Plan & Policy
Review
APPENDIX A
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
1 INTRODUCTION
The Pedestrian Master Plan builds upon many local and
regional planning and engineering efforts. The following provides a description of the citywide planning efforts, local programs and projects, and regional and adjacent city efforts that were available at the time of the writing (in 2021).
CITYWIDE PLANNING EFFORTS
Costa Mesa General Plan Circulation Element (2015)
The Costa Mesa General Plan (GP) was last updated in 2015.
The Circulation Element of the General Plan includes goals, objectives, and policies that the City uses to make decisions about transportation network improvements. The Plan
emphasizes expanding the travel ability for bicycles and pedestrians and implementing “complete streets” strategies in the city, in accordance with the California Complete Streets Act of 2008.
The Circulation Element advocates for pedestrians via the following methods:
• Safe, accessible, and well-maintained sidewalks.
• Sidewalk zones in commercial areas with frontage zone, pedestrian-through zone, street furniture zone, and
enhancement/buffer zone.
• Properly designed, marked, and signed crossings.
• Street and intersection improvements for pedestrian safety (pedestrian refuge islands, advance stop and yield lines, flashing lights and beacons, raised crosswalks, etc.)
It also lays out Pedestrian Opportunity Zones, areas where pedestrian improvements should be targeted.
The Circulation Element includes the following goals related to pedestrian planning:
• Goal C-1: Implement “Complete Streets” policies on roadways in Costa Mesa
• Goal C-7: Promote a friendly active transportation system in Costa Mesa (initiating “First and Last Mile” Programs)
• Goal C-8: Create a safer place to walk and ride a bicycle • Goal C-9: Integrate active transportation elements into circulation system and land use planning
• Goal C-10: Promote an active transportation culture
• Goal C-11: Promote the positive air quality, health, and economic benefits of active transportation
• Goal C-12: Monitor, evaluate, and pursue funding for the implementation of the Bicycle and Pedestrian Master Plan Costa Mesa Active Transporation Plan (ATP) (2018)
The Costa Mesa Active Transportation Plan, adopted in
2018, provides strategies and actions that will improve the active transportation experience in Costa Mesa. It
analyzes existing pedestrian and bicycle facilities in
Costa Mesa, provides a policy framework behind the
City’s active transportation vision, and proposes facilities for future funding. The existing conditions analysis and recommendations emphasize analysis related to bicycle
travel.
The Active Transportation Plan includes the following goals:
• Goal 1.0: Promote a friendly active transportation system in Costa Mesa
• Goal 2.0: Create a safer place to walk and ride a bicycle • Goal 3.0: Integrate active transportation elements into the circulation system and land use planning
APPENDIX A PLAN & POLICY REVIEW
2 • Goal 4.0: Promote an active transportation culture
• Goal 5.0: Promote the positive air quality, health, and economic benefits of active transportation
• Goal 6.0: Monitor, evaluate, and pursue funding for
implementation of the Active Transportation Master Plan.
Recommended pedestrian accommodations mirror those found in the General Plan, with an emphasis on sidewalks located within Pedestrian Opportunity Zones, including suggested routes to school:
Frontage Zone: Functions as an extension of a building, including entryways and sidewalk cafes.
Pedestrian Through Zone: Primary accessible pathway for pedestrians, 5-7 feet wide in residential settings and 8-12 feet wide in commercial areas.
Street Furniture Zone: Location of street furniture such as lighting, benches, utility poles, tree wells, and bicycle parking.
Enhancement/Buffer Zone: Space between street and sidewalk with curb extensions, parklets, or cycle tracks.
The Plan also recommends drought tolerant landscaping for shading and heat reduction, and the development of multiuse trails, which would accommodate both pedestrians and bicycles.
A list of proposed shared-use paths is also included. There is one proposed multiuse trail within a pedestrian opportunity zone along the Paularino Channel adjacent to the Bristol Street opportunity zone.
Complete Street Safety Assessment (2021)
The Complete Street Safety Assessment was completed
as a collaboration between the City and SafeTREC at UC
Berkeley. It reviewed six focus areas in the city and provided recommendations for improvements. The six corridors
include:
• Placentia Avenue
• Placentia Avenue access to Joann Street Path
• Pomona Avenue between 19th Street and Wilson Street
• Wilson Street
• Del Mar Avenue, Newport Boulevard- Santa Ana Avenue
• Bristol Street, Irvine Avenue - Sunflower Avenue
Multi-Purpose Trails Plan (2016)
Completed in June 2016, the Costa Mesa Multi-Purpose Trails Plan analyzes the strategies needed to implement a multi-use trail system within the City, focusing on the area between the Santa Ana River Trail and Newport Bay (in the middle- third of the City). Two public workshops and two stakeholder meetings helped inform the recommendations.
While the proposed multi-use trails largely do not intersect the Pedestrian Opportunity Zones, new facilities are
proposed on Tanager Drive and Adams Avenue adjacent to
the zone surrounding Harbor Blvd. This includes pedestrian improvements, including sidewalk widening and enhanced
crosswalks on Adams Avenue and traffic calming on Tanager Drive. “Project 12” provides an alternate (bicycle) route to Adams Avenue on Mesa Verda Drive, Harla Avenue, and
Peterson Place.
Local Roadway Safety Plan (LRSP) (2022)
The City's Local Road Safety Plan identifies safety
countermeasures for all travel modes including walking and bicycling. The Plan supports ongoing efforts to make safety improvements by analyzing crash data, selecting emphasis areas, and identifying countermeasures through public
outreach and collaboration with diverse stakeholders.
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CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
3 LOCAL PROGRAMS & PROJECTS
Go Human Explore Merrimac (2018)
On April 21, 2018, Costa Mesa hosted a SCAG Go
Human demonstration project on Merrimac Way, from
Harbor Boulevard to Fairview Road, to explore potential improvements to bicycle and pedestrian safety. Temporary demonstrations included a protected bike lane, sidewalk seating and shade, and an activated community event
hub. The project included engagement with Orange Coast
College, and was advised by the Costa Mesa Bikeways and Walkability Committee and OCTA. The demonstration project attracted 400 participants.
The top three desired walking improvements (from 93 surveys collected at the event) were:
• Improved sidewalks
• Public space/parks
• Street lighting
Reimagining 19th Street
In the summer of 2020, the Costa Mesa Alliance for Better Streets (CMABS), a community organization, led the
Reimaging 19th Street project. CMABS is a non-profit active transportation community group that facilitated and led grassroots activities. For the project, the organization planned and implemented a tactical urbanism demonstration to test out potential active transportation treatments, which included traffic circles, along the 19th Street Corridor. The organization also developed infrastructure recommendations for construction. The project received positive support from community members. However, following the project, the
City of Costa Mesa received mixed reviews about the project, particularly regarding the traffic circles.
Costa Mesa Community Pedestrian & Bicycle Safety
Training:
The Costa Mesa Planning Committee, California Walks, and the University of California at Berkeley’s Safe Transportation Research and Education Center (SafeTREC) collaboratively led a training session on August 28, 2020. The session
included walking and biking assessments along three
key routes within the City: Newport Boulevard from 17th Street to 19th Street, 19th Street from the western city limit to Harbor Boulevard, and Fairview Boulevard from Baker
Street to Fair Drive (adjacent to Orange Coast College).
The first two corridors correspond to areas within the
Pedestrian Opportunity Zones, which are prioritized as a part of the Pedestrian Master Plan. Following the training, recommendations were proposed for the three corridors.
PLANNED AND FUNDED ACTIVE
TRANSPORTATION PROJECTS
WITHIN COSTA MESA
Active Transportation Improvements
Several active transportation projects are proposed as part of the FY 2021-22 CIP. These include:
• Bicycle and pedestrian Infrastructure Improvements
• Citywide Bicycle Wayfinding Signage
• Citywide Class II, III, & IV Bicycle Projects
• Mesa Del Mar Multi-Modal Access and Circulation
Improvements
• Mesa Drive and Santa Ana Avenue Bicycle Facility
Improvements
• Mesa Verde Drive East/Peterson Place Class II Bicycle Facility • Randolph Avenue Parking and Pedestrian Improvements
• West 18th Street and Wilson Street Crosswalks
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APPENDIX A PLAN & POLICY REVIEW
4 The Merrimac Way project final design has been completed.
The project create several improvements between Harbor
Boulevard and Fairview Road, including cycle tracks, a multi- use path, and pedestrian crossing with pedestrian hybrid beacon. Construction is expected to be completed by end of July 2021.
Adams Avenue Improvements Project – This project will
build a raised center median and Class I Multi-Use Path with landscaped buffer from Harbor Boulevard to the Santa Ana River.
Adams Avenue Bicycle Facility Project – This project will add new bike lanes on both directions from Harbor Boulevard to Fairview Road, as well as, provide new lighting on the south side of Adams Avenue.
Adams Avenue & Pinecreek Drive Intersection Project – The project will enhance the traffic patterns and accessibility of the area by adding an additional crosswalk across
Adams Avenue, converting the northbound slip lane to a
conventional right-turn-lane, reconstructing the eastbound slip lane to slow right-turning vehicular traffic, constructing a wider sidewalk and trail along the west edge of the south leg of the intersection, and providing a crosswalk across the eastbound right turn lane. The project will also include traffic signal modifications at the intersection to accommodate the improvements.
West 19th Street Bicycle Facility Improvements – This project will provide improved bicycle connectivity and multi-modal accessibility between Pomona Avenue and Marina View Park by adding Class II bicycle lanes, bicycle boxes, high-visibility bike lane markings, sharrows, and pedestrian crosswalks.
Project W, Transit stops – This project will improve transit stops and construct new transit shade structures at three locations: Fairview Road north of Arlington Drive, Harbor Boulevard north of Wilson Street, and Placentia Avenue south of 19th Street.
Traffic signals that are currently in construction:
• Fairview Road HSIP Project (at the intersection of Fairview Road & Village Way)
• Baker Street & Randolph Avenue
• VANS Headquarters driveway along Hyland Avenue
• The Press driveway along S. Coast Drive
Traffic signals and HAWK signals that are currently in
design:
• HAWK signal at W. 18th Street between Lions Park and the Westside Police Substation.
• W. 19th Street & Wallace Avenue traffic signal.
Traffic Signal Synchronization Project (TSSP)
• Fairview Road TSSP (implementation complete and O&M
underway).
• Bear Street TSSP (implementation is under construction). • Red Hill Avenue TSSP (design is underway and
implementation/construction beginning in 2021).
• Baker, Placentia, Victoria, and 19th Street TSSP – design phase to begin Sept 2021-time frame with construction/
implementation starting in 2022.
Roadway Resurfacing Projects
Wilson Street resurfacing project – construction to begin in 2021. The City has a FY 21-22 CIP project for a new pedestrian crossing (location to be determined) on Wilson Street near Wilson Park; improvement likely to include a HAWK signal (pedestrian hybrid beacon).
Neighborhood Traffic Improvements – This project features neighborhood traffic improvements including signs, approved ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
5 speed humps, crosswalk enhancements, and other
landscape improvements to enhance the neighborhood
character.
Randolph Avenue Improvements - This project will construct new signing, striping, and traffic calming improvements along Randolph Avenue and St. Clair Street between Bristol Street and Baker Street. A roundabout at the intersection of Randolph Avenue and St. Clair Street has been designed. The project includes speed cushions on Randolph Avenue, a mid- block raised crosswalk on Randolph Avenue, a Rectangular Rapid Flashing Beacon (RRFB) at the mid-block raised
crosswalk, and new street lighting for pedestrian crossings.
The project will increase available on-street parking,
encourage slower traffic speeds on Randolph Avenue,
improve circulation, and improve pedestrian crossings.
Citywide Street Improvements – Several streets in the
Westside and Eastside neighborhoods of Costa Mesa were
improved as part of this project. Major streets improved over the current fiscal year include Bear Street, Santa Ana Avenue and Hamilton Street. A total of 1.14 million square feet of pavement was reconstructed as part of this project.
