weekday PM peak hour pre-event traffic conditions. Furthermore, it is noted that sporting venues are considered “special generators”. For this type of land use the normal am and pm peak hour traffic analysis is not necessarily applicable. To properly evaluate traffic for this special generator it was important to establish the typical event peak hour. To accomplish this, traffic counts were collected between 4:00-8:00 PM on an event day. This window coincides with the typical 7:00 PM opening faceoff for an Anaheim Ducks’ game. The traffic counts were collected on April 6, 2011. The counts reveal a peak hour for the pre-event condition was 6:00-7:00 PM. This weekday PM peak hour of 6:00-7:00 PM was assumed to be typical for events and was therefore relied upon to evaluate project traffic impacts on the local and state highway system.

Angel Stadium and Honda Center are the two major sporting venues in the City of Anaheim. While Honda Center is home to the NHL Anaheim Ducks, Angel Stadium is home to the Major League Baseball (MLB) Los Angeles Angels of Anaheim. The regular baseball season typically extends from early April to late September. Should the team qualify for the post season, play-off games may extend through October. Typical NHL and National Basketball Association (NBA) seasons extend between late October and mid April, with playoffs extending into June. There is very limited overlap between baseball and basketball/hockey events. The primary concern for overlap events would be for a major concert to occur at Honda Center concurrently with an Angel game. Given the geographical location of the two venues, it is possible that dual event traffic conditions might result in additional significant impacts on the circulation system beyond the possible impacts one event could create.



In order to accomplish the project objectives, five (5) traffic condition scenarios were evaluated for three separate analysis timeframes (i.e. existing year 2011, opening year 2013, and 2030 Future conditions). Each traffic condition scenario, described in detail below, was developed in a collaborative effort with City staff and in compliance with the California Environmental Quality Act (CEQA) guidelines. To measure project impacts and identify mitigation, if warranted, the five traffic condition scenarios were compared to each other in each timeframe. This comparative impact analysis is discussed fully in Chapter 6.

Base Year or Baseline Scenarios (Without Project):

1) With No Events: This baseline scenario analyzes only background traffic conditions. For the 2011 Baseline conditions, the analysis was based on traffic counts collected during non-event day (April 7th, 2011). For 2013 Opening Year conditions, traffic volume was derived by applying 0.5% growth per year to the existing without event traffic volumes. For 2030 Future Year conditions, traffic volumes were taken from the Revised Platinum Triangle Expansion Project Final Traffic Study (October 2010) with the addition of a commercial land use proposal recently submitted by the Orange County Water District, north of Honda Center.

2) With Average Attendance Honda Center (HC) Event: This baseline scenario analyzes background traffic conditions for an average attendance event at Honda Center (i.e. with the addition of Honda Center event project-related trips on top of background traffic volumes based upon an average attendance event). This scenario represents the typical average usage of the facility using an average attendance figure of 11,264. This attendance figure was provided by AAM and was calculated from attendance statistics over the past five years.

3) With Average Attendance Honda Center (HC) Event and Concurrent Angel Stadium (AS) Event: This baseline scenario analyzes background cumulative traffic conditions on the circulation system when simultaneous events occur at both Honda Center and Angel Stadium. This scenario uses the 11,264 average attendees per event figure provided by AAM, along with a typical event at Angel Stadium. For Angel Stadium events an average of 29,402 attendees per event was used, which figure is based on Angel Stadium statistics collected over the past year.

With Project Scenarios:

1) With Project: This scenario analyzes traffic conditions for the additional 60 annual events for Honda Center. It assumes each new event is attended at sold out conditions (i.e., maximum utilization of 18,900 seats). This scenario represents highest usage at the venue which is a highly conservative approach.

2) With Project and Concurrent Angel Stadium (AS) Event: This second With Project scenario analyzes cumulative traffic conditions on the circulation system when simultaneous events occur at both Honda Center and Angel Stadium. This scenario uses the maximum utilization 18,900 attendees per event figure, along with a typical event at Angel Stadium. For Angel Stadium events an average of 29,402 attendees per event was used, which figure is based on Angel Stadium statistics collected over the past year.



1.3 STUDY AREA

The project study area for the traffic study was defined using procedures outlined in the City of Anaheim Criteria for Preparation of Traffic Impact Studies dated 1996, the City of Orange Traffic Impact Analysis Guidelines dated August 15, 2007, and Caltrans Guide for the Preparation of Traffic Impact Studies dated December 2002. The City guidelines state if a proposed Project adds 51 or more peak hour trips to any monitored Congestion Management Program (CMP) intersections or 100 or more peak hour trips to non-CMP intersection then that intersection needs to be studied. For arterials, if a proposed project adds 1,600 trips or more to Average Daily Traffic (ADT) on a CMP roadway, or 2,400 trips or more on a non-CMP roadway, the arterial segment needs to be studied. Using these criteria, a study area boundary was drawn around a total of 44 study intersections and 16 study arterial segments. Figures 1-1 and Figures 1-2 depict the vicinity around Honda Center within the regional transportation context, and the defined study area, respectively.

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1.4 TRANSPORTATION SETTING

Freeways and Arterials

Interstate 5 (I-5) and State Route 57 (SR-57) are the primary north-south freeway accesses to the City of Anaheim. State Route 91 (SR-91) and State Route 22 (SR-22) serves traffic flows from the east and the west. The major arterials that serve local east-west traffic in the study area include Lincoln Avenue, Ball Road, Katella Avenue, and Orangewood Avenue. The primary north-south arterials in the study area are Harbor Boulevard, Anaheim Boulevard, State College Boulevard, Sunkist Street, and Main Street. Honda Center is located on the north side of Katella Avenue east of the SR-57 freeway. Direct access from the SR-57 freeway is provided at Katella Avenue and at Ball Road.

Rail

The City of Anaheim and the study area are currently served by rail transit at the Anaheim Stadium station. Located on the north side of the Angel Stadium parking lot, across from Honda Center the station serves both Amtrak’s Pacific Surfliner from San Luis Obispo to San Diego and Metrolink’s Orange County Line from Los Angeles to Oceanside. There are 22 Amtrak and 33 Metrolink trains per day serving the Anaheim Station. Metrolink has recently added 4 more trains per day during Special event days at Angel Stadium. Plans are also underway by the City and OCTA to build the Anaheim Regional Transportation Intermodal Center (ARTIC) as a gateway transportation hub, south of Honda Center off of Douglass Road. ARTIC is envisioned to serve expanded shuttle, bus, commuter, and high-speed rail services.

Local Bus

In addition to Metrolink and Amtrak services, public transportation services operated by Orange County Transportation Authority (OCTA) are also available to patrons wishing to use public transit to attend events at Honda Center. Honda Center is currently served by OCTA bus route # 50 on Katella Avenue. Route #50 extends from the City of Orange, east of Honda Center, to the City of Long Beach, approximately 12 miles west of Honda Center. There are bus stops conveniently located along Katella Avenue in each of the six cities served by this route as well as stops immediately adjacent to the Honda Center.

Bicycle Trails

The City of Anaheim currently has three classifications of bikeways, Class I, Class II, and Class III. Class I Bikeways provide for bicycle travel on right-of-way completely separated from the street. Class II Bikeways provide striped and signed lanes within the street right-of-way. Class III Bikeways are commonly signed only bike routes. Adjacent to Honda Center is the Santa Ana River Trail, which is classified as a Class I Bikeway and connects with Orange County’s riding and hiking trails, providing a continuous path between Huntington Beach and Riverside County. Moreover, the Fourth Supervisorial District Bikeways Collaborative was initiated to identify, prioritize and implement regional bikeway improvements within this area of Orange County. The Collaborative includes OCTA, the County of Orange, Caltrans and the cities of Anaheim, Brea, Buena Park, Fullerton, La Habra, and Placentia. Over a nine month period, the Collaborative will



work together to identify opportunities and constraints associated with bicycle facilities in the Fourth District. Among the bikeway corridors proposed is a Class II bike lane along Douglass Road north of Katella Avenue and Katella Avenue east of Douglass Road. These proposed bike lanes are also shown on the City of Anaheim’s General Plan, Circulation Element, Existing and Proposed Bicycle Facilities Map.

Pedestrian Access

Pedestrian access to and from Honda Center is generally gained from Katella Avenue. Sidewalks are available on both side of Katella Avenue and extend uninterrupted into the City of Orange to the east and to parts of the City of Anaheim west of SR-57. Sidewalks are also available along Douglass Road. Pedestrian access to the Honda Center may also be gained using the Santa Ana River Trail which runs directly adjacent to Honda Center, however, pedestrians must exit the trail at Katella and transition onto the Katella Avenue sidewalk.

1.5 REPORT ORGANIZATION

· Chapter 1: Introduction · Chapter 2: Analysis Methodology · Chapter 3: Existing Conditions · Chapter 4: Year 2013 Opening Conditions · Chapter 5: Year 2030 Future Conditions · Chapter 6: Project Impacts · Chapter 7: Proposed Mitigation And Mitigation Strategies · Chapter 8: Parking Analysis · Chapter 9: Conclusion · Chapter 10: References · Chapter 11: Glossary of Transportation Terms



2.0 ANALYSIS METHODOLOGY

2.1 FORECAST VOLUME DEVELOPMENT

In order to analyze and compare the performance of intersections and arterial roadway segments within the study area under event and non-event conditions, intersection turning movements and daily roadway traffic counts were collected on two separate days: April 6 and 7, 2011. Traffic count volumes taken on April 6, 2011 represent traffic conditions on a day in which the Anaheim Ducks hosted a regular season hockey game at Honda Center. Traffic counts taken on April 7, 2011 represent traffic conditions on a day in which no event was hosted at Honda Center. Intersection turning movement counts were collected between 4:00 PM and 8:00 PM to cover the broad arrival time for Honda Center employees, teams/performers and their staff, and event spectators. The 4:00 PM to 8:00 PM window coincides with the typical 7:00 PM opening faceoff for an Anaheim Ducks’ game at Honda Center. As most events at Honda Center occur in the evening, the focus of this traffic analysis is the PM peak period. The difference in traffic count volumes taken under event and non-event conditions is deemed to represent trips generated by an event at Honda Center. The estimated trip generation for this event serves as a basis in estimating trips generated by an Average Attendance Honda Center Event and the Project (a sellout Honda Center event). The existing traffic counts are included in Appendix A.

It is noted that the actual attendance figure of the Anaheim Ducks game on April 6, 2011 was confirmed as 14,021 attendees. The combined number of Honda Center employees and team participants was assumed to be 1,200. Given the actual game attendance figure was higher than the assumed 11,264 Average Attendance Honda Center Event, and lower than the 18,900 attendee potential sell out condition assumed for each new Project event, a trip generation adjustment (or “growth”) factor was determined. The factor is the quotient resulting from division of the assumed attendance figure by the actual attendance figure (i.e. 14,021) on the event day traffic counts of April 6th. The maximum seating capacity of 18,900 was used as the numerator to determine the Project trip growth factor of 1.35 (see details below). The 1.35 growth factor was applied to the trips generated by the Anaheim Ducks hockey game on April 6, 2011 to calculate estimated event trips that would be generated by each of the proposed 60 new maximum capacity events at Honda Center (i.e. the Project):

Attendance at Honda Center on April 6, 2011: 14,021 Maximum seating capacity at Honda Center: 18,900 Growth Factor = 18,900/14,021 = 1.35

The average attendance figure of 11,264 was used as the numerator to determine the Average Attendance Honda Center Event trip growth factor of 0.8 (see details below). The 0.8 growth factor was applied to the trips generated by the Anaheim Ducks hockey game on the traffic count date (April 6, 2011) to calculate estimated event trips that would be generated by an Average Attendance Honda Center Event.



Attendance at Honda Center on April 6, 2011: 14,021 Average attendance at Honda Center: 11,264 Growth Factor = 11,264/14,021 = 0.8

The Honda Center event trips at each of the study intersections, for each traffic scenario, are present in Appendix D. In addition to the analysis of traffic impacts associated with an Average Attendance Honda Center Event and the Project, the traffic study also analyzed and evaluated cumulative traffic conditions for days when events occur at both Honda Center and Angel Stadium. In order to capture traffic conditions associated with these scenarios, study area intersection turning movement counts and daily roadway volumes were collected by the City of Anaheim for both event and non-event conditions at Angel Stadium. The traffic counts were collected on August 24 and 25, 2011, in similar fashion as was done on April 6 and 7, 2011 for an Anaheim Ducks hockey game. Traffic count volumes taken August 24, 2011 represent traffic patterns on a day in which Angels Baseball hosted a regular season game at Angel Stadium. Traffic counts taken on August 25, 2011 represent traffic patterns on a day in which no event was hosted at Angel Stadium. These traffic counts are included in Appendix B. The difference in traffic count volumes taken under event and non-event conditions is deemed to represent trips generated by the Angels Baseball game. In order to present a conservative evaluation of traffic conditions related to an Angel Stadium Event, it was determined that the representative Angel Stadium Event would be a baseball game with average attendance of 29,402. The 29,402 figure was provided by the City of Anaheim and is based on Angel Stadium attendance statistics collected over the past year. The actual attendance at the Angels Baseball game on August 24, 2011, when the traffic counts were collected was 25,642. To calibrate for the lower attendance than the average figure, an adjustment/growth factor of 1.15 was calculated using the same methodology as describe above for Honda Center events. The 1.15 growth factor was applied to the trips generated by the Angels Baseball game to calculate estimated event trips that would be generated by an average attendance event at Angel Stadium (i.e., the “Angel Stadium Event”).

Attendance at Angel Stadium on August 24th, 2011: 25,642 Average attendance at an Angels Baseball game: 29,402 Growth Factor = 29,402/25,642 = 1.15

The Angel Stadium event trips at each of the study intersections are presented in Appendix E. In addition to the peak hour intersection and arterial analysis, freeway mainline segments and ramp analysis was performed for this project. Peak hour traffic data (6:00–7:00 PM) on April 7th, 2011 including volumes and congested speeds were collected for the freeway mainline and ramp from the Freeway Performance Measurement System (PeMS) to represent the 2011 Baseline (No Events) conditions. The event trips on the freeway facility were derived from the August 24, 2011 event trips at corresponding ramp termini intersections and the Anaheim Transportation Analysis Model (ATAM) select link analysis. The freeway mainline and ramp volume adjustments and development for each scenario under 2013 Opening Year and 2030 Future Year are consistent with the procedures used for intersection and arterial segment volumes. The existing traffic volumes and congested speeds for the freeway mainline and ramps are included in Appendix C for Honda Center and Angel Stadium.



For 2011 Baseline peak hour and daily analysis, Honda Center event trips at average and maximum seating capacity were added to the non-Honda Center Event traffic count volumes from April 7, 2011 to derive 2011 Baseline with Average Attendance Honda Center Event , and 2011 Baseline with Project traffic volumes, respectively. Similarly, the average Angel Stadium event trips were added to the previous two scenarios to derive 2011 Baseline with Average Attendance Honda Center Event and Angel Stadium Event, and 2011 Baseline with Project and Concurrent Angel Stadium Events traffic volumes, respectively. For 2013 opening year analysis, a 0.5% annual growth factor, provided by City of Anaheim staff, was applied to 2011 With No Events traffic volumes to project 2013 with No Events traffic volumes (2013 baseline). Honda Center event trips at average and maximum seating capacity were added to the 2013 baseline to derive 2013 baseline with Average Attendance Honda Center Event, and 2013 baseline with Project traffic volumes, respectively. Similarly, the average Angel Stadium Event trips were added to the previous two scenarios to derive 2013 baseline Average Attendance Honda Center Event and Concurrent Angel Stadium Event; and, 2013 baseline with Project and Concurrent Angel Stadium Event traffic volumes, respectively. For 2030 future analysis, future baseline (With No Events) traffic volumes were taken from the Revised Platinum Triangle Expansion Project Traffic Study (October 2010), and modified to include the addition of traffic volumes generated by a commercial development project on Orange County Water District (OCWD) property, located on Ball Road and Phoenix Club Drive. Estimated average attendance Honda Center Event trips, Project trips, and average Angel Stadium Event trips were added to the 2030 baseline (With No Events) model volumes to derive other four 2030 analysis scenarios. As a conservative approach, event related traffic activity was assumed to remain consistent with the existing condition scenario. It is noted that build out of The Platinum Triangle and implementation of the Anaheim Regional Transportation Intermodal Center (ARTIC) and its associated transit enhancements and opportunities, are adjacent and within convenient walking distance from Honda Center. This proximity could contribute to reduced vehicle trip generation for Honda Center Event in the future as the services at ARTIC develop. To present a conservative estimate of future traffic conditions, no vehicle trip reduction associated with shifts to alternative modes of transportation was assumed as part of the future traffic analysis.

2.2 MODEL ASSUMPTIONS

The Anaheim Transportation Analysis Model (ATAM) was used to generate future forecast volumes for the Enhanced Honda Center Project Traffic Study. The model has been applied for various traffic studies throughout the Platinum Triangle and the ATAM future forecast volumes for the Platinum Triangle Expansion Traffic Study serve as the basis for future baseline non-Honda Center events, consistent with Anaheim City Council Action to approve the Expansion Environmental Impact Report. In addition, the commercial land use proposal on Orange County Water District (OCWD) property located southeast of Ball Road and Phoenix Club Drive was incorporated into the future baseline condition, as requested by OCWD. The base highway network used in this analysis remains consistent with networks assumed in other recent traffic studies previously carried out for the City of Anaheim within the Platinum Triangle. The existing and future year local circulation system was refined to provide further detail within the Platinum Triangle to accurately forecast travel activity. In addition, traffic analysis zones (TAZs) were refined and added to more accurately reflect traffic patterns and access of future development throughout the study area. Zonal connectors were reviewed



and updated as appropriate to reflect appropriate development access to the surrounding circulation system. The baseline 2030 network is consistent with the Anaheim General Plan circulation network, and assumes all of the proposed capacity enhancements in the Revised Platinum Triangle Expansion Project EIR, which was certified by the Anaheim City Council in October 2010, are in place.

To account for planned projects throughout the study area the following circulation system assumptions were incorporated into the network to account for build out of the study area:

· Provision of a connection between Dupont Drive and Rampart Street parallel to Orangewood Avenue to provide additional access throughout the study area;

· Access provision from the Stadium District to State College Boulevard/Gene Autry Way, Orangewood Avenue, and Douglass Road;

· SR-57 direct connection with ARTIC; and · SR-57 HOV drop ramps at Cerritos Avenue.

2.3 PROJECT TRIP GENERATION

Project trip generation represents the amount of vehicle trips generated by the new events. The primary Project event scenario is the maximum capacity sold out event of 18,900 seats. In addition to event spectators, a combined total of 1,200 additional Honda Center employees and team members are assumed in the trip generation. For conservative estimating, a “no show” factor was not considered; meaning the venue is assumed to be fully filled. The daily vehicle trips (including inbound and outbound trips) made by the venue staff, team members, and spectators were estimated based on the average vehicle occupancy (AVO) rate provided by AAM staff. An AVO rate of 1.2 persons/vehicle is used for staff and team members, and an AVO rate of 3.0 persons/vehicle is used for spectators. The higher AVO rate for spectators recognizes the higher propensity for ridesharing/carpooling by spectators. The AVO rates used are consistent with other comparable relevant traffic studies and are within the AVO range of 2.5- 3.5 for patrons noted in a 1994 informational report by the Institute of Transportation Engineers (ITE) for Arenas. For purposes of this study, 95% of employees and patrons are assumed to arrive via auto, and 5% are expected to arrive via alternate modes including, but not limited to, Amtrak/Metrolink transit and OCTA buses. Table 2-1 summarizes the trip generation result for a sold out event at Honda Center.

Table 2-1: Project Trip Generation

Type No. of Participants

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Vehicle Occupancy Rate

Daily Trip Rate

Daily Vehicle Trips

Employees 1,000 950 1.2 2 1,583

Team Members 200 200 1.2 2 333

Spectators 18,900 17,755 3.0 2 11,837

Total 13,753 * Persons arriving by Transit and Charter Bus have been deducted

2.4 PROJECT TRIP DISTRIBUTION

Traffic counts collected on April 6, 2011 were used to determine the trip distribution for the Project. The key access routes to/from Honda Center include Katella Avenue east of the Santa Ana River; Katella Avenue west of SR-57; and SR-57 exit ramps at Ball Road. From Ball Road access to and



from Honda Center is available from Phoenix Club Drive, Sunkist Street, Cerritos Avenue, and Douglass Road. The findings reveal that approximately 49% of trips would arrive at the venue via Katella Avenue, 28% of trips via Phoenix Club Drive, and 23% of trips via Cerritos Avenue. The trip distribution is shown on Figure 2-1. Since sporting venues are a “special generator”, the normal am/pm peak hour analysis is not necessarily applicable. In order to determine the event peak hour for Honda Center, daily traffic profiles showing 24 hour traffic activities associated with an Anaheim Ducks hockey game on April 6, 2011 were prepared for five study arterial segments immediately adjacent to Honda Center. These are shown on Figure 2-2 through Figure 2-6. These profiles indicate that the patrons started coming to the game as early as three to four hours prior the opening faceoff time at 7:00 PM. The profiles also indicate that the highest peak hour for pre-game arriving traffic is from 6:00 PM -7:00 PM. If the standard weekday commute peak periods (7:00 to 9:00 AM and 4:00 to 6:00 PM) were analyzed for Honda Center, the venue would not generate enough traffic to show the full impact of an event. For purposes of this traffic study, this event peak hour is assumed to represent the typical event peak hour at Honda Center.

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Figure 2-2: Daily Traffic Flow Profile – Douglas Road (North of Katella)

Figure 2-3: Daily Traffic Flow Profile – Phoenix Club Drive

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Figure 2-5: Daily Traffic Flow Profile – Katella Avenue (Douglass Road – Struck Avenue)

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2.5 LEVEL OF SERVICE ANALYSIS

To evaluate traffic conditions and potential circulation system impacts within the vicinity of Honda Center associated with the proposed project various elements were evaluated. This evaluation included peak hour signalized intersection capacity utilization (ICU), arterial segment daily analysis, arterial segment peak hour analysis, and freeway mainline and ramp analysis. As noted in Chapter 1, Section 1.2, this traffic study is an evaluation of project related impacts with a principal focus on pre-event traffic conditions. This is a prudent conservative approach to capture the presumed worst case conditions.

Intersection Analysis

The City of Anaheim Criteria for Preparation of Traffic Impact Studies requires a volume-to-capacity ratio of 1.00, or LOS E as the lowest acceptable level of service at designated CMP intersections, and 0.90, or LOS D, as the lowest acceptable level of service for all other intersections. The City requires all study area intersections LOS be evaluated using the intersection capacity utilization (ICU) methodology. This methodology compares forecast peak hour traffic volumes by direction and critical moves to available intersection capacity based on actual configuration. A minimum clearance interval of 0.05, and lane capacities of 1,700 vehicles per hour of green time for through and turn lanes was used for the ICU calculations. For intersection analysis, the City of Orange Traffic Impact Guidelines is consistent with the City of Anaheim guidelines; therefore, the same analyses and standards were applied for intersections in both jurisdictions. Table 2-2 presents the ICU level of service thresholds utilized in this traffic study.

Table 2-2: Intersection Level of Service Thresholds

LOS ICU A < 0.60 B 0.61 – 0.70 C 0.71 – 0.80 D 0.81 – 0.90 E 0.91 – 1.00 F > 1.00

Source: City of Anaheim, City of Orange

Furthermore, within the City of Anaheim, an intersection impact is considered significant if the Project resulting V/C compared to the No Project V/C shows the project related increases meet criteria outlined in Table 2-3. For purposes of this calculation, the “Final V/C Ratio” includes the future v/c ratio at an intersection, considering traffic from existing conditions, ambient growth, approved/related projects, and the proposed project, but without any proposed mitigation. Mitigation measures sufficient to bring the level of service to a less than significant level are identified later in the report.



Table 2-3: Significant Impact Criteria

LOS Final V/C Ratio Project-Related Increase in V/C

C >0.700 – 0.800 Equal to or greater than 0.050 D >0.800 – 0.900 Equal to or greater than 0.030

E, F > 0.900

Equal to or greater than 0.010

Source: City of Anaheim

For the City of Orange intersections, a significant impact is deemed to occur if the Project results in deterioration of the level of service to LOS E or LOS F, or results in an increase in ICU value of 0.01 or greater at intersections already operating at LOS E or F under the No Project condition. Mitigation that would reduce Project impacts to less than significant levels are identified later in Chapter 7 of the report.

Arterial Segment V/C Analysis

The arterial roadway analysis criteria for the City of Anaheim involve the use of an average daily traffic (ADT) volume to capacity (V/C) evaluation. The City of Anaheim has established a LOS C (i.e. V/C not to exceed 0.80) or better as the adopted performance standard for the study area circulation system. The City of Orange has adopted LOS D (i.e. V/C not to exceed 0.90) or better as the performance standard for arterials within the City of Orange portions of the study area. The City of Orange applies a V/C analysis for daily traffic conditions similar to Anaheim although assumed capacities for Orange arterials differ slightly from those used by the City of Anaheim. See Table 2-4.

To identify deficient arterial segments the City of Anaheim employs a two step analysis approach. The arterial segment daily V/C analysis provides an initial general assessment of overall system performance. Where this assessment shows potential impacts the system performance is further measured on its ability to serve peak hour traffic demands. Arterial segments that are identified as deficient under daily V/C conditions are evaluated under peak hour conditions to evaluate the capability of serving forecast peak hour throughput. Arterial segments that operate deficiently under both daily and peak hour conditions become candidates for mitigation. It is noted that the City of Orange traffic analysis guidelines do not include provisions for peak hour segment analysis, and rely on daily V/C analysis as the basis for improvement requirements.

The City of Anaheim applies the Urban Streets analysis identified in Chapter 15 of the Highway Capacity Manual (HCM) to determine level of service under peak hour traffic conditions. The peak hour capacity is determined by using Equation 15-7 of the HCM, which calls for multiplying the mid-block number of lanes for each direction by a lane capacity of 1,900 vehicles per hour, and then multiplied by the percentage of green time at the controlling signalized intersection for that arterial segment. For this Honda Center traffic analysis the percentage of green time along the arterial was applied consistent with typical peak hour green time ratios applied in the Platinum Triangle Expansion Project Traffic Study. If the V/C ratio of the arterial segment under peak hour conditions is LOS E or F, improvements were considered to improve the segment to an acceptable LOS.

LOS analysis of forecast daily traffic volumes was applied for the arterial segments throughout the Platinum Triangle and adjacent facilities. The segment analysis assumes roadway capacities adopted in each jurisdiction’s current General Plans, which are noted in Table 2-4. The capacities in Table 2-4 reflect LOS E capacities and are consistent with those that are applied in daily V/C analysis



consistent with methodologies adopted for each jurisdiction. It is noted here that the City of Orange takes advantage of a capacity enhancement allowed for Smart Streets designated by the Orange County Transportation Authority. Specifically, for Katella Avenue, the City of Orange increases the assumed daily capacity by five percent to account for Smart Street related improvements that can enhance throughput along this corridor. The City of Anaheim does not currently account for capacity enhancements to Smart Streets.

For City of Anaheim segments, a project is deemed to have a significant impact if the project results in deterioration of the daily level of service to LOS D or worse and coupled with a continued deficiency under peak hour conditions. A significant impact is also determined by an increase in the daily V/C value of 0.01 if the segment currently operates at LOS E or F under daily without project conditions and the segment is found to be deficient under peak hour conditions. For City of Orange segments, a project is deemed to have a significant impact if the project results in deterioration of the daily LOS to an unacceptable LOS or causes an increase in the daily V/C value of 0.01 if the segment currently operates at LOS E or F under daily without project conditions.

Table 2-4: Arterial Segment Daily Capacity Assumptions Facility Type Anaheim Orange

8-lane Divided 75,000 75,000 6-lane Divided 56,300 56,300 4-lane Divided 37,500 37,500 4-lane Undivided 25,000 24,000 2-lane Undivided 12,500 12,000

Source: City of Orange, City of Anaheim

Caltrans Intersection Analysis

Freeway ramp termini intersections were also analyzed using Synchro (version 7.0) through the application of Highway Capacity Manual (HCM) 2000 methodology, per Caltrans requirements consistent with the analysis presented in the Revised Platinum Triangle Expansion Project Traffic Study. Lane configurations and various other parameters such as signal timing were based on current operating characteristics. Table 2-5 presents Caltrans intersection delay and LOS standards.

Table 2-5: Caltrans Intersection LOS Criteria

LOS Intersection Delay (in Seconds)

A ≤ 10.0 B > 10.0 and ≤ 20.0 C > 20.0 and ≤ 35.0 D > 35.0 and ≤ 55.0 E > 55.0 and ≤ 80.0 F ≥ 80.0



Caltrans Freeway and Ramp Analysis

The freeway mainline and freeway ramp evaluation is based on peak hour HCM density analysis. This methodology has been applied to the freeway analyses in the study area per Caltrans’s recommendation. The facility capacities are based on criteria outlined in the HCM and the Caltrans Ramp Meter Design Manual. Existing mainline count data was provided by Caltrans.

Ramp merge and diverge analysis was carried out using Highway Capacity Software (HCS), which is an electronic version of the HCM for freeway-to-arterial interchanges. With the HCM methodology, the ramp merge and diverge areas focus on an influence area of 1,500 feet including the acceleration and deceleration lanes and adjacent freeway lanes. The methodology employs three fundamental steps:

1. Determination of the traffic volumes entering the freeway lanes upstream of the merge or at the beginning of the deceleration lane at diverge;

2. Determination of the capacity for the segment; and 3. Determination of the density of traffic flow within the ramp influence area and its level of

service

The level of service (LOS) for freeway ramps is determined by calculating traffic density using criteria outlined in the HCM. Freeway mainline levels of service are similarly determined from segment density. Table 2.6 presents the correlation between LOS and density in terms of passenger cars per mile per lane (pc/mi/ln) for both freeway ramps and basic freeway segments. LOS D (density factor that does not exceed 35.0 pc/mi/ln for mainline segments and 35.0 pc/mi/ln for freeway ramps) has been established by Caltrans District 12 as the operating standard for freeway mainline segments and freeway ramps. Caltrans has determined that freeway segments and ramps that operate below LOS D should be identified and improved to an acceptable LOS.

Table 2-6: Caltrans Freeway Mainline and Ramp LOS Criteria

LOS Peak Hour Freeway Ramp Density (pc/mi/ln)

Basic Freeway Segment Density (pc/mi/ln)

A ≤ 10.0 0-11.0 B > 10.0 and ≤ 20.0 11.0 – 18.0 C > 20.0 and ≤ 28.0 18.0 – 26.0 D > 28.0 and ≤ 35.0 26.0 – 35.0 E > 35.0 35.0 – 45.0 F Exceeds Capacity >45.0

Source: HCM 2000, Exhibit 25-4, Exhibit 23-2

Caltrans Freeway Weaving Analysis

Freeway weaving is defined as the crossing of two streams of traffic traveling in the same direction along a significant length of highway without the aid of traffic control devices. Weaving analysis was performed using HCM methodology which provides density criteria by LOS for the weaving area within the freeway segment. In the study area, freeway mainline segments were analyzed as freeway weaving segments first. Freeway weaving segments longer than 2,500 feet were analyzed as the basic freeway segments using the HCM. Table 2-7 specifies the LOS for associated freeway weaving densities.



Table 2-7: Caltrans Freeway Weaving LOS Criteria

LOS Freeway Weaving Segment Density (pc/mi/ln)

Multilane and Collector-Distributor Weaving Segments Density (pc/mi/ln)

A ≤ 10.0 ≤ 12.0 B > 10.0 and ≤ 20.0 > 12.0 and ≤ 24.0 C > 20.0 and ≤ 28.0 > 24.0 and ≤ 32.0 D > 28.0 and ≤ 35.0 > 32.0 and ≤ 36.0 E >35.0 and ≤ 43.0 >36.0 and ≤ 40.0 F >43.0 >40.0

Source: HCM 2000 Exhibit 24-2



3.0 EXISTING CONDITIONS

The 2011 Baseline conditions analysis establishes the framework for future forecast scenarios. The analysis is based on traffic counts collected for intersection, arterial segments, and freeway segments within the study area. Counts were collected under both non-event and event conditions at both Honda Center and Angel Stadium. Non-event day counts for Honda Center were collected April 7, 2011. Event day counts for Honda Center were collected April 6, 2011 for the Anaheim Ducks hockey game. Non-event day counts for Angel Stadium were collected August 24, 2011. Event day counts for Angel Stadium were collected August 25, 2011 for the Angels’ baseball game. The count data are included in Appendix A and Appendix B. The existing conditions analysis reflects the count volumes as well as existing lane configurations for all circulation system elements in the study area. The intersection lane configurations are illustrated in Appendix F.

3.1 INTERSECTION ANALYSIS

Table 3-1 presents LOS results for the 44 study intersections for the five 2011 Baseline traffic analysis scenarios during the PM peak hour. Existing lane geometries were assumed in the LOS analyses. The detailed existing ICU worksheets are presented in Appendix G-1. A review of Table 3-1 reveals that all of the study area intersections operate within acceptable LOS under the following four scenarios.

1) 2011 Baseline (No-Events) 2) 2011 Baseline with Average Attendance Honda Center Event 3) 2011 Baseline with Average Attendance Honda Center Event and Concurrent Angel Stadium

Event 4) 2011 Baseline with Project

One intersection location was found to operate at deficient conditions under the fifth scenario, 2011 Baseline with Project and Concurrent Angel Stadium Event:

· Douglass Road/Katella Avenue The LOS service results under all analysis scenarios are also graphically presented in Figure 3-1 through Figure 3- 5.



Table 3-1: 2011 Baseline PM Peak Hour Intersection LOS

2011 Baseline (Without Project) 2011 Baseline With Project

ID Intersection Jurisdiction With No Events With AAHC Event With AAHC Event

and AS Event With Project With Project and AS Event

ICU LOS ICU LOS ICU LOS ICU LOS ICU LOS

1 Harbor Boulevard / Katella Avenue * Anaheim 0.59 A 0.60 A 0.61 B 0.61 B 0.62 B 2 Clementine Street / Katella Avenue Anaheim 0.53 A 0.53 A 0.53 A 0.53 A 0.53 A 3 Anaheim Boulevard / Ball Road Anaheim 0.55 A 0.56 A 0.56 A 0.56 A 0.56 A 4 Anaheim Boulevard / Cerritos Avenue Anaheim 0.54 A 0.55 A 0.57 A 0.55 A 0.57 A 5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.50 A 0.50 A 0.50 A 0.50 A 0.50 A 6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue * Anaheim 0.52 A 0.50 A 0.52 A 0.56 A 0.57 A 7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue * Anaheim 0.44 A 0.46 A 0.49 A 0.56 A 0.59 A 8 Lewis Street / Ball Road Anaheim 0.33 A 0.33 A 0.34 A 0.33 A 0.34 A 9 Lewis Street / Cerritos Avenue Anaheim 0.23 A 0.23 A 0.23 A 0.24 A 0.24 A 10 Lewis Street / Katella Avenue Anaheim 0.43 A 0.45 A 0.46 A 0.46 A 0.50 A 11 I-5 HOV Ramps / Gene Autry Way Anaheim 0.07 A 0.07 A 0.08 A 0.10 A 0.11 A 12 East Street / Ball Road Anaheim 0.41 A 0.41 A 0.41 A 0.41 A 0.41 A 13 State College Boulevard / Ball Road Anaheim 0.49 A 0.49 A 0.49 A 0.54 A 0.55 A 14 State College Boulevard / Cerritos Avenue Anaheim 0.27 A 0.28 A 0.30 A 0.38 A 0.40 A 15 State College Boulevard / Katella Avenue Anaheim 0.38 A 0.48 A 0.56 A 0.72 C 0.79 C 16 State College Boulevard / Gateway Center Drive Anaheim 0.25 A 0.28 A 0.30 A 0.39 A 0.39 A 17 State College Boulevard / Gene Autry Way Anaheim 0.23 A 0.25 A 0.27 A 0.75 C 0.77 C

18 State College Boulevard / Orangewood Avenue Anaheim/ Orange 0.32 A 0.34 A 0.35 A 0.50 A 0.52 A

19 State College Boulevard / I-5 Northbound Ramps * Orange 0.26 A 0.27 A 0.28 A 0.38 A 0.39 A 20 State College Boulevard / I-5 Southbound Ramps * Orange 0.26 A 0.26 A 0.27 A 0.32 A 0.32 A 21 State College Boulevard / The City Drive / Chapman Avenue Orange 0.48 A 0.49 A 0.49 A 0.58 A 0.59 A 22 Sportstown / Katella Avenue Anaheim 0.33 A 0.41 A 0.49 A 0.55 A 0.63 B 23 Sunkist Street / Ball Road Anaheim 0.56 A 0.61 B 0.65 B 0.63 B 0.69 B 24 Sunkist Street / Cerritos Avenue Anaheim 0.20 A 0.26 A 0.31 A 0.28 A 0.33 A 25 Howell Avenue / Katella Avenue Anaheim 0.35 A 0.42 A 0.50 A 0.47 A 0.54 A 26 SR-57 Southbound Ramps / Ball Road Anaheim 0.46 A 0.61 B 0.72 C 0.62 B 0.73 C 27 SR-57 Southbound Ramps / Katella Avenue * Anaheim 0.37 A 0.51 A 0.61 B 0.71 C 0.84 D

*CMP intersections. LOS E is considered acceptable for CMP intersections AAHC: Average Attendance Honda Center AS: Angel Stadium



Table 3-1: 2011 Baseline PM Peak Hour Intersection LOS (Continued)





28 SR-57 Northbound Ramps / Ball Road Anaheim 0.43 A 0.52 A 0.59 A 0.52 A 0.59 A 29 SR-57 Northbound Ramps / Katella Avenue * Anaheim 0.28 A 0.46 A 0.64 B 0.60 A 0.78 C 30 Douglass Road / Katella Avenue Anaheim 0.27 A 0.53 A 0.76 C 0.89 D 1.06 F 31 Phoenix Club Drive / Ball Road Anaheim 0.34 A 0.43 A 0.62 B 0.49 A 0.67 B 32 Struck Avenue / Katella Avenue Orange 0.24 A 0.32 A 0.39 A 0.40 A 0.47 A 33 Main Street / Taft Avenue Orange 0.42 A 0.43 A 0.43 A 0.42 A 0.43 A 34 Main Street / Katella Avenue Orange 0.32 A 0.40 A 0.46 A 0.46 A 0.52 A 35 Main Street / Struck Avenue Orange 0.27 A 0.33 A 0.38 A 0.36 A 0.42 A 36 Batavia Street / Taft Avenue Orange 0.39 A 0.41 A 0.42 A 0.41 A 0.42 A 37 Batavia Street / Katella Avenue Orange 0.35 A 0.39 A 0.42 A 0.44 A 0.47 A 38 Glassell Street / Taft Avenue Orange 0.45 A 0.47 A 0.49 A 0.47 A 0.49 A 39 Glassell Street / Katella Avenue Orange 0.45 A 0.49 A 0.52 A 0.52 A 0.55 A 40 Schaffer Street / Katella Avenue Orange 0.38 A 0.38 A 0.38 A 0.39 A 0.41 A 41 Cambridge Street / Katella Avenue Orange 0.42 A 0.44 A 0.46 A 0.47 A 0.49 A 42 Tustin Street / Katella Avenue Orange 0.62 B 0.62 B 0.65 B 0.64 B 0.63 B 43 SR-55 Southbound Ramps / Katella Avenue * Orange 0.80 C 0.80 C 0.80 C 0.80 C 0.80 C 44 SR-55 Northbound Ramps / Katella Avenue * Orange 0.77 C 0.78 C 0.79 C 0.80 C 0.81 D

* CMP intersections. LOS E is considered acceptable for CMP intersections AAHC: Average Attendance Honda Center AS: Angel Stadium

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Figure 3-3: 2011 Baseline with Average Attendance Honda Center Event and Concurrent Angel Stadium Event Peak Hour Intersection LOS

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3.2 ARTERIAL SEGMENT ANALYSIS

Daily Arterial Segment LOS Analysis Table 3-2 presents average daily traffic (ADT) V/C ratios and LOS results for the five 2011 Baseline Condition traffic analysis scenarios for all the study area roadway segments:

1) 2011 Baseline (No Events) 2) 2011 Baseline with Average Attendance Honda Center Event 3) 2011 Baseline with Average Attendance Honda Center Event and Concurrent Angel Stadium

Event 4) 2011 Baseline with Project 5) 2011 Baseline with Project and Concurrent Angel Stadium Event

The analysis is based on the traffic counts collected in April 2011 and August 2011. As shown in Table 3-2, 15 out of 16 study arterial segments were found to operate within acceptable LOS under the first three traffic analysis scenarios. Although the arterial segment on Katella Avenue between Howell Avenue and SR-57 Southbound Ramps was found to operate at LOS E, it is not considered deficient. Katella Avenue is identified in the Orange County Transportation Authority (OCTA) Congestion Management Plan (CMP) as a CMP arterial. Per CMP guidelines, arterial segments operating at LOS E identified within the CMP are considered operating at an acceptable level of service. One roadway segment was found to operate at deficient conditions under the first three scenarios:

· Ball Road - Sunkist Street to SR-57 Southbound Ramps.