REGIONAL AND ADJACENT CITY
EFFORTS
OC Active: Orange County's Bike and Ped Plan (2019)
OC Active: Orange County’s Bike and Ped Plan aims to
enhance walking and biking countywide. The Plan contains seven primary goals:
• Reduce pedestrian and bicyclist collisions
• Advance strategic walking and biking network
• Enhance walking and biking access to transit
• Improve high-need pedestrian areas
• Strengthen stakeholder partnerships
• Incorporate diverse community perspectives
• Leverage funding opportunities
Pedestrian focus area maps were established for the
entire county, emphasizing the areas with the greatest
activity and demand for pedestrian travel. They were
based on a GIS-based analysis of generators, barriers, and attractors. Results from the analysis indicate that pedestrian improvements should be concentrated in the area southwest of Wilson Street and Newport Boulevard.
OC Supervisorial District Bikeway Plan:
OCTA created bikeways strategies by district to promote cross-jurisdictional and regional bicycle corridors. Costa Mesa was included in the OCTA Districts 1 and 2 Bikeways Strategy. This plan primarily focuses on the region's bicycle network rather than pedestrian improvements.
Connect SoCal (2020)
Connect SoCal is the 2020 Regional Transportation Plan/ Sustainable Communities Strategy from the Southern
California Association of Governments (SCAG). The Plan
includes a technical report outlining the existing state of active transportation and the impacts of investments in active transportation within the SCAG region. The Plan contains ten goals for active transportation in the region:
• Encourage regional economic prosperity and global
competitiveness.
• Improve mobility, accessibility, reliability, and travel safety for people and goods.
• Enhance the preservation, security, and resilience of the regional transportation system.
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6 • Increase person and goods throughput and travel choices within the transportation system.
• Reduce greenhouse gas emissions and improve air quality. • Support healthy and equitable communities.
• Adapt to a changing climate and support an integrated regional development pattern and transportation network. • Leverage new transportation technologies and data-driven solutions that result in more efficient travel.
• Encourage development of diverse housing types in areas well supported by multiple transportation options.
• Promote conservation of natural and agricultural lands and restoration of critical habitats.
City of Newport Beach Bicycle Master Plan (2014)
The Newport Beach Bicycle Master Plan guides the
development and maintenance of a comprehensive bicycle
network and set of programs until 2034. Class I Shared-Use Paths are present within the City allowing joint pedestrian and bicycle use for a total of 18.9 miles. There were 93 miles of bikeways in 2014, including 26 miles of sidewalks that allow bicycling
Major existing connections (Class I Shared-Use Paths)
are made from Newport Beach, which is geographically
southeast of Costa Mesa, at the following streets/shared-use paths: Back Bay Open Space Trail and the Santa Ana River Trail. The Santa Ana River Trail is maintained and operated by the County of Orange.
City of Irvine Strategic Active Transportation Plan (2020) The 2020 Plan seeks to balance new technologies and
innovative pedestrian and bicycle transportation options to establish an environment that is comfortable and
convenient for users. The vast array of off-street facilities is complimented by a complete on-street mobility network. On- street facility connections are made via Red Hill Avenue and along Main Street.
City of Huntington Beach Bicycle Master Plan (2013)
The Bicycle Master Plan discusses opportunities for
pedestrian travel via off-street shared-use paths.
Connections are made to Costa Mesa via the Santa Ana River Trail. The Santa Ana River Trail is maintained and operated by the County of Orange.
City of Santa Ana Active Transportation Plan (2019)
The goal of the Santa Ana Active Transportation Plan (2019) document is to create a City which provides multi-modal access for walking, biking, and rolling. Santa Ana forms the northern boundary with the City of Costa Mesa along Sunflower Avenue.
City of Fountain Valley General Plan Update
(Forthcoming)
The City is currently working on updating its General Plan, and it may include discussions on active transportation. The City shares a small border with Fountain Valley.
ATTACHMENT 3
Walk Audit
Event Summaries
APPENDIX B
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
7 online platform. In response to the COVID-19 pandemic, in- person walk audit events were restricted to a small number of participants who registered on a first-come-first-served basis. For the virtual walk audits, community members were directed to an event website with instructions on how to share their input through an online mapping tool. The website was both in English and Spanish in order to properly include the Hispanic population in the planning process.
This section discusses the findings from the in-person walk audits. Comments received from the virtual walk audits were incorporated into the findings for the overall community engagement efforts, which were discussed in Chapter 2,
Community Engagement.
INTRODUCTION
In the spring of 2021, the project team hosted walk audits to collect participant feedback on existing street conditions and desired improvements. The input collected helped inform the recommendations development for the Costa Mesa
Pedestrian Master Plan. The walk audits allowed community members to explore major pedestrian corridors in the city, as identified in the General Plan as Pedestrian Opportunity Zones.
Community members were provided opportunities to
conduct the walk audits in-person or virtually through an ATTACHMENT 3
APPENDIX B WALK AUDIT EVENT SUMMARIES
8 IN-PERSON WALK AUDITS
The in-person walk audits had 39 participants who provided a wealth of input for the Plan. The dates and locations of each in-person walk audit are as follows:
• Wednesday, March 31, 2021 (1pm-3pm) – The triangle
• Saturday, April 3, 2021 (10am-12pm) – 19th Street
Commercial
• Wednesday, April 7, 2021 (1pm-3pm) – N. Harbor
Commercial (Merrimac)
• Saturday, April 10, 2021 (10am-12pm) – N. Harbor
Commercial (Baker)
• Wednesday, April 14, 2021 (1pm-3pm) – S. Harbor
Commercial (Wilson)
• Thursday, April 15, 2021 (9am-11am) – LAB Anti Mall
Event Activities
Each in-person walk audit was comprised of three activities:
event overview, the walk, and the event debrief.
Event Overview: Participants were introduced to the planning effort for the Costa Mesa Pedestrian Master Plan, the walk audit process, and the walking route.
The Walk: Event attendees took a walk along the pre-
determined route. Along the way, participants pointed out areas of concern and brainstormed potential solutions.
Event Debrief: Following The Walk, participants discussed common infrastructure and behavioral themes that they saw on the walk and discussed next steps.
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CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
9 THE TRIANGLE
WEDNESDAY, MARCH 31, 2021
1:00 PM – 3:00 PM
7 ATTENDEES
EVENT SUMMARY
WALK AUDIT #1
OVERVIEW
On Wednesday, March 31, 2021, the project team conducted the first scheduled walk audit, held at The Triangle area in Downtown Costa Mesa, which includes Newport Boulevard,
19th Street, and Harbor Boulevard. The event had 7 attendees, excluding the project team and city staff.
The following section documents the key findings and
observations discussed at the walk audit.
KEY FINDINGS
• Pedestrian clearance intervals at some locations
should be extended to accommodate adequate time for
senior pedestrian crossings.
• Tree planters are raised and interfere with the effective width of the sidewalks.
• The pedestrian experience is noisy along major corridors. • At driveways/intersections, vehicles were observed to block pedestrian crossings.
• Landscaped buffer is more preferred by participants
than a wider sidewalk with no buffer.
• Vehicles were observed to make right turns on red
without coming to a complete stop.
• Some intersections had high visibility ladder-style
crosswalks while others did not.
• Pedestrians were observed crossing outside of marked
crosswalks at several mid-block locations.
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APPENDIX B WALK AUDIT EVENT SUMMARIES
10 CORRIDORS
Corridor #1 (19th Street)
• Utility wires create obstructions on the sidewalk
network.
• The sidewalk has obstructions due to raised tree
planters.
• The corridor is noisy.
• The sidewalk is approximately 6 feet wide and does not have a landscaped area along the curb to provide a
buffer between pedestrians and vehicles.
• At driveways/intersections, vehicles were observed to block pedestrian crossings.
Corridor #2 (Newport Boulevard)
• Participants expressed positive feedback for the wide sidewalk with buffer along the corridor.
• The majority of crosswalks are decorative.
Corridor #3 (Harbor Boulevard)
• The corridor has high vehicular volumes.
• Participants expressed positive feedback for the wide sidewalk with buffer along the corridor.
• Vehicles turning in and out of signalized driveways
presented some conflict with pedestrian crossings
Corridor #4 (Park Avenue)
• The sidewalk is approximately 6 feet wide.
Corridor #5 (Rochester Street)
• Pedestrians were observed to cross mid-block outside
of crossing designations to travel to and from the park and facilities to the south of Rochester Street.
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11 INTERSECTIONS
Intersection #1 (19th Street & Park Avenue)
• Crosswalk markings are not high-visibility style
crosswalks.
• Pedestrian countdown signals are present at
intersection.
Intersection #2 (19th Street & Anaheim Avenue)
• Crosswalk markings at the intersection are faded.
• High volume of vehicles lined up for the In-N-Out,
creating poor visibility of pedestrians crossing the
intersection.
Intersection #3 (Newport Boulevard & 19th Street)
• In conversations with community members, drivers
have to make quick decisions at the southbound
approach of 19th Street coming off the freeway.
• The pedestrian clearance interval is not long enough to accommodate pedestrians.
• The traffic signal does not have pedestrian countdown signals.
• The intersection has high vehicular volumes.
• Location is along Caltrans' right-of-way.
Intersection #4 (Newport Boulevard & Broadway)
• The intersection has decorative crosswalks.
Intersection #5 (Newport Boulevard & Harbor Boulevard)
• The intersection has decorative crosswalks.
• The pedestrian clearance interval is not long enough to accommodate pedestrians.
Intersection #6 (Newport Boulevard & Rochester Street/
Park Avenue)
• Westbound merge lane limits visibility of pedestrians crossing east/west at Park Avenue.
• The crosswalks are not high visibility.
Participants attended a brief overview of the walk audit process prior to the walk Traffic signal poles obstruct the sidewalk and crosswalk on 19th Street and Park Avenue
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APPENDIX B WALK AUDIT EVENT SUMMARIES
12 Participants crossed a decorative crosswalk on 19th Street and Harbor Boulevard Nice sidewalk infrastructure on Park Avenue adjacent to the Norma Hertzog Community Center
Vehicle parked on the crosswalk which blocked off access for pedestrians Transit stop at Broadway and 19th Street
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CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
13 OVERVIEW
The project team conducted the second scheduled walk audit on Saturday, April 3 2021 at the 19th Street commercial area.
The event had 11 participants who gave valuable feedback on how to improve the pedestrian experience of walking on 19th Street, Pomona Avenue, and Placentia Avenue. The following section documents the key findings and observations made at the walk audit.
KEY FINDINGS
• Several areas lack sidewalks, particularly near Pomona Elementary School.
• Signage around the schools is worn out and could be
upgraded to include “yield to pedestrians” signs.
• Many locations do not feature enough separation
between vehicular traffic and pedestrians.
• Pedestrians were observed to cross mid-block along
19th Street due to long stretches without designated
crossings.
• 19th Street is a loud corridor.
• Participants noted a lack of street lighting along the minor streets that provide connectivity to 19th Street. • Participants expressed concern that Santa Ana Avenue
has a higher speed limit than desired as compared to
other areas near schools.
19TH STREET COMMERCIAL AREA
SATURDAY, APRIL 3, 2021
1O:00 AM – 12:00 PM
11 ATTENDEES
EVENT SUMMARY
WALK AUDIT #2
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APPENDIX B WALK AUDIT EVENT SUMMARIES
14 CORRIDORS
Corridor #1 (19th Street)
• Sidewalks are not wide enough to allow two pedestrians to walk side-by-side, from Placentia Avenue to Pomona
Avenue.
• Pedestrians crossed outside of marked crosswalks at
several mid-block locations
• There are areas where the buffer between sidewalk and street is wider than sidewalk itself.
• Radar speed feedback signs are available to alert
motorists of their speeds.
• There is sporadic landscaping (i.e. trees and shrubs) along the corridor.
• Bus stops exist along this corridor and are heavily used. • E-bikes are allowed on sidewalks except in certain
zones.
INTERSECTIONS
Intersection #1 (Meyer Place & 19th Street)
• The intersection has crossings on three sides.
Intersection #2 (Meyer Place & Surf Street)
• There is no sidewalk on either sides of Surf Street.
Intersection #3 (Meyer Place & Beach Street)
• There is no sidewalk on the north side of Beach Street.
Intersection #4 (Pomona Ave & 19th Street)
• Crosswalks are faded.
Intersection #5 (Wallace Avenue & 19th Street)
• A new signalized intersection is being considered at this location.
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CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
15 Intersection #4 (Placentia Avenue & 19th Street)
• The intersection may have sight distance issues that
result in vehicles moving forward into the crosswalk
and/or turning on red in front of pedestrians.
• The pedestrian clearance interval is not long enough to accommodate pedestrians.
• The intersection lacks shade and participants noted the high noise volumes.
OUTSIDE WALK AUDIT RADIUS
The project team received the following comments from walk audit participants about areas that were not within the walk audit radius.
Corridor (19th Street)
• Participants noted that motorists frequently speed.
• Many locations do not provide enough separation
between vehicular traffic and pedestrians.
• This corridor contains wide driveways that interrupt the sidewalk infrastructure.
• Participants expressed the need to beautify and clean the sidewalks.
• The sidewalk has many obstructions that create
obstacles for pedestrians.
Corridor (Monrovia Avenue)
• Participants noted that motorists frequently speed.
• There may be a lack of street lighting along Monrovia Avenue.
Corridor (Placentia Avenue)
• Bus stops along the corridor have no shade structure.
Corridor (Center Street)
• The corridor lacks street trees.
• Participants noted sidewalk improvements over the
years.
Corridor (Ross Street)
• There are no sidewalks on either side of the street.
Corridor (Seal Street)
• There are no sidewalks on either side of Seal Street (near Meyer Place).
Intersection (Federal Ave & 19th Street)
• Participants noted that motorists frequently speed.
Intersection (Monrovia Ave & 19th Street)
• This is intersection has high pedestrian volumes and
provides access to many bus stops.
Intersection (Placentia Ave & Center Street)
• Participants noted that motorists frequently speed.
Intersection (Monrovia Ave & Center Street)
• Participants observed pedestrians cross Monrovia
Avenue despite the lack of designated markings or
pedestrian facilities.
Intersection (Meyer Place & Cove Street)
• A utility pole and street light create an obstruction to the pedestrian path at the curb of the intersection.
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APPENDIX B WALK AUDIT EVENT SUMMARIES
16 The project team reviewed the walk audit route with participants Sidewalk interrupted by driveway into a strip mall on 19th Street Pedestrians at the intersection of 19th Street and Pomona Avenue Pedestrian crossing on a yellow light
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17 • Many roads and driveways show signs of deterioration, especially along Harbor Boulevard.
• Participants expressed support for having more street trees and landscaping along the corridors.
• Orange Coast College also has plans to make
improvements that could benefit pedestrians traveling
to and from the college.
• The roadways near the car sales lots could benefit from pavement rehabilitation.
• Several bus stops lack covered canopies.
• Participants observed bicyclists biking on the sidewalk due to the lack of bike lanes on the roadways.
• Participants observed pedestrians crossing Mesa Verde Drive mid-block between Harbor Boulevard and Harla
Avenue to reach the shopping on the south side.
OVERVIEW
On Wednesday, April 7, 2021, the project team conducted the third scheduled walk audit. At the event, the participants walked along Harbor Boulevard, Adams Avenue, Merrimac
Way, and Baker Street. The event had 3 attendees, excluding the project team and city staff. The following section
documents the key findings and observations made at the walk audit.
KEY FINDINGS
• Adams Avenue has wide sidewalks that get narrower in
each direction as you move away from Adams Avenue
and Harbor Boulevard.
• ADA access could be improved as various driveways
are not wheelchair accessible.
NORTH HARBOR COMMERCIAL
AREA (ADAMS AVENUE)
WEDNESDAY, APRIL 7, 2021
1:00 PM – 3:00 PM
3 ATTENDEES
EVENT SUMMARY
WALK AUDIT #3
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APPENDIX B WALK AUDIT EVENT SUMMARIES
18 CORRIDORS
Corridor #1 (Adams Avenue)
• Several sections of the sidewalk are buckled.
• Participants provided positive feedback for the
separation between vehicular traffic and pedestrians.
Corridor #2 (Harbor Boulevard)
• The sidewalk width north of Adams Avenue is narrower
than that south of Adams Avenue.
• The Harbor-Ponderosa bus stop does not have a bus
shelter.
• Participants noted that more trash cans are desired
along Harbor Boulevard.
• Roads and driveways along Harbor Boulevard show
signs of deterioration.
• Drainage issues were observed, north of Adams Avenue, along Harbor Boulevard’s east sidewalk.
INTERSECTIONS
Intersection #1 (Adams Ave & Harbor Boulevard)
• Crossing times were observed to be insufficient and
motorists were observed to violate the pedestrian right- of-way when turning at intersections.
• Crosswalks are faded.
• Curb ramps are not ADA compliant.
Intersection #2 (Adams Ave & Peterson Place)
• Pedestrians cross Peterson Place without a designated crosswalk.
Intersection #3 (Adams Ave & Royal Palm Drive)
• A countdown pedestrian signal is missing at the east leg.
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19 OUTSIDE WALK AUDIT RADIUS
The project team received the following comments from walk audit participants about areas that were not within the walk audit radius.
Corridor (Harbor Boulevard)
• North of Adams Avenue, Harbor Boulevard has various
sidewalks on the east side that are 3 feet wide.
• Many curb ramps are not ADA compliant.
• Participants reported an incorrectly placed curb ramp along the median island north of Dale Way.
• There is no separation between pedestrians and traffic on the east side of Harbor Boulevard between Dale Way
and Village Way.
Corridor (Baker Street)
• This corridor has heavy pedestrian activity.
Corridor (College Avenue)
• Participants supported having more curbs painted red
at intersections and more street trees to provide shade. • The corridor has wide sidewalks.
Corridor (Pinecreek Drive)
• Curb ramps are missing on Pinecreek Drive, Village Way, and residential streets to the south of Village Way.
Intersection (Adams Avenue & Mesa Verde Drive)
• This intersection provides pedestrian crossings along the north, east, and south legs of the intersection.
Crossing along the west leg is prohibited.
Intersection (Adams Avenue and Pinecreek Drive)
• The City is in the process of redesigning the intersection. • Pedestrians cross mid-block along Adams Avenue, west
of Pinecreek Drive.
Intersection (Harbor Boulevard & Village Way)
• The intersection lacks crosswalks in all directions.
Intersection (Mesa Verde Drive & Harla Avenue)
• Participants noted the popularity of the intersection for pedestrian and bicycle crossings.
Intersection (Baker Street & College Avenue)
• Participants noted the popularity of the intersection for pedestrian crossings.
ATTACHMENT 3
APPENDIX B WALK AUDIT EVENT SUMMARIES
20 Bicyclists ride on the sidewalk along College Avenue Decorative crosswalk at Harbor Boulevard and Adams AvenueStaff waiting for participants to arrive Participants walk along the walk audit corridor
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
21 OVERVIEW
On Wednesday, April 10 2021, the project team conducted the fourth scheduled walk audit. Participants had an opportunity to walk along Baker Street, Fairview Road, and Adams Avenue, and discussed areas of concern and improvement with
the project team. The following section documents the key findings and observations made at the walk audit.
KEY FINDINGS
• Sidewalk along the south side has no separation while the north side does have separation, along Baker Street. • There are various obstructions (trees, signs, utility boxes) throughout the walk audit areas.
• Participants reported observing pedestrians cross mid- block on Fairview Road to get to and from commercial
areas.
• At various intersections, traffic signal poles block the curb ramps and obstruct the pedestrian path.
• Where curb ramps are available, many are not ADA
compliant.
• Many portions of the sidewalk along Fairview Road are buckled due to uprooted trees. However, participants
expressed support for street trees since they provide
shade.
• At the intersection of Fairview Road and Adams Avenue, curb ramps do not face the direction of crosswalks,
and the north leg of the intersection does not have a
crosswalk.
• Slip lanes on Adams Avenue create challenges for
BAKER STREET & FAIRVIEW ROAD
SATURDAY, APRIL 10, 2021
10:00 AM – 12:00 PM
7 ATTENDEES
EVENT SUMMARY
WALK AUDIT #4
ATTACHMENT 3
APPENDIX B WALK AUDIT EVENT SUMMARIES
22 pedestrians. Pedestrian push buttons are located on
the pork chop islands; consequently, pedestrians first
have to navigate through the slip lanes, which do not
have instructions on how to safely do so.
• Along Fairview Road between Baker Street and Adams
Avenue, the City is going install with new pedestrian
upgrades which include a new traffic signal near
Paularino Channel, as well as crosswalks and sidewalk
improvements.
• Orange Coast College is planning new sidewalk
improvements.
CORRIDORS
Corridor #1 (Baker Street)
• Baker Street contains narrow sidewalks that
participants reported to feel narrower at locations
with utility pole, guywires, utility boxes, and other
obstructions.
• Certain sidewalk segments are buckled.
• Pedestrians cross mid-block between Fairview Road
and McClintock Way to get to and from businesses and
apartments on south side of Baker Street.
• Radar speed sign flashes during school hours.
• Participants noted that bicyclists and pedestrians use Donegal Place/Paularino Avenue and the residential
neighborhoods to travel east/west as an alternative to
using Baker Street.
Corridor #2 (Fairview Road)
• Participants observed high vehicular speeds.
• The corridor has sidewalks that are between 6-7 feet
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
23 wide. Participants reported sidewalk space feeling
cramped especially in areas where pedestrians and
bicyclists need to share the sidewalk.
• Trees, utility boxes, and street light poles obstruct the sidewalk and present challenges for pedestrians.
• Many sections of the sidewalk are buckled.
• Participants expressed concern for walking near the
Paularino Channel at night due to insufficient lighting. • Participants observed bicyclists riding on the sidewalk due to the lack of bicycle facilities on Fairview Road. • Between the I-405 freeway and Paularino Avenue, there are no designated crossings for pedestrians to cross
Fairview Road.
• The City is planning a new traffic signal near the
Paularino Channel, south of Baker Street.
INTERSECTIONS
Intersection #1 (Baker Street & Fairview Road)
• Traffic signal poles and street furniture are located adjacent to non-ADA-compliant curb ramps that block
pedestrians from accessing the crosswalks.
• The traffic signals do not have pedestrian countdown
timers.
• The City will repaint the intersection and provide new stop bars at the intersection.
Intersection #2 (Baker Street & Coolidge Avenue)
• The pedestrian clearance interval is not long enough to accommodate pedestrians.
• The Baker-Coolidge bus stop is missing shaded cover.
Intersection #3 (Fairview Road & Paularino Avenue)
• The west leg of the crosswalk does not provide direct access to curb ramps.
• Pedestrian push buttons are located far away from the crosswalks.
• Participants reported high vehicular speeds.
• This intersection does not provide a crosswalk on the south leg.
Intersection #4 (Baker Street & Loren Lane)
• Participants identified this intersection as a high priority crossing; they observed heavy pedestrian and bicycle
activity.
OUTSIDE WALK AUDIT RADIUS
The project team received the following comments from walk audit participants about areas that were not within the walk audit radius.
Corridor (Fairview Road)
• Buckled and uneven sidewalks that also have various
obstructions along this corridor.
• Driveways along this corridor do not have standard
ramps, based on City’s Standard Plans for commercial
and multi-use areas.
• The curb on Fairview Road, in front of Costa Mesa High School, has a curb cut but no crosswalk or signage to
the north east.
Corridor (Paularino Avenue)
• Participants noted high vehicular speeds.
• The corridor has pedestrian signage around Paularino
Park.
Corridor (Cheyenne Street)
• Sidewalks are buckled along the corridor.
• Intersections are uncontrolled and do not have
crosswalks.
Intersection (Fairview Road & Adams Avenue-El Camino
Drive)
• Curb ramps are not aligned with the crosswalks.
ATTACHMENT 3
APPENDIX B WALK AUDIT EVENT SUMMARIES
24 • The north leg of the intersection does not have a
crosswalk.
• Slip lanes on Adams Avenue create challenges for
pedestrians. Pedestrian push buttons are located on
the pork chop islands; consequently, pedestrians first
have to navigate through the slip lanes, which do not
have instructions on how to safely do so.