In addition to the deficient segment above, a second deficient condition was found at Katella Avenue – Howell Avenue to SR-57 Southbound Ramps under the fourth and fifth scenario (2011 Baseline with Project, and 2011 Baseline with Project and Concurrent Angel Stadium Event). The two deficiencies, all within the City of Anaheim, are shown below:

· Ball Road - Sunkist Street to SR-57 Southbound Ramps · Katella Avenue - Howell Avenue to SR-57 Southbound Ramps

Peak Hour Arterial Segment LOS Analysis

In accordance with City of Anaheim procedures arterial segments found to be deficient under daily arterial LOS analysis are further evaluated under peak hour conditions to evaluate peak hour traffic operations. The peak hour analysis is often a more appropriate indicator of traffic operations as it considers the ability of the adjacent intersection configuration to accommodate throughput. This is a prudent step employed by the City that also helps identify specific improvement requirements, if warranted. A PM peak hour analysis was performed for each of the study segments identified as deficient under the daily arterial LOS analysis. The peak hour analysis was performed for each of the five 2011 Baseline traffic analysis scenarios. As shown in Table 3-3, all study segments were found to operate within acceptable LOS under the peak hour analysis.



Table 3-2: 2011 Baseline Arterial Segment Daily LOS

2011 Baseline (Without Project)

2011 Baseline With Project

ID Arterial From To Jurisdiction Mid-Block Lanes Capacity

With No Events With AAHC Event With AAHC Event and AS Event With Project With Project and

AS Event

ADT V/C LOS ADT V/C LOS ADT V/C LOS ADT V/C LOS ADT V/C LOS

A - 1 Ball Road Sunkist Street SR-57 SB Ramps Anaheim 6D 56,300 50,970 0.91 E 52,630 0.93 E 52,630 0.93 E 53,760 0.95 E 53,760 0.95 E A - 2 Ball Road SR-57 NB Ramps Phoenix Club Drive Anaheim 6D 56,300 31,660 0.56 A 33,730 0.60 A 33,730 0.60 A 35,140 0.62 B 35,140 0.62 B A - 3 Cerritos Avenue Sunkist Street Douglass Road Anaheim 4U 25,000 4,270 0.17 A 5,780 0.23 A 5,780 0.23 A 6,800 0.27 A 6,800 0.27 A A - 4 Douglass Road Katella Avenue Cerritos Avenue Anaheim 4U 25,000 7,040 0.28 A 10,120 0.40 A 10,120 0.40 A 12,220 0.49 A 12,220 0.49 A A - 5 Katella Avenue** Lewis Street State College Blvd Anaheim 6D 56,300 33,500 0.60 A 34,120 0.61 B 35,460 0.63 B 34,540 0.61 B 35,880 0.64 B A - 6 Katella Avenue** State College Blvd Howell Avenue Anaheim 6D 56,300 34,130 0.61 B 35,310 0.63 B 37,720 0.67 B 36,110 0.64 B 38,520 0.68 B A - 7 Katella Avenue** Howell Avenue SR-57 SB Ramps Anaheim 6D 56,300 52,030 0.92 E 55,550 0.99 E 55,550 0.99 E 57,930 1.03 F 57,930 1.03 F A - 8 Katella Avenue** SR-57 SB Ramps SR-57 NB Ramps Anaheim 6D 56,300 34,720 0.62 B 38,170 0.68 B 39,540 0.70 B 40,500 0.72 C 41,870 0.74 C A - 9 Katella Avenue** SR-57 NB Ramps Douglass Road Anaheim 6D 56,300 34,470 0.61 B 39,970 0.71 C 42,910 0.76 C 43,690 0.78 C 46,630 0.83 D

A - 10 Katella Avenue** Douglass Road Struck Avenue Anaheim 6D 56,300 29,480 0.52 A 32,820 0.58 A 33,600 0.60 A 35,090 0.62 B 35,870 0.64 B A - 11 Katella Avenue* Struck Avenue Main Street Orange 6D 56,300 23,170 0.41 A 24,840 0.44 A 24,840 0.44 A 25,970 0.46 A 25,970 0.46 A A - 12 Katella Avenue* Main Street Batavia Street Orange 6D 56,300 25,630 0.46 A 26,630 0.47 A 26,630 0.47 A 27,310 0.49 A 27,310 0.49 A A - 13 Main Street Katella Avenue Struck Avenue Orange 4U 24,000 15,000 0.40 A 15,640 0.42 A 17,030 0.45 A 16,080 0.43 A 17,470 0.47 A A - 14 Phoenix Club Drive Honda Center Ball Road Anaheim 2U 12,500 3,470 0.28 A 5,220 0.42 A 5,360 0.43 A 6,410 0.51 A 6,550 0.52 A A - 15 State College Blvd Howell Avenue Katella Avenue Anaheim 6D 56,300 21,030 0.37 A 21,590 0.38 A 21,810 0.39 A 21,970 0.39 A 22,190 0.39 A A - 16 Sunkist Street Cerritos Avenue Ball Road Anaheim 4U 25,000 6,790 0.27 A 7,870 0.31 A 7,870 0.31 A 8,600 0.34 A 8,600 0.34 A

* Smart Street segment in Orange assumes a 5% capacity enhancement ** CMP arterial. LOS E is considered acceptable for CMP arterial. AAHC: Average Attendance Honda Center AS: Angel Stadium



Table 3-3: 2011 Baseline Arterial Segment Peak Hour LOS

2011 Baseline (Without Project)

2011 Baseline With Project

ID Arterial From To Jurisdiction Mid-Block Lanes

With No Events With AAHC Event With AAHC Event and AS Event With Project With Project and

AS Event

Volume V/C LOS Volume V/C LOS Volume V/C LOS Volume V/C LOS Volume V/C LOS

A - 1 Ball Road Sunkist Street SR-57 SB Ramps Anaheim 6D 2,824 0.52 A 3,169 0.58 A 3,169 0.58 A 3,402 0.62 B 3,402 0.62 B A - 7 Katella Avenue Howell Avenue SR-57 SB Ramps Anaheim 6D 2,772 0.42 A 3,599 0.54 A 4,495 0.68 B 4,159 0.63 B 5,055 0.76 C

* Smart Street segment in Orange assumes a 5% capacity enhancement AAHC: Average Attendance Honda Center AS: Angel Stadium



3.3 CALTRANS FACILITY PEAK HOUR ANALYSIS

Caltrans Ramp Termini Intersection Analysis Freeway ramp termini intersections were also analyzed using Synchro (version 7.0) through the application of Highway Capacity Manual (HCM) 2000 methodology, per Caltrans requirements consistent with the analysis presented in the Revised Platinum Triangle Expansion Project Traffic Study. Table 3-4 presents the Synchro analysis results of peak hour delays and level of service for the 11 ramp termini study area intersections. Detailed Synchro analysis worksheets are included in Appendix H-1. The analysis was conducted under the following five 2011 Baseline scenarios.



As shown in the Table 3-4 all study area ramp termini intersections were found to operate at acceptable LOS under the first four scenarios. Under the fifth scenario (2011 Baseline with Project and Angel Stadium Event) the ramp termini intersection of SR 57 Northbound Ramps/Katella Avenue was found to operate at a deficient condition.

Table 3-4: 2011 Baseline PM Peak Hour Ramp Termini Intersection LOS

ID Intersection


With No Events

With AAHC Event

With AAHC Event and AS Event With Project With Project

and AS Event

Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS

6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 16.80 B 16.90 B 22.60 C 18.70 B 23.80 C

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 21.80 C 22.80 C 25.20 C 23.20 C 27.80 C

11 I-5 HOV Ramps / Gene Autry Way 6.20 A 5.40 A 4.40 A 5.00 A 4.30 A 19 State College Boulevard / I-5 Northbound Ramps 20.90 C 21.30 C 22.60 C 21.70 C 22.70 C 20 State College Boulevard / I-5 Southbound Ramps 14.90 B 15.30 B 16.50 B 15.30 B 17.10 B

26 SR-57 Southbound Ramps / Ball Road 16.20 B 26.30 C 26.90 C 35.30 D 35.80 D

27 SR-57 Southbound Ramps / Katella Avenue 13.80 B 16.90 B 30.00 C 19.50 B 45.40 D

28 SR-57 Northbound Ramps / Ball Road 17.60 B 19.00 B 20.40 C 21.90 C 21.90 C

29 SR-57 Northbound Ramps / Katella Avenue 11.00 B 20.80 C 32.90 C 53.90 D 79.30 E 43 SR-55 Southbound Ramps / Katella Avenue 37.70 D 38.70 D 39.90 D 40.10 D 42.00 D 44 SR-55 Northbound Ramps / Katella Avenue 28.90 C 31.00 C 32.60 C 32.20 C 34.00 C



Freeway Weaving Analysis

Weaving analysis was performed using HCM methodology which provides density criteria by LOS for the weaving area within the freeway segment.

Table 3-5 summarizes analysis results for the weaving areas during the PM peak hour. Detailed HCM weaving analysis worksheets are included in Appendix J-1. For any freeway weaving segment longer than 2,500 feet, HCM requires the segment to be analyzed as a basic freeway segment. As shown in Table 3-5 all of the study weaving segments were found to operate at LOS D or better under the five 2011 Baseline traffic analysis scenarios.

Freeway Mainline Analysis

The freeway mainline evaluation is based on peak hour HCM density analysis. This methodology has been applied to the freeway analyses in the study area per Caltrans’s recommendation. As noted in Chapter 2, freeway weaving segments with a weaving length exceeding 2,500 feet were analyzed as basic freeway segment using HCS.

Table 3-6 summarizes the PM peak hour HCS analysis results for the densities and levels of service for the freeway mainline segments in the study area including those with weaving lengths in excess of 2,500 feet. Detailed HCM mainline analysis worksheets are included in Appendix I-1. Similar to the freeway weaving analysis results, all the study freeway mainline segments were found to operate at an acceptable LOS under the five 2011 Baseline traffic analysis scenarios:

Freeway Ramp Analysis

The freeway ramp evaluation is based on peak hour HCM density analysis. This methodology has been applied to the freeway analyses in the study area per Caltrans’s recommendation. The facility capacities are based on criteria outlined in the HCM and the Caltrans Ramp Meter Design Manual.

Table 3-7 summarizes HCM analysis results for the study ramps in the PM peak hours under 2011 Baseline conditions. The HCM reports a density based on the existing freeway mainline segment and ramp merge/diverge volumes. Detailed HCM analysis worksheets are included in Appendix K-1. According to the analysis, all the study ramps were found to operate at an acceptable LOS under the following scenarios:

· 2011 Baseline (No Events) · 2011 Baseline with Average Attendance Honda Center Event · 2011 Baseline with Project

An existing deficiency occurs on the SR-57 Southbound Off-Ramp to Katella Avenue during events at Angels Stadium under the following scenarios:

· 2011 Baseline with Average Attendance Honda Center Event and Concurrent Angel Stadium Event

· 2011 Baseline with Project and Concurrent Angel Stadium Event



Table 3-5: 2011 Baseline Freeway Weaving PM Peak Hour LOS 2011 Baseline (Without Project) 2011 Baseline With Project

ID Weaving Segment Weaving Length

(Ft)

With No Events With AAHC Event With AAHC Event and AS Event With Project With Project

and AS Event

Density (pc/mi/ln) LOS Density

(pc/mi/ln) LOS Density (pc/mi/ln) LOS Density

(pc/mi/ln) LOS Density (pc/mi/ln) LOS

W - 1 I-5 Southbound between Lincoln Avenue On-Ramp and Disneyland Drive Off-Ramp 3,060 Not Applicable

W - 2 I-5 Southbound between Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp 1,520 24.4 C 27.1 C 29.1 C 27.2 C 29.2 C

W - 3 I-5 Southbound between Harbor Boulevard On-Ramp and Disney Way Off-Ramp 2,650

Not Applicable

W - 4 SR-57 Northbound between Chapman Avenue On-Ramp and Orangewood Avenue Off-Ramp 1,230 22.0 B 23.0 B 23.0 B 23.9 B 23.9 B

W - 5 SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 1,360 22.4 B 25.5 C 26.6 C 27.0 C 28.2 C

W - 6

SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp 2,130 31.0 C 31.5 C 31.9 C 31.8 C 32.2 D

SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp 2,490 26.0 C 27.1 C 34.3 D 27.7 C 35.1 D

W - 7 SR-57 Southbound between Lincoln Avenue On-Ramp and Ball Road Off-Ramp 5,160 Not Applicable

W - 8 SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp 1,620 22.9 B 23.7 B 27.1 C 24.1 C 27.5 D

Source: City of Anaheim, PeMS AAHC: Average Attendance Honda Center AS: Angel Stadium Not Applicable: weaving segment longer than 2,500 feet analyzed as basic freeway mainline

Table 3-6: 2011 Baseline Freeway Mainline PM Peak Hour LOS 2011 Baseline (Without Project) 2011 Baseline With Project

ID Freeway Segment With No Events With AAHC Event With AAHC Event and

AS Event With Project With Project and AS Event




F - 1 I-5 Southbound between Lincoln Avenue and Disneyland Drive 20.3 C 20.5 C 21.2 C 20.6 C 21.2 C

F - 2 I-5 Southbound between Harbor Boulevard and Disney Way 21.4 C 21.6 C 22.7 C 21.6 C 22.8 C

F - 3 SR-57 Southbound between Ball Road and Lincoln Avenue 22.5 C 23.1 C 25.4 C 23.3 C 25.6 C

Source: City of Anaheim, Caltrans, PeMS AAHC: Average Attendance Honda Center AS: Angel Stadium



Table 3-7: 2011 Baseline Freeway Ramp PM Peak Hour LOS 2011 Baseline (Without Project) 2011 Baseline With Project

ID Ramp Segment Ramp # of Lane


and AS Event




R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue* 2 26.9 C 26.9 C 26.9 C 26.9 C 26.9 C

R-2 I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue* 2 27.8 C 28.0 C 28.8 D 28.0 D 28.9 D

R-3 SR-57 Northbound Off-Ramp to Katella Avenue 1 24.5 C 28.9 D 30.8 D 30.9 D 32.7 D

R-4 SR-57 Northbound Off-Ramp to Ball Road 1 31.5 D 32.2 D 32.2 D 32.6 D 32.6 D

R-5 SR-57 Southbound Off-Ramp to Ball Road 1 26.9 C 29.9 D 32.3 D 31.2 D 33.6 D

R-6 SR-57 Southbound Off-Ramp to Katella Avenue 1 26.9 C 28.6 D >Capacity F 29.4 D >Capacity F

* Major Diverge Analysis utilized to calculate density

Source: City of Anaheim, Caltrans, PeMS AAHC: Average Attendance Honda Center AS: Angel Stadium



4.0 2013 OPENING YEAR CONDITIONS

The 2013 Opening Year non-event day traffic volumes were derived by applying an annual growth of 0.5% to the 2011 Baseline non-event traffic counts. The volumes developed for the remaining scenarios were described in Section 2.1 – Forecast Volume Development. The analysis assumed the 2013 transportation network consistent with the 2011 Baseline conditions.


Table 4-1 presents LOS results for the 44 study intersections for the following five analysis scenarios under the 2013 Opening Year conditions:



The same existing lane geometries as the 2011 Baseline conditions were assumed in the LOS analyses. A review of the table reveals that despite the addition of ambient growth, the 2013 traffic conditions are generally similar to the existing traffic conditions in that all of the study area intersections operate within acceptable LOS under the first four scenarios. The only intersection was found to operate at deficient conditions under 2013 Opening Year with Project and Concurrent Angel Stadium Event scenario shown below:

· Douglass Road/Katella Avenue

Figure 4-1 through Figure 4-5 demonstrates the study intersections LOS during the PM peak hour under 2013 Opening Year conditions. The detailed 2013 Opening Year ICU worksheets are presented in Appendix G-2.



Table 4-1: 2013 Opening Year PM Peak Hour Intersection LOS

2013 Opening Year (Without Project) 2013 Opening Year With Project

ID Intersection Jurisdiction With No Events With AAHC

Event With AAHC Event



1 Harbor Boulevard / Katella Avenue * Anaheim 0.65 B 0.65 B 0.66 B 0.67 B 0.68 B 2 Clementine Street / Katella Avenue Anaheim 0.58 A 0.58 A 0.58 A 0.58 A 0.58 A 3 Anaheim Boulevard / Ball Road Anaheim 0.60 A 0.60 A 0.61 B 0.60 A 0.61 B 4 Anaheim Boulevard / Cerritos Avenue Anaheim 0.59 A 0.60 A 0.61 B 0.60 A 0.61 B 5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.54 A 0.54 A 0.54 A 0.54 A 0.54 A 6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue * Anaheim 0.57 A 0.54 A 0.57 A 0.60 A 0.61 B 7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue * Anaheim 0.48 A 0.50 A 0.53 A 0.60 A 0.63 B 8 Lewis Street / Ball Road Anaheim 0.36 A 0.36 A 0.37 A 0.36 A 0.37 A 9 Lewis Street / Cerritos Avenue Anaheim 0.25 A 0.25 A 0.25 A 0.25 A 0.26 A 10 Lewis Street / Katella Avenue Anaheim 0.48 A 0.49 A 0.50 A 0.49 A 0.53 A 11 I-5 HOV Ramps / Gene Autry Way Anaheim 0.07 A 0.07 A 0.08 A 0.10 A 0.11 A 12 East Street / Ball Road Anaheim 0.44 A 0.44 A 0.45 A 0.44 A 0.45 A 13 State College Boulevard / Ball Road Anaheim 0.53 A 0.53 A 0.53 A 0.59 A 0.60 A 14 State College Boulevard / Cerritos Avenue Anaheim 0.28 A 0.30 A 0.32 A 0.40 A 0.42 A 15 State College Boulevard / Katella Avenue Anaheim 0.41 A 0.51 A 0.59 A 0.75 C 0.82 D 16 State College Boulevard / Gateway Center Drive Anaheim 0.27 A 0.30 A 0.32 A 0.41 A 0.41 A 17 State College Boulevard / Gene Autry Way Anaheim 0.24 A 0.26 A 0.28 A 0.77 C 0.79 C

18 State College Boulevard / Orangewood Avenue Anaheim/ Orange 0.35 A 0.37 A 0.38 A 0.53 A 0.54 A

19 State College Boulevard / I-5 Northbound Ramps Orange 0.29 A 0.30 A 0.30 A 0.40 A 0.40 A 20 State College Boulevard / I-5 Southbound Ramps Orange 0.28 A 0.28 A 0.29 A 0.34 A 0.34 A 21 State College Boulevard / The City Drive / Chapman Avenue Orange 0.52 A 0.53 A 0.54 A 0.63 B 0.63 B 22 Sportstown / Katella Avenue Anaheim 0.36 A 0.44 A 0.51 A 0.58 A 0.66 B 23 Sunkist Street / Ball Road Anaheim 0.61 B 0.66 B 0.69 B 0.67 B 0.73 C 24 Sunkist Street / Cerritos Avenue Anaheim 0.21 A 0.27 A 0.32 A 0.29 A 0.34 A 25 Howell Avenue / Katella Avenue Anaheim 0.38 A 0.45 A 0.52 A 0.49 A 0.56 A 26 SR-57 Southbound Ramps / Ball Road Anaheim 0.50 A 0.66 B 0.76 C 0.67 B 0.77 C 27 SR-57 Southbound Ramps / Katella Avenue * Anaheim 0.40 A 0.54 A 0.64 B 0.73 C 0.86 D




Table 4-1: 2013 Opening Year PM Peak Hour Intersection LOS, Continued

2013 Opening Year Without Project 2013 Opening Year With Project




28 SR-57 Northbound Ramps / Ball Road Anaheim 0.47 A 0.56 A 0.62 B 0.56 A 0.62 B 29 SR-57 Northbound Ramps / Katella Avenue * Anaheim 0.30 A 0.47 A 0.65 B 0.61 B 0.79 C 30 Douglass Road / Katella Avenue Anaheim 0.29 A 0.55 A 0.76 C 0.90 D 1.06 F 31 Phoenix Club Drive / Ball Road Anaheim 0.36 A 0.44 A 0.63 B 0.49 A 0.68 B 32 Struck Avenue / Katella Avenue Orange 0.26 A 0.34 A 0.41 A 0.42 A 0.49 A 33 Main Street / Taft Avenue Orange 0.46 A 0.47 A 0.47 A 0.46 A 0.47 A 34 Main Street / Katella Avenue Orange 0.35 A 0.43 A 0.49 A 0.49 A 0.54 A 35 Main Street / Struck Avenue Orange 0.28 A 0.35 A 0.40 A 0.39 A 0.44 A 36 Batavia Street / Taft Avenue Orange 0.42 A 0.44 A 0.45 A 0.44 A 0.45 A 37 Batavia Street / Katella Avenue Orange 0.38 A 0.42 A 0.45 A 0.47 A 0.50 A 38 Glassell Street / Taft Avenue Orange 0.49 A 0.51 A 0.53 A 0.51 A 0.53 A 39 Glassell Street / Katella Avenue Orange 0.49 A 0.53 A 0.56 A 0.56 A 0.59 A 40 Schaffer Street / Katella Avenue Orange 0.41 A 0.41 A 0.41 A 0.42 A 0.44 A 41 Cambridge Street / Katella Avenue Orange 0.46 A 0.48 A 0.50 A 0.51 A 0.53 A 42 Tustin Street / Katella Avenue Orange 0.67 B 0.67 B 0.71 C 0.71 C 0.70 B 43 SR-55 Southbound Ramps / Katella Avenue * Orange 0.88 D 0.88 D 0.88 D 0.88 D 0.88 D 44 SR-55 Northbound Ramps / Katella Avenue * Orange 0.84 D 0.85 D 0.86 D 0.87 D 0.88 D


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Daily Arterial Segment LOS Analysis Table 4-2 presents average daily traffic (ADT), V/C ratio, and LOS for the 16 study arterial segments for the following five scenarios under the 2013 Opening Year conditions:



The table indicates that the following arterial segments operate at a deficient LOS under all above scenarios under the 2013 Opening Year.

· Ball Road - Sunkist Street to SR-57 Southbound Ramps · Katella Avenue - Howell Avenue to SR-57 Southbound Ramps


The City of Anaheim further evaluates deficient daily arterial segments during peak hours to evaluate peak hour traffic operations, which is often a more appropriate indicator of traffic operations and improvement requirements. Therefore, for each of the study segments that were deficient under the daily analysis, a PM peak hour analysis was prepared for the five analysis scenarios. Table 4-3 shows that all of the study segments operate within acceptable LOS.



Table 4-2: 2013 Opening Year Arterial Segment Daily LOS

2013 Opening Year (Without Project)

2013 Opening Year With Project


With No Events With AAHC Event With AAHC Event and AS Event With Project With AAHC Event and

AS Event


A - 1 Ball Road Sunkist Street SR-57 SB Ramps Anaheim 6D 56,300 56,070 1.00 E 57,730 1.03 F 57,730 1.03 F 58,860 1.05 F 58,860 1.05 F A - 2 Ball Road SR-57 NB Ramps Phoenix Club Drive Anaheim 6D 56,300 34,830 0.62 B 36,900 0.66 B 36,900 0.66 B 38,310 0.68 B 38,310 0.68 B A - 3 Cerritos Avenue Sunkist Street Douglass Road Anaheim 4U 25,000 4,700 0.19 A 6,210 0.25 A 6,210 0.25 A 7,230 0.29 A 7,230 0.29 A A - 4 Douglass Road Katella Avenue Cerritos Avenue Anaheim 4U 25,000 7,740 0.31 A 10,820 0.43 A 10,820 0.43 A 12,920 0.52 A 12,920 0.52 A A - 5 Katella Avenue** Lewis Street State College Blvd Anaheim 6D 56,300 36,850 0.65 B 37,470 0.67 B 38,810 0.69 B 37,890 0.67 B 39,230 0.70 B A - 6 Katella Avenue** State College Blvd Howell Avenue Anaheim 6D 56,300 37,540 0.67 B 38,720 0.69 B 41,130 0.73 C 39,520 0.70 B 41,930 0.74 C A - 7 Katella Avenue** Howell Avenue SR-57 SB Ramps Anaheim 6D 56,300 57,230 1.02 F 60,750 1.08 F 60,750 1.08 F 63,130 1.12 F 63,130 1.12 F A - 8 Katella Avenue** SR-57 SB Ramps SR-57 NB Ramps Anaheim 6D 56,300 38,190 0.68 B 41,640 0.74 C 43,010 0.76 C 43,970 0.78 C 45,340 0.81 D A - 9 Katella Avenue** SR-57 NB Ramps Douglass Road Anaheim 6D 56,300 37,920 0.67 B 43,420 0.77 C 46,360 0.82 D 47,140 0.84 D 50,080 0.89 D

A - 10 Katella Avenue** Douglass Road Struck Avenue Anaheim 6D 56,300 32,430 0.58 A 35,770 0.64 B 36,550 0.65 B 38,040 0.68 B 38,820 0.69 B A - 11 Katella Avenue* Struck Avenue Main Street Orange 6D 56,300 25,490 0.45 A 27,160 0.48 A 27,160 0.48 A 28,290 0.50 A 28,290 0.50 A A - 12 Katella Avenue* Main Street Batavia Street Orange 6D 56,300 28,190 0.50 A 29,190 0.52 A 29,190 0.52 A 29,870 0.53 A 29,870 0.53 A A - 13 Main Street Katella Avenue Struck Avenue Orange 4U 37,500 16,500 0.44 A 17,140 0.46 A 18,530 0.49 A 17,580 0.47 A 18,970 0.51 A A - 14 Phoenix Club Drive Honda Center Ball Road Anaheim 2U 12,500 3,820 0.31 A 5,570 0.45 A 5,710 0.46 A 6,760 0.54 A 6,900 0.55 A A - 15 State College Blvd Howell Avenue Katella Avenue Anaheim 6D 56,300 23,130 0.41 A 23,690 0.42 A 23,910 0.42 A 24,070 0.43 A 24,290 0.43 A A - 16 Sunkist Street Cerritos Avenue Ball Road Anaheim 4U 25,000 7,470 0.30 A 8,550 0.34 A 8,550 0.34 A 9,280 0.37 A 9,280 0.37 A

* Smart Street segment in Orange assumes a 5% capacity enhancement ** CMP arterial. LOS E is considered acceptable for CMP arterial AA HC: Average Attendance Honda Center AS: Angel Stadium



Table 4-3: 2013 Opening Year Arterial Segment Peak Hour LOS

2013 Opening Year (Without Project)

2013 Opening Year With Project



and AS Event


A - 1 Ball Road Sunkist Street SR-57 SB Ramps Anaheim 6D 3,110 0.57 A 3,450 0.63 B 3,450 0.63 B 3,690 0.67 B 3,690 0.67 B A - 7 Katella Avenue Howell Avenue SR-57 SB Ramps Anaheim 6D 3,050 0.45 A 3,880 0.57 A 4,780 0.70 B 4,440 0.65 B 5,340 0.78 C

* Smart Street segment in Orange assumes a 5% capacity enhancement AA HC: Average Attendance Honda Center AS: Angel Stadium




Caltrans Ramp Termini Intersection Analysis Freeway ramp termini intersections were also analyzed using Synchro (version 7.0) through the application of Highway Capacity Manual (HCM) 2000 methodology, per Caltrans requirements consistent with the analysis presented in the Revised Platinum Triangle Expansion Project Traffic Study. Table 4-4 presents the Synchro analysis results of peak hour delays and level of service for the 11 ramp termini intersections under the following five 2013 Opening Year analysis scenarios. Detailed Synchro analysis worksheets are included in Appendix H-2.



The table indicates that all of the study intersections operate at acceptable LOS under the first four scenarios. The only location that operates at failing deficient condition is SR 57 Northbound Ramps/Katella Avenue which occurs under the fifth scenario (2013 Opening Year with Project and Angel Stadium Event scenario).

Table 4-4: 2013 Opening Year PM Peak Hour Ramp Termini Intersection LOS

ID Intersection


With No Events

With AAHC Event

With AAHC Event and AS Event With Project With Project

and AS Event


6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 21.40 C 21.50 C 25.50 C 22.10 C 26.10 C

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 23.00 C 23.30 C 25.40 C 23.60 C 27.60 C

11 I-5 HOV Ramps / Gene Autry Way 6.10 A 6.00 A 5.70 A 6.00 A 6.00 A 19 State College Boulevard / I-5 Northbound Ramps 21.70 C 21.80 C 22.00 C 21.90 C 22.40 C 20 State College Boulevard / I-5 Southbound Ramps 15.40 B 15.40 B 15.40 B 15.40 B 15.40 B

26 SR-57 Southbound Ramps / Ball Road 17.30 B 29.00 C 29.00 C 33.20 C 33.40 C

27 SR-57 Southbound Ramps / Katella Avenue 13.80 B 16.60 B 27.40 C 19.30 B 40.60 D

28 SR-57 Northbound Ramps / Ball Road 17.20 B 18.30 B 18.30 B 19.30 B 19.30 B

29 SR-57 Northbound Ramps / Katella Avenue 11.50 B 19.70 C 29.00 C 37.60 D 58.70 E 43 SR-55 Southbound Ramps / Katella Avenue 47.50 D 48.20 D 49.20 D 51.70 D 54.50 D 44 SR-55 Northbound Ramps / Katella Avenue 41.80 D 45.20 D 48.20 D 47.40 D 52.60 D





Table 4-5 presents analysis results for the weaving areas during the PM peak hour under the 2013 Opening Year conditions. For the freeway weaving segments that are longer than 2,500 feet, HCM requires the segments be analyzed as basic freeway segments. Detailed HCM weaving analysis worksheets are included in Appendix J-2. As indicated in Table 4-5, all the freeway weaving segments are forecast to operate at acceptable LOS in the following five scenarios under the 2013 Opening Year conditions:



Freeway Mainline Analysis The freeway mainline evaluation is based on peak hour HCM density analysis. This methodology has been applied to the freeway analyses in the study area per Caltrans’s recommendation. As noted in the Chapter 2, freeway weaving segments with a weaving length exceeding 2,500 feet were analyzed as basic freeway segment using HCS.

Table 4-6 summarizes HCS analysis results for three freeway mainline segments in the PM peak hour under the 2013 Opening Year conditions. Detailed HCM mainline analysis worksheets are included in Appendix I-2. Similar to the freeway weaving analysis results, all the study freeway mainline segments operate at acceptable LOS in the five scenarios under the 2013 Opening Year conditions.

Freeway Ramp Analysis The freeway ramp evaluation is based on peak hour HCM density analysis. This methodology has been applied to the freeway analyses in the study area per Caltrans’s recommendation. The facility capacities are based on criteria outlined in the HCM and the Caltrans Ramp Meter Design Manual.