Intersection (Fairview Road & Monitor Way)
• The north leg of the intersection does not have a
crosswalk.
Intersection (Paularino Avenue & Coolidge Avenue)
• Pavement markings show signs of deterioration.
Intersection (Coolidge Avenue & Austin Street)
• Pavement markings shows signs of deterioration.
Walk audit participants walked along Fairview Road
Participants and the project team gathered for an overview of the walk audit ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
25 Bicyclist riding on the crosswalk High wall gives the impression that the sidewalk feels narrower Intersection with high visibility crosswalks and pedestrian signage Residential street with landscape parkway between the sidewalk and the road ATTACHMENT 3
APPENDIX B WALK AUDIT EVENT SUMMARIES
26 Participants discussed opportunities for pedestrian improvements on the roadways adjacent to Orange Coast College
A utility pole creating an obstruction for pedestrians walking along the sidewalk on Fairview Road
Bicyclist crossing mid-block on Fairview Road
A utility box creating an obstruction for pedestrians walking along the sidewalk on Fairview Road
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
27 OVERVIEW
On Wednesday, April 10 2021, the project team conducted the fifth scheduled walk audit. At the event, participants discussed challenges and opportunities for walking along Harbor Boulevard, Wilson Street, Victoria Street, and Maple Street. The event had 5 attendees, excluding the project team and city staff. The following section documents the key findings and observations made at the walk audit.
KEY FINDINGS
• Pedestrians were observed sharing the sidewalk with
bicyclists, despite Wilson Street’s designation as a bike route.
• Many intersections would benefit from new crosswalks
which would help facilitate safer pedestrian crossings. • Utility boxes and other street furniture create
obstructions on the sidewalk.
• Many portions of the sidewalk facilities are buckled or uneven.
• Participants expressed the desire for improved
pedestrian connectivity to Wilson Park.
• Pedestrian clearance intervals at some locations should be extended to better accommodate senior pedestrian
crossings.
CORRIDORS
Corridor #1 (Harbor Boulevard)
• The sidewalk is uneven or buckled.
• Street furniture such as landscaping and utility boxes create obstructions on the sidewalk and reduce the
sidewalk width.
HARBOR BOULEVARD & WILSON
STREET
WEDNESDAY, APRIL 14, 2021
1:00 PM – 3:00 PM
5 ATTENDEES
EVENT SUMMARY
WALK AUDIT #5
ATTACHMENT 3
APPENDIX B WALK AUDIT EVENT SUMMARIES
28 • The bus stop at Harbor Boulevard and Wilson Street has no bus shelter.
• Participants noted that the driveway adjacent to the
Motel Tahiti Inn does not provide enough space for
pedestrian access.
Corridor #2 (Wilson Street)
• The corridor has “Watch for Peds” signs; however, it
could benefit from additional pedestrian treatments to
provide access to Wilson Park.
• Pedestrians were observed to share the sidewalk with
bicyclists, despite Wilson Street’s designation as a bike route.
• The Wilson-Anaheim and Wilson-College bus stops do
not have bus shelters.
• The sidewalk has many obstructions from street
furniture and is uneven or buckled at many locations.
• Participants observed high vehicular speeds.
• Many pedestrians travel along Wilson Street to reach
the Harbor Center.
• Participants expressed desire for better street lighting, sidewalk infrastructure, and traffic calming measures.
Corridor #3 (Maple Street)
• Participants observed high vehicular speeds.
• The corridor could benefit from additional pedestrian and traffic calming treatments to provide access to
Ketchum-Libolt Park. Participants showed support for
speed bumps or signage.
• Participants noted that motorists who turn right on red encroach on the crosswalk to have improve their of
oncoming vehicular traffic.
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
29 Corridor #4 (Victoria Street)
• The corridor has areas with adequate sidewalks and
bicycle infrastructure; however, they are not continuous.
Participants expressed the desire for more continuous
pedestrian and bicycle infrastructure.
• The corridor contains widespread on-street parking
which presents visibility concerns for pedestrians
crossing the roadway.
INTERSECTIONS
Intersection #1 (Harbor Boulevard & Wilson Street)
• Curb ramps at all four corners may not be ADA-
compliant.
Intersection #2 (Wilson Street & College Avenue)
• The roadway width transitions from 40 feet east of the intersection to 65 feet west of College Avenue.
Intersection #3 (Wilson Street & Center Way)
• The east leg has pedestrian countdown timers; however, the pedestrian clearance interval is not sufficient for pedestrians to safely cross Wilson Street.
• The south and west legs do not have marked crossings. • The curb ramps on all corners may not provide
truncated domes.
OUTSIDE WALK AUDIT RADIUS
The project team received the following comments from walk audit participants about areas that were not within the walk audit radius.
Corridor (Wilson Street)
• Portions of the sidewalk infrastructure are missing,
uneven, or buckled.
• Street furniture such as landscaping and utility boxes create obstructions on the sidewalk and reduce the
sidewalk width.
• Participants expressed support for parkways which act as a separation between motorists and pedestrians.
• The City has plans for pedestrian improvements along
the corridor, south of Wilson Park.
Intersection (Wilson Street & Placentia Avenue)
• Traffic signals do not have pedestrian countdown timers. • Participants noted that the curb ramps do not provide adequate space for pedestrian access.
Intersection (Wilson Street & Pomona Avenue)
• The intersection is a dog leg intersection which has a staggered cross street.
• The east intersection is signalized, while the west
intersection is STOP-controlled on the southbound
direction.
• The east intersection does not have a crosswalk on its east leg and the curb ramps may not be ADA-compliant.
• The west intersection does not have a marked
crosswalk.
Intersection (Wilson Street & Meyer Place)
• The intersection is a dog leg intersection which has a staggered cross street.
• Both intersections are STOP-controlled on the north/
southbound directions and do not have marked
crosswalks in any direction.
Intersection (Wilson Street & Fordham Drive)
• The City is planning to provide pedestrian improvements. • Participants expressed support for pedestrian
treatments that facilitate access across Wilson Street
and connect the residential area to Wilson Park.
Intersection (Wilson Street & Rutgers Drive)
• There are no marked crosswalks in any direction.
• Pedestrian signage is posted to warn motorists of
pedestrian crossings.
ATTACHMENT 3
APPENDIX B WALK AUDIT EVENT SUMMARIES
30 Intersection (Wilson Street & Colgate Drive)
• The west leg has pedestrian signage to warn motorists of pedestrian crossings. The southwest corner also has
a curb ramp. However, the intersection does not have a
crosswalk on the west leg.
• There are no delineated crosswalks in any direction.
Intersection (Wilson Street & Avalon Street)
• Intersection is not ADA-accessible.
• South leg of intersection features a wide crossing but no crosswalk.
Intersection (Wilson Street & Columbia Drive)
• There are no marked crosswalks in any direction.
Intersection (Wilson Street & Fairview Road)
• Participants expressed support for curb ramps on the
northwest and southwest corners. The corners each
have two curb ramps that align with the crosswalks.
• Traffic signals do not have pedestrian countdown timers.
Participants gathered at the beginning of the event to learn about the walk audit process
Participants walking on the sidewalk
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
31 Speed feedback sign
Pedestrian signage adjacent to an intersection without crosswalks on Wilson Street
Bus stop without a shelter
Pedestrians crossing a minor street without a marked crosswalk ATTACHMENT 3
APPENDIX B WALK AUDIT EVENT SUMMARIES
32 Driveway ramp that hampers pedestrian using sidewalk Pedestrians walking across Wilson Street and College Avenue Sidewalk condition along Fordham Drive
Walk audit participants documenting the sidewalk condition ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
33 OVERVIEW
On Thursday, April 15, 2021, the project team hosted a walk audit at The LAB Anti-Mall area. The event site included Bristol Street, Randolph Avenue, Paularino Avenue, and Bear Street.
The event had 6 attendees, excluding the project team and city staff. The following section documents the key findings and observations discussed at the time of the walk audit.
KEY FINDINGS
• Many portions of the sidewalk infrastructure along the corridors were buckled.
• Several intersections along Bristol Street (with marked crosswalks) have broken countdown pedestrian timers
(participants were able to see numbers but the timers
do not light up).
• The Camp and The LAB Anti-Mall could help encourage
high pedestrian activity on the roadways adjacent to
the attractors.
• The SR-73 underpass has dirt run-off that accumulates on the sidewalk which presents challenges for
pedestrians using the facility.
• Many intersections have curb ramps; however, they do
not connect or align directly to crosswalks.
ORRIDORS
Corridor #1 (Baker Street)
• Many portions of the sidewalk infrastructure were
buckled.
• Has a bus stop on Baker Street and Randolph Avenue.
• Trees, utility boxes, and poles obstruct the south side of the sidewalk.
LAB ANTI- MALL AREA
THURSDAY, APRIL 15, 2021
9:00 AM – 11:00 AM
6 ATTENDEES
EVENT SUMMARY
WALK AUDIT #6
ATTACHMENT 3
APPENDIX B WALK AUDIT EVENT SUMMARIES
34 • Participants expressed support for the landscaped
parkway by the Baker Fire Station 2.
Corridor #2 (Bristol Street)
• The corridor has wide sidewalks. However, various
sections are uneven or buckled and/or have
obstructions.
• Some commercial areas have steep driveways.
• Participants expressed support for the landscaped
parkway in front of The LAB Anti-mall; however, they
noted that the sidewalk is narrow.
• Participants also showed their support for street trees.
But they acknowledged that tree roots could buckle the
sidewalk.
Corridor #3 (Randolph Avenue)
• Participants reported insufficient street lights at night. • The corridor provides access to several breweries,
eateries, as well as The Camp and The LAB Anti-Mall.
• Many curb ramps may not be ADA-compliant.
• The City is working on new traffic calming, pedestrian, and bicycle facilities along the corridor.
INTERSECTIONS
Intersection #1 (Baker Street & Bristol Street)
• Traffic signal poles on the northeast corner create
obstructions along the pedestrian path.
• The intersection has high vehicular traffic volumes.
Intersection #2 (Bristol Street & Paularino Avenue)
• The traffic signal poles on the west leg create
obstructions along the pedestrian path.
• Participants noted that motorists turn right on the red light and do not respect the traffic signals.
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
35 • Curb ramps do not align with the crosswalks.
Intersection #3 (Baker Street & Randolph Avenue)
• The City is working on installing a traffic signal to connect the commercial area on the south side with residential
communities on the north side.
• The curb ramps are not ADA-compliant.
Intersection #4 (Bristol Street & Sobeca Way)
• A crosswalk is not provided along the north leg of the intersection.
• Participants noted that the Camp driveway is
uncomfortable to cross.
• Participants commented that pedestrians used the
crosswalk to get between The Camp and The LAB Anti-
Mall.
OUTSIDE WALK AUDIT RADIUS
The project team received the following comments from walk audit participants about areas that were not within the walk audit radius.
Corridor (Baker Street)
• Participants commented that pedestrians cross mid-block. • The SR-73 underpass has dirt run-off that accumulates on the sidewalk which presents challenges for pedestrians
using the facility.
Intersection (Baker Street & Jeffrey Drive)
• The intersection has wide curb radii and lacks curb ramps.
Intersection (Baker Street & Bear Street)
• The intersection does not have a crosswalk on the east leg.
Intersection (Bristol Street & Bear Street)
• The intersection does not have a crosswalk on the east leg. • South of Bear Street, the corridor does not have sidewalk on the south side.
Participants gathered for an overview of the walk audit Artistic utility box on Bristol Street
ATTACHMENT 3
APPENDIX B WALK AUDIT EVENT SUMMARIES
36 Faded crosswalks at the intersection of Bristol Street and Randolph Avenue Sidewalk facility underneath SR-73 at Bristol Street
Construction workers installing new curb ramp
Sidewalk with a manicured landscape at the entrance to The LAB Anti-Mall ATTACHMENT 3
Community Workshop
Summaries
APPENDIX C
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
37 COMMUNITY WORKSHOP #1 EVENT
SUMMARY
EVENT INFORMATION
Date: Tuesday, July 27, 2021
Time: 6:00 PM – 7:00 PM
Location: Virtual via Zoom
EVENT OVERVIEW
The City of Costa Mesa organized a Virtual Workshop to
gather input from community members for the Costa Mesa
Pedestrian Plan. The workshop was held virtually via Zoom due to the COVID-19 pandemic. The Virtual Workshop had 26 participants that included community members, city staff, and members of the consultant team. The Participant List shown in Exhibit A documents the participants that were present during the Virtual Workshop. Community participants included elected officials, members of the Bikeway Walkability Committee, and Costa Mesa residents.
The Virtual Workshop was comprised of three parts: 1)
PowerPoint presentation, 2) Q&A session, and 3) discussion of next steps. The PowerPoint presentation provided
a project overview, status update of the stakeholder
engagement efforts, highlights of findings from the Existing Conditions Analysis, and an overview of different preliminary pedestrian treatments recommended for the City. Following the presentation, the project team (which consisted of the consultant team and City Staff) fielded questions from
community participants. Comments received will help guide the development of the recommendations to address
community concerns.
SUMMARY OF COMMENTS
Community members provided input on many different topics.
These include:
• Support for different pedestrian infrastructure treatments presented in the PowerPoint presentation
• Identified areas that could benefit from pedestrian
infrastructure treatments
• Safety concerns in different areas within the city, such as the interaction between pedestrians and bicyclists, and high vehicular speeds
• Integration of the Plan with new planned developments • Opportunities for tactical urbanism demonstrations or quick- build projects
• Overall vision for a more pedestrian-friendly city
COMMUNITY QUOTES
“When the OCC [Orange City College] starts again, there will be a lot of pedestrian activity.”
“Thank you for hosting this workshop!”
“I really like the raised crosswalks, and pedestrian refuge island, especially on Newport Blvd.”
“I am concerned about three-legged intersection; there are so many in Costa Mesa. I would like to see greater emphasis to finish intersections with four crosswalks.”
“What makes for a good pedestrian experience? Big shade trees, bulb-outs, and traffic calming measures.”
“I would love to see a design that is really pedestrian infrastructure in the city so that folks can really see what it can be.”
ATTACHMENT 3
APPENDIX C COMMUNITY WORKSHOP SUMMARIES
38 Flyer of Community Workshop #1
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ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
39 Screenshot of Community Workshop #1 held via Zoom
ATTACHMENT 3
APPENDIX C COMMUNITY WORKSHOP SUMMARIES
40 Screenshot of Community Workshop #1 held via Zoom
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
41 COMMUNITY WORKSHOP #2 EVENT
SUMMARY
EVENT INFORMATION
Date: Wednesday, October 6, 2021
Time: 6:00 PM – 7:00 PM
Location: Virtual via Zoom
EVENT OVERVIEW
On Wednesday, October 6, 2021, the City of Costa Mesa
organized the second Virtual Workshop to solicit feedback from community members on the Costa Mesa Pedestrian
Master Plan. The primary purpose of the workshop was to draft preliminary recommendations. The workshop was held virtually via Zoom due to the COVID-19 pandemic.
The Virtual Workshop had 22 attendees that included
community members, city staff, and members of the
consultant team. Community participants included elected officials, members of the Bikeway Walkability Committee, and Costa Mesa residents.
The Virtual Workshop had three parts: 1) PowerPoint
presentation, 2) Q&A session, and 3) discussion of next steps. The primary focus of the PowerPoint presentation was to share the draft recommendations with the community.
Following the presentation, the project team answered
questions from workshop participants. Comments received were incorporated into the draft report.
SUMMARY OF COMMENTS
Community members shared a lot of feedback about the draft recommendations. Their comments are categorized into the following themes:
• Include discussions on new technology, such as the
pedestrian scramble crossings and upgrading traffic
signals to include APS systems (Accessible Pedestrian
Signals)
• Provide bigger and bolder recommendations that
contribute to a more walkable city
• Address right turn-on red vehicular movements,
intersections with crosswalks on three out of four sides, , and obstructions along the sidewalk infrastructure
• Provide traffic calming infrastructure treatments where appropriate
• Add more street trees and landscaping
• Provide bicycle facilities so bicyclists won’t ride on the sidewalk and conflicts with pedestrians
• Specific infrastructure improvements on certain corridors or locations such as Newport Boulevard and pedestrian
refuge islands on Wilson Street.
COMMUNITY QUOTES
“Want to see more technology discussed, e.g. pedestrian scramble, and pedestrian push button.”
“I’m in favor of slowing traffic as a tradeoff for better pedestrian safety.”
“We need a bigger and bolder plan in a vision for a longer future.”
“The City needs a grand vision, like closing down streets like Paris. We need more trees.”
ATTACHMENT 3
APPENDIX C COMMUNITY WORKSHOP SUMMARIES
42 Flyer of Community Workshop #2
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/gid00013/gid00036/gid00049/gid00032/gid00001/gid00020/gid00043/gid00028/gid00041/gid00036/gid00046/gid00035/gid00001/gid00036/gid00041/gid00047/gid00032/gid00045/gid00043/gid00045/gid00032/gid00047/gid00028/gid00047/gid00036/gid00042/gid00041/gid00001/gid00050/gid00036/gid00039/gid00039/gid00001/gid00029/gid00032/gid00001/gid00043/gid00045/gid00042/gid00049/gid00036/gid00031/gid00032/gid00031/gid00163/gid00001 /gid00017/gid00032/gid00031/gid00032/gid00046/gid00047/gid00045/gid00036/gid00028/gid00041/gid00001/gid00014/gid00028/gid00046/gid00047/gid00032/gid00045/gid00001/gid00017/gid00039/gid00028/gid00041 /gid00004/gid00042/gid00046/gid00047/gid00028/gid00001/gid00014/gid00032/gid00046/gid00028 /gid00011/gid00042/gid00036/gid00041/gid00001/gid00048/gid00046/gid00001/gid00036/gid00041/gid00001/gid00040/gid00028/gid00038/gid00036/gid00041/gid00034/gid00001/gid00028/gid00001/gid00040/gid00042/gid00045/gid00032/gid00001/gid00050/gid00028/gid00039/gid00038/gid00183/gid00033/gid00045/gid00036/gid00032/gid00041/gid00031/gid00039/gid00052/gid00001/gid00030/gid00036/gid00047/gid00052 /gid00050/gid00036/gid00047/gid00035/gid00001/gid00052/gid00042/gid00048/gid00045/gid00001/gid00036/gid00041/gid00043/gid00048/gid00047/gid00163 /gid00016/gid00030/gid00047/gid00042/gid00029/gid00032/gid00045/gid00001/gid00137/gid00164/gid00001/gid00133/gid00131/gid00133/gid00132/gid00164/gid00001/gid00137/gid00165/gid00131/gid00131/gid00001/gid00017/gid00014/gid00001/gid00183/gid00001/gid00138/gid00165/gid00134/gid00131/gid00001/gid00017/gid00014 ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
43 Title Page of PowerPoint Presentation presented at the Community Workshop #2 Virtual Public Workshop
Meeting #2
October 6, 2021
ATTACHMENT 3
APPENDIX C COMMUNITY WORKSHOP SUMMARIES
44 Slide of Draft Recommendations from PowerPoint Presentation presented at the Community Workshop #2
3. Draft
Recommendations
11 Citywide – High Visibility Crosswalk Markings
- Sunflower Avenue
- South Coast Drive
- Baker Street
- Adams Avenue
- Mesa Verde
- Arlington Drive
- Fair Drive
- Bay Street
- 19th Street
- 17th Street
- Harbor Boulevard
- Park Avenue
- Orange Avenue
- Fairview Road
- Bristol Street
- Newport Boulevard
* Parallel to the major street and across the minor street ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
45 COMMUNITY WORKSHOP #3 EVENT
SUMMARY
EVENT INFORMATION
Date: Wednesday, April 27, 2022
Time: 6:00 PM – 7:30 PM
Location: Virtual via Zoom
EVENT OVERVIEW
The City of Costa Mesa organized a third Virtual Workshop on Wednesday, April 27 to engage with the community about the Costa Mesa Pedestrian Master Plan (CM PMP). The primary focus of the event was to gather input for the Draft Costa Mesa Pedestrian Master Plan. The workshop was conducted virtually through Zoom.
The Virtual Workshop had 33 attendees, with 22 community participants and 11 members of the project team. Community participants included elected officials, members of the Bikeway Walkability Committee, and Costa Mesa residents.
The event was comprised of three parts: 1) PowerPoint
presentation, 2) Q&A session, and 3) discussion of next steps.
For the presentation, the project team shared highlights of the Draft CM PMP. Following the presentation, the project team fielded questions from workshop participants. The public had an opportunity to continue providing feedback until the end of May.
SUMMARY OF COMMENTS
Community members gave many inputs about the Draft
Costa Mesa Pedestrian Master Plan. Their comments are
categorized into the following overarching themes:
• Overall appreciation for the updates to the CM PMP
based on the previous workshop and input received from
the Active Transportation Committee, formerly known as
the Bikeway and Walkability Committee
• Connection between the CM PMP and changes to land
use and urban design
• Placement of street trees and furniture along the
roadway to increase pedestrian comfort
• Consistency between the CM PMP and other planning
documents/ studies
• Opportunities to provide additional input for the Draft CM PMP
• Additional coordination between the Active
Transportation Committee and the City
COMMUNITY QUOTES
“I appreciate that the Plan is really readable and easy to digest.”
“Everyone in Costa Mesa is a pedestrian in the city and as we work to make the city more walkable and safe, it benefits everyone.”
“It would be nice to have more references to Safe Routes to School in this plan.”
ATTACHMENT 3
APPENDIX C COMMUNITY WORKSHOP SUMMARIES
50 Flyer of Community Workshop #2
Wednesday, April 27, 2022 at 6:00 PM
The City of Costa Mesa invites you to a virtual
community meeting to review a Draft
Pedestrian Master Plan developed with the
participation of the Active Transportation
Committee and community members.
The Draft Plan is ready for community review.
The Plan proposes pedestrian improvements
to connect communities to schools, parks,
businesses and other key destinations.
To review t he Draft Plan, visit:
https://www.costamesaca.gov/city-
hall/commissions-and-committees/active-
transportation-committee
We
would love to hear your ideas for
the plan!
The City of Costa Mesa invites you to a
community meeting to review the
Pedestrian Master Plan with proposed
recommendations.
Virtual Community Meeting
Via Zoom
www.zoom.us
Or join by phone: (669) 900 6833
Webinar ID: 858 5073 7643
Passcode: 590594
Live Spanish interpretation will be provided.
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
51 Screenshot of Community Workshop #3 held via Zoom
ATTACHMENT 3
APPENDIX C COMMUNITY WORKSHOP SUMMARIES
52 Slide of PowerPoint Presentation presented at the Community Workshop #3 ATTACHMENT 3
Project
Survey
APPENDIX D
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
53 BACKGROUND AND PURPOSE
The Costa Mesa Pedestrian Master Plan (CMPMP) online
survey was created as an opportunity to engage
stakeholders who were unable to participate in the Walk Audits that were conducted in Spring 2021. The survey also provided stakeholders who participated in the Walk Audits with an opportunity to give additional detailed feedback.
The survey was hosted on the website developed for the
project (cmpmp-wa.weebly.com). Stakeholders who visited the website landed on a welcome page that included links to the following:
• Project survey
• Walk audit sign ups
• Short video on how to use the Public Feedback Tool
• Public Feedback Tool
All materials were available in English and Spanish.
The survey was available on the website from February 18, 2021, to May 25, 2021. The following report summarizes the responses received.
SURVEY OVERVIEW
The survey had seven questions. Five of the seven survey questions were multiple choice and participants could
select more than one response. Questions #3 and #7 were open-ended. In addition to the project-relevant questions, the survey included six optional questions to gather survey respondents’ contact information.
PARTICIPANTS
A total of 64 responses were received. Of these, 63
participants provided their names and email addresses
and 42 participants also provided a phone number. Four
participants identified themselves as being part of the Costa Mesa Bikeway and Walkability Committee.
Zip codes were sourced from 58 participants. Participants live in the following zip codes: 92627 (34), 92626-2012 (22), 92663 (1), and 92704 (1).