Table 4-7 demonstrates HCM analysis results for the freeway ramps in the PM event peak hour under the Opening Year 2013 conditions. The HCM reports a density based on the forecast Year 2013 freeway mainline segment and ramp merge/diverge volumes. Detailed HCM analysis worksheets are included in Appendix K-2. As indicated in Table 4-7, all the study ramps operate at acceptable LOS under the following scenarios:

· 2013 Opening Year (No Events) · 2013 Opening Year with Average Attendance Honda Center Event · 2013 Opening Year with Project

However, similar to the 2011 Baseline conditions, the SR-57 Southbound Off-Ramp to Katella Avenue is forecast to operate at LOS F under the following scenarios:

· 2013 Opening Year with Average Attendance Honda Center Event and Concurrent Angel Stadium Event

· 2013 Opening Year with Project and Concurrent Angel Stadium Event



Table 4-5: 2013 Opening Year Freeway Weaving PM Peak Hour LOS 2013 Opening Year (Without Project) 2013 Opening Year With Project


(Ft)


and AS Event





W - 2 I-5 Southbound between Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp 1,520 26.6 C 29.6 C 31.4 C 29.7 C 31.5 C

W - 3 I-5 Southbound between Harbor Boulevard On-Ramp and Disney Way Off-Ramp 2,650

Not Applicable

W - 4 SR-57 Northbound between Chapman Avenue On-Ramp and Orangewood Avenue Off-Ramp 1,230 22.2 B 23.4 B 23.4 B 24.0 B 24.0 B

W - 5 SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 1,360 24.1 C 27.1 C 28.1 C 28.4 C 29.6 C

W - 6

SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp 2,130 24.5 C 24.8 C 25.0 C 24.9 C 25.2 C

SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp 2,490 26.2 C 27.3 C 33.8 D 27.8 C 34.5 D


W - 8 SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp 1,620 23.2 C 24.0 C 27.1 C 24.3 C 27.4 C

AAHC: Average Attendance Honda Center AS: Angel Stadium Not Applicable: weaving segment longer than 2,500 feet analyzed as basic freeway mainline

Table 4-6: 2013 Opening Year Freeway Mainline PM Peak Hour LOS 2013 Opening Year (Without Project) 2013 Opening Year With Project






F - 1 I-5 Southbound between Lincoln Avenue and Disneyland Drive 22.2 C 22.4 C 23.1 C 22.5 C 23.2 C

F - 2 I-5 Southbound between Harbor Boulevard and Disney Way 23.5 C 23.7 C 24.8 C 23.8 C 24.9 C

F - 3 SR-57 Southbound between Ball Road and Lincoln Avenue 24.0 C 24.6 C 26.8 D 24.8 C 27.0 D

AAHC: Average Attendance Honda Center AS: Angel Stadium



Table 4-7: 2013 Opening Year Freeway Ramp PM Peak Hour LOS



With No Events With AAHC Event With AAHC Event and AS Event With Project With Project and AS

Event




R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue* 2 28.1 D 28.1 D 28.1 D 28.1 D 28.1 D

R-2 I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue* 2 29.0 D 29.2 D 29.9 D 29.2 D 30.0 D

R-3 SR-57 Northbound Off-Ramp to Katella Avenue 1 24.7 C 28.8 D 30.4 D 30.5 D 32.2 D

R-4 SR-57 Northbound Off-Ramp to Ball Road 1 31.7 D 32.4 D 32.4 D 32.7 D 32.7 D

R-5 SR-57 Southbound Off-Ramp to Ball Road 1 27.1 C 29.8 D 32.0 D 31.0 D 33.2 D

R-6 SR-57 Southbound Off-Ramp to Katella Avenue 1 27.1 C 28.7 D >Capacity F 29.4 D >Capacity F

* Major Diverge Analysis utilized to calculate density AAHC: Average Attendance Honda Center AS: Angel Stadium



5.0 2030 FUTURE YEAR TRAFFIC ANALYSIS

2030 Future Year baseline traffic activity was defined in the Revised Platinum Triangle Expansion Project Traffic Study for the study area intersection analysis, arterial analysis, and freeway analysis. In addition, the future baseline traffic also includes the trips generated by the commercial land use proposal on property owned by the Orange County Water District (OCWD) located on Ball Road and Phoenix Club Drive. The baseline traffic activity represents Honda Center non-event related traffic conditions while event related activity was derived using the methodologies described in Section 2.1 – Forecast Volume Development. It should be noted that the 2030 baseline traffic forecast are based on a typical PM peak hour traffic (4:00-6:00 PM) which doesn’t reflect the event peak hour (6:00 -7:00 PM). The intent of this approach is to capture the worst traffic scenario in the future conditions. The 2030 baseline network is consistent with the Anaheim General Plan circulation network and assumes all the proposed improvements in the Platinum Triangle Expansion Project, which was adopted by the City Council in 2010, are built. The following scenarios are used for the 2030 Future Year analysis:

1) 2030 Future Year (No Events) 2) 2030 Future Year with Average Attendance Honda Center Event 3) 2030 Future Year with Average Attendance Honda Center Event and Concurrent Angel



The intersection analysis considers the effect that growth within the study area will have on the future circulation system. Table 5-1 presents PM peak hour LOS results for the 44 study intersections for the five scenarios under the 2030 Future Year conditions. The detailed 2013 Opening Year ICU worksheets are presented in Appendix G-3. Future General Plan lane geometries as well as the proposed roadway capacity enhancements in the Revised Platinum Triangle Expansion Project Traffic Study were assumed in the intersection analysis. Scenario 1: 2030 Future Year (No Events) Table 5-1 shows that the high future traffic growth within study area is projected to deteriorate the circulation system with 12 out of 44 study intersections forecast to operate at an unacceptable LOS under the 2030 Future Year (No Events) scenario. Although the intersection Harbor Boulevard/Katella Avenue is forecast to operate at LOS E, it is not considered deficient. This intersection is identified in the Orange County Transportation Authority (OCTA) Congestion Management Plan (CMP) as a CMP intersection. Per CMP guidelines, intersections operating at LOS E identified within the CMP are considered operating at an acceptable level of service. All deficient intersections are listed below:



· Anaheim Boulevard / Ball Road · Lewis Street / Cerritos Avenue · State College Boulevard / Ball Road · Sunkist Street / Ball Road · SR-57 Southbound Ramps / Ball Road · Phoenix Club Drive / Ball Road · Main Street / Taft Avenue · Batavia Street / Taft Avenue · Glassell Street / Katella Avenue · Tustin Street / Katella Avenue · SR-55 Southbound Ramps / Katella Avenue · SR-55 Northbound Ramps / Katella Avenue

Scenario 2: 2030 Future Year with Average Attendance Honda Center Event In addition to those deficient intersections above for Scenario 1, the LOS analysis results show 7 additional intersections that operate at unacceptable LOS under the 2030 Future Year with Average Attendance Honda Center Event scenario. The intersection SR-57 Northbound Ramps/Katella Avenue is also forecast to operate at LOS E; but it is not considered deficient as it is a CMP intersection. All deficient intersections are listed below:

· Anaheim Boulevard / Ball Road · Anaheim Boulevard / Haster Street / Katella Avenue · Lewis Street / Cerritos Avenue · State College Boulevard / Ball Road · State College Boulevard / Katella Avenue · State College Boulevard / Orangewood Avenue · Sunkist Street / Ball Road · Sunkist Street / Cerritos Avenue · SR-57 Southbound Ramps / Ball Road · Douglass Road / Katella Avenue · Phoenix Club Drive / Ball Road · Struck Avenue / Katella Avenue · Main Street / Taft Avenue · Main Street / Katella Avenue · Batavia Street / Taft Avenue · Glassell Street / Katella Avenue · Tustin Street / Katella Avenue · SR-55 Southbound Ramps / Katella Avenue · SR-55 Northbound Ramps / Katella Avenue



Scenario 3: 2030 Future Year with Average Attendance Honda Center Event and Concurrent Angel Stadium Event In addition to those deficient intersections under Scenarios 1 and 2, the 2030 Future Year with Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario results in 6 additional deficient intersections. All deficient intersections are shown below:

· Anaheim Boulevard / Ball Road · Anaheim Boulevard / Haster Street / Katella Avenue · Lewis Street / Cerritos Avenue · Lewis Street / Katella Avenue · State College Boulevard / Ball Road · State College Boulevard / Katella Avenue · State College Boulevard / Gateway Center Drive · State College Boulevard / Gene Autry Way · State College Boulevard / Orangewood Avenue · Sportstown / Katella Avenue · Sunkist Street / Ball Road · Sunkist Street / Cerritos Avenue · SR-57 Southbound Ramps / Ball Road · SR-57 Southbound Ramps / Katella Avenue · SR-57 Northbound Ramps / Katella Avenue · Douglass Road / Katella Avenue · Phoenix Club Drive / Ball Road · Struck Avenue / Katella Avenue · Main Street / Taft Avenue · Main Street / Katella Avenue · Batavia Street / Taft Avenue · Glassell Street / Katella Avenue · Tustin Street / Katella Avenue · SR-55 Southbound Ramps / Katella Avenue · SR-55 Northbound Ramps / Katella Avenue

Scenario 4: 2030 Future Year with Project The Table 5-1 reveals that the implementation of the project results in LOS deterioration of 5 intersections addition to those already operate at failing conditions under Scenarios 1 and 2. All deficient intersections are show in the following:

· Anaheim Boulevard / Ball Road · Anaheim Boulevard / Haster Street / Katella Avenue · Lewis Street / Ball Road · Lewis Street / Cerritos Avenue · State College Boulevard / Ball Road · State College Boulevard / Katella Avenue · State College Boulevard / Orangewood Avenue



· Sunkist Street / Ball Road · Sunkist Street / Cerritos Avenue · Howell Avenue / Katella Avenue · SR-57 Southbound Ramps / Ball Road · SR-57 Southbound Ramps / Katella Avenue · SR-57 Northbound Ramps / Ball Road · SR-57 Northbound Ramps / Katella Avenue · Douglass Road / Katella Avenue · Phoenix Club Drive / Ball Road · Struck Avenue / Katella Avenue · Main Street / Taft Avenue · Main Street / Katella Avenue · Batavia Street / Taft Avenue · Glassell Street / Katella Avenue · Tustin Street / Katella Avenue · SR-55 Southbound Ramps / Katella Avenue · SR-55 Northbound Ramps / Katella Avenue

Scenario 5: 2030 Future Year with Project and Concurrent Angel Stadium Event In addition to those deficient intersections under Scenarios 1, 2, 3 and 4, the 2030 Future Year with Project and Concurrent Angel Stadium Event scenario results in one additional intersection that is deficient. The intersection of Anaheim Way (I-5 Northbound Ramps) / Katella Avenue is also forecast to operate at LOS E, but it is not considered deficient as it is a CMP intersection. All deficient intersections are shown below:

· Anaheim Boulevard / Ball Road · Anaheim Boulevard / Haster Street / Katella Avenue · Lewis Street / Ball Road · Lewis Street / Cerritos Avenue · Lewis Street / Katella Avenue · State College Boulevard / Ball Road · State College Boulevard / Katella Avenue · State College Boulevard / Gateway Center Drive · State College Boulevard / Gene Autry Way · State College Boulevard / Orangewood Avenue · State College Boulevard / The City Drive / Chapman Avenue · Sportstown / Katella Avenue · Sunkist Street / Ball Road · Sunkist Street / Cerritos Avenue · Howell Avenue / Katella Avenue · SR-57 Southbound Ramps / Ball Road · SR-57 Southbound Ramps / Katella Avenue · SR-57 Northbound Ramps / Ball Road · SR-57 Northbound Ramps / Katella Avenue · Douglass Road / Katella Avenue



· Phoenix Club Drive / Ball Road · Struck Avenue / Katella Avenue · Main Street / Taft Avenue · Main Street / Katella Avenue · Batavia Street / Taft Avenue · Glassell Street / Katella Avenue · Tustin Street / Katella Avenue · SR-55 Southbound Ramps / Katella Avenue · SR-55 Northbound Ramps / Katella Avenue

Figure 5-1 through Figure 5-3 demonstrates the study intersections LOS during the PM peak hour under 2030 Future Year conditions. The detailed 2030 Future Year ICU worksheets are presented in Appendix J, which also presents the assumed lane geometrics and PM peak hour turning movement volumes.



Table 5-1: 2030 Future Year PM Peak Hour Intersection LOS

2030 Future Year (Without Project) 2030 Future Year With Project

ID Intersection Jurisdiction With No Events With AAHC

Event With AAHC Event



1 Harbor Boulevard / Katella Avenue * Anaheim 0.95 E 0.95 E 0.95 E 0.95 E 0.95 E 2 Clementine Street / Katella Avenue Anaheim 0.90 D 0.90 D 0.90 D 0.90 D 0.90 D 3 Anaheim Boulevard / Ball Road Anaheim 0.93 E 0.93 E 0.93 E 0.94 E 0.94 E 4 Anaheim Boulevard / Cerritos Avenue Anaheim 0.86 D 0.87 D 0.87 D 0.87 D 0.87 D

5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.90 D 0.92 E 0.95 E 0.93 E 0.96 E

6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue *

Anaheim 0.71 C 0.75 C 0.84 D 0.77 C 0.86 D 7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue * Anaheim 0.78 C 0.81 D 0.88 D 0.83 D 0.91 E 8 Lewis Street / Ball Road Anaheim 0.90 D 0.90 D 0.90 D 0.91 E 0.91 E 9 Lewis Street / Cerritos Avenue Anaheim 0.91 E 0.91 E 0.94 E 0.94 E 0.96 E 10 Lewis Street / Katella Avenue Anaheim 0.84 D 0.87 D 0.95 E 0.90 D 0.98 E 11 I-5 HOV Ramps / Gene Autry Way Anaheim 0.76 C 0.77 C 0.80 C 0.77 C 0.80 C 12 East Street / Ball Road Anaheim 0.85 D 0.85 D 0.85 D 0.86 D 0.86 D 13 State College Boulevard / Ball Road Anaheim 0.94 E 0.94 E 0.94 E 0.94 E 0.94 E 14 State College Boulevard / Cerritos Avenue Anaheim 0.75 C 0.76 C 0.85 D 0.76 C 0.85 D 15 State College Boulevard / Katella Avenue Anaheim 0.85 D 0.91 E 1.18 F 0.95 E 1.22 F 16 State College Boulevard / Gateway Center Drive Anaheim 0.78 C 0.80 C 0.93 E 0.82 D 0.93 E 17 State College Boulevard / Gene Autry Way Anaheim 0.73 C 0.73 C 1.41 F 0.73 C 1.41 F

18 State College Boulevard / Orangewood Avenue Anaheim/ Orange 0.90 D 0.91 E 1.05 F 0.92 E 1.06 F

19 State College Boulevard / I-5 Northbound Ramps Orange 0.74 C 0.74 C 0.85 D 0.74 C 0.85 D 20 State College Boulevard / I-5 Southbound Ramps Orange 0.80 C 0.81 D 0.86 D 0.81 D 0.86 D 21 State College Boulevard / The City Drive / Chapman Avenue Orange 0.80 C 0.82 D 0.90 D 0.83 D 0.91 E 22 Sportstown / Katella Avenue Anaheim 0.75 C 0.83 D 0.94 E 0.88 D 0.99 E 23 Sunkist Street / Ball Road Anaheim 0.97 E 1.04 F 1.08 F 1.09 F 1.13 F 24 Sunkist Street / Cerritos Avenue Anaheim 0.81 D 0.93 E 0.94 E 1.02 F 1.04 F 25 Howell Avenue / Katella Avenue Anaheim 0.86 D 0.86 D 0.89 D 0.92 E 0.97 E 26 SR-57 Southbound Ramps / Ball Road Anaheim 1.00 E 1.22 F 1.22 F 1.36 F 1.36 F 27 SR-57 Southbound Ramps / Katella Avenue* Anaheim 0.69 B 0.86 D 1.21 F 1.02 F 1.37 F




Table 5-1: 2030 Future PM Peak Hour Intersection LOS, Continued





28 SR-57 Northbound Ramps / Ball Road Anaheim 0.85 D 0.90 D 0.90 D 0.94 E 0.94 E 29 SR-57 Northbound Ramps / Katella Avenue * Anaheim 0.79 C 0.96 E 1.06 F 1.08 F 1.18 F 30 Douglass Road / Katella Avenue Anaheim 0.88 D 1.23 F 1.50 F 1.48 F 1.74 F 31 Phoenix Club Drive / Ball Road Anaheim 1.46 F 1.60 F 1.62 F 1.69 F 1.71 F 32 Struck Avenue / Katella Avenue Orange 0.81 D 0.92 E 1.00 E 0.99 E 1.08 F 33 Main Street / Taft Avenue Orange 0.97 E 0.97 E 0.97 E 0.98 E 0.98 E 34 Main Street / Katella Avenue Orange 0.85 D 0.91 E 0.96 E 0.97 E 1.02 F 35 Main Street / Struck Avenue Orange 0.71 C 0.78 C 0.81 D 0.83 D 0.86 D 36 Batavia Street / Taft Avenue Orange 0.91 E 0.91 E 0.91 E 0.91 E 0.91 E 37 Batavia Street / Katella Avenue Orange 0.78 C 0.78 C 0.83 D 0.80 C 0.85 D 38 Glassell Street / Taft Avenue Orange 0.67 B 0.69 B 0.69 B 0.70 B 0.70 B 39 Glassell Street / Katella Avenue Orange 0.93 E 0.93 E 0.93 E 0.93 E 0.93 E 40 Schaffer Street / Katella Avenue Orange 0.83 D 0.83 D 0.83 D 0.83 D 0.83 D 41 Cambridge Street / Katella Avenue Orange 0.71 C 0.74 C 0.77 C 0.76 C 0.79 C 42 Tustin Street / Katella Avenue Orange 1.00 E 1.00 E 1.00 E 1.00 E 1.00 E 43 SR-55 Southbound Ramps / Katella Avenue * Orange 1.08 F 1.08 F 1.08 F 1.08 F 1.08 F 44 SR-55 Northbound Ramps / Katella Avenue * Orange 1.01 F 1.01 F 1.01 F 1.01 F 1.01 F

* CMP intersections. LOS E is considered acceptable for CMP intersections AAHC: Average Attendance Honda Center AS: Angel Stadium

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Figure 5-3: 2030 Future Year with Average Attendance Honda Center Event and Concurrent Angel Stadium Event Peak Hour Intersection LOS

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Figure 5-4: 2030 Future Year with Project Event Peak Hour Intersection LOS

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Daily Arterial Segment LOS Analysis Table 5-2 presents the average daily traffic (ADT), V/C ratios and LOS for all 16 study arterial segments for the following five scenarios under the 2030 Future Year conditions:



Scenario 1: 2030 Future Year (No Events) With the high growth forecast in the study area, the table indicates the following twelve (12) arterial segments operate at a deficient LOS under the 2030 Future Year (No Events); nine (9) of which are located within the City of Anaheim, while the other three (3) are located within the City of Orange:

· Ball Road - Sunkist Street to the SR-57 Southbound Ramps · Ball Road - SR-57 Northbound Ramps to Phoenix Club Drive · Katella Avenue - State College Boulevard to Howell Avenue · Katella Avenue - Howell Avenue to the SR-57 Southbound Ramps · Katella Avenue - SR-57 Northbound Ramps to the SR-57 Southbound Ramps · Katella Avenue - SR-57 Northbound Ramps to Douglass Road · Katella Avenue - Douglass Road to Struck Avenue · Katella Avenue - Struck Avenue to Main Avenue · Katella Avenue - Main Avenue to Batavia Street · Main Street - Katella Avenue to Struck Avenue · Phoenix Club Drive - Honda Center to Ball Road · State College Boulevard- Howell Avenue to Katella Avenue

Scenario 2: 2030 Future Year with Average Attendance Honda Center Event

In addition to those deficient segments above for Scenario 1 above, the LOS analysis results show one additional segments that operate at unacceptable LOS under 2030 Future Year with Average Attendance Honda Center Event scenario which is Douglass Road between Katella Avenue and Cerritos Avenue. All deficient segments are shown in the following, and 10 of which are located within the City of Anaheim, while the other three are within the City of Orange:

· Ball Road- Sunkist Street to SR-57 Southbound Ramps · Ball Road - SR-57 Northbound Ramps to Phoenix Club Drive · Douglass Road - Katella Avenue to Cerritos Avenue · Katella Avenue - State College Boulevard to Howell Avenue · Katella Avenue - Howell Avenue to SR-57 Southbound Ramps · Katella Avenue - SR-57 Northbound Ramps to SR-57 Southbound Ramps



· Katella Avenue - SR-57 Northbound Ramps to Douglass Road · Katella Avenue - Douglass Road to Struck Avenue · Katella Avenue - Struck Avenue to Main Avenue · Katella Avenue - Main Avenue to Batavia Street · Main Street - Katella Avenue to Struck Avenue · Phoenix Club Drive - Honda Center and Ball Road · State College Boulevard- Howell Avenue to Katella Avenue

Scenario 3: 2030 Future Year with Average Attendance Honda Center Event and Concurrent Angel Stadium Event

Under the 2030 Future Year with Average Attendance Honda Center Event scenario, no more deficiency identified in addition to the deficient segments above for Scenario 1 and 2. All deficient segments are shown in the following, and 10 of which are located within the City of Anaheim, while the other three are within the City of Orange:

· Ball Road- Sunkist Street to SR-57 Southbound Ramps · Ball Road - SR-57 Northbound Ramps to Phoenix Club Drive · Douglass Road - Katella Avenue to Cerritos Avenue · Katella Avenue - State College Boulevard to Howell Avenue · Katella Avenue - Howell Avenue to SR-57 Southbound Ramps · Katella Avenue - SR-57 Southbound Ramps to SR-57 Northbound Ramps · Katella Avenue - SR-57 Northbound Ramps to Douglass Road · Katella Avenue - Douglass Road to Struck Avenue · Katella Avenue - Struck Avenue to Main Avenue · Katella Avenue - Main Avenue to Batavia Street · Main Street - Katella Avenue to Struck Avenue · Phoenix Club Drive - Honda Center and Ball Road · State College Boulevard- Howell Avenue to Katella Avenue

Scenario 4: 2030 Future Year with Project

The Table 5-2 indicates that those deficient segments above for Scenario 1 and 2 continue to operate at the failing conditions under the 2030 Future Year with Project scenario. All deficient segments are shown in the following:

· Ball Road- Sunkist Street to SR-57 Southbound Ramps · Ball Road - SR-57 Northbound Ramps to Phoenix Club Drive · Douglass Road - Katella Avenue to Cerritos Avenue · Katella Avenue - State College Boulevard to Howell Avenue · Katella Avenue - Howell Avenue to SR-57 Southbound Ramps · Katella Avenue - SR-57 Southbound Ramps to SR-57 Northbound Ramps · Katella Avenue - SR-57 Northbound Ramps to Douglass Road · Katella Avenue - Douglass Road to Struck Avenue · Katella Avenue - Struck Avenue to Main Avenue · Katella Avenue - Main Avenue to Batavia Street · Main Street - Katella Avenue to Struck Avenue



· Phoenix Club Drive - Honda Center and Ball Road · State College Boulevard- Howell Avenue to Katella Avenue

Scenario 5: 2030 Future Year with Project and Concurrent Angel Stadium Event

The Table 5-2 reveals that those segments are forecast to operate at deficient LOS under Scenarios 1, 2,3 and 4 continue to operate at the failing conditions under the 2030 Future Year with Project scenario. All deficient segments are shown in the following:

· Ball Road- Sunkist Street to SR-57 Southbound Ramps · Ball Road - SR-57 Northbound Ramps to Phoenix Club Drive · Douglass Road - Katella Avenue to Cerritos Avenue · Katella Avenue - State College Boulevard to Howell Avenue · Katella Avenue - Howell Avenue to SR-57 Southbound Ramps · Katella Avenue - SR-57 Southbound Ramps to SR-57 Northbound Ramps · Katella Avenue - SR-57 Northbound Ramps to Douglass Road · Katella Avenue - Douglass Road to Struck Avenue · Katella Avenue - Struck Avenue to Main Avenue · Katella Avenue - Main Avenue to Batavia Street · Main Street - Katella Avenue to Struck Avenue · Phoenix Club Drive - Honda Center and Ball Road · State College Boulevard- Howell Avenue to Katella Avenue


The City of Anaheim further evaluates deficient daily arterial segments during peak hours to evaluate peak hour traffic operations, which is often a more appropriate indicator of traffic operations and improvement requirements. Therefore, a PM peak hour analysis for each of the study segments that were deficient under the daily analysis was prepared for the five analysis scenarios and the results are shown in the Table-5-3.

Scenario 1: 2030 Future Year (No Events)

Table 5-3 reveals that two arterial segment are forecast to operate at deficient LOS under the 2030 Future (No Events) scenario which are shown below:

· Ball Road - SR-57 Northbound Ramps to Phoenix Club Drive · Phoenix Club Drive - Honda Center to Ball Road

Scenario 2: 2030 Future Year with Average Attendance Honda Center Event

In addition to those deficient segments above for Scenario 1, the LOS analysis results show one additional segment that is forecast to operate at unacceptable LOS under the 2030 Future Year with Average Attendance Honda Center Event scenario. All deficient arterial segments are shown below: three scenarios below:

· Ball Road - SR-57 Northbound Ramps to Phoenix Club Drive · Douglass Road - Katella Avenue to Cerritos Avenue



· Phoenix Club Drive - Honda Center to Ball

Scenario 3: 2030 Future Year with Average Attendance Honda Center Event and Concurrent Angel Stadium Event

Those deficient segments identified under Scenario 1 and 2 continue to operate at deficient LOS with additional deficient segment under the 2030 Future with Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario. All deficiencies are the following:

· Ball Road - SR-57 Northbound Ramps to Phoenix Club Drive · Douglass Road - Katella Avenue to Cerritos Avenue · Katella Avenue - SR-57 Northbound Ramps to Douglass Road · Phoenix Club Drive - Honda Center to Ball

Scenario 4: 2030 Future Year with Project

Those deficient segments identified under Scenario 1, 2, and 3 continue to operate at failing conditions with the implementation of the project. All deficiencies under this scenario are the following:

· Ball Road - SR-57 Northbound Ramps to Phoenix Club Drive · Douglass Road - Katella Avenue to Cerritos Avenue · Katella Avenue - SR-57 Northbound Ramps to Douglass Road · Phoenix Club Drive - Honda Center to Ball

Scenario 5: 2030 Future Year with Project and Concurrent Angel Stadium Event

Those deficient segments identified under Scenario 1, 2, 3 and 4 continue to operate at failing conditions with four additional deficient segment under the 2030 Future Year with Project and Concurrent Angel Stadium Event scenario. All deficient segments are shown in the following:

· Ball Road - SR-57 Northbound Ramps to Phoenix Club Drive · Douglass Road - Katella Avenue to Cerritos Avenue · Katella Avenue - State College Boulevard to Howell Avenue · Katella Avenue - Howell Avenue to SR-57 Southbound Ramps · Katella Avenue - SR-57 Southbound Ramps to SR-57 Northbound Ramps · Katella Avenue - SR-57 Northbound Ramps to Douglass Road · Katella Avenue - Douglass Road to Struck Avenue · Phoenix Club Drive - Honda Center to Ball



Table 5-2: 2030 Future Year Arterial Segment Daily LOS




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A - 1 Ball Road Sunkist Street SR-57 SB Ramps Anaheim 6D 56,300 69,300 1.23 F 70,960 1.26 F 70,960 1.26 F 72,090 1.28 F 72,090 1.28 F A - 2 Ball Road SR-57 NB Ramps Phoenix Club Drive Anaheim 6D 56,300 76,240 1.35 F 78,310 1.39 F 78,310 1.39 F 79,720 1.42 F 79,720 1.42 F A - 3 Cerritos Avenue Sunkist Street Douglass Road Anaheim 4D 37,500 27,370 0.73 C 28,880 0.77 C 28,880 0.77 C 29,900 0.80 C 29,900 0.80 C A - 4 Douglass Road Katella Avenue Cerritos Avenue Anaheim 4D 37,500 28,920 0.77 C 32,000 0.85 D 32,000 0.85 D 34,100 0.91 E 34,100 0.91 E A - 5 Katella Avenue** Lewis Street State College Blvd Anaheim 8D 75,000 58,640 0.78 C 59,260 0.79 C 60,600 0.81 D 59,680 0.80 C 61,020 0.81 D A - 6 Katella Avenue** State College Blvd Howell Avenue Anaheim 6D 56,300 62,760 1.11 F 63,940 1.14 F 66,350 1.18 F 64,740 1.15 F 67,150 1.19 F A - 7 Katella Avenue** Howell Avenue SR-57 SB Ramps Anaheim 6D 56,300 71,760 1.27 F 75,280 1.34 F 75,280 1.34 F 77,660 1.38 F 77,660 1.38 F A - 8 Katella Avenue** SR-57 SB Ramps SR-57 NB Ramps Anaheim 6D 56,300 67,240 1.19 F 70,690 1.26 F 72,060 1.28 F 73,020 1.30 F 74,390 1.32 F A - 9 Katella Avenue** SR-57 NB Ramps Douglass Road Anaheim 6D 56,300 63,070 1.12 F 68,570 1.22 F 71,510 1.27 F 72,290 1.28 F 75,230 1.34 F

A - 10 Katella Avenue** Douglass Road Struck Avenue Anaheim 6D 56,300 72,170 1.28 F 75,510 1.34 F 76,290 1.36 F 77,780 1.38 F 78,560 1.40 F A - 11 Katella Avenue* Struck Avenue Main Street Orange 6D 56,300 63,840 1.13 F 65,510 1.16 F 65,510 1.16 F 66,640 1.18 F 66,640 1.18 F A - 12 Katella Avenue* Main Street Batavia Street Orange 6D 56,300 52,950 0.94 E 53,950 0.96 E 53,950 0.96 E 54,630 0.97 E 54,630 0.97 E A - 13 Main Street Katella Avenue Struck Avenue Orange 4U 37,500 34,840 0.93 E 35,480 0.95 E 36,870 0.98 E 35,920 0.96 E 37,310 0.99 E A - 14 Phoenix Club Drive Honda Center Ball Road Anaheim 2U 12,500 39,100 3.13 F 40,850 3.27 F 40,990 3.28 F 42,040 3.36 F 42,180 3.37 F A - 15 State College Blvd Howell Avenue Katella Avenue Anaheim 6D 56,300 47,580 0.85 D 48,140 0.86 D 48,360 0.86 D 48,520 0.86 D 48,740 0.87 D A - 16 Sunkist Street Cerritos Avenue Ball Road Anaheim 4U 25,000 14,320 0.57 A 15,400 0.62 B 15,400 0.62 B 16,130 0.65 B 16,130 0.65 B

* Smart Street segment in Orange assumes a 5% capacity enhancement ** CMP arterial. LOS E is considered acceptable for CMP arterial AAHC: Average Attendance Honda Center AS: Angel Stadium



Table 5-3: 2030 Future Arterial Segment Peak Hour LOS




and AS Event


A - 1 Ball Road Sunkist Street SR-57 SB Ramps Anaheim 6D 5,520 0.76 C 5,860 0.80 C 5,860 0.80 C 6,100 0.84

D 6,100 0.84 D A - 2 Ball Road SR-57 NB Ramps Phoenix Club Drive Anaheim 6D 7,200 0.92 E 7,870 1.00 E 7,870 1.00 E 8,330 1.0

6 F 8,330 1.06 F

A - 4 Douglass Road Katella Avenue Cerritos Avenue Anaheim 4D N/A

3,450 1.38 F 3,480 1.39 F 4,210 1.68

F 4,240 1.69 F A - 5 Katella Avenue Lewis Street State College Blvd Anaheim 8D N/A

N/A 5,290 0.85 D N/A 5,480 0.88 D

A - 6 Katella Avenue State College Blvd Howell Avenue Anaheim 6D 4,120 0.72 C 4,530 0.79 C 5,080 0.89 D 4,810 0.84 D 5,360 0.94 E A - 7 Katella Avenue Howell Avenue SR-57 SB Ramps Anaheim 6D 4,550 0.60 A 5,380 0.72 C 6,280 0.83 D 5,940 0.79 C 6,840 0.91 E A - 8 Katella Avenue SR-57 SB Ramps SR-57 NB Ramps Anaheim 6D 4,030 0.63 B 4,680 0.73 C 5,580 0.87 D 5,120 0.80 C 6,020 0.94 E

A - 9 Katella Avenue SR-57 NB Ramps Douglass Road Anaheim 6D 4,970 0.78 C 6,190 0.97 E 7,060 1.11 F 7,010 1.10 F 7,880 1.23 F

A - 10 Katella Avenue Douglass Road Struck Avenue Anaheim 6D 4,490 0.70 B 5,200 0.81 D 5,620 0.88 D 5,670 0.89 D 6,090 0.95 E A - 14 Phoenix Club Drive Honda Center Ball Road Anaheim 2U 3,290 2.22 F 3,780 2.55 F 3,830 2.58 F 4,120 2.78 F 4,170 2.81 F A - 15 State College Blvd Howell Avenue Katella Avenue Anaheim 6D 4,510 0.76 C 4,700 0.79 C 5,010 0.85 D 4,820 0.81 D 5,130 0.87 D

N/A indicates the segment is not required in the peak hour arterial segment analysis as it is not deficient under daily analysis for the same scenario AAHC: Average Attendance Honda Center AS: Angel Stadium




Caltrans Ramp Termini Intersection Analysis Freeway ramp termini intersections were also analyzed using Synchro (version 7.0) through the application of Highway Capacity Manual (HCM) 2000 methodology, per Caltrans requirements consistent with the analysis presented in the Revised Platinum Triangle Expansion Project Traffic Study. Table 5-4 presents the Synchro analysis results of peak hour delays and level of service for the 11 ramp termini intersections under the following 2030 Future Year analysis scenarios. Detailed Synchro analysis worksheets are included in Appendix H-3.



The table indicates that while most of the study intersections operate at acceptable LOS there are two locations that are forecast to operate at failing conditions under the 2030 Future Year (No Events) scenario which are shown below:

· Anaheim Way (I-5 Northbound Ramps)/Katella Avenue · SR-55 Southbound Ramps/Katella Avenue

Under the 2030 Future Year with Average Attendance Honda Center Event scenario, the same locations that are deficient under Scenario 1 remain deficient with one additional deficient intersection. All deficiencies are shown in the following:

· Anaheim Way (I-5 Northbound Ramps)/Katella Avenue · SR-57 Southbound Ramps / Ball Road · SR-55 Southbound Ramps/Katella Avenue

In addition to those deficient intersections under Scenarios 1 and 2, the 2030 Future Year with Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario results in four additional deficient intersections. All deficient intersections are shown below

· Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue · Anaheim Way (I-5 Northbound Ramps)/Katella Avenue · State College Boulevard / I-5 Northbound Ramps · SR-57 Southbound Ramps / Ball Road · SR-57 Southbound Ramps / Katella Avenue · SR-55 Southbound Ramps / Katella Avenue · SR-55 Southbound Ramps/Katella Avenue



In addition to those deficient intersections under Scenarios 1 and 2, the implementation of the project results in two additional deficient intersections. All deficient intersections under the 2030 Future Year with Project scenario are shown below:

· Anaheim Way (I-5 Northbound Ramps)/Katella Avenue · SR-57 Southbound Ramps / Ball Road · SR-57 Northbound Ramps / Ball Road · SR-57 Northbound Ramps / Katella Avenue · SR-55 Southbound Ramps / Katella Avenue

Table 5-4 indicates that those deficient intersections under Scenario 1, 2, 3 and 4 continue to operate at the failing conditions under the 2030 Future Year with Project and Concurrent Angel Stadium Event scenario. All deficient intersections are listed below:

· Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue · Anaheim Way (I-5 Northbound Ramps)/Katella Avenue · State College Boulevard / I-5 Northbound Ramps · SR-57 Southbound Ramps / Ball Road · SR-57 Southbound Ramps / Katella Avenue · SR-57 Northbound Ramps / Ball Road · SR-57 Northbound Ramps / Katella Avenue · SR-55 Southbound Ramps / Katella Avenue

Table 5-4: 2030 Future Year PM Peak Hour Ramp Termini Intersection LOS

ID Intersection


With No Events With AAHC Event

With AAHC Event and AS

Event With Project With Project

and AS Event


6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 49.00 D 50.20 D 75.30 E 54.70 D 100.90 F

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 69.10 E 70.00 E 79.80 E 70.70 E 84.60 F

11 I-5 HOV Ramps / Gene Autry Way 27.20 C 28.80 C 32.00 C 28.90 C 33.00 C 19 State College Boulevard / I-5 Northbound

Ramps 37.50 D 37.60 D 61.80 E 37.90 D 62.50 E

20 State College Boulevard / I-5 Southbound Ramps

40.10 D 42.20 D 47.60 D 44.40 D 48.20 D

26 SR-57 Southbound Ramps / Ball Road 52.80 D 106.00 F 125.10 F 148.60 F 149.20 F

27 SR-57 Southbound Ramps / Katella Avenue 14.90 B 27.80 C 94.90 F 51.50 D 150.50 F 28 SR-57 Northbound Ramps / Ball Road 33.20 C 45.10 D 46.00 D 56.50 E 57.00 E 29 SR-57 Northbound Ramps / Katella Avenue 16.10 B 51.50 D 76.70 E 76.90 E 79.30 E 43 SR-55 Southbound Ramps / Katella Avenue 105.70 F 108.60 F 113.30 F 110.00 F 115.60 F 44 SR-55 Northbound Ramps / Katella Avenue 38.30 D 42.60 D 44.60 D 50.00 D 50.30 D





Table 5-5 summarizes HCS analysis results for the weaving areas during the PM peak hour. For the freeway weaving segment that is longer than 2,500 feet, HCM requires the segment analyzed as the basic freeway segment. Detailed HCM weaving analysis worksheets are included in Appendix J-3. Under the 2030 Future Year (No Events) scenario, the following four (4) freeway weaving segments are forecast to become deficient:

· I-5 Southbound between Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp · SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp · SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp · SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp

In addition to those deficiencies above, Table-5-5 reveals that the SR-57 northbound weaving section between the Orangewood Avenue on-ramp and the Katella Avenue off-ramp is also deficient under all of the following four scenarios:

· 2030 Future Year with Average Attendance Honda Center Event · 2030 Future Year with Average Attendance Honda Center Event and Concurrent Angel

Stadium Event · 2030 Future Year with Project · 2030 Future Year with Project and Concurrent Angel Stadium Event

Freeway Mainline Analysis

The freeway mainline evaluation is based on peak hour HCM density analysis. This methodology has been applied to the freeway analyses in the study area per Caltrans’s recommendation. As noted in the Chapter 2, freeway weaving segments with a weaving length exceeding 2,500 feet were analyzed as basic freeway segment using HCS.

Table 5-6 presents HCS analysis results for the densities and levels of service for the freeway mainline segments in the PM peak hour under 2030 Future Year conditions. Detailed HCM mainline analysis worksheets are included in Appendix I-3. None of the freeway mainline segments are forecast to perform deficiently under any of the 2030 Future Year scenarios.

Freeway Ramp Analysis The freeway ramp evaluation is based on peak hour HCM density analysis. This methodology has been applied to the freeway analyses in the study area per Caltrans’s recommendation. The facility capacities are based on criteria outlined in the HCM and the Caltrans Ramp Meter Design Manual.

Table 5-7 summarizes HCM analysis results for the study area ramps in the PM peak hours under 2030 Future Year conditions. The HCM reports a density based on 2030 Future Year forecasted freeway mainline segment and ramp merge/diverge volumes. Detailed HCM analysis worksheets are included in Appendix K-3. According to the analysis, the following freeway ramps are deficient in the PM peak conditions under 2030 Future Year (No Events) scenario:



· I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue · SR-57 Northbound Off-Ramp to Ball Road · SR-57 Southbound Off-Ramp to Katella Avenue

Table 5-7 indicates that those deficiencies above remain deficient throughout all the other four scenarios with two (2) additional ramps that are deficient. All deficient ramps are shown in the following:

· I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue · SR-57 Northbound Off-Ramp to Ball Road · SR-57 Southbound Off-Ramp to Katella Avenue · SR-57 Northbound Off-Ramp to Katella Avenue · SR-57 Southbound Off-Ramp to Ball Road

.



Table 5-5: 2030 Future Year Freeway Weaving PM Peak Hour LOS



(Ft)


and AS Event





W - 2 I-5 Southbound between Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp 1,520 38.7 E 39.1 E >Capacity F 39.2 E >Capacity F

W - 3 I-5 Southbound between Harbor Boulevard On-Ramp and Disneyland Drive Off-Ramp 2,650

Not Applicable

W - 4 SR-57 Northbound between Chapman Avenue On-Ramp and Orangewood Avenue Off-Ramp 1,230 30.6 C 31.9 C 31.9 C 32.5 D 32.5 D

W - 5 SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 1,360 35.2 D 38.8 E >Capacity F >Capacity F >Capacity F

W - 6

SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp 2,130 >Capacity F >Capacity F >Capacity F >Capacity F >Capacity F

SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp 2,490 >Capacity F >Capacity F >Capacity F >Capacity F >Capacity F


W - 8 SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp 1,620 36.8 E 37.7 E >Capacity F 38.0 E >Capacity F

AAHC: Average Attendance Honda Center AS: Angel Stadium Not Applicable: weaving segment longer than 2,500 feet analyzed as basic freeway mainline

Table 5-6: Year 2030 Freeway Mainline PM Peak Hour LOS







F - 1 I-5 Southbound between Lincoln Avenue and Disneyland Drive 29.4 D 29.6 D 30.3 D 29.7 D 30.4 D

F - 2 I-5 Southbound between Harbor Boulevard and Disney Way 31.0 D 31.2 D 32.3 D 31.2 D 32.4 D

F - 3 SR-57 Southbound between Ball Road and Lincoln Avenue 27.8 D 28.4 D 30.6 D 28.6 D 30.9 D




Table 5-7: 2030 Future Year Freeway Ramp PM Peak Hour LOS




and AS Event




R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue* 2 >Capacity F >Capacity F >Capacity F >Capacity F >Capacity F

R-2 I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue* 2 30.1 D 30.2 D 31.0 D 30.2 D 31.0 D

R-3 SR-57 Northbound Off-Ramp to Katella Avenue 1 34.1 D 38.1 E 39.8 E 39.9 E >Capacity F

R-4 SR-57 Northbound Off-Ramp to Ball Road 1 >Capacity F >Capacity F >Capacity F >Capacity F >Capacity F

R-5 SR-57 Southbound Off-Ramp to Ball Road 1 34.1 D 36.8 E 39.0 E >Capacity F >Capacity F

R-6 SR-57 Southbound Off-Ramp to Katella Avenue 1 >Capacity F >Capacity F >Capacity F >Capacity F >Capacity F




6.0 PROJECT IMPACTS

The purpose of this traffic study is to assess the traffic conditions associated with increasing the number of annual events at Honda Center and to identify potential traffic improvements to bring identified project related impacts to less than significant conditions. To present a comprehensive evaluation of the transportation conditions and potential project impacts, five traffic analysis scenarios were considered. The scenarios, described in greater detail in Chapter 1, Section 1.2, include the following: 2011 Baseline Analytical Project Direct Impacts Scenario:






2030 Future Year Long-Term Impacts Scenario (General Plan Buildout):



This study presents a comprehensive evaluation of potential project impacts for each study year, through direct comparisons of with and without Project conditions under the five analysis scenarios. Using this approach, Project impacts and mitigation measures are identified using the following three comparisons: Comparisons





Project impacts have been determined using the significant impact thresholds prescribed in the following guiding documents: City of Anaheim Criteria for Preparation of Traffic Impact Studies dated 1996; City of Orange Traffic Impact Study Guidelines dated August 15, 2007; and Caltrans Guide for the Preparation of Traffic Impact Studies dated December 2002 as discussed in Chapter 2. Mitigation measures have developed and recommends presented in Chapter 7. The recommended mitigation considers the specific traffic impact measurements reported in this chapter and are intended to mitigate project impacts to less than significant conditions when deficiencies are directly created by the project, or to the without project condition if a deficiency at that location is expected even without the project, whichever is appropriate.

6.1 INTERSECTIONS

6.1.1 2011 Baseline Conditions

Comparison 1: No Events vs. Project

As indicated by the results shown in Table 6-1, project related impacts were identified at two study intersections when the No Events scenario is compared to the Project scenario under the 2011 Baseline conditions:

· SR-57 Southbound Ramps/Ball Road · Douglass Road/Katella Avenue

Table 6-1: 2011 Baseline Project Related Intersection Impacts (Comparison 1)

ID Intersection Jurisdiction With No Event With Project Significant Impact

ICU LOS ICU LOS ICU Increase Yes/No

1 Harbor Boulevard / Katella Avenue * Anaheim 0.59 A 0.61 B 0.01 No 2 Clementine Street / Katella Avenue Anaheim 0.53 A 0.53 A 0.00 No 3 Anaheim Boulevard / Ball Road Anaheim 0.55 A 0.56 A 0.02 No 4 Anaheim Boulevard / Cerritos Avenue Anaheim 0.54 A 0.57 A 0.03 No 5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.50 A 0.50 A 0.00 No 6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue *

Anaheim 0.52 A 0.52 A 0.00 No

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue * Anaheim 0.44 A 0.49 A 0.05 No 8 Lewis Street / Ball Road Anaheim 0.33 A 0.34 A 0.01 No 9 Lewis Street / Cerritos Avenue Anaheim 0.23 A 0.23 A 0.00 No 10 Lewis Street / Katella Avenue Anaheim 0.43 A 0.46 A 0.03 No 11 I-5 HOV Ramps / Gene Autry Way Anaheim 0.07 A 0.08 A 0.01 No 12 East Street / Ball Road Anaheim 0.41 A 0.41 A 0.01 No 13 State College Boulevard / Ball Road Anaheim 0.49 A 0.49 A 0.00 No 14 State College Boulevard / Cerritos Avenue Anaheim 0.27 A 0.30 A 0.03 No 15 State College Boulevard / Katella Avenue Anaheim 0.38 A 0.56 A 0.18 No 16 State College Boulevard / Gateway Center Drive Anaheim 0.25 A 0.30 A 0.05 No 17 State College Boulevard / Gene Autry Way Anaheim 0.23 A 0.27 A 0.04 No

18 State College Boulevard / Orangewood Avenue Anaheim/ Orange 0.32 A 0.35 A 0.03 No

19 State College Boulevard / I-5 Northbound Ramps Orange 0.26 A 0.28 A 0.02 No 20 State College Boulevard / I-5 Southbound Ramps Orange 0.26 A 0.27 A 0.01 No 21 State College Boulevard / The City Drive / Chapman Avenue Orange 0.48 A 0.49 A 0.02 No



Table 6-1: 2011 Baseline Project Related Intersection Impacts (Comparison 1), Continued



22 Sportstown / Katella Avenue Anaheim 0.33 A 0.49 A 0.15 No 23 Sunkist Street / Ball Road Anaheim 0.56 A 0.65 B 0.08 No 24 Sunkist Street / Cerritos Avenue Anaheim 0.20 A 0.31 A 0.11 No 25 Howell Avenue / Katella Avenue Anaheim 0.35 A 0.50 A 0.15 No 26 SR-57 Southbound Ramps / Ball Road Anaheim 0.46 A 0.72 C 0.26 Yes 27 SR-57 Southbound Ramps / Katella Avenue* Anaheim 0.37 A 0.61 B 0.24 No 28 SR-57 Northbound Ramps / Ball Road Anaheim 0.43 A 0.59 A 0.16 No 29 SR-57 Northbound Ramps / Katella Avenue * Anaheim 0.28 A 0.64 B 0.36 No 30 Douglass Road / Katella Avenue Anaheim 0.27 A 0.76 C 0.49 Yes 31 Phoenix Club Drive / Ball Road Anaheim 0.34 A 0.62 B 0.28 No 32 Struck Avenue / Katella Avenue Orange 0.24 A 0.39 A 0.15 No 33 Main Street / Taft Avenue Orange 0.42 A 0.43 A 0.00 No 34 Main Street / Katella Avenue Orange 0.32 A 0.46 A 0.14 No 35 Main Street / Struck Avenue Orange 0.27 A 0.38 A 0.12 No 36 Batavia Street / Taft Avenue Orange 0.39 A 0.42 A 0.03 No 37 Batavia Street / Katella Avenue Orange 0.35 A 0.42 A 0.07 No 38 Glassell Street / Taft Avenue Orange 0.45 A 0.49 A 0.04 No 39 Glassell Street / Katella Avenue Orange 0.45 A 0.52 A 0.07 No 40 Schaffer Street / Katella Avenue Orange 0.38 A 0.38 A 0.00 No 41 Cambridge Street / Katella Avenue Orange 0.42 A 0.46 A 0.04 No 42 Tustin Street / Katella Avenue Orange 0.62 B 0.65 B 0.03 No 43 SR-55 Southbound Ramps / Katella Avenue * Orange 0.80 C 0.80 C 0.00 No 44 SR-55 Northbound Ramps / Katella Avenue * Orange 0.77 C 0.79 C 0.02 No *CMP intersections. LOS E is considered acceptable for CMP intersections AAHC: Average Attendance Honda Center AS: Angel Stadium

Comparison 2: Average Attendance Honda Center Event vs. Project As indicated by the results shown in Table 6-2, project related impacts were identified at two study intersections when the Average Attendance Honda Center Event scenario is compared to the Project scenario under the 2011 Baseline conditions:



ID Intersection Jurisdiction

With AAHC Event With Project Significant Impact


1 Harbor Boulevard / Katella Avenue * Anaheim 0.60 A 0.61 B 0.01 No 2 Clementine Street / Katella Avenue Anaheim 0.53 A 0.53 A 0.00 No 3 Anaheim Boulevard / Ball Road Anaheim 0.56 A 0.56 A 0.01 No 4 Anaheim Boulevard / Cerritos Avenue Anaheim 0.55 A 0.57 A 0.01 No 5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.50 A 0.50 A 0.00 No 6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue *

Anaheim 0.50 A 0.52 A 0.03 No

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue * Anaheim 0.46 A 0.49 A 0.03 No 8 Lewis Street / Ball Road Anaheim 0.33 A 0.34 A 0.01 No 9 Lewis Street / Cerritos Avenue Anaheim 0.23 A 0.23 A 0.00 No 10 Lewis Street / Katella Avenue Anaheim 0.45 A 0.46 A 0.01 No







11 I-5 HOV Ramps / Gene Autry Way Anaheim 0.07 0.08 0.01 No 12 East Street / Ball Road Anaheim 0.41 A 0.41 A 0.00 No 13 State College Boulevard / Ball Road Anaheim 0.49 A 0.49 A 0.00 No 14 State College Boulevard / Cerritos Avenue Anaheim 0.28 A 0.30 A 0.02 No 15 State College Boulevard / Katella Avenue Anaheim 0.48 A 0.56 A 0.07 No 16 State College Boulevard / Gateway Center Drive Anaheim 0.28 A 0.30 A 0.02 No 17 State College Boulevard / Gene Autry Way Anaheim 0.25 A 0.27 A 0.02 No


19 State College Boulevard / I-5 Northbound Ramps Orange 0.27 A 0.28 A 0.01 No 20 State College Boulevard / I-5 Southbound Ramps Orange 0.26 A 0.27 A 0.00 No 21 State College Boulevard / The City Drive / Chapman Avenue Orange 0.49 A 0.49 A 0.01 No 22 Sportstown / Katella Avenue Anaheim 0.41 A 0.49 A 0.07 No 23 Sunkist Street / Ball Road Anaheim 0.61 B 0.65 B 0.03 No 24 Sunkist Street / Cerritos Avenue Anaheim 0.26 A 0.31 A 0.05 No 25 Howell Avenue / Katella Avenue Anaheim 0.42 A 0.50 A 0.08 No 26 SR-57 Southbound Ramps / Ball Road Anaheim 0.61 B 0.72 C 0.11 Yes 27 SR-57 Southbound Ramps / Katella Avenue* Anaheim 0.51 A 0.61 B 0.10 No 28 SR-57 Northbound Ramps / Ball Road Anaheim 0.52 A 0.59 A 0.07 No 29 SR-57 Northbound Ramps / Katella Avenue * Anaheim 0.46 A 0.64 B 0.18 No 30 Douglass Road / Katella Avenue Anaheim 0.53 A 0.76 C 0.23 Yes 31 Phoenix Club Drive / Ball Road Anaheim 0.43 A 0.62 B 0.19 No 32 Struck Avenue / Katella Avenue Orange 0.32 A 0.39 A 0.07 No 33 Main Street / Taft Avenue Orange 0.43 A 0.43 A 0.00 No 34 Main Street / Katella Avenue Orange 0.40 A 0.46 A 0.06 No 35 Main Street / Struck Avenue Orange 0.33 A 0.38 A 0.05 No 36 Batavia Street / Taft Avenue Orange 0.41 A 0.42 A 0.01 No 37 Batavia Street / Katella Avenue Orange 0.39 A 0.42 A 0.03 No 38 Glassell Street / Taft Avenue Orange 0.47 A 0.49 A 0.01 No 39 Glassell Street / Katella Avenue Orange 0.49 A 0.52 A 0.03 No 40 Schaffer Street / Katella Avenue Orange 0.38 A 0.38 A 0.00 No 41 Cambridge Street / Katella Avenue Orange 0.44 A 0.46 A 0.02 No 42 Tustin Street / Katella Avenue Orange 0.62 B 0.65 B 0.03 No 43 SR-55 Southbound Ramps / Katella Avenue * Orange 0.80 C 0.80 C 0.00 No 44 SR-55 Northbound Ramps / Katella Avenue * Orange 0.78 C 0.79 C 0.01 No


Comparison 3: Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event As indicated by the results shown in Table 6-3, the traffic analysis found the project results in significant impacts at five study intersections when the Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario is compared to the Project and Concurrent Angel Stadium Event scenario. The five locations impacted by the proposed project are:

· State College Boulevard/Katella Avenue



· SR-57 Southbound Ramps/Ball Road · SR-57 Southbound Ramps/Katella Avenue · SR-57 Northbound Ramps/Katella Avenue · Douglass Road/Katella Avenue



With AAHC Event and AS Event

With Project and AS Event Significant Impact


1 Harbor Boulevard / Katella Avenue * Anaheim 0.61 B 0.62 B 0.01 No 2 Clementine Street / Katella Avenue Anaheim 0.53 A 0.53 A 0.00 No 3 Anaheim Boulevard / Ball Road Anaheim 0.56 A 0.56 A 0.02 No 4 Anaheim Boulevard / Cerritos Avenue Anaheim 0.55 A 0.57 A 0.01 No 5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.50 A 0.50 A 0.00 No 6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue *

Anaheim 0.56 A 0.57 A 0.01 No

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue * Anaheim 0.56 A 0.59 A 0.03 No 8 Lewis Street / Ball Road Anaheim 0.33 A 0.34 A 0.01 No 9 Lewis Street / Cerritos Avenue Anaheim 0.24 A 0.24 A 0.01 No 10 Lewis Street / Katella Avenue Anaheim 0.46 A 0.50 A 0.04 No 11 I-5 HOV Ramps / Gene Autry Way Anaheim 0.10 A 0.11 A 0.01 No 12 East Street / Ball Road Anaheim 0.41 A 0.41 A 0.00 No 13 State College Boulevard / Ball Road Anaheim 0.54 A 0.55 A 0.01 No 14 State College Boulevard / Cerritos Avenue Anaheim 0.38 A 0.40 A 0.02 No 15 State College Boulevard / Katella Avenue Anaheim 0.72 C 0.79 C 0.07 Yes 16 State College Boulevard / Gateway Center Drive Anaheim 0.39 A 0.39 A 0.00 No 17 State College Boulevard / Gene Autry Way Anaheim 0.75 C 0.77 C 0.02 No


19 State College Boulevard / I-5 Northbound Ramps Orange 0.38 A 0.39 A 0.01 No 20 State College Boulevard / I-5 Southbound Ramps Orange 0.32 A 0.32 A 0.00 No 21 State College Boulevard / The City Drive / Chapman Avenue Orange 0.58 A 0.59 A 0.01 No 22 Sportstown / Katella Avenue Anaheim 0.55 A 0.63 B 0.07 No 23 Sunkist Street / Ball Road Anaheim 0.63 B 0.69 B 0.05 No 24 Sunkist Street / Cerritos Avenue Anaheim 0.28 A 0.33 A 0.05 No 25 Howell Avenue / Katella Avenue Anaheim 0.47 A 0.54 A 0.07 No 26 SR-57 Southbound Ramps / Ball Road Anaheim 0.62 B 0.73 C 0.10 Yes 27 SR-57 Southbound Ramps / Katella Avenue* Anaheim 0.71 C 0.84 D 0.13 Yes 28 SR-57 Northbound Ramps / Ball Road Anaheim 0.52 A 0.59 A 0.07 No 29 SR-57 Northbound Ramps / Katella Avenue * Anaheim 0.60 A 0.78 C 0.18 Yes 30 Douglass Road / Katella Avenue Anaheim 0.89 D 1.06 F 0.16 Yes 31 Phoenix Club Drive / Ball Road Anaheim 0.49 A 0.67 B 0.19 No 32 Struck Avenue / Katella Avenue Orange 0.40 A 0.47 A 0.07 No 33 Main Street / Taft Avenue Orange 0.42 A 0.43 A 0.00 No 34 Main Street / Katella Avenue Orange 0.46 A 0.52 A 0.06 No 35 Main Street / Struck Avenue Orange 0.36 A 0.42 A 0.05 No 36 Batavia Street / Taft Avenue Orange 0.41 A 0.42 A 0.01 No 37 Batavia Street / Katella Avenue Orange 0.44 A 0.47 A 0.03 No 38 Glassell Street / Taft Avenue Orange 0.47 A 0.49 A 0.01 No 39 Glassell Street / Katella Avenue Orange 0.52 A 0.55 A 0.03 No 40 Schaffer Street / Katella Avenue Orange 0.39 A 0.41 A 0.02 No 41 Cambridge Street / Katella Avenue Orange 0.47 A 0.49 A 0.02 No 42 Tustin Street / Katella Avenue Orange 0.64 B 0.63 B -0.01 No








43 SR-55 Southbound Ramps / Katella Avenue * Orange 0.80 C 0.80 C 0.00 No 44 SR-55 Northbound Ramps / Katella Avenue * Orange 0.80 C 0.81 D 0.01 No *CMP intersections. LOS E is considered acceptable for CMP intersections AAHC: Average Attendance Honda Center AS: Angel Stadium

6.1.2 2013 Opening Year Conditions

Comparison 1: No Events vs. Project As indicated by the results shown in Table 6-4, project related impacts were identified at two study intersections when the No Events scenario is compared to the Project scenario under the 2013 Opening Year conditions:


Table 6-4: 2013 Opening Year Project Related Intersection Impacts (Comparison 1)



1 Harbor Boulevard / Katella Avenue * Anaheim 0.65 B 0.66 B 0.01 No 2 Clementine Street / Katella Avenue Anaheim 0.58 A 0.58 A 0.00 No 3 Anaheim Boulevard / Ball Road Anaheim 0.60 A 0.61 B 0.02 No 4 Anaheim Boulevard / Cerritos Avenue Anaheim 0.59 A 0.61 B 0.02 No 5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.54 A 0.54 A 0.00 No 6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue *

Anaheim 0.57 A 0.57 A 0.00 No

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue * Anaheim 0.48 A 0.53 A 0.05 No 8 Lewis Street / Ball Road Anaheim 0.36 A 0.37 A 0.01 No 9 Lewis Street / Cerritos Avenue Anaheim 0.25 A 0.25 A 0.00 No 10 Lewis Street / Katella Avenue Anaheim 0.48 A 0.50 A 0.02 No 11 I-5 HOV Ramps / Gene Autry Way Anaheim 0.07 A 0.08 A 0.01 No 12 East Street / Ball Road Anaheim 0.44 A 0.45 A 0.01 No 13 State College Boulevard / Ball Road Anaheim 0.53 A 0.53 A 0.00 No 14 State College Boulevard / Cerritos Avenue Anaheim 0.28 A 0.32 A 0.04 No 15 State College Boulevard / Katella Avenue Anaheim 0.41 A 0.59 A 0.18 No 16 State College Boulevard / Gateway Center Drive Anaheim 0.27 A 0.32 A 0.05 No 17 State College Boulevard / Gene Autry Way Anaheim 0.24 A 0.28 A 0.04 No 18 State College Boulevard / Orangewood Avenue Anaheim/

Orange 0.35 A 0.38 A 0.03 No

19 State College Boulevard / I-5 Northbound Ramps Orange 0.29 A 0.30 A 0.02 No 20 State College Boulevard / I-5 Southbound Ramps Orange 0.28 A 0.29 A 0.01 No 21 State College Boulevard / The City Drive / Chapman Avenue Orange 0.52 A 0.54 A 0.02 No 22 Sportstown / Katella Avenue Anaheim 0.36 A 0.51 A 0.15 No 23 Sunkist Street / Ball Road Anaheim 0.61 B 0.69 B 0.09 No 24 Sunkist Street / Cerritos Avenue Anaheim 0.21 A 0.32 A 0.11 No 25 Howell Avenue / Katella Avenue Anaheim 0.38 A 0.52 A 0.15 No 26 SR-57 Southbound Ramps / Ball Road Anaheim 0.50 A 0.76 C 0.26 Yes



Table 6-4: 2013 Opening Year Project Related Intersection Impacts (Comparison 1), Continued



27 SR-57 Southbound Ramps / Katella Avenue* Anaheim 0.40 A 0.64 B 0.24 No 28 SR-57 Northbound Ramps / Ball Road Anaheim 0.47 A 0.62 B 0.16 No 29 SR-57 Northbound Ramps / Katella Avenue * Anaheim 0.30 A 0.65 B 0.35 No 30 Douglass Road / Katella Avenue Anaheim 0.29 A 0.76 C 0.47 Yes 31 Phoenix Club Drive / Ball Road Anaheim 0.36 A 0.63 B 0.26 No 32 Struck Avenue / Katella Avenue Orange 0.26 A 0.41 A 0.15 No 33 Main Street / Taft Avenue Orange 0.46 A 0.47 A 0.01 No 34 Main Street / Katella Avenue Orange 0.35 A 0.49 A 0.14 No 35 Main Street / Struck Avenue Orange 0.28 A 0.40 A 0.11 No 36 Batavia Street / Taft Avenue Orange 0.42 A 0.45 A 0.03 No 37 Batavia Street / Katella Avenue Orange 0.38 A 0.45 A 0.07 No 38 Glassell Street / Taft Avenue Orange 0.49 A 0.53 A 0.04 No 39 Glassell Street / Katella Avenue Orange 0.49 A 0.56 A 0.07 No 40 Schaffer Street / Katella Avenue Orange 0.41 A 0.41 A 0.00 No 41 Cambridge Street / Katella Avenue Orange 0.46 A 0.50 A 0.04 No 42 Tustin Street / Katella Avenue Orange 0.67 B 0.71 C 0.04 No 43 SR-55 Southbound Ramps / Katella Avenue * Orange 0.88 D 0.88 D 0.00 No 44 SR-55 Northbound Ramps / Katella Avenue * Orange 0.84 D 0.86 D 0.02 No *CMP intersections. LOS E is considered acceptable for CMP intersections AAHC: Average Attendance Honda Center AS: Angel Stadium

Comparison 2: Average Attendance Honda Center Event vs. Project As indicated by the results shown in Table 6-5, project related impacts were identified at two study intersections when the Average Attendance Honda Center Event scenario is compared to the Project scenario under the 2013 Opening Year conditions.







Anaheim 0.54 A 0.57 A 0.03 No

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue * Anaheim 0.50 A 0.53 A 0.03 No 8 Lewis Street / Ball Road Anaheim 0.36 A 0.37 A 0.01 No 9 Lewis Street / Cerritos Avenue Anaheim 0.25 A 0.25 A 0.00 No 10 Lewis Street / Katella Avenue Anaheim 0.49 A 0.50 A 0.01 No 11 I-5 HOV Ramps / Gene Autry Way Anaheim 0.07 A 0.08 A 0.01 No 12 East Street / Ball Road Anaheim 0.44 A 0.45 A 0.00 No



Table 6-5: 2013 Opening Year Project Related Intersection Impacts (Comparison 2), Continued

ID Intersection Jurisdiction With AAHC Event With Project Significant Impact


13 State College Boulevard / Ball Road Anaheim 0.53 A 0.53 A 0.00 No 14 State College Boulevard / Cerritos Avenue Anaheim 0.30 A 0.32 A 0.02 No 15 State College Boulevard / Katella Avenue Anaheim 0.51 A 0.59 A 0.08 No 16 State College Boulevard / Gateway Center Drive Anaheim 0.30 A 0.32 A 0.02 No 17 State College Boulevard / Gene Autry Way Anaheim 0.26 A 0.28 A 0.02 No


19 State College Boulevard / I-5 Northbound Ramps Orange 0.30 A 0.30 A 0.01 No 20 State College Boulevard / I-5 Southbound Ramps Orange 0.28 A 0.29 A 0.01 No 21 State College Boulevard / The City Drive / Chapman Avenue Orange 0.53 A 0.54 A 0.01 No 22 Sportstown / Katella Avenue Anaheim 0.44 A 0.51 A 0.08 No 23 Sunkist Street / Ball Road Anaheim 0.66 B 0.69 B 0.03 No 24 Sunkist Street / Cerritos Avenue Anaheim 0.27 A 0.32 A 0.05 No 25 Howell Avenue / Katella Avenue Anaheim 0.45 A 0.52 A 0.08 No 26 SR-57 Southbound Ramps / Ball Road Anaheim 0.66 B 0.76 C 0.10 Yes 27 SR-57 Southbound Ramps / Katella Avenue* Anaheim 0.54 A 0.64 B 0.10 No 28 SR-57 Northbound Ramps / Ball Road Anaheim 0.56 A 0.62 B 0.07 No 29 SR-57 Northbound Ramps / Katella Avenue * Anaheim 0.47 A 0.65 B 0.18 No 30 Douglass Road / Katella Avenue Anaheim 0.55 A 0.76 C 0.22 Yes 31 Phoenix Club Drive / Ball Road Anaheim 0.44 A 0.63 B 0.19 No 32 Struck Avenue / Katella Avenue Orange 0.34 A 0.41 A 0.07 No 33 Main Street / Taft Avenue Orange 0.47 A 0.47 A 0.00 No 34 Main Street / Katella Avenue Orange 0.43 A 0.49 A 0.06 No 35 Main Street / Struck Avenue Orange 0.35 A 0.40 A 0.05 No 36 Batavia Street / Taft Avenue Orange 0.44 A 0.45 A 0.01 No 37 Batavia Street / Katella Avenue Orange 0.42 A 0.45 A 0.03 No 38 Glassell Street / Taft Avenue Orange 0.51 A 0.53 A 0.01 No 39 Glassell Street / Katella Avenue Orange 0.53 A 0.56 A 0.03 No 40 Schaffer Street / Katella Avenue Orange 0.41 A 0.41 A 0.00 No 41 Cambridge Street / Katella Avenue Orange 0.48 A 0.50 A 0.02 No 42 Tustin Street / Katella Avenue Orange 0.67 B 0.71 C 0.04 No 43 SR-55 Southbound Ramps / Katella Avenue * Orange 0.88 D 0.88 D 0.00 No 44 SR-55 Northbound Ramps / Katella Avenue * Orange 0.85 D 0.86 D 0.01 No *CMP intersections. LOS E is considered acceptable for CMP intersections AAHC: Average Attendance Honda Center AS: Angel Stadium

Comparison 3: Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event As indicated by the results shown in Table 6-6, the traffic analysis found the project results in significant impacts at six study intersections when the Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario is compared to the Project and Concurrent Angel Stadium Event scenario under the 2013 Opening Year conditions. The six locations impacted by the proposed project are:

· State College Boulevard/Katella Avenue · Sunkist Street/Ball Road · SR-57 Southbound Ramps/Ball Road



· SR-57 Southbound Ramps/Katella Avenue · SR-57 Northbound Ramps/Katella Avenue · Douglass Road/Katella Avenue







Anaheim 0.60 A 0.61 B 0.01 No

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue * Anaheim 0.60 A 0.63 B 0.03 No 8 Lewis Street / Ball Road Anaheim 0.36 A 0.37 A 0.01 No 9 Lewis Street / Cerritos Avenue Anaheim 0.25 A 0.26 A 0.01 No 10 Lewis Street / Katella Avenue Anaheim 0.49 A 0.53 A 0.04 No 11 I-5 HOV Ramps / Gene Autry Way Anaheim 0.10 A 0.11 A 0.01 No 12 East Street / Ball Road Anaheim 0.44 A 0.45 A 0.00 No 13 State College Boulevard / Ball Road Anaheim 0.59 A 0.60 A 0.01 No 14 State College Boulevard / Cerritos Avenue Anaheim 0.40 A 0.42 A 0.02 No 15 State College Boulevard / Katella Avenue Anaheim 0.75 C 0.82 D 0.08 Yes 16 State College Boulevard / Gateway Center Drive Anaheim 0.41 A 0.41 A 0.00 No 17 State College Boulevard / Gene Autry Way Anaheim 0.77 C 0.79 C 0.02 No 18 State College Boulevard / Orangewood Avenue Anaheim/

Orange 0.53 A 0.54 A 0.01 No

19 State College Boulevard / I-5 Northbound Ramps Orange 0.40 A 0.40 A 0.01 No 20 State College Boulevard / I-5 Southbound Ramps Orange 0.34 A 0.34 A 0.01 No 21 State College Boulevard / The City Drive / Chapman Avenue Orange 0.63 B 0.63 B 0.01 No 22 Sportstown / Katella Avenue Anaheim 0.58 A 0.66 B 0.08 No 23 Sunkist Street / Ball Road Anaheim 0.67 B 0.73 C 0.06 Yes 24 Sunkist Street / Cerritos Avenue Anaheim 0.29 A 0.34 A 0.05 No 25 Howell Avenue / Katella Avenue Anaheim 0.49 A 0.56 A 0.07 No 26 SR-57 Southbound Ramps / Ball Road Anaheim 0.67 B 0.77 C 0.10 Yes 27 SR-57 Southbound Ramps / Katella Avenue* Anaheim 0.73 C 0.86 D 0.13 Yes 28 SR-57 Northbound Ramps / Ball Road Anaheim 0.56 A 0.62 B 0.07 No 29 SR-57 Northbound Ramps / Katella Avenue * Anaheim 0.61 B 0.79 C 0.18 Yes 30 Douglass Road / Katella Avenue Anaheim 0.90 D 1.06 F 0.16 Yes 31 Phoenix Club Drive / Ball Road Anaheim 0.49 A 0.68 B 0.19 No 32 Struck Avenue / Katella Avenue Orange 0.42 A 0.49 A 0.07 No 33 Main Street / Taft Avenue Orange 0.46 A 0.47 A 0.01 No 34 Main Street / Katella Avenue Orange 0.49 A 0.54 A 0.06 No 35 Main Street / Struck Avenue Orange 0.39 A 0.44 A 0.05 No 36 Batavia Street / Taft Avenue Orange 0.44 A 0.45 A 0.01 No 37 Batavia Street / Katella Avenue Orange 0.47 A 0.50 A 0.03 No 38 Glassell Street / Taft Avenue Orange 0.51 A 0.53 A 0.01 No 39 Glassell Street / Katella Avenue Orange 0.56 A 0.59 A 0.03 No 40 Schaffer Street / Katella Avenue Orange 0.42 A 0.44 A 0.02 No 41 Cambridge Street / Katella Avenue Orange 0.51 A 0.53 A 0.02 No 42 Tustin Street / Katella Avenue Orange 0.71 C 0.70 B -0.01 No 43 SR-55 Southbound Ramps / Katella Avenue * Orange 0.88 D 0.88 D 0.00 No 44 SR-55 Northbound Ramps / Katella Avenue * Orange 0.87 D 0.88 D 0.01 No *CMP intersections. LOS E is considered acceptable for CMP intersections AAHC: Average Attendance Honda Center AS: Angel Stadium



6.1.3 2030 Future Year Conditions

Comparison 1: No Events vs. Project As indicated by the results shown in Table 6-7, the traffic analysis has found the project results in 22 study intersections being significantly impacted when the No Events scenario is compared to the Project scenario under the 2030 Future Year conditions. Two impacted intersections are within the City of Orange, one intersection is shared between the City of Orange and City of Anaheim, and the other 19 intersections are located in the City of Anaheim. The intersections with significant impact identified are:

· Anaheim Boulevard/Ball Road · Anaheim Boulevard / Haster Street / Katella Avenue · Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue · Anaheim Way (I-5 Northbound Ramps) / Katella Avenue · Lewis Street / Ball Road · Lewis Street / Cerritos Avenue · Lewis Street / Katella Avenue · State College Boulevard / Katella Avenue · State College Boulevard / Gateway Center Drive · State College Boulevard / Orangewood Avenue (City of Orange/City of Anaheim location) · Sportstown / Katella Avenue · Sunkist Street / Ball Road · Sunkist Street / Cerritos Avenue · Howell Avenue / Katella Avenue · SR-57 Southbound Ramps / Ball Road · SR-57 Southbound Ramps / Katella Avenue · SR-57 Northbound Ramps / Ball Road · SR-57 Northbound Ramps / Katella Avenue · Douglass Road / Katella Avenue · Phoenix Club Drive / Ball Road · Struck Avenue / Katella Avenue (City of Orange location) · Main Street / Katella Avenue (City of Orange location)

Table 6-7: 2030 Future Year Project Related Intersection Impacts (Comparison 1)



1 Harbor Boulevard / Katella Avenue * Anaheim 0.95 E 0.95 E 0.00 No 2 Clementine Street / Katella Avenue Anaheim 0.90 D 0.90 D 0.00 No 3 Anaheim Boulevard / Ball Road Anaheim 0.93 E 0.94 E 0.01 Yes 4 Anaheim Boulevard / Cerritos Avenue Anaheim 0.86 D 0.87 D 0.01 No 5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.90 D 0.93 E 0.02 Yes 6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue *

Anaheim 0.71 C 0.77 C 0.06 Yes

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue * Anaheim 0.78 C 0.83 D 0.05 Yes 8 Lewis Street / Ball Road Anaheim 0.90 D 0.91 E 0.01 Yes 9 Lewis Street / Cerritos Avenue Anaheim 0.91 E 0.94 E 0.03 Yes



Table 6-7: 2030 Future Year Project Related Intersection Impacts (Comparison 1), Continued



10 Lewis Street / Katella Avenue Anaheim 0.84 D 0.90 D 0.06 Yes 11 I-5 HOV Ramps / Gene Autry Way Anaheim 0.76 C 0.77 C 0.01 No 12 East Street / Ball Road Anaheim 0.85 D 0.86 D 0.01 No 13 State College Boulevard / Ball Road Anaheim 0.94 E 0.94 E 0.00 No 14 State College Boulevard / Cerritos Avenue Anaheim 0.75 C 0.76 C 0.01 No 15 State College Boulevard / Katella Avenue Anaheim 0.85 D 0.95 E 0.10 Yes 16 State College Boulevard / Gateway Center Drive Anaheim 0.78 C 0.82 D 0.05 Yes 17 State College Boulevard / Gene Autry Way Anaheim 0.73 C 0.73 C 0.00 No

18 State College Boulevard / Orangewood Avenue Anaheim/ Orange 0.90 D 0.92 E 0.02 Yes

19 State College Boulevard / I-5 Northbound Ramps Orange 0.74 C 0.74 C 0.00 No 20 State College Boulevard / I-5 Southbound Ramps Orange 0.80 C 0.81 D 0.01 No 21 State College Boulevard / The City Drive / Chapman Avenue Orange 0.80 C 0.83 D 0.02 No 22 Sportstown / Katella Avenue Anaheim 0.75 C 0.88 D 0.14 Yes 23 Sunkist Street / Ball Road Anaheim 0.97 E 1.09 F 0.12 Yes 24 Sunkist Street / Cerritos Avenue Anaheim 0.81 D 1.02 F 0.21 Yes 25 Howell Avenue / Katella Avenue Anaheim 0.86 D 0.92 E 0.06 Yes 26 SR-57 Southbound Ramps / Ball Road Anaheim 1.00 E 1.36 F 0.36 Yes 27 SR-57 Southbound Ramps / Katella Avenue* Anaheim 0.69 B 1.02 F 0.33 Yes 28 SR-57 Northbound Ramps / Ball Road Anaheim 0.85 D 0.94 E 0.08 Yes 29 SR-57 Northbound Ramps / Katella Avenue * Anaheim 0.79 C 1.08 F 0.29 Yes 30 Douglass Road / Katella Avenue Anaheim 0.88 D 1.48 F 0.61 Yes 31 Phoenix Club Drive / Ball Road Anaheim 1.46 F 1.69 F 0.23 Yes 32 Struck Avenue / Katella Avenue Orange 0.81 D 0.99 E 0.18 Yes 33 Main Street / Taft Avenue Orange 0.97 E 0.98 E 0.00 No 34 Main Street / Katella Avenue Orange 0.85 D 0.97 E 0.12 Yes 35 Main Street / Struck Avenue Orange 0.71 C 0.83 D 0.12 No 36 Batavia Street / Taft Avenue Orange 0.91 E 0.91 E 0.00 No 37 Batavia Street / Katella Avenue Orange 0.78 C 0.80 C 0.03 No 38 Glassell Street / Taft Avenue Orange 0.67 B 0.70 B 0.02 No 39 Glassell Street / Katella Avenue Orange 0.93 E 0.93 E 0.00 No 40 Schaffer Street / Katella Avenue Orange 0.83 D 0.83 D 0.00 No 41 Cambridge Street / Katella Avenue Orange 0.71 C 0.76 C 0.05 No 42 Tustin Street / Katella Avenue Orange 1.00 E 1.00 E 0.00 No 43 SR-55 Southbound Ramps / Katella Avenue * Orange 1.08 F 1.08 F 0.00 No 44 SR-55 Northbound Ramps / Katella Avenue * Orange 1.01 F 1.01 F 0.00 No *CMP intersections. LOS E is considered acceptable for CMP intersections AAHC: Average Attendance Honda Center AS: Angel Stadium