Of the 63 responses, 96.8% selected English as their
preferred language. Spanish and Other each accounted for
1.6%.
SUMMARY OF FINDINGS
Participants’ responses to the key questions are presented below using their own words as much as possible.
QUESTIONS
1. Do you live/work/attend school within ½ mile of a
pedestrian zone?
Of the 63 responses, 88.9% said yes and 11.1% said no.
ATTACHMENT 3
APPENDIX D PROJECT SURVEY
54 2. Which pedestrian zone(s) would you be most likely to use? The pedestrian area most likely to be used by the respondents was Zone D (The Triangle). A total of 73% of participants selected this zone. This was followed by Zone B (Commercial, Harbor Boulevard, Baker Street, and Adams Avenue) with 33.3%. The least used areas were Zone C with 19% and Zone A with 9.5%. Figure C.1 Pedestrian Zone Preferences shows the breakdown of the survey responses.
Figure D.1 Pedestrian Zone Preferences
ATTACHMENT 3
55 CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
3. Please identify top pedestrian destinations within
your selected pedestrian zone.
The most frequently selected top destinations within the selected pedestrian zone were:
• 17th Street
• 19th Street
• Harbor Boulevard
• Newport Boulevard
These were followed by:
• Ogle Street and Santa Ana Avenue
• Baker Street and Fairview Road
• Wilson Street-between Harbor Boulevard & Fairview Road • E. Bay St/Newport Boulevard
• Bus stop on Harbor Boulevard and W. Bay Street
• Harbor Boulevard & Baker Street and Fairview Road & Baker Street
• Mesa Verde North to anywhere south of the 405
• Harbor Boulevard near Adams Avenue
• Gisler Avenue to get to the Santa Ana River Trail (SART) The Triangle received the greatest number of comments as a top destination. This area was followed by Sprouts, parks (Lions Park, Canyon Park, Talbert Regional Park, Tanager Park, and Ketchum-Libolt Park), the Donald Dungan Library, Target, The Camp, Vons, and numerous stores located on both 17th Street and 19th Street.
Four schools were also mentioned by survey respondents:
• Ensign Middle School
• Harbor High School
• Newport Heights Elementary School
• Costa Mesa High School
4. How do you most frequently get around the
pedestrian zone selected above?
Of the 63 responses collected, 74.6% selected walking as an option for how they most frequently get around. This was followed by 60.3% getting around by car. The third selection was bike at 41.3%. Lastly, only 3.2% of respondents selected scooter and bus as a travel mode preference. Figure C.2 Travel Mode Preferences in the Pedestrian Zones illustrates the survey responses.
5. What would most improve your walk within your
selected pedestrian zone?
Answers to this question were spread out and divided among several options. The two options with the most responses were safe and visible street crossings, and accessible
sidewalks, with 73% and 65.1% respectively. This was
followed by 49.2% selecting street trees/shade and 47.6% choosing to regulate the speed of vehicles. The last group of responses were all in the 30% range and included
traffic signal timing changes with 39.7%, a flashing beacon supported crossing systems (Rectangular Rapid Flashing
Beacon or Pedestrian Hybrid Beacon) with 34.9%, accessible countdown pedestrian signal heads with 33.3%, and curb
extensions with 30.2%. The two options with the lowest
responses were pedestrian wayfinding signage with 17.5% and accessible sidewalk ramps with 11.1%. Survey responses to this question are illustrated in Figure C.3 Pedestrian Improvement Preferences in the Pedestrian Zones
ATTACHMENT 3
APPENDIX D PROJECT SURVEY
56 Figure D.2 Travel Mode Preferences in the Pedestrian Zones Figure D.3 Pedestrian Improvement Preferences in the Pedestrian Zones ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
57 6. What would make it easier to walk or roll from your home/neighborhoods within your selected pedestrian
zone?
Survey participants identified safe street crosswalks
and connected, safe sidewalks as their top treatments
which would make it easier to walk or roll from their home/ neghborhood, both receiving 69.8% of selections. This
was followed by sidewalks/pathways widening (49.2%);
ramps, curb cuts, signage to remind people of the presence of wheelchair accessibility (28.6%); and sidewalk lighting (25.4%). Lastly, ADA accessibility received 12.7%.
Survey responses to this question are shown in Figure C.4 Pedestrian Treatments Preferences in the Pedestrian Zones.
7. Please provide any comments for us:
A total of 52 responses were submitted for this question.
Received responses are listed below (in each respondent’s own writing with minor grammar edits):
• Fear of getting hit by a car
• Concern over mailboxes on the sidewalks
• Speed limit signs should be posted
• Maintenance of sidewalks is needed
• Cleanliness/upkeep of sidewalks is needed
• Lighted street crossings are needed
• Sidewalks are missing, incomplete, and/or narrow
• High speed / reduce speed
• Right turns on red
• Lack of trees/shade
• No bike lanes
• Create more distance between roads and sidewalks
• There are a lot of blind spots from shopping center/
businesses’ driveways
• Cars don’t slow down near freeway ramps
• Add protection from automobiles
• Transient issues
Locations outlined in the responses include:
• Wilson Street at Rutgers Drive
• Newport Boulevard
• Harbor Boulevard
• Rochester Street / West 18th Street
• Harbor Boulevard and Gisler Avenue
• Wallace Street
• Weelo Drive
• Fullerton Avenue
• I-405 at Bristol Street
• Bristol Street
• Baker Street
• Mesa Verde North
• Ogle Street and Santa Ana Avenue
• Irvine Avenue and 19th Street
Noteworthy:
• CM (Costa Mesa) has potential for pedestrian and biking activities
• Would like to see bicycle boulevards
• Shared bike paths
• The In-N-Out has generated a lot of traffic
ATTACHMENT 3
APPENDIX D PROJECT SURVEY
58 Figure D.4 Pedestrian Treatments Preferences in the Pedestrian Zones Excerpts:
• Eliminate free street parking on a street like Pomona Avenue and separate cars from pedestrians/cyclists OR make speed limits 15 miles per hour with up/down curbing on pedestrian- friendly streets.
• Walkability and bikeability need to go hand-in-hand. High density and low parking requirements should also be a part of this.
• My household enjoys walking to destinations in the Area B and Area C zones. We would like to walk more than drive for additional exercise as well as eliminating drinking and driving and need to call an Uber.
• Wide protected and continuous sidewalks along with friendly plantings would be a huge improvement for pedestrians... improve them and they will come. Walking spaces need to be inviting and safe.
• Bicycle space and accessibility are extremely poor, especially on Tustin Avenue between 17th Street and 15th Street where there is no space for cars and bikes. It would be best to remove parking on one side of the street or make it a one-way street with speed controls (such as on Broadway). More bike lanes everywhere!!!
• There are bricks over the grass on Superior Avenue and E 17th Street to walk to the Del Taco. However, there is no sidewalk or crosswalk to those bricks, and the street doesn’t have lighting. There is one STOP sign with no crosswalk. There should be two crosswalks or a sidewalk.
• Create safe and highly visible bike lanes and bike crossing access.
• A protected path on Bear Street.
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN
59 • It would be very nice if there was a protected bike route up to South Coast Plaza/Crystal Court/ Metro Pointe in addition to Area C.
• Need longer time to cross street (especially Harbor Boulevard and Gisler Avenue)
• Need to increase time for pedestrians to safely cross intersections
• We live in the Del Mesa neighborhood, and Paularino
Avenue and Baker Street are busy/unsafe cross streets for pedestrians and cyclists. My son goes to CM High School and I am not comfortable with the bike lanes/access from our neighborhood to CM High School. I would really like to see Bristol Street/Baker Street/Paularino Avenue add much- needed wider bike lanes and signage.
• The ramps at the crosswalks force you to walk or ride your bike, stroller, scooter, etc into the green light traffic lanes in order to walk across the street that has the red light specifically on Irvine Avenue and 19th Street because that’s the one we use most frequently
• More crosswalks would be great. There are no crosswalks on Wilson Street between Harbor Boulevard and Fairview
Road. This makes it challenging to safely access Wilson Street Park for neighborhoods south of Wilson Street. It is also challenging to get across Newport Boulevard/ the 55 since crossings at 19th Street, Bay Street, 22nd St, Santa Isabel Avenue, Del Mar Avenue, and Bristol Street are at roughly 1/2 mile intervals.
• Wilson Street between Fairview Road and Harbor Boulevard, Fairview Road between Wilson Street and Fair Drive, and Fair Drive between Harbor Boulevard and Loyola Road are great examples of stretches that have FAR too much distance
between crosswalks which causes people to dash across
the street. It would be great to add some pedestrian-triggered crossing opportunities to them.
• Please provide better bike-ability and walkability in and around the Harbor Boulevard Corridor. Also, note the lack of a northbound Harbor Boulevard bus stop at Merrimac Way. This is a huge problem for my community as I have a lot of disabled neighbors who utilize what used to be the bus stop here, which is now moved to in front of the former Ace Hardware.
ATTACHMENT 3
APPENDIX D PROJECT SURVEY
60 ATTACHMENT 3
Toolbox
Reference
APPENDIX E
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN61
E.2 SIDEWALK-RELATED
TREATMENTS
A large number of comments from the community
engagement efforts refer to the general condition of
sidewalks and the function of the overall sidewalk network.
Many principles of sidewalk design can apply to all sidewalks, while others are applied based upon the land use in the area, with commercial, high-density residential, and heavily used sidewalks requiring more area for walking than lower density residential areas.
E.1 INTRODUCTION
While Costa Mesa features several qualities that improve its walkability, and has won awards in recognition of its historical efforts for enhancing the pedestrian experience, improving walkability continues to be an ongoing goal of the City.
This appendix builds upon Chapter 5, Infrastructure Toolbox to include discussions of each tool's benefi ts and design considerations.
The tools were selected to help address many of the
comments received from the community engagement
process. They fall into three categories:
• Sidewalk-Related Treatments: Infrastructure that could enhance the pedestrian right-of-way on the sidewalk
realm.
• Crossing-Related Treatments: Infrastructure that could improve pedestrian crossings on the roadway.
• General Traffi c Behavior and Other: Discussions
of strategies to address broader concerns that
tangentially impact walkability in the city.
The guide consolidates information from various state,
national, and well-recognized institution design standards.
These include, but are not limited to, California Manual on Uniform Traffi c Control Devices (CA MUTCD), Caltrans Design Standards and Specifi cations, and Caltrans Highway Design Manual. Additionally, many standards were referenced from the following organizations: Federal Highway Administration (FHWA), National Association of City Transportation Offi cials (NACTO), and American Association of State Highway and
Transportation Offi cials (AASHTO).
The Design Guidelines do not contain discussions of
additional infrastructure that may be needed to fully install the infrastructure. Examples of such infrastructure include signage, striping, and traffi c signal modifi cations.
ATTACHMENT 3
APPENDIX E TOOLBOX REFERENCE62
Wide sidewalk with street trees at the Donald Dungan Library ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN63
SIDEWALK NETWORKS
Sidewalks are perhaps the most important component of
the pedestrian network. Whenever feasible, they should
be provided on both sides of all roadways within the city.
The Americans with Disabilities Act (ADA) sets minimum
requirements for width and grades, but expanding sidewalk widths beyond this minimum requirement can improve
walkability. Most of the city's roadways contain sidewalks, but the network has gaps in some neighborhoods, requiring pedestrians to walk off the sidewalk and along the roadway, resulting in discomfort and greater exposure to traffi c. Many sidewalks have been constructed to a minimum width and
are adjacent to the curb, which can require pedestrians to yield to pedestrians traveling in the opposite direction and also generally increases pedestrian discomfort. These barriers to the pedestrian experience can occur in areas with higher pedestrian activity or near transit stops.
Through retrofi t of existing sidewalks or for new
developments, widening the pedestrian right-of-way and
limiting the size and frequency of curb cuts along major corridors can increase pedestrian comfort and reduce
confl icts between pedestrians and drivers.
Benefi ts
A well-designed sidewalk network encourages walking,
and also improves safety by discouraging walking on the roadway. Proper placement of sidewalks also ensures that potential obstructions to the pedestrian walkway are located between the sidewalk and the curb line of the roadway,
known as the “parkway”, and not within the direct travel route along the sidewalk.