Comparison 2: Average Attendance Honda Center Event vs. Project As indicated by the results shown in Table 6-8, the traffic analysis has found the project results in 18 study intersections being significantly impacted when the Average Attendance Honda Center Event scenario is compared to the Project scenario under the 2030 Future Year conditions. Two impacted intersections are within the City of Orange, one intersection is shared between the City of Orange and City of Anaheim, and the other 15 intersections are located in the City of Anaheim. The intersections with significant impact identified are:



· Anaheim Boulevard / Ball Road · Anaheim Boulevard / Haster Street / Katella Avenue · Lewis Street / Ball Road · Lewis Street / Cerritos Avenue · State College Boulevard / Katella Avenue · State College Boulevard / Orangewood Avenue (City of Orange/City of Anaheim location) · Sportstown / Katella Avenue · Sunkist Street / Ball Road · Sunkist Street / Cerritos Avenue · Howell Avenue / Katella Avenue · SR-57 Southbound Ramps / Ball Road · SR-57 Southbound Ramps / Katella Avenue · SR-57 Northbound Ramps / Ball Road · SR-57 Northbound Ramps / Katella Avenue · Douglass Road / Katella Avenue · Phoenix Club Drive / Ball Road · Struck Avenue / Katella Avenue (City of Orange location) · Main Street / Katella Avenue (City of Orange location)





1 Harbor Boulevard / Katella Avenue * Anaheim 0.95 E 0.95 E 0.00 No 2 Clementine Street / Katella Avenue Anaheim 0.90 D 0.90 D 0.00 No 3 Anaheim Boulevard / Ball Road Anaheim 0.93 E 0.94 E 0.01 Yes 4 Anaheim Boulevard / Cerritos Avenue Anaheim 0.87 D 0.87 D 0.01 No 5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.92 E 0.93 E 0.01 Yes 6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue *

Anaheim 0.75 C 0.77 C 0.03 No

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue * Anaheim 0.81 D 0.83 D 0.02 No 8 Lewis Street / Ball Road Anaheim 0.90 D 0.91 E 0.01 Yes 9 Lewis Street / Cerritos Avenue Anaheim 0.91 E 0.94 E 0.02 Yes 10 Lewis Street / Katella Avenue Anaheim 0.87 D 0.90 D 0.02 No 11 I-5 HOV Ramps / Gene Autry Way Anaheim 0.77 C 0.77 C 0.01 No 12 East Street / Ball Road Anaheim 0.85 D 0.86 D 0.00 No 13 State College Boulevard / Ball Road Anaheim 0.94 E 0.94 E 0.00 No 14 State College Boulevard / Cerritos Avenue Anaheim 0.76 C 0.76 C 0.00 No 15 State College Boulevard / Katella Avenue Anaheim 0.91 E 0.95 E 0.04 Yes 16 State College Boulevard / Gateway Center Drive Anaheim 0.80 C 0.82 D 0.02 No 17 State College Boulevard / Gene Autry Way Anaheim 0.73 C 0.73 C 0.00 No

18 State College Boulevard / Orangewood Avenue Anaheim/ Orange 0.91 E 0.92 E 0.01 Yes

19 State College Boulevard / I-5 Northbound Ramps Orange 0.74 C 0.74 C 0.00 No 20 State College Boulevard / I-5 Southbound Ramps Orange 0.81 D 0.81 D 0.01 No 21 State College Boulevard / The City Drive / Chapman Avenue Orange 0.82 D 0.83 D 0.01 No







22 Sportstown / Katella Avenue Anaheim 0.83 D 0.88 D 0.06 Yes 23 Sunkist Street / Ball Road Anaheim 1.04 F 1.09 F 0.05 Yes 24 Sunkist Street / Cerritos Avenue Anaheim 0.93 E 1.02 F 0.09 Yes 25 Howell Avenue / Katella Avenue Anaheim 0.86 D 0.92 E 0.05 Yes 26 SR-57 Southbound Ramps / Ball Road Anaheim 1.22 F 1.36 F 0.15 Yes 27 SR-57 Southbound Ramps / Katella Avenue* Anaheim 0.86 D 1.02 F 0.16 Yes 28 SR-57 Northbound Ramps / Ball Road Anaheim 0.90 D 0.94 E 0.03 Yes 29 SR-57 Northbound Ramps / Katella Avenue * Anaheim 0.96 E 1.08 F 0.12 Yes 30 Douglass Road / Katella Avenue Anaheim 1.23 F 1.48 F 0.25 Yes 31 Phoenix Club Drive / Ball Road Anaheim 1.60 F 1.69 F 0.09 Yes 32 Struck Avenue / Katella Avenue Orange 0.92 E 0.99 E 0.07 Yes 33 Main Street / Taft Avenue Orange 0.97 E 0.98 E 0.00 No 34 Main Street / Katella Avenue Orange 0.91 E 0.97 E 0.06 Yes 35 Main Street / Struck Avenue Orange 0.78 C 0.83 D 0.05 No 36 Batavia Street / Taft Avenue Orange 0.91 E 0.91 E 0.00 No 37 Batavia Street / Katella Avenue Orange 0.78 C 0.80 C 0.03 No 38 Glassell Street / Taft Avenue Orange 0.69 B 0.70 B 0.01 No 39 Glassell Street / Katella Avenue Orange 0.93 E 0.93 E 0.00 No 40 Schaffer Street / Katella Avenue Orange 0.83 D 0.83 D 0.00 No 41 Cambridge Street / Katella Avenue Orange 0.74 C 0.76 C 0.02 No 42 Tustin Street / Katella Avenue Orange 1.00 E 1.00 E 0.00 No 43 SR-55 Southbound Ramps / Katella Avenue * Orange 1.08 F 1.08 F 0.00 No 44 SR-55 Northbound Ramps / Katella Avenue * Orange 1.01 F 1.01 F 0.00 No


Comparison 3: Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event As indicated by the results shown in Table 6-9, the traffic analysis has found the project results in 21 study intersections being significantly impacted when the Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario is compared with the Project and Concurrent Angel Stadium Event scenario under the 2030 Future Year conditions. Three impacted intersections are within the City of Orange, one intersection is shared between the City of Orange and City of Anaheim, and the other 17 intersections are located in the City of Anaheim. The intersections with significant impact identified are:

· Anaheim Boulevard / Ball Road · Anaheim Boulevard / Haster Street / Katella Avenue · Anaheim Way (I-5 Northbound Ramps) / Katella Avenue · Lewis Street / Ball Road · Lewis Street / Cerritos Avenue · Lewis Street / Katella Avenue



· State College Boulevard / Katella Avenue · State College Boulevard / Orangewood Avenue (City of Orange/City of Anaheim location) · State College Boulevard / The City Drive / Chapman Avenue (City of Orange location) · Sportstown / Katella Avenue · Sunkist Street / Ball Road · Sunkist Street / Cerritos Avenue · Howell Avenue / Katella Avenue · SR-57 Southbound Ramps / Ball Road · SR-57 Southbound Ramps / Katella Avenue · SR-57 Northbound Ramps / Ball Road · SR-57 Northbound Ramps / Katella Avenue · Douglass Road / Katella Avenue · Phoenix Club Drive / Ball Road · Struck Avenue / Katella Avenue (City of Orange location) · Main Street / Katella Avenue (City of Orange location)






1 Harbor Boulevard / Katella Avenue * Anaheim 0.95 E 0.95 E 0.00 No 2 Clementine Street / Katella Avenue Anaheim 0.90 D 0.90 D 0.00 No 3 Anaheim Boulevard / Ball Road Anaheim 0.93 E 0.94 E 0.01 Yes 4 Anaheim Boulevard / Cerritos Avenue Anaheim 0.87 D 0.87 D 0.01 No 5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.95 E 0.96 E 0.01 Yes 6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue *

Anaheim 0.84 D 0.86 D 0.02 No

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue * Anaheim 0.88 D 0.91 E 0.02 Yes 8 Lewis Street / Ball Road Anaheim 0.90 D 0.91 E 0.01 Yes 9 Lewis Street / Cerritos Avenue Anaheim 0.94 E 0.96 E 0.02 Yes 10 Lewis Street / Katella Avenue Anaheim 0.95 E 0.98 E 0.02 Yes 11 I-5 HOV Ramps / Gene Autry Way Anaheim 0.80 C 0.80 C 0.01 No 12 East Street / Ball Road Anaheim 0.85 D 0.86 D 0.00 No 13 State College Boulevard / Ball Road Anaheim 0.94 E 0.94 E 0.00 No 14 State College Boulevard / Cerritos Avenue Anaheim 0.85 D 0.85 D 0.00 No 15 State College Boulevard / Katella Avenue Anaheim 1.18 F 1.22 F 0.04 Yes 16 State College Boulevard / Gateway Center Drive Anaheim 0.93 E 0.93 E 0.00 No 17 State College Boulevard / Gene Autry Way Anaheim 1.41 F 1.41 F 0.00 No

18 State College Boulevard / Orangewood Avenue Anaheim/ Orange 1.05 F 1.06 F 0.01 Yes

19 State College Boulevard / I-5 Northbound Ramps Orange 0.85 D 0.85 D 0.00 No 20 State College Boulevard / I-5 Southbound Ramps Orange 0.86 D 0.86 D 0.01 No 21 State College Boulevard / The City Drive / Chapman Avenue Orange 0.90 D 0.91 E 0.01 Yes 22 Sportstown / Katella Avenue Anaheim 0.94 E 0.99 E 0.06 Yes 23 Sunkist Street / Ball Road Anaheim 1.08 F 1.13 F 0.05 Yes 24 Sunkist Street / Cerritos Avenue Anaheim 0.94 E 1.04 F 0.09 Yes 25 Howell Avenue / Katella Avenue Anaheim 0.89 D 0.97 E 0.07 Yes 26 SR-57 Southbound Ramps / Ball Road Anaheim 1.22 F 1.36 F 0.15 Yes








27 SR-57 Southbound Ramps / Katella Avenue* Anaheim 1.21 F 1.37 F 0.16 Yes 28 SR-57 Northbound Ramps / Ball Road Anaheim 0.90 D 0.94 E 0.03 Yes 29 SR-57 Northbound Ramps / Katella Avenue * Anaheim 1.06 F 1.18 F 0.12 Yes 30 Douglass Road / Katella Avenue Anaheim 1.50 F 1.74 F 0.25 Yes 31 Phoenix Club Drive / Ball Road Anaheim 1.62 F 1.71 F 0.09 Yes 32 Struck Avenue / Katella Avenue Orange 1.00 E 1.08 F 0.07 Yes 33 Main Street / Taft Avenue Orange 0.97 E 0.98 E 0.00 No 34 Main Street / Katella Avenue Orange 0.96 E 1.02 F 0.06 Yes 35 Main Street / Struck Avenue Orange 0.81 D 0.86 D 0.05 No 36 Batavia Street / Taft Avenue Orange 0.91 E 0.91 E 0.00 No 37 Batavia Street / Katella Avenue Orange 0.83 D 0.85 D 0.03 No 38 Glassell Street / Taft Avenue Orange 0.69 B 0.70 B 0.01 No 39 Glassell Street / Katella Avenue Orange 0.93 E 0.93 E 0.00 No 40 Schaffer Street / Katella Avenue Orange 0.83 D 0.83 D 0.00 No 41 Cambridge Street / Katella Avenue Orange 0.77 C 0.79 C 0.02 No 42 Tustin Street / Katella Avenue Orange 1.00 E 1.00 E 0.00 No 43 SR-55 Southbound Ramps / Katella Avenue * Orange 1.08 F 1.08 F 0.00 No 44 SR-55 Northbound Ramps / Katella Avenue * Orange 1.01 F 1.01 F 0.00 No




6.2 ARTERIAL SEGMENTS

As discussed in Chapter 2, Section 2.5, the City of Anaheim uses a two step process to evaluate arterial segment performance. An initial arterial daily ADT V/C analysis provides a general assessment of overall system performance. Where potential for deficiencies are identified through this screening, the system performance is further evaluated and measured on the ability to serve peak hour traffic demands and throughput at the adjacent intersection(s). Arterial segments that are found to operate deficiently under both daily and peak hour conditions are identified as candidates for mitigation improvements. It is noted, for purpose of this study, the City of Orange does not call for the peak hour segment analysis but rather uses daily V/C analysis as the basis for identifying mitigation improvement requirements.

For City of Anaheim segments, a project is deemed to have a significant impact if the project results in deterioration of the daily level of service to LOS D or worse, and continues to show deficiency under peak hour analysis conditions. A significant impact is also deemed to occur if a project causes an increase in the daily V/C value of 0.01 or greater if the segment currently operates at LOS E or F under daily without project conditions; and the segment continues to show deficiency under peak hour analysis conditions.

For City of Orange segments, a project is deemed to have a significant impact if the project results in deterioration of the daily LOS to an unacceptable LOS or causes an increase in the daily V/C value of 0.01 or greater if the segment currently operates at LOS E or F under daily without project conditions.



As indicated by the results shown in Table 6-10, no study arterial segments are significantly impacted by the project when the No Events scenario is compared to the Project scenario under the 2011 Baseline conditions.

Table 6-10: 2011 Baseline City of Anaheim Project Related Arterial Segment Impacts (Comparison 1)

ID Arterial From To Mid-Block Lanes

Daily With No Events Daily With Project Peak Hour

With Project Significant Impact

ADT V/C LOS ADT V/C LOS V/C LOS Daily V/C

Increase

Yes/No

A - 1 Ball Road Sunkist Street SR-57 SB Ramps 6 50,970 0.91 E 53,706 0.95 E 0.62 B 0.04 No

A - 7 Katella Avenue Howell Avenue SR-57 SB Ramps 6 52,030 0.92 E 57,930 1.03 F 0.63 B 0.11 No




Comparison 2: Average Attendance Honda Center Event vs. Project

As indicated by the results shown in Table 6-11, no study arterial segments are significantly impacted by the project when the Average Attendance Honda Center Events scenario is compared to the Project scenario under the 2011 Baseline conditions.



Daily With AAHC Events Daily With Project

Peak Hour With Project Significant

Impact


Increase

Yes/No


A - 7 Katella Avenue Howell Avenue SR-57 SB Ramps 6 55,550 0.99 E 57,930 1.03 F 0.63 B 0.04 No




Comparison 3: Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event As indicated by the results shown in Table 6-12, no study arterial segments are significantly impacted by the project when the Average Attendance Honda Center Events and Concurrent Angel Stadium Event scenario is compared to the Project and Concurrent Angel Stadium Event scenario under the 2011 Baseline conditions.




With Project and AS Event

Peak Hour With Project

and AS Event

Significant Impact


Increase

Yes/No


A - 7 Katella Avenue Howell Avenue SR-57 SB Ramps 6 55,550 0.99 E 57,930 1.03 F 0.76 C 0.04 No




6.2.2 2013 Opening Conditions

Comparison 1: No Events vs. Project As indicated by the results shown in Table 6-13, no study arterial segments are significantly impacted by the project when the No Events scenario is compared to the Project scenario under the 2013 Opening Year conditions.

Table 6-13: 2013 Opening Year City of Anaheim Project Related Arterial Segment Impacts (Comparison 1)





Increase

Yes/No

A - 1 Ball Road Sunkist Street SR-57 SB Ramps 6 56,070 1.00 E 58,860 1.05 F 0.67 B 0.05 No

A - 7 Katella Avenue Howell Avenue SR-57 SB Ramps 6 57,230 1.02 F 63,130 1.12 F 0.65 B 0.10 No


Comparison 2: Average Attendance Honda Center Event vs. Project As indicated by the results shown in Table 6-14, no study arterial segments are significantly impacted by the project when the Average Attendance Honda Center Events scenario is compared to the Project scenario under the 2013 Opening Year conditions.



Daily With AAHC Events Daily With Project


Impact


Increase

Yes/No

A - 1 Ball Road Sunkist Street SR-57 SB Ramps 6 57,730 1.03 F 58,860 1.05 F 0.67 B 0.02 No

A - 7 Katella Avenue Howell Avenue SR-57 SB Ramps 6 60,750 1.08 F 63,130 1.12 F 0.65 B 0.14 No




Comparison 3: Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event As indicated by the results shown in Table 6-15, no study arterial segments are significantly impacted by the project when the Average Attendance Honda Center Events and Concurrent Angel Stadium Event scenario is compared to the Project and Concurrent Angel Stadium Event scenario under the 2013 Opening Year conditions.





Peak Hour With Project

and AS Event

Significant Impact


Increase

Yes/No

A - 1 Ball Road Sunkist Street SR-57 SB Ramps 6 57,730 1.03 F 58,860 1.05 F 0.67 B 0.02 No

A - 7 Katella Avenue Howell Avenue SR-57 SB Ramps 6 60,750 1.08 F 63,130 1.12 F 0.78 C 0.04 No


6.2.3 2030 Future Conditions

Comparison 1: No Events vs. Project As indicated by the results shown in Table 6-16, the traffic analysis has found the project results in significant impact to four study arterial segments in the City of Anaheim when the No Events scenario is compared to the Project scenario under the 2030 Future Year conditions. The impacted arterial segments are:

· Ball Road – SR-57 Northbound Ramps to Phoenix Club Drive · Douglass Road - Katella Avenue to Cerritos Avenue · Katella Avenue – SR-57 Northbound Ramps to Douglass Road · Phoenix Club Drive - Honda Center to Ball Road



Table 6-16: 2030 Future Year City of Anaheim Project Related Arterial Segment Impacts (Comparison 1)





Increase

Yes/No

A - 1 Ball Road Sunkist Street SR-57 SB Ramps 6 69,300 1.23 F 72,090 1.28 F 0.84 D 0.05 No

A - 2 Ball Road SR-57 NB Ramps

Phoenix Club Drive 6 76,240 1.35 F 79,720 1.42 F 1.06 F 0.07 Yes

A - 4 Douglass Road Katella Avenue Cerritos Avenue 4 28,920 0.77 C 34,100 0.91 E 1.68 F 0.14 Yes

A - 6 Katella Avenue**

State College Blvd Howell Avenue 6 62,760 1.11 F 64,740 1.15 F 0.84 D 0.04 No

A - 7 Katella Avenue** Howell Avenue SR-57 SB

Ramps 6 71,760 1.27 F 77,660 1.38 F 0.79 C 0.11 No


SR-57 SB Ramps

SR-57 NB Ramps 6 67,240 1.19 F 73,020 1.30 F 0.80 C 0.11 No


SR-57 NB Ramps Douglass Road 6 63,070 1.12 F 72,290 1.28 F 1.10 F 0.06 Yes

A - 10 Katella Avenue** Douglass Road Struck Avenue 6 72,170 1.28 F 77,780 1.38 F 0.89 D 0.10 No

A - 14 Phoenix Club Drive Honda Center Ball Road 2 39,100 3.13 F 42,040 3.36 F 2.78 F 0.23 Yes

A - 15 State College Blvd Howell Avenue Katella Avenue 6 47,580 0.85 D 48,520 0.86 D 0.81 D 0.01 No

** CMP arterial. LOS E is considered acceptable for CMP arterial AAHC: Average Attendance Honda Center AS: Angel Stadium

As indicated by the results shown in Table 6-17, the traffic analysis has found the project results in significant impact to all study arterial segments in the City of Orange when the No Events scenario is compared to the Project scenario under the 2030 Future Year conditions. The impacted arterial segments are:

· Katella Avenue – Struck Avenue to Main Street · Katella Avenue – Main Street to Batavia Street · Main Street – Katella Avenue to Struck Avenue

Table 6-17: 2030 Future Year City of Orange Project Related Arterial Segment Impacts (Comparison 1)


With No Events With Project Significant Impact

ADT V/C LOS ADT V/C LOS V/C Increase Yes/No

A - 11 Katella Avenue* Struck Avenue Main Street 6 63,840 1.13 F 66,640 1.18 F 0.05 Yes A - 12 Katella Avenue* Main Street Batavia Street 6 52,950 0.94 E 54,630 0.97 E 0.03 Yes A - 13 Main Street Katella Avenue Struck Avenue 4 34,840 0.93 E 35,920 0.96 E 0.03 Yes




Comparison 2: Average Attendance Honda Center Event vs. Project As indicated by the results shown in Table 6-18, the traffic analysis has found the project results in significant impact to the same four study arterial segments in the City of Anaheim, as shown in Comparison 1 above, when the Average Attendance Honda Center Event scenario is compared to the Project scenario under the 2030 Future Year conditions. The impacted arterial segments are:

· Ball Road – SR-57 Northbound Ramps to Phoenix Club Drive · Douglass Road - Katella Avenue to Cerritos Avenue · Katella Avenue – SR-57 Northbound Ramps to Douglass Road · Phoenix Club Drive - Honda Center to Ball Road



Daily With AAHC Event Daily With Project


Impact


Increase

Yes/No




A - 4 Douglass Road Katella Avenue Cerritos Avenue 4 32,000 0.85 D 34,100 0.91 E 1.68 F 0.06 Yes


State College Blvd Howell Avenue 6 63,940 1.14 F 64,740 1.15 F 0.84 D 0.01 No


Ramps 6 75,280 1.34 F 77,660 1.38 F 0.79 C 0.04 No


SR-57 SB Ramps

SR-57 NB Ramps 6 70,690 1.26 F 73,020 1.30 F 0.80 C 0.04 No



A - 10 Katella Avenue** Douglass Road Struck Avenue 6 75,510 1.34 F 77,780 1.38 F 0.89 D 0.04 No




As indicated by the results shown in Table 6-19, the traffic analysis has found the project results in significant impact to all of the same study arterial segments in the City of Orange as shown in Comparison 1 above, when the Average Attendance Honda Center Event scenario is compared to the Project scenario under the 2030 Future Year conditions. The impacted arterial segments are:







ADT V/C LOS ADT V/C LOS V/C Increase

Yes/No

A - 11 Katella Avenue* Struck Avenue Main Street 6 63,840 1.13 F 66,640 1.18 F 0.02 Yes

A - 12 Katella Avenue* Main Street Batavia Street 6 52,950 0.94 E 54,630 0.97 E 0.01 Yes

A - 13 Main Street Katella Avenue Struck Avenue 4 34,840 0.93 E 35,920 0.96 E 0.01 Yes


Comparison 3: Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event As indicated by the results shown in Table 6-20, eight study segments, including the four segments shown in Comparisons 1 and 2 above, are significantly impacted when the Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario is compared to the Project and Concurrent Angel Stadium Event scenario under the 2030 Future Year conditions. The study arterial segments with significant impacts are:

· Ball Road – SR-57 Northbound Ramps to Phoenix Club Drive · Douglass Road - Katella Avenue to Cerritos Avenue · Katella Avenue – State College Boulevard to Howell Avenue · Katella Avenue – Howell Avenue to SR-57 Southbound Ramps · Katella Avenue – SR-57 Southbound Ramps to SR-57 Northbound Ramps · Katella Avenue – SR-57 Northbound Ramps to Douglass Road · Katella Avenue – Douglass Road to Struck Avenue · Phoenix Club Drive - Honda Center to Ball Road



Daily With AAHC Event and AS Event

Daily With Project and AS Event

Peak Hour With Project and AS Event

Significant Impact


Increase

Yes/No




A - 4 Douglass Road Katella Avenue Cerritos Avenue 4 32,000 0.85 D 34,100 0.91 E 1.69 F 0.06 Yes


State College Blvd Howell Avenue 6 66,350 1.18 F 67,150 1.19 F 0.94 E 0.01 Yes


Ramps 6 75,280 1.34 F 77,660 1.38 F 0.91 E 0.04 Yes



Table6-20: 2030 Future Year City of Anaheim Project Related Arterial Segment Impacts (Comparison 3), Continued



Daily With Project and AS Event

Peak Hour With Project and AS Event

Significant Impact


Increase

Yes/No


SR-57 SB Ramps

SR-57 NB Ramps 6 72,060 1.28 F 74,390 1.32 F 0.94 E 0.04 Yes



A - 10 Katella Avenue** Douglass Road Struck Avenue 6 76,290 1.36 F 78,560 1.40 F 0.95 E 0.04 Yes




As indicated by the results shown in Table 6-21, the traffic analysis has found the project results in significant impact to all of the same study arterial segments in the City of Orange as shown in Comparisons 1 and 2 above, when the Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario is compared to the Project and Concurrent Angel Stadium Event scenario under the 2030 Future Year conditions. The impacted arterial segments are:






Significant Impact

ADT V/C LOS ADT V/C LOS V/C Increase

Yes/No

A - 11 Katella Avenue* Struck Avenue Main Street 6 65,510 1.16 F 66,640 1.18 F 0.02 Yes A - 12 Katella Avenue* Main Street Batavia Street 6 53,950 0.96 E 54,630 0.97 E 0.01 Yes A - 13 Main Street Katella Avenue Struck Avenue 4 36,870 0.98 E 37,310 0.99 E 0.01 Yes




6.3 FREEWAY FACILITY



As indicated by the results shown in Table 6-22 and Table 6-23, no project related impacts were identified on the freeway facilities when the No Events scenario is compared to the Project scenario under the 2011 Baseline conditions.

Ramp Termini Intersection

Table 6-22: 2011 Baseline Conditions Ramp Termini Intersection Project Related Impacts (Comparison 1)

ID Intersection With No Event With Project Significant Impact Delay LOS Delay LOS

6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 16.80 B 18.70 B No 7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 21.80 C 23.20 C No 11 I-5 HOV Ramps / Gene Autry Way 6.20 A 5.00 A No 19 State College Boulevard / I-5 Northbound Ramps 20.90 C 21.70 C No 20 State College Boulevard / I-5 Southbound Ramps 14.90 B 15.30 B No 26 SR-57 Southbound Ramps / Ball Road 16.20 B 35.30 D No 27 SR-57 Southbound Ramps / Katella Avenue 13.80 B 19.50 B No 28 SR-57 Northbound Ramps / Ball Road 17.60 B 21.90 C No 29 SR-57 Northbound Ramps / Katella Avenue 11.00 B 53.90 D No 43 SR-55 Southbound Ramps / Katella Avenue 37.70 D 40.10 D No 44 SR-55 Northbound Ramps / Katella Avenue 28.90 C 32.20 C No

Freeway Mainline, Weaving Segment and Ramp

Table 6-23: 2011 Baseline Conditions Freeway Facility Impacts (Comparison 1)

ID Locations With No Events With Project

Significant Impact Density


Weaving Segment

W - 2 I-5 Southbound between Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp 24.4 C 27.2 C No

W - 4 SR-57 Northbound between Chapman Avenue On-Ramp and Orangewood Avenue Off-Ramp 22.0 B 23.9 B No

W - 5 SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 22.4 B 27.0 C No

W - 6

SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp 31.0 C 31.8 C No

SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp 26.0 C 27.7 C No

W - 8 SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp 22.9 B 24.1 C No

Mainline Segment F - 1 I-5 Southbound between Lincoln Avenue and Disneyland Drive 20.3 C 20.6 C No

F - 2 I-5 Southbound between Harbor Boulevard and Disney Way 21.4 C 21.6 C No

F - 3 SR-57 Southbound between Ball Road and Lincoln Avenue 22.5 C 23.3 C No



Table 6-23: 2011 Baseline Conditions Freeway Facility Impacts (Comparison 1), Continued




Ramp Location

R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue* 26.9 C 26.9 C No

R-2 I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue* 27.8 C 28.0 D No

R-3 SR-57 Northbound Off-Ramp to Katella Avenue 24.5 C 30.9 D No

R-4 SR-57 Northbound Off-Ramp to Ball Road 31.5 D 32.6 D No

R-5 SR-57 Southbound Off-Ramp to Ball Road 26.9 C 31.2 D No

R-6 SR-57 Southbound Off-Ramp to Katella Avenue 26.9 C 29.4 D No


Comparison 2: Average Attendance Honda Center Event vs. Project Similar to the Comparison 1, Table 6-24 and Table 6-25 summarize the freeway facility analyses results for Comparison 2. No project related impacts were identified at any freeway facilities in the study area when the Average Attendance Honda Center Event scenario is compared to the Project scenario under the 2011 Baseline conditions.



ID Intersection With AAHC Event With Project Significant

Impact Delay LOS Delay LOS

6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 16.90 B 18.70 C No 7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 22.80 C 23.20 C No 11 I-5 HOV Ramps / Gene Autry Way 5.40 A 5.00 A No 19 State College Boulevard / I-5 Northbound Ramps 21.30 C 21.70 C No 20 State College Boulevard / I-5 Southbound Ramps 15.30 B 15.30 B No 26 SR-57 Southbound Ramps / Ball Road 26.30 C 35.30 C No 27 SR-57 Southbound Ramps / Katella Avenue 16.90 B 19.50 C No 28 SR-57 Northbound Ramps / Ball Road 19.00 B 21.90 C No 29 SR-57 Northbound Ramps / Katella Avenue 20.80 C 53.90 C No 43 SR-55 Southbound Ramps / Katella Avenue 38.70 D 40.10 D No 44 SR-55 Northbound Ramps / Katella Avenue 31.00 C 32.20 C No AAHC: Average Attendance Honda Center AS: Angel Stadium





ID Locations

With AAHC Event With Project



Weaving Segment



W - 5 SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 25.5 C 27.0 C No

W - 6



W - 8 SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp 23.7 B 24.1 C No



F - 3 SR-57 Southbound between Ball Road and Lincoln Avenue 23.1 C 23.3 C No Ramp Location

R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue* 26.9 C 26.9 C No R-2 I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue* 28.0 C 28.0 D No

R-3 SR-57 Northbound Off-Ramp to Katella Avenue 28.9 D 30.9 D No


R-5 SR-57 Southbound Off-Ramp to Ball Road 29.9 D 31.2 D No

R-6 SR-57 Southbound Off-Ramp to Katella Avenue 28.6 D 29.4 D No

* Major Diverge Analysis utilized to calculate density Comparison 3: Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event

As indicated by the results shown in Table 6-26, the traffic analysis found the project causes one freeway ramp termini intersection deficiency at SR-57 Northbound Ramps / Katella Avenue when the Average Attendance Honda Center Events and Concurrent Angel Stadium Event scenario is compared to the Project and Concurrent Angel Stadium Event scenario under the 2011 Baseline conditions. The deterioration in LOS is from LOS C to LOS E.

As indicated by the results shown in Table 6-27, no project related impacts were identified on any freeway weaving section or mainline segment. One freeway ramp location, SR-57 Southbound Off-Ramp to Katella Avenue, is shown to operate in a deficient condition under both the 2011 Baseline with Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario and the 2011 Baseline with Project and Concurrent Angel Stadium Event scenario. The ramp deficiency is considered a cumulative impact as it is a pre-existing condition.





ID Intersection With AAHC Event

and AS Event With Project and AS Event Significant


6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 22.60 C 23.80 C No 7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 25.20 C 27.80 C No 11 I-5 HOV Ramps / Gene Autry Way 4.40 A 4.30 A No 19 State College Boulevard / I-5 Northbound Ramps 22.60 C 22.70 C No 20 State College Boulevard / I-5 Southbound Ramps 16.50 B 17.10 B No 26 SR-57 Southbound Ramps / Ball Road 26.90 C 35.80 D No 27 SR-57 Southbound Ramps / Katella Avenue 30.00 C 45.40 D No 28 SR-57 Northbound Ramps / Ball Road 20.40 C 21.90 C No 29 SR-57 Northbound Ramps / Katella Avenue 32.90 C 79.30 E Yes 43 SR-55 Southbound Ramps / Katella Avenue 39.90 D 42.00 D No 44 SR-55 Northbound Ramps / Katella Avenue 32.60 C 34.00 C No AAHC: Average Attendance Honda Center AS: Angel Stadium



ID Locations


Event

With Project and AS Event Significant

Impact Density (pc/mi/ln) LOS Density

(pc/mi/ln) LOS

Weaving Segment




W - 6

SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp 31.9 C 32.2 D No

SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp 34.3 D 35.1 D No

W - 8 SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp 27.1 C 27.5 D No

Mainline Segment F - 1 I-5 Southbound between Lincoln Avenue and Disneyland Drive 21.2 C 21.2 C No F - 2 I-5 Southbound between Harbor Boulevard and Disney Way 22.7 C 22.8 C No F - 3 SR-57 Southbound between Ball Road and Lincoln Avenue 25.4 C 25.6 C No

Ramp Location R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue* 26.9 C 26.9 C No R-2 I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue* 28.8 D 28.9 D No R-3 SR-57 Northbound Off-Ramp to Katella Avenue 30.8 D 32.7 D No R-4 SR-57 Northbound Off-Ramp to Ball Road 32.2 D 32.6 D No R-5 SR-57 Southbound Off-Ramp to Ball Road 32.3 D 33.6 D No R-6 SR-57 Southbound Off-Ramp to Katella Avenue >Capacity F >Capacity F Cumulative * Major Diverge Analysis utilized to calculate density





As indicated by the results shown in Table 6-28 and Table 6-29, no project related impacts were identified on the freeway facilities when the No Events scenario is compared to the Project scenario under the 2013 Opening Year conditions.

Ramp Termini Intersection Table 6-28: 2013 Opening Year Conditions Ramp Termini Intersection Project Related Impacts (Comparison 1)

ID Intersection With No Event With Project Significant

Impact Delay LOS Delay LOS 6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 21.40 C 22.10 C No 7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 23.00 C 23.60 C No 11 I-5 HOV Ramps / Gene Autry Way 6.10 A 6.00 A No 19 State College Boulevard / I-5 Northbound Ramps 21.70 C 21.90 C No 20 State College Boulevard / I-5 Southbound Ramps 15.40 B 15.40 B No 26 SR-57 Southbound Ramps / Ball Road 17.30 B 33.20 C No 27 SR-57 Southbound Ramps / Katella Avenue 13.80 B 19.30 B No 28 SR-57 Northbound Ramps / Ball Road 17.20 B 19.30 B No 29 SR-57 Northbound Ramps / Katella Avenue 11.50 B 37.60 D No 43 SR-55 Southbound Ramps / Katella Avenue 47.50 D 51.70 D No 44 SR-55 Northbound Ramps / Katella Avenue 41.80 D 47.40 D No AAHC: Average Attendance Honda Center AS: Angel Stadium

Freeway Weaving, Mainline and Ramp

Table 6-29: 2013 Opening Year Conditions Freeway Facility Impacts (Comparison 1)




Weaving Segment




W - 6



W - 8 SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp 23.2 C 24.3 C No






Table 6-29: 2013 Opening Year Conditions Freeway Facility Impacts (Comparison 1), Continued




Ramp Location R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue* 28.1 D 28.1 D No R-2 I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue* 29.0 D 29.2 D No

R-3 SR-57 Northbound Off-Ramp to Katella Avenue 24.7 C 30.5 D No


R-5 SR-57 Southbound Off-Ramp to Ball Road 27.1 C 31.0 D No

R-6 SR-57 Southbound Off-Ramp to Katella Avenue 27.1 C 29.4 D No



Similar to the Comparison 1 above, Table 6-30 and Table 6-31 summarize the freeway facility analyses results for Comparison 2. No project related impacts were identified at any freeway facilities in the study area when the Average Attendance Honda Center Event scenario is compared to the Project scenario under the 2013 Opening Year conditions.


Table 6-30: 2013 Opening Year Conditions Ramp Termini Intersection Project Related Impacts (Comparison 2)

ID Intersection With AAHC Event With Project Significant


6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 21.50 C 22.10 C No 7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 23.30 C 23.60 C No 11 I-5 HOV Ramps / Gene Autry Way 6.00 A 6.00 A No 19 State College Boulevard / I-5 Northbound Ramps 21.80 C 21.90 C No 20 State College Boulevard / I-5 Southbound Ramps 15.40 B 15.40 B No 26 SR-57 Southbound Ramps / Ball Road 29.00 C 33.20 C No 27 SR-57 Southbound Ramps / Katella Avenue 16.60 B 19.30 B No 28 SR-57 Northbound Ramps / Ball Road 18.30 B 19.30 B No 29 SR-57 Northbound Ramps / Katella Avenue 19.70 C 37.60 D No 43 SR-55 Southbound Ramps / Katella Avenue 48.20 D 51.70 D No 44 SR-55 Northbound Ramps / Katella Avenue 45.20 D 47.40 D No AAHC: Average Attendance Honda Center AS: Angel Stadium





ID Locations




Weaving Segment




W - 6







Ramp Location

R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue* 28.1 D 28.1 D No

R-2 I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue* 29.2 D 29.2 D No

R-3 SR-57 Northbound Off-Ramp to Katella Avenue 28.8 D 30.5 D No


R-5 SR-57 Southbound Off-Ramp to Ball Road 29.8 D 31.0 D No

R-6 SR-57 Southbound Off-Ramp to Katella Avenue 28.7 D 29.4 D No


Comparison 3: Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event


As indicated by the results shown in Table 6-32, and similar to Comparison 3 in the 2011 Baseline condition, the traffic analysis found the project causes one freeway ramp termini intersection deficiency at SR-57 Northbound Ramps / Katella Avenue when the Average Attendance Honda Center Events and Concurrent Angel Stadium Event scenario is compared to the Project and Concurrent Angel Stadium Event scenario under the 2013 Opening Year condition. The deterioration in LOS is from LOS C to LOS E.