Design Considerations
A minimum total width of 8 feet is desired from the curb face to the back of the sidewalk with a minimum sidewalk width of 4 feet. In residential areas, a planter strip should be located between the curb and the sidewalk (parkway), and the
sidewalk should be continuous with minimum obstructions.
Driveway ramps should be located between the roadway and the nearest edge of the sidewalk, to maintain a level sidewalk at driveways. Above ground utilities, sign posts, street trees, and other obstructions should be located in the parkway, if possible, and alternatively on the side of the sidewalk closest to the street. Residential driveway standards should be evaluated and modifi ed as appropriate. Ensure that driveway fl ares rise only 4 feet from the nearest curb, in order to maintain a level sidewalk. Sidewalks should be level wherever possible.
Walkable commercial areas often provide areas for sidewalks that are wider than 8 feet. A 12-foot area can allow for street trees in two parallel rows, with one row adjacent to the street curb and a second row behind the sidewalk. When applied to north/south streets, this can provide shade for most typical sun angles. Many cities provide special treatments such as installing unique scoring patterns or tactile treatments such as bricks directly behind the curb. These treatments are most appropriate in commercial areas and are used as a cohesive design feature for place-making within the commercial
areas and to provide a visual element for pedestrians as a separating buffer between the roadway and the sidewalk
areas.
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Design Considerations
As street and sidewalk design has evolved, the best
practices from several decades are no longer appropriate to meet current active transportation and complete street goals. Sidewalks along streets and in walkable areas should have distinct and purposeful designs. They should follow new best practice design principles that make walking more accessible and enjoyable. Some sidewalk enhancements can include relocation of obstructions, widening of sidewalks, and realignment of sidewalks to provide more direct routes. On some streets, widening sidewalks may require relocating the curbs further into the street; however, this will be to detriment of other uses of the street area and studies may be needed to identify the optimal street confi guration.
Program Considerations
In addition to the Design Considerations for new sidewalk facilities, it is recommended for City to develop several programs that could address obstructions on the sidewalk.
These include:
• Study the potential to relocate street furniture, utility poles, access covers/vaults, and obstructions within
the pedestrian right-of-way, with a goal to provide more direct walking routes by placing obstructions outside of the direct walking path.
• Update permitting requirements and enforcement
policies for outdoor dining, construction zones, and
temporary sidewalk closures to ensure the pedestrian
right-of-way remains accessible and clear for
pedestrians.
CLEAR CONTINUOUS SIDEWALK
Well-designed residential sidewalks provide for a minimum 4-foot-wide walking surface that is free of obstructions.
For new construction, any required obstructions such as streetlights, utilities, poles, and other above-ground features should be located within the parkway area (street side) so that the sidewalk is generally continuous and does not require pedestrians to be alert to potential obstructions in their walking path. Placing required obstructions within the parkway area also provides greater separation between
pedestrians and adjacent traffi c, which further enhances the pedestrian experience.
Benefi ts
A straight and direct walking path minimizes travel time and effort for walking. Maintaining a clear 4-foot passage allows two people to walk side-by-side, which is preferable for walking together. Walkable communities strongly emphasize the need for direct walking routes. There are many places in the city where the walking route deviates from being immediately adjacent to the curb to being further from the roadway, separated by a parkway (and vice versa). This
varied sidewalk design can provide for more interesting landscape architecture, but it can also increase the diffi culty of walking to destinations, requiring pedestrians to be alert to obstructions and walk longer distances.
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• Expand education/outreach efforts focused on sidewalk maintenance for property owners and businesses.
• Coordinate with street cleaning and maintenance
divisions to ensure that curb ramps, crossings and other pedestrian facilities are regularly maintained and kept clean, well-lit and in a state of good repair.
• Implement a sidewalk inspection program focused on
pro-active efforts to identify and repair sidewalk and
curb ramp damage.
SEPARATE BICYCLE FACILITY
To the detriment of pedestrians, bicyclists often use
sidewalks to reach their destinations. Riding bicycles on sidewalks is legal except where signage prohibits the use, or where there is a dedicated on-street bicycle lane. Even with a dedicated bicycle facility, use of sidewalks by very young bicyclists is normal and expected. However, if used by older bicyclists, this usually indicates that the existing bicycle facility is unappealing or uncomfortable. To reduce the frequency of bicycle riding on sidewalks, it is necessary to examine and improve the bicycle network so that bicyclists of all ages and skill levels may be comfortable riding in the dedicated facilities.
Benefi ts (of separate bicycle facilities)
Bicycle use on sidewalks creates excessive and
unnecessary confl icts with pedestrians, especially in
commercial areas where sidewalk use by pedestrians is high.
The walking experience is improved if bicyclists are drawn away from sidewalks in these areas. This provides a more 3 comfortable and enjoyable pedestrian experience without the concern of potential confl icts with bicyclists on the sidewalks.
Bicycle use on sidewalks, especially while riding opposite the direction of adjacent traffi c, can cause safety concerns for bicyclists as motorists are less likely to observe a bicyclist moving against the adjacent fl ow of traffi c especially while turning into or out of driveways and side streets.
Design Considerations
Class I Multi-Use Paths need to be carefully designed to ensure safe use for both bicyclists and pedestrians. If substantial frequencies of both modes are present, it is often more appropriate to separate their fl ows into parallel channels, which can be done through striping, signage,
pavement textures, and/or physical separation. When
separating the fl ows, the bicycle pathway is usually placed closer to the vehicular traffi c.
Many arterials in the city have bicycle lanes, but many of the existing lanes currently provide the minimum width. There may be opportunities to widen existing bike lanes to provide buffers between the bikeway and the travel way. If travel way lanes are 11 feet or wider, a buffer may be feasible and may increase the attractiveness of the bicycle lanes.
Class IV bike lanes provide additional separation from
vehicle travel lanes by placing fl exible posts or other vertical elements in the buffer area to create more protected and inviting/attractive bicycle facility.
The City's Active Transportation Plan and proposed bicycle network goals align with providing separate bicycle facilities to reduce confl icts with pedestrians.
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SIDEWALK CONNECTIVITY TO LAND USES
In its current state, the sidewalk network can often result in out-of-direction travel for pedestrians. A common example is the location of a landscaped strip near street corners, which requires pedestrians to travel a longer distance to reach destinations such as shopping areas. For example, commercial centers with landscaped strips along the street frontage - without any breaks or pedestrian access points- require pedestrians to walk from the street corner to the nearest driveway to access the commercial center, rather than providing pedestrians direct access to driveways
located near the street corners, which creates a more
direct walking route. When evaluating the site plans for development proposals, the length and directness of walking routes should be considered.
Benefi ts
This concept is very important to encourage transit usage and walking to destinations. While unintended, current
walking routes can be up to three times longer than the direct distance because of failure to provide walking connections to buildings. Providing direct walking paths from street corners to the commercial areas can reduce the overall walking
distances and time needed to travel to and from these
destinations, while encouraging pedestrians to make more frequently walking trips.
Design Considerations
There may be limited opportunities to address these issues in residential areas, but improvements can be made to the commercial/business areas. Improving a sidewalk connection over a landscaped area that separates the sidewalk from the business parking lots can increase connectivity and access.
SIDEWALK NETWORK GAPS
Sidewalk gaps can discourage walking and expose
pedestrians to traffi c. The City’s long-term goal should be to provide a continuous sidewalk network on all streets. During the Costa Mesa Pedestrian Master Plan (CM PMP) walk audits, community members identifi ed several critical gaps in the system that should be prioritized for improvements, especially in commercial areas and areas that connect to commercial areas.
Benefi ts (of gap closures)
Filling sidewalk gaps, with special focus on walking routes to destinations, removes barriers to walking and eliminates the need for pedestrians to walk along the roadway to reach another sidewalk.
Design Considerations
The City should review and revise its standard plans for construction of sidewalks to ensure that it incorporates the best practices for sidewalk design. These include clear width, providing a separate zone for obstructions, and amenities.
Filling of sidewalk gaps can be controversial in some
neighborhoods or with some homeowners especially if the area is heavily landscaped.
Areas with minimal landscaping and worn paths (“goat
tracks”) may be high priorities for fi lling sidewalk gaps.
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hazard and to then schedule remedial repairs. In areas
with ongoing tree root issues, the inspections may be
required annually, but there should be a routinely scheduled inspection program.
Temporary ramping can address the uplifted sidewalk
immediately but delaying correction can endanger trees if tree roots are involved and allowed to grow further. More aggressive removal and replacement of sidewalk sections may be effective to minimize damage to trees from root
pruning. An arborist may be required to properly diagnose the effective remedy to preserving benefi cial shade and trees.
BUCKLED AND LIFTED SIDEWALKS
Community outreach efforts resulted in many comments
regarding sidewalks that were uneven, buckled, raised by tree roots, or other factors that made walking uncomfortable.
In the past, the City allowed or provided street trees that were later discovered to have invasive roots that raised and damaged the sidewalk. Most of these trees have been replaced where the condition could not be corrected without removal of the trees. Sidewalk defi ciencies can impact ADA compliance and can pose trip-and-fall hazards. However, it's important to note that street trees create a sense of enclosure/increased buffer to the street, as well as shade and are a major benefi t to overall walkability.
Benefi ts
Continuous level sidewalks are more pleasant and desirable for walking. Efforts to address sidewalk condition should be a part of any program to improve walkability.
Design Considerations
Uplifted sidewalks of more than one inch are often considered to pose a safety hazard. Uplifted sidewalks of ¾ inch may also be an issue if the uplifted sidewalk limits a pedestrian's visibility of the elevation change. An effective program will monitor sidewalks citywide proactively to identify buckled and/or lifted sidewalk locations before they pose a safety 6 ATTACHMENT 3
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RAISED CROSSWALK
A raised crosswalk is an internationally accepted design treatment that maintains a raised pedestrian path of travel across a minor street at midblock crossings. Traffi c rises from street level over the raised pavement area and drops back to street level, similar to a speed hump. The design indicates that the pedestrian has the right-of-way over crossing
vehicles.
Benefi ts
A raised crosswalk acts as a traffi c calming measure,
slowing vehicles as they approach from both sides. It makes pedestrians more visible since they are above road-grade.
If constructed with asphalt and at sidewalk grade, raised crosswalks can be designed to allow pedestrians to cross a street along a continuous, level grade, without needing to drop down to street level while crossing.
Design Considerations
The treatment works best when the roadway volume is
9,000 daily vehicles or less for a 2 lane roadway or a 3 lane roadway with or without a raised median. The treatment can also be effective for creating a safe crossing for a separated Class IV bikeway adjacent to the walkway. Appropriate
locations for raised crosswalks include residential roadways in school areas where mid-block crossings are provided or planned.
7 DRIVEWAY ISSUES
Every driveway that crosses a sidewalk is a potential location for confl ict between motorists and pedestrians. Every
driveway that causes pedestrians to travel down toward
street level, move aside to walk on a level surface, or give apparent right-of-way to motorists increases pedestrian inconvenience, and hampers the walking experience.
Pedestrians are supposed to have the right-of-way where sidewalks cross driveways, but the presence of street-type or alley-type entrances, especially with large intersection curb return radii, should be avoided, where possible.
Benefi ts
Walkability is best served when pedestrians are given the highest priority. Pedestrians should be provided sidewalks that are direct, level, and have a minimum number of confl icts with traffi c.
Design Considerations
Driveways should be designed to be no wider than necessary.
The rise from street level to curb level should be kept as short as possible, so that the walking surface can be preserved as a level surface (less than 2% crossfall). If the driveway rise can be accomplished to maintain a minimum 4-foot
level sidewalk, the sidewalk condition will be improved. In some cases, where parking is allowed, the driveway can be extended out into the street using curb extensions to provide more distance to change grade.
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Oftentimes street entrances are provided in conjunction with short deceleration lanes. This design along with signalized intersections where one of the legs is a driveway also
causes misleading or confusing right-of-way assignments.