Table 6-32: 2013 Opening Year Conditions Ramp Termini Intersection Project Related Impacts (Comparison 3)

ID Intersection


Event



6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 25.50 C 26.10 C No 7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 25.40 C 27.60 C No 11 I-5 HOV Ramps / Gene Autry Way 5.70 A 6.00 A No 19 State College Boulevard / I-5 Northbound Ramps 22.00 C 22.40 C No 20 State College Boulevard / I-5 Southbound Ramps 15.40 B 15.40 B No 26 SR-57 Southbound Ramps / Ball Road 29.00 C 33.40 C No 27 SR-57 Southbound Ramps / Katella Avenue 27.50 C 40.60 D No 28 SR-57 Northbound Ramps / Ball Road 18.30 B 19.30 B No 29 SR-57 Northbound Ramps / Katella Avenue 29.00 C 58.70 E Yes 43 SR-55 Southbound Ramps / Katella Avenue 49.20 D 54.50 D No 44 SR-55 Northbound Ramps / Katella Avenue 48.20 D 52.60 D No AAHC: Average Attendance Honda Center AS: Angel Stadium


As indicated by the results shown in Table 6-33 and similar to the Comparison 3 under 2011 Baseline conditions, no project related impacts were identified on any freeway weaving section or mainline segment. One freeway ramp location, SR-57 Southbound Off-Ramp to Katella Avenue, is shown to operate in a deficient condition under both the 2013 Baseline with Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario, and the 2013 Baseline with Project and Concurrent Angel Stadium Event scenario. The ramp deficiency is considered a cumulative impact as it is a pre-existing condition.


ID Locations


Event



(pc/mi/ln) LOS

Weaving Segment




W - 6


SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp 33.8 D 34.5 D No




Table 6-33: 2013 Opening Year Conditions Freeway Facility Impacts (Comparison 3), Continued

ID Locations


Event



(pc/mi/ln) LOS

Mainline Segment F - 1 I-5 Southbound between Lincoln Avenue and Disneyland Drive 23.1 C 23.2 C No F - 2 I-5 Southbound between Harbor Boulevard and Disney Way 24.8 C 24.9 C No F - 3 SR-57 Southbound between Ball Road and Lincoln Avenue 26.8 D 27.0 D No

Ramp Location R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue* 28.1 D 28.1 D No R-2 I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue* 29.9 D 30.0 D No R-3 SR-57 Northbound Off-Ramp to Katella Avenue 30.4 D 32.2 D No R-4 SR-57 Northbound Off-Ramp to Ball Road 32.4 D 32.7 D No R-5 SR-57 Southbound Off-Ramp to Ball Road 32.0 D 33.2 D No R-6 SR-57 Southbound Off-Ramp to Katella Avenue >Capacity F >Capacity F Cumulative * Major Diverge Analysis utilized to calculate density


Due to the regional growth under 2030 Future Year conditions, there are two ramp terminus, four freeway weaving sections, and three freeway ramps forecast to operate at deficient conditions under the 2030 Future Year (No Events) scenario.



As indicated by the results shown in Table 6-34, the traffic impact analysis shows the project results in five deficient study ramp termini intersections when the No Events scenario is compared to the Project scenario under the 2030 Future Year conditions. The impacted locations are:

· Anaheim Way (I-5 Northbound Ramps) / Katella Avenue (Cumulative Impact) · SR-57 Southbound Ramps / Ball Road · SR-57 Northbound Ramps / Ball Road · SR-57 Northbound Ramps / Katella Avenue · SR-55 Southbound Ramps / Katella Avenue (Cumulative Impact)

Among the above deficiencies, the deficiencies at Anaheim Way (I-5 Northbound Ramps) / Katella Avenue and SR-55 Southbound Ramps / Katella Avenue are identified as cumulative impacts as they are already deficient under the 2030 Future Year No Event scenario.



Table 6-34: 2030 Future Year Conditions Ramp Termini Intersection Project Related Impacts (Comparison 1)

ID Intersection With No Event With Project Significant

Impact Delay LOS Delay LOS 6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 49.00 D 54.70 D No 7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 69.10 E 70.70 E Cumulative 11 I-5 HOV Ramps / Gene Autry Way 27.20 C 28.90 C No 19 State College Boulevard / I-5 Northbound Ramps 37.50 D 37.90 D No 20 State College Boulevard / I-5 Southbound Ramps 40.10 D 44.40 D No 26 SR-57 Southbound Ramps / Ball Road 52.80 D 148.60 F Yes 27 SR-57 Southbound Ramps / Katella Avenue 14.90 B 51.50 D No 28 SR-57 Northbound Ramps / Ball Road 33.20 C 56.50 E Yes 29 SR-57 Northbound Ramps / Katella Avenue 16.10 B 76.90 E Yes 43 SR-55 Southbound Ramps / Katella Avenue 105.70 F 110.00 F Cumulative 44 SR-55 Northbound Ramps / Katella Avenue 38.30 D 50.00 D No


As indicated by the results shown in Table 6-35, the traffic impact analysis shows the project results in five deficient freeway weaving sections and five ramp locations when the No Events scenario is compared to the Project scenario under the 2030 Future Year condition. The impacted weaving sections are:

· I-5 Southbound between Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp (Cumulative Impact)

· SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp

· SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp (Cumulative Impact)

· SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp (Cumulative Impact)

· SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp (Cumulative Impact)

The SR-57 Northbound segment between the Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp carries the majority of the event trips coming from the South, and is forecast to become deficient as a direct project impact. The remaining four deficiencies above are identified as cumulative impacts.

The impacted ramp locations are:

· I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue (Cumulative Impact) · SR-57 Northbound Off-Ramp to Katella Avenue · SR-57 Northbound Off-Ramp to Ball Road · SR-57 Southbound Off-Ramp to Ball Road (Cumulative Impact) · SR-57 Southbound Off-Ramp to Katella Avenue (Cumulative Impact)



I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue, the SR-57 Northbound Off-Ramp to Ball Road, and the SR-57 Southbound Off-Ramp to Katella Avenue are shown to be deficient already under the 2030 Future Year No Event scenario and would continue to operate deficiently under the with Project scenario, therefore, are identified as cumulative impacts.

Table 6-35: 2030 Future Year Conditions Freeway Facility Impacts (Comparison 1)


Significant Impact Densit

y (pc/mi

LOS Density (pc/mi/ln) LOS

Weaving Segment

W - 2 I-5 Southbound between Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp 38.7 E 39.2 E Cumulative

W - 4 SR-57 Northbound between Chapman Avenue On-Ramp and Orangewood Avenue Off-Ramp 30.6 C 32.5 D No

W - 5 SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 35.2 D >Capacity F Yes

W - 6

SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp >Capacity F >Capacity F Cumulative

SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp >Capacity F >Capacity F Cumulative

W - 8 SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp 36.8 E 38.0 E Cumulative

Mainline Segment F - 1 I-5 Southbound between Lincoln Avenue and Disneyland Drive 29.4 D 29.7 D No

F - 2 I-5 Southbound between Harbor Boulevard and Disney Way 31.0 D 31.2 D No

F - 3 SR-57 Southbound between Ball Road and Lincoln Avenue 27.8 D 28.6 D No

Ramp Location

R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue* >Capacity F >Capacity F Cumulative R-2 I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue* 30.1 D 30.2 D No

R-3 SR-57 Northbound Off-Ramp to Katella Avenue 34.1 D 39.9 E Yes

R-4 SR-57 Northbound Off-Ramp to Ball Road >Capacity F >Capacity F Cumulative

R-5 SR-57 Southbound Off-Ramp to Ball Road 34.1 D >Capacity F Yes

R-6 SR-57 Southbound Off-Ramp to Katella Avenue >Capacity F >Capacity F Cumulative






As indicated by the results shown in Table 6-36, and similar to Comparison 1 in the 2030 Future Year condition, the traffic impact analysis shows the project results in five deficient study ramp termini intersections when the when the Average Attendance Honda Center Events scenario is compared to the Project scenario under the 2030 Future Year conditions. The impacted locations are:

· Anaheim Way (I-5 Northbound Ramps) / Katella Avenue (Cumulative Impact) · SR-57 Southbound Ramps / Ball Road (Cumulative Impact) · SR-57 Northbound Ramps / Ball Road · SR-57 Northbound Ramps / Katella Avenue · SR-55 Southbound Ramps / Katella Avenue (Cumulative Impact)

Among the above deficiencies, the deficiencies at Anaheim Way (I-5 Northbound Ramps) / Katella Avenue, SR-57 Southbound Ramps / Ball Road, and SR-55 Southbound Ramps / Katella Avenue are identified as cumulative impacts as they are already deficient under the 2030 Future Year Average Attendance Honda Center Events scenario.


ID Intersection With AAHC

Event With Project Significant Impact

Delay LOS Delay LOS 6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 50.20 D 54.70 D No 7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 70.00 E 70.70 E Cumulative 11 I-5 HOV Ramps / Gene Autry Way 28.80 C 28.90 C No 19 State College Boulevard / I-5 Northbound Ramps 37.60 D 37.90 D No 20 State College Boulevard / I-5 Southbound Ramps 42.20 D 44.40 D No 26 SR-57 Southbound Ramps / Ball Road 106.00 F 148.60 F Cumulative 27 SR-57 Southbound Ramps / Katella Avenue 27.80 C 51.50 D No 28 SR-57 Northbound Ramps / Ball Road 45.10 D 56.50 E Yes 29 SR-57 Northbound Ramps / Katella Avenue 51.50 D 76.90 E Yes 43 SR-55 Southbound Ramps / Katella Avenue 108.60 F 110.00 F Cumulative 44 SR-55 Northbound Ramps / Katella Avenue 42.60 D 50.00 D No AAHC: Average Attendance Honda Center AS: Angel Stadium


As indicated by the results shown in Table 6-37, the traffic impact analysis shows the project results in five deficient freeway weaving sections and five ramp locations when the Average Attendance Honda Center Event scenario is compared to the Project scenario under the 2030 Future Year condition. The impacted weaving sections are:


· SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp (Cumulative Impact)







· I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue (Cumulative Impact) · SR-57 Northbound Off-Ramp to Katella Avenue (Cumulative Impact) · SR-57 Northbound Off-Ramp to Ball Road (Cumulative Impact) · SR-57 Southbound Off-Ramp to Ball Road (Cumulative Impact) · SR-57 Southbound Off-Ramp to Katella Avenue (Cumulative Impact)

It is noted that all identified deficient weaving sections and ramp locations in this comparison are consistent with those shown for Comparison 1 in the 2030 Future Year condition. It is further noted that each weaving section and ramp location identified are shown to be deficient already under the 2030 Future Year Attendance Honda Center Event scenario and would continue to operate deficiently under the with Project scenario, therefore, all are identified as cumulative impact locations.


ID Locations




Weaving Segment

W - 2 I-5 Southbound between Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp 39.1 E 39.2 E Cumulative


W - 5 SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 38.8 E >Capacity F Cumulative

W - 6



W - 8 SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp 37.7 E 38.0 E Cumulative

Mainline Segment F - 1 I-5 Southbound between Lincoln Avenue and Disneyland Drive 29.6 D 29.7 D No F - 2 I-5 Southbound between Harbor Boulevard and Disney Way 31.2 D 31.2 D No F - 3 SR-57 Southbound between Ball Road and Lincoln Avenue 28.4 D 28.6 D No

Ramp Location R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue* >Capacity F >Capacity F Cumulative R-2 I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue* 30.2 D 30.2 D No R-3 SR-57 Northbound Off-Ramp to Katella Avenue 38.1 E 39.9 E Cumulative R-4 SR-57 Northbound Off-Ramp to Ball Road >Capacity F >Capacity F Cumulative R-5 SR-57 Southbound Off-Ramp to Ball Road 36.8 E >Capacity F Cumulative R-6 SR-57 Southbound Off-Ramp to Katella Avenue >Capacity F >Capacity F Cumulative * Major Diverge Analysis utilized to calculate density





As indicated by the results shown in Table 6-38, the traffic impact analysis shows the project results in seven deficient study ramp termini intersections when the Average Attendance Honda Center Events and Concurrent Angel Stadium Event scenario is compared to the Project and Concurrent Angel Stadium Event scenario under the 2030 Future Year conditions. Five of the seven locations are consistent with both Comparisons 1 and 2 under 2030 Future Year Conditions. The impacted locations are:

· Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue (Cumulative Impact) · Anaheim Way (I-5 Northbound Ramps) / Katella Avenue (Cumulative Impact) · State College Boulevard / I-5 Northbound Ramps (Cumulative Impact) · SR-57 Southbound Ramps / Ball Road (Cumulative Impact) · SR-57 Southbound Ramps / Katella Avenue (Cumulative Impact) · SR-57 Northbound Ramps / Ball Road · SR-57 Northbound Ramps / Katella Avenue (Cumulative Impact) · SR-55 Southbound Ramps / Katella Avenue (Cumulative Impact)

Among the above deficiencies, all except SR-57 Northbound Ramps /Ball Road are identified as cumulative impacts as they are each already deficient under the 2030 Future Year Average Attendance Honda Center Events and Concurrent Angel Stadium Event scenario and would continue to be deficient under the 2030 Future Year with Project and Concurrent Angel Stadium Event scenario.


ID Intersection


Event


Significant Impact

Delay LOS Delay LOS 6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue 75.30 E 100.90 F Cumulative 7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 79.80 E 84.60 F Cumulative 11 I-5 HOV Ramps / Gene Autry Way 32.00 C 33.00 C No 19 State College Boulevard / I-5 Northbound Ramps 61.80 E 62.50 E Cumulative 20 State College Boulevard / I-5 Southbound Ramps 47.60 D 48.20 D No 26 SR-57 Southbound Ramps / Ball Road 125.10 F 149.20 F Cumulative 27 SR-57 Southbound Ramps / Katella Avenue 94.90 F 150.50 F Cumulative 28 SR-57 Northbound Ramps / Ball Road 46.00 D 57.00 E Yes 29 SR-57 Northbound Ramps / Katella Avenue 76.70 E 110.00 E Cumulative 43 SR-55 Southbound Ramps / Katella Avenue 113.30 F 114.50 F Cumulative 44 SR-55 Northbound Ramps / Katella Avenue 44.60 D 50.30 D No AAHC: Average Attendance Honda Center AS: Angel Stadium




As indicated by the results shown in Table 6-39, the traffic impact analysis shows the project results in five deficient freeway weaving sections and five ramp locations when the Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario is compared to the with Project and Concurrent Angel Stadium Event scenario under the 2030 Future Year condition. The impacted weaving sections are:


· SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp (Cumulative Impact)





· I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue (Cumulative Impact) · SR-57 Northbound Off-Ramp to Katella Avenue (Cumulative Impact) · SR-57 Northbound Off-Ramp to Ball Road (Cumulative Impact) · SR-57 Southbound Off-Ramp to Ball Road (Cumulative Impact) · SR-57 Southbound Off-Ramp to Katella Avenue (Cumulative Impact)

It is noted that all identified deficient weaving sections and ramp locations in this comparison are consistent with those shown for Comparisons 1 and 2 in the 2030 Future Year condition. It is further noted that each weaving section and ramp location identified is shown to be deficient already under the 2030 Future Year Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario and would continue to operate deficiently under 2030 Future Year with Project and Concurrent Angel Stadium Event scenario, therefore, all are identified as cumulative impact locations.


ID Locations


Event



(pc/mi/ln) LOS

Weaving Segment

W - 2 I-5 Southbound between Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp >Capacity F >Capacity F Cumulative


W - 5 SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp >Capacity F >Capacity F Cumulative



Table 6-39: 2030 Future Year Conditions Freeway Facility Impacts (Comparison 3), Continued

ID Locations


Event



(pc/mi/ln) LOS

W - 6



W - 8 SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp >Capacity F >Capacity F Cumulative

Mainline Segment F - 1 I-5 Southbound between Lincoln Avenue and Disneyland Drive 30.3 D 30.4 D No

F - 2 I-5 Southbound between Harbor Boulevard and Disney Way 32.3 D 32.4 D No

F - 3 SR-57 Southbound between Ball Road and Lincoln Avenue 30.6 D 30.9 D No Ramp Location

R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue* >Capacity F >Capacity F Cumulative R-2 I-5 Southbound Off-Ramp to Katella Avenue/Orangewood Avenue* 31.0 D 31.0 D No

R-3 SR-57 Northbound Off-Ramp to Katella Avenue 39.8 E >Capacity F Cumulative

R-4 SR-57 Northbound Off-Ramp to Ball Road >Capacity F >Capacity F Cumulative

R-5 SR-57 Southbound Off-Ramp to Ball Road 39.0 E >Capacity F Cumulative

R-6 SR-57 Southbound Off-Ramp to Katella Avenue >Capacity F >Capacity F Cumulative




7.0 PROPOSED MITIGATION AND IMPROVEMENT STRATEGIES

The results of the traffic analysis indicate the proposed project would create some level of significant impact to the surrounding roadway system under each horizon year 2011 Baseline, 2013 Opening Year, and 2030 Future Year conditions. The more pronounced impacts by number of locations are identified in the 2030 Future Year scenarios. The following discussion is a presentation of recommended mitigation. The discussion includes details on mitigation methodology as well as detail on qualitative considerations taken. The principal objective of each recommended measure is to reduce each identified significant project impact to a less than significant level. Or, at a minimum for those locations that would already be or become deficient without the proposed project, improve the level of service at those impacted locations equivalent to the without project condition. Consistent with the impact analysis methodology presented in Chapter 6, the recommended mitigation are identified for the following three comparisons:



It is noted that two distinct mitigation strategies have been considered. One strategy includes implementation of physical capacity improvements (e.g. additional lanes, modified lane configurations). The second strategy includes operational improvements designed to improve traffic flow (e.g. ITS improvements, signal phasing, CCTV, adaptive traffic management systems, upgraded controllers and cabinets, changeable message signs, interconnect infrastructure upgrades). The second strategy generally applies to the intersections that, with the project, would operate at LOS C or D (or LOS E at CMP intersections) which typically would not be a capacity deficiency except under City criteria the project contribution is viewed a significant impact. These types of operational improvements do not increase capacity, but they can decrease the overall delay added at an intersection. Each strategy is consistent with industry practices as well as strategies previously accepted and employed in the project study area.

Capacity improvements have been generally considered for locations where project related impacts are expected to deteriorate the volume to capacity ratio (i.e.V/C or LOS) of the facility to an unacceptable condition. Operational improvements have been considered for project impacts in which the volume to capacity ratio of the facility is reduced beyond City of Anaheim traffic impact analysis guideline tolerances but the facility is not deteriorated below the acceptable level of service standard. As the proposed project involves a “special generator” land use, operational improvements may also be considered most appropriate by the City if the identified traffic system impacts would be short in duration and/or outside of high peak traffic conditions. In addition, mitigation selected for this project should take into consideration the highly conservative project description assumptions (e.g. all new events at sold out conditions) taken in this study, which may result in an overestimation of realized project impacts.



Intersection Mitigations

Recommended intersection capacity improvements are generally based on a careful assessment of the calculated ICU, the projected volume of each critical movement (i.e. turns or through) by direction, and the available capacity of the facility for each movement and conflicting movements. Stated differently, a “critical movement” assessment is performed, where the critical movements are those conflicting movements with the combined highest V/C compared to the other set of opposing movements through the intersection. Since the sum of the V/C values of each critical movement defines the total ICU of an intersection, there could be more than one, or more than one combination, of improvement options that will mitigate an intersection impact. Selecting the additional through lane(s) and/or turning lanes as the appropriate mitigation is dependent upon whether the most impacted critical movement is a through or turning movement. In considering specific intersection improvement, the decision on where the additional lane capacities and lengths should be confined to, such as the intersection itself or to be extended along the feeding or distributing arterial(s) is an important step. An arterial auxiliary lane, which adds capacity to an intersection and the relatively short approach segment of feeding arterial into the intersection may drop at the intersection as a turn lane or as a combined through/right-turn lane. Each option provides a distinct and measurable ICU benefit. These options may be compared to adding an additional through lane that involves a full widening of the street and which extends from downstream and upstream intersections. Each improvement strategy should include consideration of the performance, proximity, and improvement needs of adjacent intersections.

Mitigation Feasibility

Consistent with the City of Anaheim Criteria for Preparation of Traffic Impact Studies date 1996, mitigation measures recommended have been evaluated for implementation feasibility. Some key preliminary feasibility assessments consider consistency with established City standards, the availability of right-of-way, and potential impact to adjacent structures/utilities/adjacent land uses/other significant features. The feasibility assessment in part can involve a cost-effectiveness criterion; however, that level of assessment was not performed due to the lack to preliminary sketch plans, material quantities or unit cost details. For public works capital improvement projects, the need to acquire right-of-way from adjacent private or public properties to perform the improvement is a significant factor and is typically not preferred as this can cause significant delay in project implementation, can result in significant unexpected relocation and compensation cost for displaced residents and businesses, and may result in negative political and/or community feedback due to the acquisition process performed (e.g. eminent domain, condemnation). To the extent possible consideration should be given to accomplishing capacity improvements within existing right-of-way through reconfiguration and/or re-striping.

CEQA and Nexus It is noted that the mitigation measures identified and recommended are assumed to be in compliance with nexus and reasonableness requirements of CEQA. In particular, the mitigation recommended for currently deficient or projected deficient locations might not be sufficient to bring those locations to acceptable LOS but are intended to prevent further deterioration of the impact location.



7.1 INTERSECTIONS



The Comparison 1 under 2011 Baseline conditions indicates that two intersections located in the City of Anaheim will be significantly impacted by the project when the No Event scenario is compared to the Project scenario. Table 7-1 provides details on the impacted intersection locations, ICU and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. Appendix G-4 includes detailed mitigation ICU worksheets.

Table 7-1: 2011 Baseline Proposed Intersection Mitigation (Comparison 1)

ID Intersection Jurisdiction With No Event With Project With Project

(Mitigation) Mitigation Strategies Feasibility

ICU LOS ICU LOS ICU LOS

26 SR-57 Southbound Ramps / Ball Road

Anaheim 0.46 A 0.72 C N/A N/A Operational Improvement Feasible

30 Douglass Road / Katella Avenue Anaheim 0.27 A 0.76 C N/A N/A Operational Improvement Feasible

AAHC: Average Attendance Honda Center AS: Angel Stadium Operational Improvements consist of ITS improvements, signal phasing, CCTV, adaptive traffic management systems, upgraded controllers and cabinets, changeable message signs.


Table 7-2 provides details on the impacted intersection locations, ICU and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation under the Comparison 2. As shown in Table 7-2, two intersections identified as project related impact under the Comparison 1 are also significantly impacted by the project when the Average Attendance Honda Center Event scenario is compared to the Project scenario. Appendix G-4 includes detailed mitigation ICU worksheets.



With AAHC Event With Project With Project




Anaheim 0.61 B 0.72 C N/A N/A Operational Improvement Feasible






The traffic analysis results show that under Comparison 3, Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event, the project would significantly impact five study intersections. Each impacted location is within the City of Anaheim. Table 7-3 provides details on the impacted intersection locations, ICU and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. Appendix G-4 includes detailed mitigation ICU worksheets.




Event


With Project and AS Event (Mitigation) Mitigation

Strategies Feasibility


15 State College Boulevard / Katella Avenue Anaheim 0.72 C 0.79 C N/A N/A Operational

Improvement Feasible



27 SR-57 Southbound Ramps / Katella Avenue Anaheim 0.71 C 0.84 D N/A N/A Operational


29 SR-57 Northbound Ramps / Katella Avenue *


30 Douglass Road / Katella Avenue Anaheim 0.89 D 1.06 F 0.78 C Add 1 EBR Infeasible

*CMP intersections. LOS E is considered acceptable for CMP intersections AAHC: Average Attendance Honda Center AS: Angel Stadium Operational Improvements consist of ITS improvements, signal phasing, CCTV, adaptive traffic management systems, upgraded controllers and cabinets, changeable message signs.

A site visit and/or evaluation of aerial images of the impacted locations, as well as consideration of already anticipated future improvements, were used to evaluate feasibility of the recommended improvements. Based on the evaluation, the proposed improvements at Douglass Road and Katella Avenue is deemed not feasible. It is further noted that this improvement is fully funded under the Platinum Triangle Implementation Plan; however, construction of this improvement is not expected to occur before 2013. It is considered economically, socially, and technologically infeasible to require the project applicant to implement the mitigation measures in advance of the planned improvements.





Table 7-4 provides details on the impacted intersection locations, ICU and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation under 2013 Opening Year Comparison 1. Two intersections identified as project related impact under 2011 Baseline Comparison 1 conditions will be continually significantly impacted by the project when the 2013 Opening Year Average Attendance Honda Center Event scenario is compared to the 2013 Opening Year Project scenario. Appendix G-4 includes detailed mitigation ICU worksheets.

Table 7-4: 2013 Opening Year Proposed Intersection Mitigation (Comparison 1)

ID Intersection Jurisdiction With No Event With Project With Project








As indicated in Table 7-5, the same project related impact locations under the 2013 Opening Year Comparison 1 are also significantly impacted by the project when the Average Attendance Honda Center Event scenario is compared to the Project scenario. Appendix G-4 includes detailed mitigation ICU worksheets.













The traffic analysis results show that under Comparison 3, Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event, the project would significantly impact six study intersections. Each impacted location is within the City of Anaheim. Table 7-6 provides details on the impacted intersection locations, ICU and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. Appendix G-5 includes detailed mitigation ICU worksheets.




Event


With Project and AS Event (Mitigation)

Mitigation Strategies Feasibility


15 State College Boulevard / Katella Avenue Anaheim 0.75 C 0.82 D N/A N/A Operational


23 Sunkist Street / Ball Road Anaheim 0.67 B 0.73 C N/A N/A Operational Improvement Feasible



27 SR-57 SB Ramps / Katella Avenue Anaheim 0.73 C 0.86 D N/A N/A Operational


29 SR-57 Northbound Ramps / Katella Avenue *


30 Douglass Road / Katella Avenue Anaheim 0.90 D 1.06 F 0.79 C Add 1 EBR Infeasible *CMP intersections. LOS E is considered acceptable for CMP intersections AAHC: Average Attendance Honda Center AS: Angel Stadium Operational Improvements consist of ITS improvements, signal phasing, CCTV, adaptive traffic management systems, upgraded controllers and cabinets, changeable message signs.

A site visit and/or evaluation of aerial images of the impacted locations, as well as consideration of already anticipated future improvements, were used to evaluate feasibility of the recommended improvements. Based on the evaluation, the proposed improvements at the intersection of Douglass Road and Katella Avenue is deemed not feasible. It is further noted that this improvement is fully funded under the Platinum Triangle Implementation Plan; however, construction of this improvement is not expected to occur before 2013. It is considered economically, socially, and technologically infeasible to require the project applicant to implement the mitigation measures in advance of the planned improvements.



City of Anaheim

The traffic analysis results indicate that 20 study intersections in the City of Anaheim would be significantly impacted by the project when the No Event scenario is compared to the Project scenario under the 2030 Future conditions. Table 7-7 provides details on the impacted intersection location, ICU and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. Detailed mitigation ICU worksheets are included in Appendix G-6.



Table 7-7: 2030 Future Year City of Anaheim Proposed Intersection Mitigation (Comparison 1)

ID Intersection Jurisdiction No Events With Project With Project



3 Anaheim Boulevard / Ball Road Anaheim 0.93 E 0.94 E 0.86 D Add 1 WBT Infeasible

5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.90 D 0.93 E 0.87 D Add 1 NBT Infeasible

6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue*

Anaheim 0.71 C 0.77 C N/A N/A Operational Improvement Feasible

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue* Anaheim 0.78 C 0.83 D N/A N/A Operational


8 Lewis Street / Ball Road Anaheim 0.90 D 0.91 E 0.83 D Add 1 EBR Infeasible

9 Lewis Street / Cerritos Avenue Anaheim 0.91 E 0.94 E 0.87 D Add 1 EBR, 1 EBL Infeasible

10 Lewis Street / Katella Avenue Anaheim 0.84 D 0.90 D N/A N/A Operational Improvement Feasible

15 State College Boulevard / Katella Avenue Anaheim 0.85 D 0.95 E 0.87 D Restripe EBL to

EBT, Add 1 SBT Infeasible

16 State College Boulevard / Gateway Center Drive Anaheim 0.78 C 0.82 D N/A N/A Operational


18 State College Boulevard / Orangewood Avenue

Anaheim/ Orange 0.90 D 0.92 E 0.87 D Restripe NBR to

NBT Infeasible

22 Sportstown / Katella Avenue Anaheim 0.75 C 0.88 D N/A N/A Operational Improvement Feasible

23 Sunkist Street / Ball Road Anaheim 0.97 E 1.09 F 0.90 D Add 1NBT, 1EBT Infeasible

24 Sunkist Street / Cerritos Avenue Anaheim 0.81 D 1.02 F 0.81 D Add 1 NBR, 1WBR Infeasible

25 Howell Avenue / Katella Avenue Anaheim 0.86 D 0.92 E 0.88 D Add 1 EBT Infeasible

`26 SR-57 Southbound Ramps / Ball Road / Anaheim 1.00 E 1.36 F 0.86 D Add 1 SBL,1 WBT Infeasible

27 SR-57 Southbound Ramps / Katella Avenue* Anaheim 0.69 B 1.02 F 0.72 C Add 1 SBL, 1 EBT, 1

WBT Infeasible

28 Ball Road / SR-57 Northbound Ramps Anaheim 0.85 D 0.94 E 0.82 D

Restripe NBLR to NBR, Add 1NBL, 1WBT

Infeasible

29 SR-57 Northbound Ramps / Katella Avenue* Anaheim 0.79 C 1.08 F 0.78 C Add 1 NBR, 1 WBT Infeasible

30 Douglass Road / Katella Avenue Anaheim 0.88 D 1.48 F 0.90 D Add 1 NBL, 2 NBT, 1NBR, 2 SBT, 1 EBL, 1 WBT, 1WBR

Infeasible

31 Phoenix Club Drive / Ball Road Anaheim 1.46 F 1.69 F 1.43 F Add 1 EBR Infeasible *CMP intersection. LOS E is considered acceptable AAHC: Average Attendance Honda Center AS: Angel Stadium Operational Improvements consist of ITS improvements, signal phasing, CCTV, adaptive traffic management systems, upgraded controllers and cabinets, changeable message signs.



A site visit and/or evaluation of aerial images of the impacted locations, as well as consideration of already anticipated future improvements, were used to evaluate feasibility of the recommended improvements. Based on the evaluation many improvements identified may not be feasible due to right-of-way acquisition needs, impacts to established land uses, and environmental constraints.

The following city of Anaheim intersection improvements are likely not feasible due to right-of-way or other constraints:

· Anaheim Boulevard / Ball Road – Add 1 WBT

The improvement at this intersection appears to be infeasible due to right-of-way constraints. The potential right-of-way required for capacity improvement would significantly impact the business on the north of Ball Road.

· Anaheim Boulevard / Haster Street / Katella Avenue – Add 1 NBT

The improvement at this intersection appears to be infeasible due to right-of-way constraints. The potential right-of-way required for capacity improvement would significantly impact the business on the north of Katella Avenue, and would require the demolition of an existing commercial building.

· Lewis Street / Ball Road – Add 1 EBR

The improvement at this intersection appears to be infeasible due to right-of-way constraints of an adjacent industrial parcel, and would involve significant utility relocation.

· Lewis Street / Cerritos Avenue - Add 1 EBR, 1 EBL

The improvement at this intersection appears infeasible due to right-of-way constraints. The right-of-way required for capacity improvement could significantly impact the Southern California Edison sub-station on the south side of Cerritos Avenue.

· State College Boulevard / Katella Avenue - Restripe EBL to EBT, Add 1 SBT

The improvement at this intersection is infeasible due to the probable impact to a large number of existing businesses. The potential right-of-way required for adding SBT lane would significantly impact a recently developed residential mixed-use development on the northwest corner and a gas station on the southwest corner.

· State College Boulevard / Orangethorpe Avenue - Restripe NBR to NBT

The improvement at this intersection is infeasible due to the probable impact of entitled land uses on the northeast corner of the intersection. The potential right-of-way required for adding the NBT lane may go through the footprint of entitled high rise residential towers.

· Sunkist Street / Ball Road - Add 1 NBT, 1 EBT

The improvement at this intersection appears infeasible due to the probable impact to a number of existing businesses and residences.



· Sunkist Street / Cerritos Avenue - Add 1 NBR, 1 WBR

The improvement at this intersection is likely infeasible due to proximity presence of the adjacent railroad. Adding WBR lane would likely require difficult right-of-way acquisition from the railroad, and may be infeasible based on presently unknown track clearance restriction. This mitigation measure will be feasible if the existing railroad right-of-way is abandoned by Union Pacific Railroad.

· Howell Avenue / Katella Avenue – Add EBT

The improvement at this intersection is infeasible due to the right of way necessary to provide the sufficient lane width and sidewalk width. Significant earthwork is required, which would likely result in impact and removal of parking and the probable impact including demolition of a multistory office tower.

· SR-57 Southbound Ramps / Ball Road - Add 1 SBL,1 WBT

The improvement at this intersection is likely infeasible and non-cost effective due to high cost of widening the SR 57/Ball Road crossing bridge span to accommodate the additional WBT lane.

· SR-57 Southbound Ramps / Katella Avenue - Add 1 SBL, 1 EBT, 1 WBT

The improvement at this intersection is infeasible as the required right-of-way will significantly impact the existing business located along two sites of Katella Avenue. The improvement also requires the SR-57/Katella bridge span widened to accommodate the additional WBT and EBT receiving lane.

· SR-57 Northbound Ramps / Ball Road - Restripe NBLR to NBR, Add 1 NBL, 1 WBT

The improvement at this intersection is likely infeasible and non-cost effective due to high cost of widening the SR 57/Ball Road crossing bridge span to accommodate the additional WBT lane.

· SR-57 Northbound Ramps / Katella Avenue - Add 1 NBR, 1 WBT

The improvement at this intersection is infeasible as the potential right-of-way required for adding additional WBT lane would significantly impact parking at Honda Center. The improvement also required the SR-57/Katella Avenue bridge span widened to accommodate the additional WBT receiving lane.

· Douglass Road / Katella Avenue - Add 1 NBL, 2 NBT, 1NBR, 2 SBT, 1 EBL, 1 WBT, 1 WBR

The improvement at this intersection is infeasible due to the presence of a large number of existing businesses. The potential right-of-way required for capacity improvements would significantly impact the businesses and hotel on the south of Katella Avenue and parking at Honda Center on the north of Katella Avenue.



· Phoenix Club Drive / Ball Road – Add 1 EBR

These improvements are currently infeasible as as they would necessitate right of way acquisition of property currently designated as Open Space in the City’s General Plan.

City of Orange

Based on the traffic analysis results, there are two study intersections in the City of Orange significantly impacted by the project when the No Event scenario is compared to the Project scenario under the 2030 Future Year conditions. Table 7-8 provides details on the impacted intersection locations, ICU and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. Detailed mitigation ICU worksheets are included in Appendix G-6.

Table 7-8: 2030 Future Year City of Orange Proposed Intersection Mitigation (Comparison 1)

ID Intersection Jurisdiction No Events With Project With Project



32 Katella Avenue / Struck Avenue Orange 0.81 D 0.99 E 0.81 D Add 1 WBT Infeasible

34 Main Street / Katella Avenue Orange 0.85 D 0.97 E 0.87 D Restripe WBR to WBT, Add 1SBT Infeasible


A site visit and/or evaluation of aerial images of the impacted locations, as well as consideration of already anticipated future improvements, were used to evaluate feasibility of the recommended improvements.

The following city of Orange intersection improvements are likely not feasible due to right-of-way or other constraints:

· Katella Avenue/Struck Avenue – Add 1 WBT

The proposed improvement is infeasible due to the presence of a large number of existing businesses. The potential right-of-way required for capacity improvement would significantly impact the businesses on the north of Katella Avenue. In addition, WBT receiving lane will require the bridge crossing Santa Ana River to be widened, which introduces potential significant environmental considerations, cost implications and lengthy implementation process.

· Main Street / Katella Avenue – Restripe WBR to WBT, Add 1 SBT

Significant right of way is required at the regional shopping center on the northwest corner of this intersection, resulting in a possible loss of parking and demolition of up to two retail buildings.




City of Anaheim

Based on the traffic analysis results, there are 16 study intersections in the City of Anaheim significantly impacted by the project when the Average Attendance Honda Center Event scenario is compared to the Project scenario under the 2030 Future conditions. Table 7-9 provides details on the impacted intersection locations, ICU and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. Detailed mitigation ICU worksheets are included in Appendix G-6.


ID Intersection Jurisdiction With AAHC

Event With Project With Project (Mitigation) Mitigation

Strategies Feasibility ICU LOS ICU LOS ICU LOS

3 Anaheim Boulevard / Ball Road Anaheim 0.93 E 0.94 E 0.86 D Add 1 WBT** Infeasible

5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.92 E 0.93 E 0.87 D Add 1 NBT** Infeasible

8 Lewis Street / Ball Road Anaheim 0.90 D 0.91 E 0.84 D Add 1 EBR** Infeasible

9 Lewis Street / Cerritos Avenue Anaheim 0.91 E 0.94 E 0.92 D Add 1 EBR Infeasible

15 State College Boulevard / Katella Avenue Anaheim 0.91 E 0.95 E 0.89 D Add 1 SBT Infeasible


Anaheim/ Orange 0.91 E 0.92 E 0.87 D Restripe NBR to

NBT** Infeasible

22 Sportstown / Katella Avenue Anaheim 0.83 D 0.88 D N/A N/A Operational Improvement** Feasible

23 Sunkist Street / Ball Road Anaheim 1.04 F 1.09 F 1.00 D Add 1EBT Infeasible

24 Sunkist Street / Cerritos Avenue Anaheim 0.93 E 1.02 F 0.89 D Add 1 WBR Infeasible

25 Howell Avenue / Katella Avenue Anaheim 0.86 D 0.92 E 0.88 D Add 1 EBT** Infeasible

26 SR-57 Southbound Ramps / Ball Road Anaheim 1.22 F 1.36 F 1.01 D Add 1 SBL Infeasible

27 SR-57 Southbound Ramps / Katella Avenue* Anaheim 0.86 D 1.02 F 0.87 C Add 1 SBL Infeasible

28 Ball Road / SR-57 Northbound Ramps Anaheim 0.90 D 0.94 E 0.88 D Restripe NBLR to

NBR, Add 1NBL Feasible

29 SR-57 Northbound Ramps / Katella Avenue* Anaheim 0.96 E 1.08 F 0.86 C Add 1 WBT Infeasible

30 Douglass Road / Katella Avenue Anaheim 1.23 F 1.48 F 1.12 D Add I EBL, 1 WBR Infeasible

31 Phoenix Club Drive / Ball Road Anaheim 1.60 F 1.69 F 1.43 F Add 1 EBR** Infeasible *CMP intersection. LOS E is considered acceptable ** Same improvement as provided in Comparison 1 AAHC: Average Attendance Honda Center AS: Angel Stadium





· Anaheim Boulevard / Ball Road – Add 1 WBT (Same improvement as provided in the Comparison 1)

The improvement at this intersection appears to be infeasible due to the presence of a large number of existing businesses. The potential right-of-way required for capacity improvement would significantly impact the business on the north of Ball Road.




The improvement at this intersection appears to be infeasible due to right-of-way constraints of an adjacent industrial parcel, and would likely involve significant utility relocation.

· Lewis Street / Cerritos Avenue - Add 1 EBR

The improvement at this intersection appears infeasible due to right-of-way constraints. The right-of-way required could significantly impact the Southern California Edison sub-station on the south side of Cerritos Avenue.

· State College Boulevard / Katella Avenue - Add 1 SBT

The improvement at this intersection is infeasible due to the presence of a large number of existing businesses. The potential right-of-way required for adding SBT lane would significantly impact a recently developed residential mixed-use development on the northwest corner and a gas station on the southwest corner.



· Sunkist Street / Ball Road - Add 1 EBT

The improvement at this intersection is infeasible due to the presence of a large number of existing businesses and apartment complex within close proximity to the public right-of-way.



· Sunkist Street / Cerritos Avenue - Add 1 WBR

The improvement at this intersection is infeasible due to the presence of the railroad within close proximity to the public right-of-way. Adding WBR lane will require right-of-way acquisition from the railroad and potentially violate the railroad track clearance restriction. This mitigation measure will be feasible if the existing railroad right-of-way is abandoned by Union Pacific Railroad.


The improvement at this intersection is infeasible due to the right of way necessary to provide the sufficient lane width and sidewalk width. Significant earthwork is required, which would likely result impact and removal of parking and probable impact including demolition of a multistory office tower.

· SR-57 Southbound Ramps / Ball Road - Add 1 SBL

The improvement at this intersection is likely infeasible due to the extensive undesirable grading and earthwork required to add the lane, including the reconstruction of the adjacent southbound loop on-ramp.

· SR-57 Southbound Ramps / Katella Avenue - Add 1 SBL

The improvement at this intersection is likely infeasible due to the extensive undesirable grading and earthwork required to add the lane, including the reconstruction of the adjacent southbound loop on-ramp.

· SR-57 Northbound Ramps / Katella Avenue - Add 1 WBT


· Douglass Road / Katella Avenue - Add 1 EBL, 1 WBR


· Phoenix Club Drive / Ball Road – Add 1 EBR

These improvements are currently infeasible and undesirable given the need for right of way acquisition of property currently designated as Open Space in the City’s General Plan.



City of Orange

Based on the traffic analysis results, there are two study intersections in the City of Orange significantly impacted by the project when the Average Attendance Honda Center Event scenario is compared to the Project scenario under the 2030 Future conditions. Table 7-10 provides details on the impacted intersection locations, ICU and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. Detailed mitigation ICU worksheets are included in Appendix G-6.






32 Katella Avenue / Struck Avenue Orange 0.92 E 0.99 E 0.81 D Add 1 WBT** Infeasible

34 Main Street / Katella Avenue Orange 0.91 E 0.97 E 0.91 E Restripe WBR to WBT Infeasible






· Main Street / Katella Avenue – Restripe WBR to WBT




Comparison 3: Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event City of Anaheim

Based on the traffic analysis results, there are 18 study intersections in the City of Anaheim significantly impacted by the project when the Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario is compared to the Project and Concurrent Angel Stadium Event scenario under the 2030 Future conditions. Table 7-11 provides details on the impacted intersection locations, ICU and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. Detailed mitigation ICU worksheets are included in Appendix G-6.




Event





3 Anaheim Boulevard / Ball Road Anaheim 0.93 E 0.94 E 0.86 D Add 1 WBT** Infeasible

5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim 0.95 E 0.96 E 0.88 D Add 1 NBT** Infeasible

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue* Anaheim 0.88 D 0.91 E N/A N/A Operational

Improvement** Feasible

8 Lewis Street / Ball Road Anaheim 0.90 D 0.91 E 0.84 D Add 1 EBR** Infeasible 9 Lewis Street / Cerritos Avenue Anaheim 0.94 E 0.96 E 0.92 E Add 1 EBR** Infeasible 10 Lewis Street / Katella Avenue Anaheim 0.95 E 0.98 E 0.88 D Add 1 EBT Infeasible

15 State College Boulevard / Katella Avenue Anaheim 1.18 F 1.22 F 1.12 F Add 1 SBT** Infeasible


Anaheim/ Orange 1.05 F 1.06 F 0.99 E Restripe NBR to

NBT** Infeasible

22 Sportstown / Katella Avenue Anaheim 0.94 E 0.99 E 0.89 D Add 1 EBT Infeasible 23 Sunkist Street / Ball Road Anaheim 1.08 F 1.13 F 1.03 F Add 1 EBT** Infeasible 24 Sunkist Street / Cerritos Avenue Anaheim 0.94 E 1.04 F 0.90 D Add 1WBR** Infeasible 25 Howell Avenue / Katella Avenue Anaheim 0.89 D 0.97 E 0.90 D Add 1 EBT** Infeasible

26 SR-57 Southbound Ramps / Ball Road Anaheim 1.22 F 1.36 F 1.01 F Add 1 SBL** Infeasible

27 SR-57 Southbound Ramps / Katella Avenue* Anaheim 1.21 F 1.37 F 1.02 F Add 1 SBL** Infeasible

28 Ball Road / SR-57 Northbound Ramps Anaheim 0.90 D 0.94 E 0.88 D Restripe NBLR to

NBR, Add 1NBL** Feasible

29 SR-57 Northbound Ramps / Katella Avenue* Anaheim 1.06 F 1.18 F 0.94 E Add 1 WBT** Infeasible

30 Douglass Road / Katella Avenue Anaheim 1.50 F 1.74 F 1.42 F Add 1 EBL, WBR** Infeasible 31 Phoenix Club Drive / Ball Road Anaheim 1.62 F 1.71 F 1.37 F Add 1 EBR, WBL** Infeasible

*CMP intersection. LOS E is considered acceptable ** Same improvement as provided in either Comparison 1 or 2, or in both AAHC: Average Attendance Honda Center AS: Angel Stadium





· Anaheim Boulevard / Ball Road – Add 1 WBT (Same improvement as provided in Comparison 1 and 2)

The improvement at this intersection appears to be infeasible due to the presence of a large number of existing businesses. The potential right-of-way required for capacity improvement would significantly impact the business on the north of Ball Road.




The improvement at this intersection appears to be infeasible due to right-of-way constraints of an adjacent industrial parcel, and would involve significant utility relocation.

· Lewis Street / Cerritos Avenue - Add 1 EBR

The improvement at this intersection appears infeasible due to right-of-way constraints. The right-of-way required for capacity improvement could significantly impact the Southern California Edison sub-station on the south side of Cerritos Avenue.

· Lewis Street / Katella Avenue – Add 1 EBT

The improvement at this intersection appears to be infeasible due to right-of-way constraints. The potential right-of-way required for capacity improvement would significantly impact the existing and future development on parcels on the south side of Katella Avenue.

· State College Boulevard / Katella Avenue - Add 1 SBT

The improvement at this intersection is infeasible due to the presence of a large number of existing businesses. The potential right-of-way required for adding SBT lane would significantly impact a recently developed residential mixed-use development on the northwest corner and a gas station on the southwest corner.





· Sportstown / Katella Avenue – Add EBT

The improvement at this intersection is infeasible due to the probable demolition and replacement of the railroad overcrossing east of the Sportstown intersection, along with regarding that may affect properties on both sides of Katella Avenue.

· Sunkist Street / Ball Road – Add 1 EBT

The improvement at this intersection is infeasible due to the presence of a large number of existing businesses and apartment complex within close proximity to the public right-of-way.

· Sunkist Street / Cerritos Avenue - Add 1 WBR

The improvement at this intersection is infeasible due to the presence of the railroad within close proximity to the public right-of-way. Adding WBR lane will require right-of-way acquisition from the railroad and potentially violate the railroad track clearance restriction.


The improvement at this intersection is infeasible due to the right of way necessary to provide the sufficient lane width and sidewalk width. Significant earthwork is required, which will result in impact including removal of parking and the probable impact or demolition of a multistory office tower.


The improvement at this intersection is likely infeasible due to the extensive grading and earthwork required to add the lane, including the reconstruction of the adjacent southbound loop on-ramp.



· SR-57 Northbound Ramps / Katella Avenue - Add 1 WBT




· Douglass Road / Katella Avenue - Add 1 EBL, 1 WBR (Same improvement as provided in Comparison 1 and 2)


· Phoenix Club Drive / Ball Road – Add 1 EBR, 1 WBL

These improvements are infeasible and undesirable given the need for right of way acquisition of property currently designated as Open Space in the City’s General Plan.

City of Orange

Based on the traffic analysis results, there are three study intersections in the City of Orange significantly impacted by the project when the Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario is compared to the Project and Concurrent Angel Stadium Event scenario under the 2030 Future conditions. Table 7-12 provides details on the impacted intersection locations, ICU and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. Detailed mitigation ICU worksheets are included in Appendix G-6.




Event





21 State College Boulevard / The City Drive / Chapman Avenue Orange 0.90 D 0.91 E 0.84 D Restripe 1 NBR to

NBT Feasible

32 Katella Avenue / Struck Avenue Orange 0.81 D 0.99 E 0.81 D Add 1 WBT** Infeasible

34 Main Street / Katella Avenue Orange 0.85 D 0.97 E 0.87 D Restripe WBR to WBT** Infeasible








· Main Street / Katella Avenue – Restripe WBR to WBT


7.2 ARTERIAL SEGMENT

7.2.1 2011 Baseline Conditions The implementation of the proposed project does not result in significant impacts at any of the study arterial segments under all three Comparisons 1, 2 and 3 in either the City of Anaheim or City of Orange.


Similar to the 2011 Baseline conditions, the implementation of the proposed project does not result in significant impacts at any of the study arterial segments in either the City of Anaheim or City of Orange under the 2013 Opening Year conditions.



City of Anaheim

Based on the traffic analysis results, there are four study arterial segments within the City of Anaheim significantly impacted by the project when the No Events scenario is compared to the Project scenario under the 2030 Future Year conditions. Table 7-13 provides details on the impacted segment locations, V/C and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation.

A site visit and/or evaluation of aerial images of the impacted locations, as well as consideration of already anticipated future improvements, were used to evaluate feasibility of the recommended improvements. Based on the evaluation, improvements identified may not be feasible due to right-of-way acquisition needs, impacts to established land uses, and environmental constraints.



The following city of Anaheim arterial segment improvements are likely not feasible due to right-of-way or other constraint:

· Ball Road – SR-57 NB Ramps to Phoenix Club Drive: Upgrade to 8-lane arterial

The proposed improvement at this arterial segment is infeasible due to probable and undesirable impact to the adjacent Orange County Water District Property to the north, which is currently designated as open space in the City of Anaheim General Plan. Any widening would require significant earthwork leading to the bridge over the SR-57 freeway.

· Douglass Road – Katella Avenue to Cerritos Avenue: Upgrade to 8-lane arterial

The proposed improvement at this arterial segment is infeasible due to the presence of existing businesses. The potential right-of-way required for capacity improvement would significantly impact the surrounding office buildings with the removal of parking spaces.

· Katella Avenue –SR-57 Northbound Ramps and Douglass Road: Upgrade to 8-lane arterial

Providing additional lanes on Katella Avenue is infeasible since it will likely result in the removal of a significant number of existing Honda Center parking spaces and the possible demolition of the hotel south of Katella Avenue.

· Phoenix Club Drive –Honda Center to Ball Road: Upgrade to 4-lane arterial


Table 7-13: 2030 Future Year City of Anaheim Proposed Arterial Segments Mitigation (Comparison 1)


Daily No Events

Daily With Project

Peak Hour With Project (Mitigation)


V/C LOS V/C LOS V/C LOS


Phoenix Club Drive 6 1.35 F 1.42 F 0.79 C Upgrade to 8-lane

arterial Infeasible

A - 4 Douglass Road Katella Avenue Cerritos Avenue 4 0.77 C 0.91 E 0.84 D Upgrade to 8-lane arterial Infeasible

A - 9 Katella Avenue SR-57 NB Ramps Douglass Road 6 1.12 F 1.28 F 0.82 D Upgrade to 8-lane

arterial Infeasible

A - 14 Phoenix Club Drive Honda Center Ball Road 2 3.13 F 3.36 F 1.39 F Upgrade to 4-lane

arterial Infeasible




City of Orange

Based on the traffic analysis results, there are three study arterial segments within the City of Orange significantly impacted by the project when the No Events scenario is compared to the Project scenario under the 2030 Future Year conditions. Table 7-14 provides details on the impacted segment locations, ADT, V/C and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation.


The following city of Orange arterial segment improvements are likely not feasible due to right-of-way or other constraint:

· Katella Avenue – Struck Avenue to Main Street: Upgrade to 8-lane arterial

The proposed improvement at this arterial segment is infeasible due to the presence of a large number of existing businesses. The potential right-of-way required for capacity improvement would significantly impact the businesses on the north of Katella Avenue. In addition, this is also a very high cost improvement as it requires the bridge crossing Santa Ana River widened in order to accommodate additional WBT receiving lane and EBT approach lane.

· Katella Avenue - Main Street to Batavia Street: Upgrade to 8-lane arterial

The proposed improvement at this arterial segment is infeasible due to the presence of a large number of existing businesses. The potential right-of-way required for capacity improvement would significantly impact the businesses and office building on the north and south of Katella Avenue.

Table 7-14: 2030 Future Year City of Orange Proposed Arterial Segments Mitigation (Comparison 1)


No Events With Project With Project (Mitigation) Mitigation


ADT V/C LOS ADT V/C LOS V/C LOS

A - 11 Katella Avenue*

Struck Avenue Main Street 6 63,840 1.13 F 66,640 1.18 F 0.89 D Upgrade to 8-

lane arterial Infeasible

A - 12 Katella Avenue* Main Street Batavia

Street 6 52,950 0.94 E 54,630 0.97 E 0.73 C Upgrade to 8-lane arterial Infeasible

A - 13 Main Street Katella Avenue

Struck Avenue 4 34,840 0.93 E 35,920 0.96 E 0.64 B Upgrade to 6-

lane arterial Feasible

*CMP intersection. LOS E is considered acceptable AAHC: Average Attendance Honda Center AS: Angel Stadium




City of Anaheim

The four study arterial segments within the City of Anaheim identified with project related impacts under Comparison 1 continues to be significantly impacted by the project when the Average Honda Center Event scenario is compared to the Project scenario under the 2030 Future Year conditions. Hence, the same mitigation measures are proposed and presented in Table 7-15.

A site visit and/or evaluation of aerial images of the impacted locations, as well as consideration of already anticipated future improvements, were used to evaluate feasibility of the recommended improvements. Based on the evaluation improvements identified may not be feasible due to right-of-way acquisition needs, impacts to established land uses, and environmental constraints.



The proposed improvement at this arterial segment is infeasible due to probable and undesirable impacts to the adjacent Orange County Water District Property to the north, which is currently designated as open space in the City of Anaheim General Plan. Any widening would require significant earthwork leading to the bridge over the SR-57 freeway.




Providing additional lanes on Katella Avenue is infeasible and undesirable since it would result in the removal of a significant number of existing Honda Center parking spaces and the possible demolition of the hotel south of Katella Avenue.







Daily With AAHC Event

Daily With Project

Peak Hour With Project (Mitigation) Mitigation Strategies Feasibility



Phoenix Club Drive 6 1.39 F 1.42 F 0.79 C Upgrade to 8-lane

arterial Infeasible

A - 4 Douglass Road Katella Avenue Cerritos Avenue 4 0.85 D 0.91 E 1.12 F Upgrade to 6-lane arterial Infeasible

A - 9 Katella Avenue SR-57 NB Ramps Douglass Road 6 1.22 F 1.28 F 0.82 D Upgrade to 8-lane

arterial Infeasible

A - 14 Phoenix Club Drive Honda Center Ball Road 2 3.27 F 3.36 F 1.39 F Upgrade to 4-lane

arterial Infeasible


City of Orange

The three study arterial segments within the City of Orange identified with project related impacts under Comparison 1 continues to be significantly impacted by the project when the Average Honda Center Event scenario is compared to the Project scenario under the 2030 Future Year conditions. Hence, the same mitigation measures are proposed and presented in Table 7-16.




The proposed improvement at this arterial segment is infeasible due to the presence of a large number of existing businesses. The potential right-of-way required for capacity improvement would significantly impact the businesses on the north of Katella Avenue. In addition, this is also a very high cost improvement as it requires the bridge crossing Santa Ana River widened in order to accommodate additional WBT receiving lane and EBT approach lane.







With AAHC Event With Project With Project (Mitigation) Mitigation




Struck Avenue

Main Street 6 63,840 1.13 F 66,640 1.18 F 0.89 D Upgrade to 8-lane

arterial Infeasible


Main Street

Batavia Street 6 52,950 0.94 E 54,630 0.97 E 0.73 C Upgrade to 8-lane

arterial Infeasible

A - 13 Main Street

Katella Avenue

Struck Avenue 4 34,840 0.93 E 35,920 0.96 E 0.64 B Upgrade to 6-lane

arterial Feasible

*CMP intersection. LOS E is considered acceptable AAHC: Average Attendance Honda Center AS: Angel Stadium


City of Anaheim

Table 7-17 presents proposed improvements for the eight City of Anaheim study arterial segments significantly impacted by the project when the Average Attendance Honda Center Event and Concurrent Angel Stadium Event is compared to the Project and Concurrent Angel Stadium Event scenario under the 2030 Future Year conditions. Four of these locations are also significantly impacted by the project as shown in Comparison 1 and 2 under the 2030 Future Year conditions the same improvements are proposed for these locations.




The proposed improvement at this arterial segment is infeasible due undesirable impact to the adjacent Orange County Water District Property to the north, which is currently designated as open space in the City of Anaheim General Plan. Any widening would require significant earthwork leading to the bridge over the SR-57 freeway.





· Katella Avenue – State College Boulevard to Howell Avenue: Upgrade to 8-lane arterial

Widening between Sportstown and Howell Avenue will require the demolition and reconstruction of an active commuter and freight railroad crossing, also affecting several adjacent properties due to grading. Please note that the segment between State College Boulevard and Sportstown will be widened to 8 lanes.

· Katella Avenue –Howell Avenue to SR-57 Southbound Ramps: Upgrade to 8-lane arterial

The proposed improvement at this arterial segment is infeasible due to the presence of existing businesses. The potential right-of-way required for capacity improvement would significantly impact the surrounding retail and office buildings with the possible demolition of the retail building and a parking structure used for a multi story office building.

· Katella Avenue –SR-57 Southbound Ramps and SR-57 Northbound Ramps

Widening between SR-57 Southbound Ramps and Northbound Ramps will require the expansion of the bridge span.


Providing additional lanes on Katella Avenue is infeasible and undesirable since it would likely result in the removal of a significant number of existing Honda Center parking spaces and the possible demolition of the hotel south of Katella Avenue.

· Katella Avenue –Douglass Road to Struck Avenue: Upgrade to 8-lane arterial

The proposed improvement at this intersection is infeasible due to the Santa Ana River Bridge. The bridge will require widening in both directions, and widening the bridge requires a lengthy process involving multiple agencies.








Daily With Project and AS

Event

Peak Hour With Project and AS

Event (Mitigation)




Phoenix Club Drive 6 1.39 F 1.42 F 0.79 C Upgrade to 8-


A - 4 Douglass Road

Katella Avenue

Cerritos Avenue 4 0.85 D 0.91 E 1.13 F Upgrade to 6-


A - 6 Katella Avenue

State College Blvd

Howell Avenue 6 1.18 F 1.19 F 0.71 C Upgrade to 8-



Howell Avenue

SR-57 SB Ramps 6 1.34 F 1.38 F 0.68 B Upgrade to 8-



SR-57 SB Ramps

SR-57 NB Ramps 6 1.28 F 1.32 F 0.71 C Upgrade to 8-



SR-57 NB Ramps

Douglass Road 6 1.27 F 1.34 F 0.93 E Upgrade to 8-



Douglass Road

Struck Avenue 6 1.36 F 1.40 F 0.72 C Upgrade to 8-


A - 14 Phoenix Club Drive

Honda Center Ball Road 2 3.28 F 3.37 F 1.41 F Upgrade to 4-



City of Orange

Table 7-18 presents proposed improvements for the three study arterial segments significantly impacted by the project when the Average Attendance Honda Center Event and Concurrent Angel Stadium Event is compared to the Project and Concurrent Angel Stadium Event scenario under the 2030 Future Year conditions. These three locations are consistent with impacts shown in Comparison 1 and 2 under the 2030 Future Year conditions, and thus the same mitigation measures are proposed for these locations.




The proposed improvement at this arterial segment is infeasible due to the presence of a large number of existing businesses. The potential right-of-way required for capacity improvement would significantly impact the businesses on the north of Katella Avenue. In addition, this is



also a very high cost improvement as it requires the bridge crossing Santa Ana River widened in order to accommodate additional WBT receiving lane and EBT approach lane.











Struck Avenue Main Street 6 65,510 1.16 F 66,640 1.18 F 0.89 D Upgrade to 8-lane

arterial Infeasible

A - 12 Katella Avenue* Main Street Batavia

Street 6 53,950 0.96 E 54,630 0.97 E 0.73 C Upgrade to 8-lane arterial Infeasible

A - 13 Main Street Katella Avenue

Struck Avenue 4 36,870 0.98 E 37,310 0.99 E 0.66 B Upgrade to 6-lane

arterial Feasible


7.3 FREEWAY FACILITY



The traffic analysis results show that under Comparison 3, Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event, in the 2011 Baseline conditions, the project would significantly impact one ramp termini intersection (SR-57 Northbound Ramps/Katella Avenue). The impacted location is within the City of Anaheim. Table 7-19 provides details on the impacted location, Delay and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. The mitigation has been identified based on an HCM (Synchro) analysis. Detailed mitigation Synchro worksheets are included in Appendix H-4.

Table 7-19: 2011 Baseline Proposed Ramp Termini Intersection Mitigation (Comparison 3)

ID Intersection


Event




Delay LOS Delay LOS Delay LOS

29 SR-57 Northbound Ramps / Katella Avenue 32.90 C 79.30 E 39.0 D Add 1 NBR Infeasible




A site visit and/or evaluation of aerial images of the impacted locations, as well as consideration of already anticipated future improvements, were used to evaluate feasibility of the recommended improvements. Based on the evaluation, the improvement at the intersection of SR-57 Northbound Ramp and Katella Avenue is infeasible as the right-of-way acquisition likely required for the improvements would significantly impact the hotel on the south of Katella Avenue, and possibly require the reconfiguration of the northbound loop on-ramp immediately adjacent to the off –ramp.


The traffic analysis results show that under Comparison 3, Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event, in the 2011 Baseline conditions, the project would significantly impact one ramp (SR-57 Southbound to Katella Avenue). The impacted location is within the City of Anaheim. Table 7-20 provides details on the impacted location, Density and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. Detailed mitigation HCS worksheets are included in Appendix K-4.

Table 7-20: 2011 Baseline Proposed Freeway Facility Mitigation (Comparison 3)

ID Location


Event



Strategies Feasibility Density


Density (pc/mi/l

n) LOS

R-6 SR-57 Southbound Off-Ramp to Katella Avenue >Capacity F >Capacity F 21.1 C Add 1 freeway

ramp lane Infeasible AAHC: Average Attendance Honda Center AS: Angel Stadium

A site visit and/or evaluation of aerial images of the impacted locations, as well as consideration of already anticipated future improvements, were used to evaluate feasibility of the recommended improvements. Based on the evaluation, the improvement identified for SR-57 southbound off-ramp to Katella Avenue is infeasible. It is further noted that this improvement is fully funded under the Platinum Triangle Implementation Plan; however, construction of this improvement is not expected to occur before 2013. It is considered economically, socially, and technologically infeasible to require the project applicant to implement the mitigation measures in advance of the planned improvements.



Similar to the 2011 Baseline conditions, the traffic analysis results show that under Comparison 3, Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event, in the 2013 Opening Year conditions, the project would significantly impact one ramp termini intersection (SR-57 Northbound Ramps/Katella Avenue). The impacted location is within the City of Anaheim. Table 7-21 provides details on the impacted location, Delay and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. The mitigation has been identified based on an HCM (Synchro) analysis. Detailed mitigation Synchro worksheets are included in Appendix H-5.



Table 7-21: 2013 Opening Year Proposed Ramp Termini Intersection Mitigation (Comparison 3)

ID Intersection


Event


With Project and AS Event (Mitigation)



29 SR-57 Northbound Ramps / Katella Avenue 29.00 C 58.70 E 26.3 C Add 1 NBR Infeasible


A site visit and/or evaluation of aerial images of the impacted locations, as well as consideration of already anticipated future improvements, were used to evaluate feasibility of the recommended improvements. Based on the evaluation, the improvement at the intersection of SR-57 Northbound Ramp and Katella Avenue is infeasible as the right-of-way acquisition likely required for the improvements would significantly impact the hotel on the south of Katella Avenue, and possibly require the reconfiguration of the northbound loop on-ramp immediately adjacent to the off –ramp.


Similar to the 2011 Baseline conditions, the traffic analysis results show that under Comparison 3, Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event, in the 2013 Opening Year conditions, the project would significantly impact one ramp (SR-57 Southbound to Katella Avenue). The impacted location is within the City of Anaheim. Table 7-22 provides details on the impacted location, Density and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. Detailed mitigation HCS worksheets are included in Appendix K-5.

Table 7-22: 2013 Opening Proposed Freeway Facility Mitigation (Comparison 3)

ID Location


Event



Strategies Feasibility Density


Density (pc/mi/l

n) LOS

R-6 SR-57 Southbound Off-Ramp to Katella Avenue >Capacity F >Capacity F 20.3 C Add 1 freeway

ramp lane Infeasible AAHC: Average Attendance Honda Center AS: Angel Stadium A site visit and/or evaluation of aerial images of the impacted locations, as well as consideration of already anticipated future improvements, were used to evaluate feasibility of the recommended improvements. Based on the evaluation, the improvement at SR-57 Southbound Off Ramp to Katella Avenue is infeasible. It is further noted that this improvement is fully funded under the Platinum Triangle Implementation Plan; however, construction of this improvement is not expected to occur before 2013. It is considered economically, socially, and technologically infeasible to require the project applicant to implement the mitigation measures in advance of the planned improvements.






The traffic analysis results show that under Comparison 1, No Events scenario compared to the Project scenario under the 2030 Future Year conditions, the project would significantly impact five ramp termini intersections. The impacted locations are all within the City of Anaheim. Table 7-23 provides details on the impacted locations, Delay and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. The mitigation has been identified based on an HCM (Synchro) analysis. Detailed mitigation Synchro worksheets are included in Appendix H-6.

Table 7-23: 2030 Future Year Proposed Ramp Termini Intersection Mitigation (Comparison 1)

ID Intersection No Events With Project With Project

(Mitigation) Mitigation Strategies Feasibility Delay LOS Delay LOS Delay LOS

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 69.10 E 70.70 E 46.10 D Restripe NBLT to NBL,

NBTR to NBT, Add 1 NBR Infeasible

26 SR-57 Southbound Ramps / Ball Road 52.80 D 148.6

0 F 42.50 D Add 1 SBL, 1 WBT* Infeasible

28 SR-57 Northbound Ramps / Ball Road 33.20 C 56.50 E 30.9 C Restripe NBLR to NBR,

Add 1 NBL, 1 WBT* Infeasible

29 SR-57 Northbound Ramps / Katella Avenue 16.10 B 76.90 E 37.10 D Add 1 NBR, 1 WBT* Infeasible

43 SR-55 Southbound Ramps / Katella Avenue 105.70 F 110.0

0 F 48.40 D Add 1 WBL, Restripe EBTR to EBR, Add 1 EBT Infeasible

*Same improvement as identified through ICU analysis AAHC: Average Attendance Honda Center AS: Angel Stadium

A site visit and/or evaluation of aerial images of the impacted locations, as well as consideration of already anticipated future improvements, were used to evaluate feasibility of the recommended improvements. Based on the evaluation improvements identified may not be feasible due to right-of-way acquisition needs, impacts to established land uses, and environmental constraints. The following ramp termini intersections are likely not feasible due to right-of-way or other constraints:

· Anaheim Way (I-5 Northbound Ramps) / Katella Avenue - Restripe NBTL to NBL, NRTR to NBT, Add 1 NBR

This improvement would require vehicles exiting the freeway to change 3 lanes in less than 400 feet to make a right turn onto Katella Avenue, which does not meet Caltrans requirements. Also, this improvement would require right of way of an adjacent industrial parcel requiring the demolition of an existing building.

· SR-57 Southbound Ramps / Ball Road – Add 1 SBL, 1 WBT

The improvement at this intersection is infeasible due to high cost of widening the SR 57/Ball Road bridge to accommodate the additional WBT lane.



· SR-57 Northbound Ramps / Ball Road - Restripe NBLR to NBR, Add 1NBL, 1WBT

The improvement at this intersection is infeasible due to high cost of widening the SR 57/Ball Road crossing bridge span to accommodate the additional WBT lane.



· SR-55 Southbound Ramps / Katella Avenue - Add 1 WBL, Restripe EBTR to EBR, add 1 EBT

The improvement to the off ramp is infeasible due to the need for, and the undesirable impacts of, a retaining wall to be added immediately adjacent to the SR-55 Freeway. Right of way constraints make improvements to Katella Avenue infeasible, given the acquisition would adversely affect the adjacent gas station and may require partial demolition of an existing strip retail building to the west.


Table 7-24 presents a list of proposed improvements for freeway mainlines, weaving segments and freeway ramp locations that experience project impact when the No Event scenario is compared to the Project scenario under the 2030 Future Year conditions. Detailed mitigation HCS worksheets for weaving segments and ramp locations are included in Appendix J-3 and Appendix K-6, respectively.

Table 7-24: 2030 Future Year Proposed Freeway Facility Mitigation (Comparison 1)

ID Location With No Events With Project With Project




Freeway Weaving Segment

W - 2 I-5 Southbound between Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp 38.7 E 39.2 E 32.6 D Add 1 mixed-

flow lane Infeasible

W - 5 SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 35.2 D >Capacity F 34.0 D Add 1 mixed-


W - 6

SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp >Capacity F >Capacity F 39.1 E Add 1 mixed-


SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp >Capacity F >Capacity F 38.6 E Add 1 mixed-


W - 8 SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp 36.8 E 38.0 E 33.3 D Add 1 mixed-




Table 7-24: 2030 Future Year Proposed Freeway Facility Mitigation (Comparison 1), Continued

ID Location With No Events With Project With Project




Freeway Ramp

R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue* >Capacity F >Capacity F 41.0 E Add 1 mixed-


R-3 SR-57 Northbound Off-Ramp to Katella Avenue 34.1 D 39.9 E 20.6 C Add 1 freeway ramp lane

Infeasible

R-4 SR-57 Northbound Off-Ramp to Ball Road >Capacity F >Capacity F 40.6 E Add 1 mixed-flow lane

Infeasible

R-5 SR-57 Southbound Off-Ramp to Ball Road 34.1 D >Capacity F 20.9 C Add 1 freeway ramp lane

Infeasible



All of the weaving segment and ramp improvements noted in Table 7-24 are likely not feasible due to right-of-way or other constraints. Caltrans has not identified any further improvements beyond those already assumed in the buildout analysis for I-5 and SR-57. The City has limited control over State facilities. Beyond jurisdictional limitation, additional capacity improvements are assumed infeasible due to physical, right-of-way, and environmental constraints. Comparison 2: Average Attendance Honda Center Event vs. Project

Ramp Termini Intersection Similar to Comparison 1, the traffic analysis results show that under Comparison 2, Average Attendance Honda Center Event scenario is compared to the Project scenario under the 2030 Future Year conditions, the project would significantly impact five ramp termini intersections. The impacted locations are all within the City of Anaheim. Table 7-25 provides details on the impacted locations, Delay and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. The mitigation has been identified based on an HCM (Synchro) analysis. Detailed mitigation Synchro worksheets are included in Appendix H-6.




ID Intersection With AAHC

Event With Project With Project (Mitigation) Mitigation

Strategies Feasibility Delay LOS Delay LOS Delay LOS

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 70.00 E 70.70 E 46.10 D

Restripe NBLT to NBL, NBTR to NBT, Add 1 NBR

Infeasible


106.00 F 148.60 F 77.4 E Add SBL* Infeasible

28 SR-57 Northbound Ramps / Ball Road

45.10 D 56.50 E 42.10 D Restripe NBLR to NBR, Add NBL * Feasible

29 SR-57 Northbound Ramps / Katella Avenue

51.50 D 76.90 E 37.10 D Add NBR, 1 WBT Infeasible

43 SR-55 Southbound Ramps / Katella Avenue 108.60 F 110.00 F 48.4 D

Add 1 WBL, Restripe EBTR to EBR, Add 1 EBT

Infeasible



The following improvements are likely not feasible:










The improvement to the off ramp is infeasible due to the need for, and the undesirable impacts of, a retaining wall to be added immediately adjacent to the SR-55 Freeway. Right of way constraints make improvements to Katella Avenue infeasible, given the acquisition would adversely affect the adjacent gas station and possibly require partial demolition of an existing strip retail building to the west.


Table 7-26 presents a list of proposed improvements for freeway mainlines, weaving segments, and freeway ramp locations that experience project impacts when the Average Attendance Honda Center Event scenario is compared to the Project scenario under the 2030 Future Year conditions. Detailed mitigation HCS worksheets are included in Appendix J-3 and Appendix K-6, respectively.


ID Location




(pc/mi/ln) LOS Density (pc/mi/l

n) LOS




W - 5 SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 38.8 E >Capacity F 34.0 D Add 1 mixed-


W - 6







Freeway Ramp



R-3 SR-57 Northbound Off-Ramp to Katella Avenue 38.1 E 39.9 E 20.6 C Add 1 freeway

ramp lane Infeasible

R-4 SR-57 Northbound Off-Ramp to Ball Road >Capacity F >Capacity F 40.6 E Add 1 mixed-flow lane Infeasible

R-5 SR-57 Southbound Off-Ramp to Ball Road 36.8 E >Capacity F 20.9 C Add 1 freeway

ramp lane Infeasible


A site visit and/or evaluation of aerial images of the impacted locations, as well as consideration of already anticipated future improvements, were used to evaluate feasibility of the recommended improvements. Based on the evaluation improvements identified may not be feasible due to right-of-way acquisition needs, impacts to established land uses, and environmental constraints. All of the weaving segment and ramp improvements noted in Table 7-26 are likely not feasible due to right-of-way or other constraints. Caltrans has not identified any further improvements beyond



those already assumed in the buildout analysis for I-5 and SR-57. The City has limited control over State facilities. Beyond jurisdictional limitation, additional capacity improvements are assumed infeasible due to physical, right-of-way, and environmental constraints. Comparison 3: Average Attendance Honda Center Event and Concurrent Angel Stadium Event vs. Project and Concurrent Angel Stadium Event


The traffic analysis results show that under Comparison 3, Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario is compared to the Project and Concurrent Angel Stadium Event scenario under the 2030 Future Year conditions, the project would significantly impact eight ramp termini intersections. The impacted locations are all within the City of Anaheim. Five of the eight are consistent with impacts found in Comparisons 1 and 2 under the 2030 Future Year conditions. Table 7-27 provides details on the impacted locations, Delay and LOS, the identified mitigation strategies and an assessment of feasibility for each mitigation. The mitigation has been identified based on an HCM (Synchro) analysis. Detailed mitigation Synchro worksheets are included in Appendix H-6.


ID Intersection


Event


With Project and AS Event (Mitigation) Mitigation Strategies Feasibility


6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue

75.30 E 100.90 F 73.80 E Add 1 EBT Infeasible

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue 79.80 E 84.60 F 54.40 D Restripe NBLT to NBL, NBTR

to NBT, Add 1 NBR Infeasible

19 State College Boulevard / I-5 Northbound Ramps 61.80 E 62.50 E 41.40 D Restripe WBT to WBTR Feasible

26 SR-57 Southbound Ramps / Ball Road 125.10 F 149.20 F 78.90 E Add 1 SBL* Infeasible

27 SR-57 Southbound Ramps / Katella Avenue 94.90 F 150.40 F 82.50 F Add 1 SBL* Infeasible

28 SR-57 Northbound Ramps / Ball Road 46.00 D 57.00 E 45.70 D Restripe NBLR to NBR, Add 1

NBL* Feasible

29 SR-57 Northbound Ramps / Katella Avenue 76.70 E 110.00 F 54.00 D Add 1NBR, 1 WBT Infeasible

43 SR-55 Southbound Ramps / Katella Avenue 113.30 F 114.50 F 49.5 D Add 1 WBL, Restripe EBTR to

EBR, Add 1 EBT Infeasible





The following improvement are likely not feasible:

· Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue – Add 1 EBT

The improvement at this intersection is infeasible due to present of a large number of immediately adjacent Anaheim Resort supportive land uses that contribute to the economic development of the City. To accommodate the proposed improvements, the intersection would have to be expanded impacting the right-of-way several hotels. In addition, the improvement required the I-5/Katella Avenue bridge span expanded to accommodate EBT receiving lane.






The improvement at this intersection is likely infeasible due to the extensive grading and earthwork required to add the additional lane, including the reconstruction of the adjacent southbound loop on-ramp.




The improvement to the off ramp is infeasible due to the need for, and undesirable impacts of, a retaining wall to be added immediately adjacent to the SR-55 Freeway. Right of way constraints make improvements to Katella Avenue infeasible, given the acquisition would adversely affect the adjacent gas station and possibly require partial demolition of an existing strip retail building to the west.




Table 7-28 presents a list of proposed improvements for freeway mainlines, weaving segments and freeway ramp locations that experience project impacts when the Average Attendance Honda Center Event and Concurrent Angel Stadium Event scenario is compared to the Project and Concurrent Angel Stadium Event scenario under the 2030 Future conditions. Detailed mitigation HCS worksheets are included in Appendix J-3 and Appendix K-6, respectively.


ID Weaving Segment


Event









W - 5 SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp 38.8 E >Capacity F 34.0 D Add 1 mixed-


W - 6







Freeway Ramp



R-3 SR-57 Northbound Off-Ramp to Katella Avenue 38.1 E 39.9 E 20.6 C Add 1 freeway ramp lane Infeasible

R-4 SR-57 Northbound Off-Ramp to Ball Road >Capacity F >Capacity F 40.6 E Add 1 mixed-flow lane Infeasible

R-5 SR-57 Southbound Off-Ramp to Ball Road 36.8 E >Capacity F 20.9 C Add 1 freeway ramp lane Infeasible

R-6 SR-57 Southbound Off-Ramp to Katella Avenue >Capacity F >Capacity F >Capacity F Add 1 mixed-flow lane & 1 freeway ramp

lane

Infeasible


A site visit and/or evaluation of aerial images of the impacted locations, as well as consideration of already anticipated future improvements, were used to evaluate feasibility of the recommended improvements. Based on the evaluation improvements identified may not be feasible due to right-of-way acquisition needs, impacts to established land uses, and environmental constraints. All of the weaving segment and ramp improvements noted in Table 7-28 are likely not feasible due to right-of-way or other constraints. Caltrans has not identified any further improvements beyond those already assumed in the buildout analysis for I-5 and SR-57. The City has limited control over State facilities. Beyond jurisdictional limitation, additional capacity improvements are assumed infeasible due to physical, right-of-way, and environmental constraints.



7.4 UNAVOIDABLE IMPACTS AND STATEMENT OF OVERRIDING CONSIDERATIONS

Every effort was made to identify feasible mitigation. However, as noted above through site analyses and aerial imagery evaluation there are improvements identified in this study that may not be feasible due to high project cost, the inability to undertake right-of-way acquisitions as a matter of policy to preserve existing businesses, environmental constraints, or jurisdictional considerations. These improvements include locations within the City of Anaheim, the City of Orange, and Caltrans facilities, including freeway ramps, mainline segments, and weaving segments. A Statement of Overriding Considerations will be included in the Environmental Impact Report documenting why a particular improvement is infeasible as mitigation. Furthermore, it is noted with implementation of the improvements described in the mitigation discussion above, the significant project related impacts associated with the Proposed Project would be mitigated. However, inasmuch as the primary responsibility for approving and/or completing certain improvements located outside of Anaheim lies with agencies other than the City of Anaheim (i.e., City of Orange and Caltrans), there is the potential that significant impacts may not be fully mitigated if such improvements are not completed for reasons beyond the City of Anaheim’s control (e.g., the City of Anaheim cannot undertake or require improvements outside of Anaheim’s jurisdiction or the City cannot construct improvements in the Caltrans right-of-way without Caltrans Approval). Should that occur, the Project’s traffic impact would remain significant. Concurrent Event Considerations Simultaneous events occurring at Honda Center due to the Proposed Project and at Angel Stadium known as “concurrent events” are anticipated to be infrequent and only occur a limited number of times throughout the year. Although, some of the physical traffic improvements/mitigation listed in Comparison 3 may be considered feasible; the mitigation necessary to maintain acceptable levels of service for Comparison 3 would require substantial right-of-way acquisition and funding, and result in numerous impacts to adjacent private properties and land uses. In addition, these improvements would conflict with the City's General Plan and Platinum Triangle Master Land Use Plan goals and policies to provide a pedestrian-friendly, transit-oriented environment within the Platinum Triangle. As a result, the City of Anaheim has determined that it is economically, socially, and technologically infeasible to implement the mitigation measures associated with Comparison 3.

Traffic Management as Mitigation Honda Center event related traffic has been a common occurrence in the study area for the past eighteen years. As such local businesses, residents and regular area commuters are familiar with the event related traffic activity. To mitigate event related traffic the City has elected to employ active traffic management personnel, cones and signage to effectively manage arriving and departing event related traffic. This alternative traffic mitigation strategy has proved to be an effective tool for current events. Given the Honda Center is a special traffic generator that creates traffic outside of the normal peak hour conditions, given these traffic conditions already commonly occur, and given many of the physical mitigation improvements identified for the Honda Center Enhancement Project may be practically infeasible due to right-of-way and other physical constrains, the continued use of active traffic management is recommended as mitigation for the Project.



8.0 PARKING ANALYSIS

The parking analysis conducted for this study was a high-level assessment and comparison of the estimated trip generation of the proposed project to the available parking supply provided on-site at Honda Center and additional off-site parking available for Honda Center use through agreement. Agreements considered are those in which the City of Anaheim and/or Anaheim Arena Management LLC are principal parties and therefore have some level of influence or control over the parking supply. For purpose of this assessment, the estimated trip generation of the proposed project is assumed to also represent the parking demand. As a conservative measure, the project traffic generating scenario is for a sold-out 18,900 attendee event with an additional 1,200 persons assumed to represent Honda Center and team/perfomer staffing. This level of event represents the highest potential usage of the facility and thereby the presumed highest parking demand.

8.1 PARKING DEMAND

The primary scenario analyzed for parking demand is a sold out event with 18,900 attendees. The key assumptions for the analysis are summarized as the following:

· 95% of employees and patrons will arrive at Honda Center during the event by auto · 5% of employees and patrons will utilize public transit · Average vehicle occupancy (AVO) rate for patrons is 3.0 persons/vehicle · AVO rate for Honda Center staff and team member is 1.2 persons/vehicle · 5 private charter buses with AVO rate of 40 persons/vehicle will used by patrons

Based on these assumptions, an estimate of the number of vehicles by patrons, staff, and team members was calculated. Table 8-1 presents the results of the calculation. The table shows a parking demand of 6,877.

Table 8-1: Honda Center Parking Demand

Type No. of Participants

No. of Participants arrive by auto *

Vehicle Occupancy Rate

No. of Vehicle

Employees 1,000 950 1.2 792

Team Members 200 200 1.2 167

Spectators 18,900 17,755 3.0 5,918

Total 6,877 * Persons arriving by Transit and Charter Bus have been deducted



8.2 PARKING SUPPLY

Opened in 1993, Honda Center was developed with a significant parking supply both on-site and off-site in the proximity to the venue. An agreement, referred to as the 1993 Consent, Traffic and Parking, and Non-Disturbance and Attornment Agreement, between the City and Anaheim Arena Management, LLC established the parking requirements and parking areas for Honda Center. This agreement specially identifies that Honda Center parking will be provided in two defined geographical areas, defined as Tier 1 and Tier 2. Figure 8-1 and Figure 8-2 present the locations of Tier 1 and Tier 2 parking areas respectively. Tier 1 area includes parking areas surrounding Honda Center that are bounded between Cerritos Avenue to the north, the Santa Ana River to the east, and SR-57 to the west. Tier 1 is targeted to provide not less than 3,900 parking spaces. The City of Anaheim has fulfilled its obligation to date, and in fact provide a total of 4,239 parking spaces within the Tier 1 area. The 4,239 parking spaces are made up as follows: 3,775 spaces provided within six on-site parking lots on the north side of Katella Avenue immediately surrounding the Honda Center building; 464 additional spaces provided off-site on a lot presently owned by the Orange County Transportation Authority (OCTA) on the south side of Katella Avenue immediately across from the Honda Center. The parking on the OCTA property is secured through current leases and sublease agreements between the City, OCTA, and AAM. In addition to these 4,239 parking spaces, the City has indicated that AAM has secured a lease agreement with the adjacent Corporate Arena business park located just north of the venue for approximately 1,200 additional parking spaces. These additional spaces are assumed for use under peak event conditions. With this additional agreement, the total parking supply within Tier 1 is 5,439. The parking spaces are managed and available to patrons, event staff, and team members. Parking for the Tier 2 area consists of three off-site parking areas that are within a reasonable walking distance of the facility. As shown in Figure 8-2 the designated parking areas include portions of Angel Stadium parking lots, and two business/commercial centers. One center is located west of SR-57 and generally bound by Katella Avenue on the north and the railroad tracks to the south. The second center is located immediately east of the Santa Ana River within the City of Orange and is generally bound by Katella Avenue on the south, the Santa Ana River on the west, Main Street on the east, and a private drive on the north. Under the Tier 2 requirement, the City shall not provide less than 1,500 spaces within the identified off-site parking lots. Pedestrian access between the Tier 2 off-site parking areas and Honda Center is provided by sidewalk along Katella Avenue and Douglass Road. Combining the Tier 2 area with those within Tier 1, there are approximately 6,939 parking spaces available to Honda Center. Not inventoried, but nonetheless important to the overall supply of parking available for Honda Center events, are the numerous privately-owned commercial/business area parking lots in the vicinity of Honda Center. As these lots have peak usage during typical weekday business hours (i.e. 7:00am – 5:00pm), they are generally underutilized during Honda Center evening events and weekend day events and therefore are being used as “entrepreneurial” parking lots for Honda Center. Pedestrian access between these lots and Honda Center is available along sidewalks on Katella Avenue.



Figure 8-1: Location of Tier 1 Parking Area

Figure 8-2: Location of Tier 2 Parking Area

Note: These figures indicate location of Tier 1 and Tier 2 Parking Lots, but do not represent lot boundaries Source: Consent, Traffic and Parking and Non-Disturbance and Attorment Agreement between Ogden Facility Management Corporation of Anaheim, Disney Sports Enterprises Inc., and the City of Anaheim

Tier 1

Tier 2

Tier 2



Parking Conclusion Based on the parking demand of 6,877 spaces compared to the available parking supply of 6,939 spaces, there is a surplus of 62 parking spaces available for Honda Center. It is further noted that all inventoried parking spaces are assumed to be available for Honda Center for all additional events, therefore, the increase in number of annual events at Honda Center would not required any additional parking supply. Factoring in the regular practice and availability of additional entrepreneurial parking in the vicinity of Honda Center on event days, there is an extensive surplus of parking available for Honda Center.



9.0 CONCLUSION

Honda Center related event traffic has occurred in the area for the past 18 years and local businesses and area commuters are familiar with such traffic activity. The traffic analysis for the proposed increase in the number of annual events hosted at the venue indicates the potential for additional traffic impacts to the adjacent transportation circulation system. The objectives of the traffic study were to 1) document the traffic conditions within the study area; and 2) to evaluate the potential project impacts associated with increasing the number of annual events from 162 to 222; and 3) identify mitigation necessary to mitigate the impacts. This traffic impact study has been conducted in accordance with the following policy or procedural documents:

· City of Anaheim Criteria for Preparation of Traffic Impact Studies date 1996 · City of Orange Traffic Impact Study Guidelines dated August 15, 2007 · Caltrans Guide for the Preparation of Traffic Impact Studies dated December 2002.

To assess the traffic impacts associated with increasing the number of annual events from 162 to 222 at Honda Center, a total of five (5) scenarios under three horizon years were considered, as outlined below: 2011 Baseline Analytical Project Direct Impacts Scenario:

1) 2011 Baseline (No Events) 2) 2011 Baseline with Average Attendance Honda Center Event5 3) 2011 Baseline with Average Attendance Honda Center Event and Concurrent Angel Stadium

Event6 4) 2011 Baseline with Project7 5) 2011 Baseline with Project and Concurrent Angel Stadium Event




5 Average Attendance Honda Center Event is assumed to be an average attendance event or 11,264 seats as described in the

September 2, 2011 Notice of Preparation of a Draft Environmental Impact Report No. 344 for Honda Center Enhancement Project. Traffic forecasts are adjusted accordingly from April 6, 2011 event traffic counts.

6 Angel Stadium Event is assumed to be an average Angel Stadium baseball game attendance of 29,402 based on year 2010 season attendance figures provided by the City of Anaheim. Traffic conditions are adjusted accordingly from traffic counts taken for the August 24, 2011 event.

7 Project is assumed to be an 18,900 seat sold out capacity condition. Traffic forecasts are adjusted accordingly from April 6, 2011 event traffic counts.



2030 Future Year Long-Term Impacts Scenario (General Plan Buildout): 1) 2030 Future Year (No Events) 2) 2030 Future Year with Average Attendance Honda Center Event 3) 2030 Future Year with Average Attendance Honda Center Event and Concurrent Angel


Upon completion of the traffic conditions assessment for each scenario above, Project impacts and mitigation were identified through an evaluation of the following three comparisons of with and without Project conditions:


and Concurrent Angel Stadium Event Parking In addition to traffic impact analyses, a high level assessment of parking demand and supply was conducted. The purpose of the parking assessment was to inventory the available on and off-site parking spaces that are within the control of the City of Anaheim and Anaheim Arena Management, LLC and to determine if that capacity is sufficient to meet Honda Center parking demand. The calculated trip generation of maximum capacity Honda Center events was used to represent the maximum parking demand. For this analysis, the trip generation factor for the event is assumed be a fair measure of parking demand for spectators, Honda Center staff, and staff of the event performers under sold-out conditions at a seating capacity of 18,900. Based on the quantified parking demand for 6,877 spaces compared to the available parking supply of 6,939 spaces, there is a surplus of 62 parking spaces available for Honda Center. Factoring in the regular practice and availability of additional entrepreneurial parking in the vicinity of Honda Center on event days, there is an extensive surplus of parking available for Honda Center.

PROJECT RELATED IMPACTS AND MITIGATION STRATEGIES

2011 Baseline Conditions:

The study determined that five intersections and one freeway ramp are significantly impacted by the proposed project under the 2011 Baseline conditions. Mitigation measures have been identified and proposed for these impacted locations under each of the comparison scenarios and are presented in Table 9-1.

2013 Opening Year Conditions:

The study determined that the same five intersection locations and one freeway ramp location under the 2011 Baseline conditions continue to experience project impact under the 2013 Opening Year conditions. In addition, one additional intersection is identified. Mitigation measures have been identified and proposed for all these impacted locations under each of the comparison scenarios and are presented in Table 9-2.



2030 Future Year Conditions The study determined that implementation of the proposed project results in significant impact at 25 study intersections, eleven study arterial segments, five study freeway weaving segments, and five study freeway ramps under the 2030 Future Year conditions. Mitigation measures have been identified and proposed for all these impacted locations under each of the comparison scenarios and are presented in Table 9-3. Simultaneous events occurring at Honda Center due to the Proposed Project and at Angel Stadium known as “concurrent events” are anticipated to be infrequent and only occur a limited number of times throughout the year. Although, some of the physical traffic improvements/mitigation listed in Comparison 3 may be considered feasible; the mitigation necessary to maintain acceptable levels of service for Comparison 3 would require substantial right-of-way acquisition and funding, and result in numerous impacts to adjacent private properties and land uses. In addition, these improvements would conflict with the City's General Plan and Platinum Triangle Master Land Use Plan goals and policies to provide a pedestrian-friendly, transit-oriented environment within the Platinum Triangle. As a result, the City of Anaheim has determined that it is economically, socially, and technologically infeasible to implement the mitigation measures associated with Comparison 3. Unavoidable Impacts and Statement of Overriding Considerations Every effort was made to identify feasible mitigation. However, as noted above through site analyses and aerial imagery evaluation there are improvements identified in this study that may not be feasible due to high project cost, the inability to undertake right-of-way acquisitions as a matter of policy to preserve existing businesses, environmental constraints, or jurisdictional considerations. These improvements include locations within the City of Anaheim, the City of Orange, and Caltrans facilities, including freeway ramps, mainline segments, and weaving segments. A Statement of Overriding Considerations will be included in the Environmental Impact Report documenting why a particular improvement is infeasible as mitigation. Furthermore, it is noted with implementation of the improvements described in the mitigation discussion above, the significant project related impacts associated with the Proposed Project would be mitigated. However, inasmuch as the primary responsibility for approving and/or completing certain improvements located outside of Anaheim lies with agencies other than the City of Anaheim (i.e., City of Orange and Caltrans), there is the potential that significant impacts may not be fully mitigated if such improvements are not completed for reasons beyond the City of Anaheim’s control (e.g., the City of Anaheim cannot undertake or require improvements outside of Anaheim’s jurisdiction or the City cannot construct improvements in the Caltrans right-of-way without Caltrans Approval). Should that occur, the Project’s traffic impact would remain significant. Concurrent Event Considerations Simultaneous events occurring at Honda Center due to the Proposed Project and at Angel Stadium known as “concurrent events” are anticipated to be infrequent and only occur a limited number of times throughout the year. Although, some of the physical traffic improvements/mitigation listed in Comparison 3 may be considered feasible; the mitigation necessary to maintain acceptable levels of service for Comparison 3 would require substantial right-of-way acquisition and funding, and result in numerous impacts to adjacent private properties and land uses. In addition, these improvements



would conflict with the City's General Plan and Platinum Triangle Master Land Use Plan goals and policies to provide a pedestrian-friendly, transit-oriented environment within the Platinum Triangle. As a result, the City of Anaheim has determined that it is economically, socially, and technologically infeasible to implement the mitigation measures associated with Comparison 3.

Traffic Management as Mitigation Honda Center event related traffic has been a common occurrence in the study area for the past eighteen years. As such local businesses, residents and regular area commuters are familiar with the event related traffic activity. To mitigate event related traffic the City has elected to employ active traffic management personnel, cones and signage to effectively manage arriving and departing event related traffic. This alternative traffic mitigation strategy has proved to be an effective tool for current events. Given the Honda Center is a special traffic generator that creates traffic outside of the normal peak hour conditions, given these traffic conditions already commonly occur, and given many of the physical mitigation improvements identified for the Honda Center Enhancement Project may be practically infeasible due to right-of-way and other physical constrains, the continued use of active traffic management is recommended as mitigation for the Project.



Table 9-1: Summary of the 2011 Baseline Project Impact and Mitigation Measures

ID Location Jurisdiction Comparison 1 Comparison 2 Comparison 3* Recommended

Mitigations Feasibility Impact Mitigation Impact Mitigation Impact Mitigation Intersection

15 State College Boulevard / Katella Avenue Anaheim ─ ─ ─ ─ X Operational

Improvement ─ ─


Anaheim X Operational Improvement X Operational

Improvement X Operational Improvement

Operational Improvement Feasible

27 SR-57 Southbound Ramps / Katella Avenue Anaheim ─ ─ ─ ─ X Operational

Improvement ─ ─

29 SR-57 Northbound Ramps / Katella Avenue Anaheim ─ ─ ─ ─

X Add 1 NBR ─ ─

30 Douglass Road / Katella Avenue Anaheim X Operational Improvement X Operational

Improvement X Add 1 EBR Operational Improvement Feasible

Freeway Ramp

R-6 SR-57 Southbound Off-Ramp to Katella Avenue Caltrans ─ ─ ─ ─ X Add 1 freeway

ramp lane ─ ─

x: Indicates impact *: Mitigations under Comparison 3 are not recommended due to the infrequency of concurrent events at Honda Center and Angel Stadium and the conflicts such mitigation would have with other established City goals and policies.

Table 9-2: Summary of the 2013 Opening Year Project Impact and Mitigation Measures


Mitigations Feasibility Impact Mitigation Impact Mitigation Impact Mitigation

Intersection

15 State College Boulevard / Katella Avenue Anaheim ─ ─ ─ ─ X Operational

Improvement ─ ─

23 Sunkist Street / Ball Road Anaheim ─ ─ ─ ─ X Operational Improvement ─ ─


Anaheim X Operational Improvement X Operational

Improvement X Operational Improvement

Operational Improvement Feasible

27 SR-57 Southbound Ramps / Katella Avenue Anaheim ─ ─ ─ ─ X Operational

Improvement ─ ─

29 SR-57 Northbound Ramps / Katella Avenue Anaheim ─ ─ ─ ─

X Add 1 NBR ─ ─

30 Douglass Road / Katella Avenue Anaheim X Operational Improvement X Operational

Improvement X Add 1 EBR Operational Improvement Feasible

Freeway Ramp

R-6 SR-57 Southbound Off-Ramp to Katella Avenue Caltrans ─ ─ ─ ─ X Add 1 freeway

ramp lane ─ ─




Table 9-3: Summary of the 2030 Future Year Project Impact and Mitigation Measures


Mitigations Feasibility Impact Mitigation Impact Mitigation Impact Mitigation Intersection

3 Anaheim Boulevard / Ball Road Anaheim X Add 1 WBT X Add 1 WBT X Add 1 WBT Add 1 WBT Infeasible

5 Anaheim Boulevard / Haster Street / Katella Avenue Anaheim X Add 1 NBT X Add 1 NBT X Add 1 NBT Add 1 NBT Infeasible

6 Manchester Avenue (I-5 Southbound Ramps) / Katella Avenue

Anaheim X Operational Improvement ─ ─ ─

Add 1 EBT Operational Improvement Feasible

7 Anaheim Way (I-5 Northbound Ramps) / Katella Avenue Anaheim X

Restripe NBLT to NBL, NBTR to NBT, Add 1

NBR ─

Restripe NBLT to NBL, NBTR to NBT, Add 1

NBR X

Restripe NBLT to NBL, NBTR to NBT,

Add 1 NBR

Restripe NBLT to NBL, NBTR to NBT,

Add 1 NBR Infeasible

8 Lewis Street / Ball Road Anaheim X Add 1 EBR X Add 1 EBR X Add 1 EBR Add 1 EBR Infeasible

9 Lewis Street / Cerritos Avenue Anaheim X Add 1 EBR, 1 EBL X Add 1 EBR X Add 1 EBR Add 1 EBR, 1 EBL Infeasible

10 Lewis Street / Katella Avenue Anaheim X Operational Improvement ─ ─ X Add 1 EBT Operational Improvement Feasible

15 State College Boulevard / Katella Avenue Anaheim X Restripe EBL to EBT,

Add 1 SBT X Add 1 SBT X Add 1 SBT Restripe EBL to EBT, Add 1 SBT Infeasible

16 State College Boulevard / Gateway Center Drive Anaheim X Operational Improvement ─ ─ ─ ─ Operational



Anaheim/ Orange X Restripe NBR to NBT X Restripe NBR to NBT X Restripe NBR to NBT Restripe NBR to NBT Infeasible

22 Sportstown / Katella Avenue Anaheim X Operational Improvement X Operational

Improvement X Add 1 EBT Operational Improvement Feasible

23 Sunkist Street / Ball Road Anaheim X Add 1NBT, 1EBT X Add 1EBT X Add 1 EBT Add 1NBT, 1EBT Infeasible

24 Sunkist Street / Cerritos Avenue Anaheim X Add 1 NBR, 1WBR X Add 1 WBR X Add 1 WBR Add 1 NBR, 1WBR Infeasible

25 Howell Avenue / Katella Avenue Anaheim X Add 1 EBT X Add 1 EBT X Add 1 EBT Add 1 EBT Infeasible

26 SR-57 Southbound Ramps / Ball Road Anaheim

X Add 1 SBL,1 WBT X Add 1 SBL X Add 1 SBL Add 1 SBL,1 WBT Infeasible

27 SR-57 Southbound Ramps / Katella Avenue Anaheim X Add 1 SBL, 1 EBT, 1

WBT X Add 1 SBL X Add 1 SBL Add 1 SBL, 1 EBT, 1 WBT Infeasible

28 SR-57 Northbound Ramps / Ball Road Anaheim X Restripe NBLR to NBR,

Add 1NBL, 1WBT X Restripe NBLR to NBR, Add 1NBL X Restripe NBLR to

NBR, Add 1NBL

Restripe NBLR to NBR, Add 1NBL,

1WBT Infeasible




Table 9-3: Summary of the 2030 Future Year Project Impact and Mitigation Measures, Continued



29 SR-57 Northbound Ramps / Katella Avenue Anaheim X Add 1 NBR, 1 WBT X Add 1 NBR, 1

WBT X Add 1 NBR, 1 WBT Add 1 NBR, 1 WBT Infeasible

30 Douglass Road / Katella Avenue Anaheim X Add 1 NBL, 2 NBT,

1NBR, 2 SBT, 1 EBL, 1 WBT, 1WBR

X Add I EBL, 1 WBR X Add 1 EBL, 1 WBR Add 1 NBL, 2 NBT,

1NBR, 2 SBT, 1 EBL, 1 WBT, 1WBR

Infeasible

31 Phoenix Club Drive / Ball Road Anaheim X Add 1 EBR X Add 1 EBR X Add 1 EBR, Add 1 WBL Add 1 EBR Infeasible

19 State College Boulevard / I-5 Northbound Ramps Orange ─ ─ ─ ─ X Restripe WBT to WBTR ─ ─

21 State College Boulevard / The City Drive / Chapman Avenue Orange ─ ─ ─ ─ X Restripe 1 NBR to NBT ─ ─

32 Katella Avenue / Struck Avenue Orange X Add 1 WBT X Add 1 WBT X Add 1 WBT Add 1 WBT Infeasible

34 Main Street / Katella Avenue Orange X Restripe WBR to WBT, Add 1SBT X Restripe WBR to

WBT X Restripe WBR to WBT Restripe WBR to WBT, Add 1SBT Infeasible

43 SR-55 Southbound Ramps / Katella Avenue Orange X

Add 1 WBL, Restripe EBTR to EBR, Add 1

EBT X

Add 1 WBL, Restripe EBTR to EBR, Add 1 EBT

X Add 1 WBL, Restripe EBTR to EBR, Add 1

EBT

Add 1 WBL, Restripe EBTR to EBR, Add 1

EBT Infeasible

Arterial Segment

A - 2 Ball Road - SR-57 NB Ramps to Phoenix Club Drive Anaheim X Upgrade to 8-lane

arterial X Upgrade to 8-lane arterial X Upgrade to 8-lane

arterial Upgrade to 8-lane

arterial Infeasible

A - 4 Douglass Road - Katella Avenue to Cerritos Avenue Anaheim X Upgrade to 6-lane



arterial Infeasible

A - 6 Katella Avenue – State College Boulevard to Howell Avenue Anaheim ─ ─ ─ ─ X Upgrade to 8-lane

arterial ─ ─

A - 7 Katella Avenue –Howell Avenue to SR-57 Southbound Ramps Anaheim ─ ─ ─ ─ X Upgrade to 8-lane

arterial ─ ─

A - 8 Katella Avenue – SR-57 Southbound Ramps to SR-57 Northbound Ramps

Anaheim ─ ─ ─ ─ X Upgrade to 8-lane arterial ─ ─

A - 9 Katella Avenue - SR-57 NB Ramps to Douglass Road Anaheim X Upgrade to 8-lane



arterial Infeasible

A - 10 Katella Avenue – Douglass Road to Struck Avenue Anaheim ─ ─ ─ ─ X Upgrade to 8-lane

arterial ─ ─




Table 9-3: Summary of the 2030 Future Year Project Impact and Mitigation Measures, Continued



A - 14 Phoenix Club Drive - Honda Center to Ball Road Anaheim X Upgrade to 4-lane



arterial Infeasible

A - 11 Katella Avenue - Struck Avenue to Main Street Orange X Upgrade to 8-lane



arterial Infeasible

A - 12 Katella Avenue - Main Street to Batavia Street Orange X Upgrade to 8-lane



arterial Infeasible

A - 13 Main Street n - Katella Avenue to Struck Avenue Orange X Upgrade to 6-lane



arterial Feasible


W - 2 I-5 Southbound between Disneyland Drive On-Ramp and Harbor Boulevard Off-Ramp

Caltrans X Add 1 mixed-flow lane X Add 1 mixed-flow

lane X Add 1 mixed-flow lane Add 1 mixed-flow lane Infeasible

W - 5 SR-57 Northbound between Orangewood Avenue On-Ramp and Katella Avenue Off-Ramp



W - 6

SR-57 Northbound between Katella Avenue On-Ramp and Ball Road Off-Ramp



SR-57 Southbound between Ball Road On-Ramp and Katella Avenue Off-Ramp



W - 8 SR-57 Southbound between SR-91 Westbound Connector and Lincoln Avenue Off-Ramp



Freeway Ramp

R-1 I-5 Northbound Off-Ramp to Anaheim Way/Katella Avenue Caltrans X Add 1 mixed-flow

lane X Add 1 mixed-flow lane X Add 1 mixed-flow lane Add 1 mixed-flow

lane Infeasible

R-3 SR-57 Northbound Off-Ramp to Katella Avenue Caltrans X Add 1 freeway ramp

lane X Add 1 freeway ramp lane X Add 1 freeway ramp

lane Add 1 freeway ramp

lane Infeasible

R-4 SR-57 Northbound Off-Ramp to Ball Road Caltrans X Add 1 mixed-flow

lane X Add 1 mixed-flow lane X Add 1 mixed-flow lane Add 1 mixed-flow

lane Infeasible

R-5 SR-57 Southbound Off-Ramp to Ball Road Caltrans X Add 1 freeway ramp

lane X Add 1 freeway ramp lane X Add 1 freeway ramp

lane Add 1 freeway ramp

lane Infeasible

R-6 SR-57 Southbound Off-Ramp to Katella Avenue Caltrans ─ ─ ─ ─ X Add 1 mixed-flow lane

& 1 freeway ramp lane ─ ─




PARKING ANALYSIS

In addition to traffic impact analyses, a high level assessment of parking demand and supply was conducted. The purpose of the parking assessment was to inventory the available on and off-site parking spaces that are within the control of the City of Anaheim and Anaheim Arena Management, LLC and to determine if that capacity is sufficient to meet Honda Center parking demand. The calculated trip generation of maximum capacity Honda Center events was used to represent the maximum parking demand. For this analysis, the trip generation factor for the event was assumed be a fair measure of parking demand for spectators, Honda Center staff, and staff of the event performers under sold-out conditions at a seating capacity of 18,900.

The primary scenario analyzed for parking demand is a sold-out Honda Center event with 18,900 attendees. Utilizing the trip generation estimates for the Enhanced Honda Center Event, 6,877 parking spaces are estimated to be required to accommodate a sold-out Honda Center event. An inventory of parking spaces available shows 6,939 spaces are available. Comparing the demand of 6,877 spaces to the parking supply of 6,939 spaces, there is a surplus of 62 spaces. It is noted that as all of the inventoried parking spaces are assumed to be available for Honda Center for all events, the increased number of annual events at Honda Center will not required any additional parking.

Further factoring in of the regular practice and availability of additional entrepreneurial parking in the vicinity of Honda Center on event days, there is an extensive surplus of parking available for Honda Center.

Pedestrian access from all available Honda Center parking is along paved sidewalks that are convenient and well defined paths.

TRAFFIC MANAGEMENT AS MITIGATION

Honda Center event related traffic has been a common occurrence in the study area for the past eighteen years. As such local businesses, residents and regular area commuters are familiar with the event related traffic activity. To mitigate event related traffic the City has elected to employ active traffic management personnel, cones and signage to effectively manage arriving and departing event related traffic. This alternative traffic mitigation strategy has proved to be an effective tool for current events. Given Honda Center is a special traffic generator that creates traffic outside of the normal peak hour conditions, given these traffic conditions commonly already occur, and given that many of the physical mitigation improvements identified for the Honda Center Enhancement Project may be infeasible due to right-of-way and other physical constrains, continued use of active traffic management should be considered as an alternate mitigation strategy.



10.0 REFERENCES

City of Anaheim Criteria for Preparation of Traffic Impact Studies. (City of Anaheim, 1996)

City of Anaheim General Plan. (City of Anaheim, 2004, and as amended thereafter)

City of Anaheim Updated and Modified Mitigation Monitoring Program No. 106A for the Platinum Triangle, City Council Adopted 10/25/05

City of Anaheim Revised Platinum Triangle Expansion Traffic Study (October 2010)

City of Orange General Plan Update Traffic Analysis (June 2009)

City of Orange Traffic Impact Analysis Guidelines (City of Orange, August 15, 2007)

Highway Capacity Manual (HCM). Transportation Research Board, (TRB, 2000)



11.0 GLOSSARY OF TRANSPORTATION TERMS

COMMON ABBREVIATIONS

ADT Average Daily Traffic ATAM Anaheim Traffic Analysis Model Caltrans The California Department of Transportation HCM Highway Capacity Manual HCS Highway Capacity Software (Software package utilizing the formulae in the

Highway Capacity Manual) HOV High Occupancy Vehicle lane ICU Intersection Capacity Utilization LOS Level of Service OCTA Orange County Transportation Authority OCTAM Orange County Transportation Analysis Model V/C Volume/Capacity

TERMS ANAHEIM TRAFFIC ANALYSIS MODEL (ATAM): The subarea modeling tool developed for the City of Anaheim that has been determined to be consistent with the Orange County Transportation Analysis Model (OCTAM) for the purposes of forecasting future traffic activity throughout the City for land use and circulation system scenarios. AUXILIARY LANE: A non-capacity enhancing lane that provides operational benefits to the freeway mainline. Typically an auxiliary lane extends between an on-ramp and off-ramp to facilitate the weave movement between the interchange without detrimental effects to the mainline through lanes. AVERAGE DAILY 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 travel-way 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. lf there is an all red interval after the end of a yellow, then that is also added into the clearance interval. COMMUNITY FACILITIES DISTRICT (CFD): For Platinum Triangle the District is authorized to incur bonded indebtedness and levy a special tax in accordance with a rate and method of apportionment in order to finance certain public facilities within the Platinum Triangle. The District is expected to contribute funds towards many of the intersection improvements identified in this study. CRITICAL MOVEMENT: Conflicting intersection turning movements that are found to have the highest ICU for opposing movements; i.e. each of the approaches at a four-legged intersection will contain a critical movement that conflicts with an opposing movement. DAILY 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. DIRECTIONAL SPLIT: The percent of traffic in the peak direction at any point in time. DIVERGE AREA (HCM): the two right shoulder lanes plus the auxiliary lane for 1500 feet downstream from the ramp gore point (location where the ramp intersects with the freeway mainline. DIVERSION: The rerouting of peak hour traffic to avoid congestion. FORCED FLOW: Opposite of free flow. FREE FLOW: Volumes are well below capacity. Vehicles can maneuver freely and travel is unimpeded by other traffic. 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. HIGH OCCUPANCY VEHICLE (HOV) LANE: A lane restricted for use by vehicles with 2 or more persons. 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. MERGE AREA (HCM): the two right shoulder lanes plus the auxiliary lane for 1500 feet downstream from the ramp gore point (location where the ramp intersects with the freeway mainline. 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. MIXED USE DEVELOPMENT: The practice of allowing more than one type of lane use in a building or set of buildings. In planning terms, this can mean some combination of residential, commercial, industrial, office, institutional, or other land uses. 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. ORANGE COUNTY TRANSPORTATION ANALYSIS MODEL (OCTAM): The regional model developed and maintained by OCTA that is the parent model to the City of Anaheim subarea model, ATAM. ORIGIN-DESTINATION SURVEY: A survey to determine the point of origin and the point of destination for a given vehicle trip. PASSENGER CAR EQUIVALENTS (PGE): One car is one Passenger car Equivalent. A truck is equal to two or three 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. PEAK HOUR FACTOR: the period during which peak hour traffic volume is at its highest. Peak Hour factor is determined by calculating the hourly volume divided by the peak rate of flow within the hour, which is the highest 15 minute interval multiplied by four. 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 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. SIGNIFICANT IMPACT (CEQA): Projects can cause significant impacts by direct physical changes to the environment or by triggering reasonably foreseeable indirect physical changes. Physical changes caused by a project can contribute incrementally to cumulative effects that are significant, even if individual changes resulting from a project are limited. You must determine whether the cumulative impact is significant, as well as whether an individual effect is “cumulatively considerable.” This means “the incremental effects of an individual project are significant when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects” (CEQA Guidelines Section 15064(h)(1)). STARTING DELAY: The delay experienced in initiating the movement of queued traffic from a stop to an average running speed through a signalized intersection. SYNCHRO: A complete software package for modeling, optimizing, managing and simulating traffic systems. Synchro implements the HCM methodologies for intersection analysis and is applied for State Highway System ramp termini intersections. TRANSIT ORIENTED DEVELOPMENT: A mixed-use residential or commercial area designed to maximize access to public transport, and often incorporates features to encourage transit ridership. TRIP: The movement of a person or vehicle from one location (origin) to another (destination). For example, from home to store to home are 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. WEAVING AREA: The area of a freeway where there is cross traffic from either an on or off-ramp or transition to another freeway. Typically weaving segments are formed when merge areas are



followed closely by diverge areas (within 2,500 feet) and the two are joined by an auxiliary lane requiring the crossing of two or more traffic streams traveling in the same general direction along a significant length of highway without the aid of traffic control devices.



APPENDICES

Documents

Appendix E Traffic Study - Anaheim