Marked crosswalks should be installed along the sidewalk in the direction of foot travel, so that turning vehicles on the roadway understand that they must yield to pedestrians
before turning into the driveway. The curb return radius should also be tight enough to require motorists to slow while making right turns.
BUS STOPS AND BUS SHELTERS
Bus stops are locations where sidewalks experience multiple uses, such as walking, waiting for buses, and bus boarding and alighting. Amenities are often provided at bus stops, including benches, shelters, trash disposals, and system service information.
Benefi ts
Transit trips often begin as walking, biking, riding scooters, and other non-motorized modes of travel. The vast majority of transit riders are a pedestrian at some point of their trip.
Paying attention to conditions at or near bus stops can be especially important. A bus stop's condition and amenities can encourage (or discourage) transit usage. These
conditions include both the surrounding sidewalk network and the design and provision of amenities at the stop.
9 Design Considerations
ADA space must be provided to access the bus stop area.
This includes the ability to use the ADA lift so all users can access the bus. The walking path to the bus stop should generally be direct along the alignment of the sidewalk. Bus benches, shelters, and furniture should not obstruct the walkway and should also provide space in front of the bench or shelter for sitting as well as ADA access. Optimal design of a bus stop may require more space than is available in a typical 8-foot-wide parkway/sidewalk area. Many agencies are using curb extensions to widen the sidewalk area into the street, in part to maximize the area that can be used to meet bus stop needs. This also results in the bus stopping in the curb travel lane. This approach may not be feasible on most corridors, but should be explored where high pedestrian volumes are present and wider sidewalks would benefi t the high pedestrian demand. This potentially increases the risk of rear-end or lane change collisions with following vehicles, but it improves travel time and reduces delay for the bus. It is normally a consideration on roadways with speeds of 35 mph or less.
Providing or maintaining space for bicycle infrastructure is also appropriate. This is often accomplished by providing a bikeway behind the bus stop area and a marked or raised crossing that connects the bus stop with the sidewalk.
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STREET TREES
Street trees are typically located between the curb and the sidewalk within the landscaped parkway. They are typically planted at regular intervals in a consistent theme to help create a sense of place. Many varieties of street trees provide shade for sidewalk users.
Benefi ts
The benefi ts of street trees cannot be underestimated.
They include shade, cooling, air quality, traffi c calming, and property value enhancement. Street trees are a typical
component of all well-designed streets.
Design Considerations
Some tree species are more appropriate than others for
planting alongside roadways. Much of the city was developed with Ficus trees. These trees have advantages, but their invasive roots are diffi cult to control to prevent damage to sidewalks. Tree varieties that are better suited to the street and sidewalk environment should be used for all new tree plantings. Palm trees grow well in the local climate, but they do not offer the shade benefi ts of other tree types. The City is recommended to select a sustainable palette of plants that a) provides shade for people walking or standing at gathering points, b) will not uplift or damage sidewalks with their root structures and c) plantings are large enough that they will provide shade canopy within a few years of being planted.
Installation of tree well grates in commercial areas allow for maintaining sidewalk widths without requiring a parkway.
A landscape architect can provide advice on optimal street trees. Some cities have established detailed tree plans and employ an arborist on staff or contract.
Many streets considered to be “Great Streets” have dual rows of trees: A row behind the curb and a row between
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LANDSCAPING
Landscaping is an important feature when located within or adjacent to the sidewalk. In addition to trees, landscaping may include turf or shrubs.
Benefi ts
Landscaping can provide walkability benefi ts when placed alongside of sidewalks. Landscaping is most benefi cial when it is located between the curb and the sidewalk as it provides a buffer between vehicles and pedestrians. It also can be a positive amenity if located along the outside edge of the sidewalk within the public right-of-way or on private property.
Design Considerations
There can be a trade-off between landscaping and the
providing an adequate width for walking. In commercial areas, sidewalks should be wide enough for pedestrians to pass and preferably wide enough for 3 pedestrians to walk side-by- side. Long sections of sidewalk that are continuously 8 feet wide or wider without poles, posts, or above ground utility equipment next to the curb can benefi t from the introduction of landscaping adjacent to the curb. This increases
pedestrian comfort especially if there is no curbside parking.
SIDEWALK CONDITION
During the walk audits, community members regularly
commented on the condition of the city's sidewalks. These comments referred to cosmetic issues such as stains,
discoloration, as well as physical defects such as cracks, lifted sections, and voids.
Benefi ts
Desirable sidewalks create desirable walking conditions.
Maintenance can make a difference. This can include
maintaining a level surface and ensuring the condition is appealing and appropriate for the location.
Design Considerations
It is important to have an inspection system and a program to manage the sidewalk surface, replacing sidewalk panels or entire sections that are cracked, chipped, or uplifted.
Sidewalks in walkable commercial areas may also benefi t from a cleaning program that can include sweeping as
needed and deep cleaning via pressure washing to remove stains.
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CURB RAMPS
Curb ramps are required by the ADA at all street corners where sidewalks are present, and pedestrians may cross. the ADA also has requirements for minimum dimensions
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and maximum grades. Many curb ramps are located at the
midpoint of curb returns at intersections. ADA guidelines encourage the placement of directional ramps at corners rather than a single diagonal curb ramp.
Benefi ts
Directional curb ramps allow better guidance for visually- impaired pedestrians and provide a level sidewalk surface for wheelchair users at sidewalk level. They also shorten the crosswalk distance for all users and increase the distance from the crosswalk to adjacent traffi c lanes.
Design and Other Considerations
Retrofi tting existing signalized corners with directional ramps can be diffi cult and costly. Existing traffi c signal poles are often located at the desirable location for these ramps. Also, available space at these corners is often limited due to the radius of the corner curb or the right-of-way available behind the corner, which can make directional ramps impractical.
Directional ramps are well suited for newly constructed corners or existing street corners that have been redesigned with curb extensions or bulbouts. Detectable warning
surfaces (i.e. truncated domes) signal to the sight impaired/ blind that they have entered or exited areas where there may be confl icts with vehicles and/or bicycles. These detectable warning surfaces should be used at curb ramps where width allows for their inclusion. Standard Plans should be reviewed for compliance with current ADA requirements and should provide directional ramps for all new construction projects.
CURB EXTENSIONS / BULBOUTS
Curb extensions / bulbouts generally narrow the roadway at intersections or at mid-block locations. They are especially appropriate on roadways where on-street parking is allowed or where the road travel way is wider than necessary. By providing only the width necessary to meet traffi c needs, the sidewalks can be greatly expanded, leaving more
room for walking. Crossing distances can also be reduced, which shortens the duration of time where a pedestrian is vulnerable to vehicular traffi c.
Benefi ts
The primary benefi ts for pedestrians are to shorten the crossing length, widen sidewalks, and/or to slow down
vehicular right turns. Bulbouts, in combination with other design considerations such as the reduction in curb return radii, can be benefi cial for pedestrians because they
decrease the crossing distance (which reduces the time
pedestrians are in the roadway) and also slow down right turning traffi c.
Design and Other Considerations
These improvements can pose design challenges for
maintaining existing drainage facilities. They may require adjusting the street elevation or providing new catch basins and storm drain facilities. In other cases, the natural terrain or existing drains may allow for adjustment. When designing for roadways with bicycle facilities, care should be taken to preserve space for bicyclists and provide a continuous surface without requiring the bicyclist to cross onto the gutter in front of the new curb.
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The community also discussed the general condition
of crossings and the function of crossings overall in the pedestrian infrastructure network. Many principles of
crosswalk design apply to all crossings, while others may be applied based upon the land use in the area. Heavily E.3 CROSSING-RELATED TREATMENTS
used pedestrian crossings require additional visibility and improvements than lower-density residential areas.
Mid-block crossing with pedestrian beacons, pedestrian island, and crosswalk with aesthetic treatment at Gisler Ave, east of Ca lifornia Ave
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MARKED CROSSWALKS
Though not common knowledge for most motorists, the
California Vehicle Code defi nes intersections as locations of legal crossing, whether or not a crosswalk is marked.
Benefi ts
Adding a crosswalk marking more clearly indicates that
pedestrians have the right-of-way at intersections, and encourages more walking. Their presence may better remind drivers to watch for pedestrians, and there may be a traffi c calming effect.
Design Considerations
Cities often mark crosswalks to highlight locations that are frequently crossed by pedestrians. The City may
wish to adopt a clear policy on when to mark crosswalks which may include factors such as traffi c volumes, lane confi gurations, pedestrian volumes, sight distance, and if a supplemental traffi c control device would be required (RRFB, HAWK or signal) to facilitate safe crossing of the marked crossing. Marking unwarranted crosswalks at uncontrolled locations can lead pedestrians into a false sense of security.
Pedestrians are usually more cautious and observant to
oncoming vehicles when crossing a location without a
marked crosswalk.
ADVANCE STOP BARS
Motorists occasionally stop too close to the crosswalk or their vehicle encroaches into the crosswalk when stopped at an intersection, crowding the pedestrians in the crosswalk.
Benefi ts
Advance stop bars help improve the visibility of pedestrians by motorists as it provides an indication of where the vehicle must stop at the intersection approach, before the crosswalk.
Design Considerations
Communities routinely include advance limit lines located approximately 5 feet in front of all continental style
crosswalks. Costa Mesa has done this in some locations but in a few locations the setback distance is less than 4-5 feet. Advance limit lines tend to encourage motorists to stop further from the crosswalk and reduce vehicle encroachment into the crosswalk area.
Traffi c loops are also set back to align with these new limit lines. This treatment can also allow for crosswalks to be shifted to better align with the wheelchair ramps, while the limit line continues to advise traffi c on where to wait.
Staggered advance stop bars can also be used to help
combat the multiple-threat situation between stopped cars, pedestrians in the crosswalk, and fast-approaching right turn traffi c with impacted sight distance of pedestrians.
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ADVANCED YIELD LINES
Advanced yield lines are roadway markings that provide
guidance as to where drivers should wait while a pedestrian is crossing. They are placed in advance of a crosswalk to provide separation between the crossing pedestrians and vehicles.
Benefi ts
Advanced yield lines offer more visibility of pedestrians crossing the roadway and reduce the likelihood of multiple- threat crashes.
Design Considerations
These markings must be placed 20 to 50 feet in advance of the crosswalk and must include R1-5 or R1-5a MUTCD signage.
These markings are typically used at mid-block crossings or at unsignalized slip lanes.
HIGH-VISIBILITY CROSSWALKS
High-visibility ladder, continental, or triple four (double continental) crosswalks are crosswalk designs that provide greater visibility to motorists to help increase awareness of pedestrians crossings.
Benefi ts
High-visibility crosswalks are more likely to draw a motorist's attention and have been shown to improve yield behavior.
These crosswalks also create a more comfortable crossing experience for pedestrians.
Design Considerations
Costa Mesa uses standard crosswalk markings and high-
visibility (continental, ladder, and triple-four (or double continental)) depending on existing factors such as volumes, speeds, grades, available sight distance and surrounding context (schools, commercial areas, major arterials, etc.).
These types of crosswalks are typically installed in areas with high pedestrian demand and high vehicle activity to increase the safety of pedestrians. The horizontal bars of a continental or ladder crosswalk should be aligned with the nearest lane alignment (upstream or downstream) to maximize the visual effectiveness of the treatment as motorists approach the crosswalk.
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PEDESTRIAN CROSSING TREATMENTS
Recent pedestrian safety studies continue to indicate that marked uncontrolled pedestrian crossings can increase the risk of collisions with pedestrians, as well as rear-end and other types of collisions between motor vehicles.
Benefi ts
Pedestrian crossing treatments should be considered
wherever an uncontrolled pedestrian crossing exists. These treatments can reduce the risk of collisions with pedestrian and other types of collisions between motor vehicles.
Design Considerations
An appropriate design will consider the surrounding context, roadway cross section, pedestrian crossing volume, vehicular ADT, and prevailing speeds. Reducing the number of travel lanes and crossing distance for an uncontrolled crossing helps reduce pedestrian exposure in the roadway. Other
treatments include median refuge islands, advance yield lines, rectangular rapid fl ashing beacons (RRFB), pedestrian hybrid beacons (HAWK), signalized crosswalks, and special traffi c signal operations. The California MUTCD provides minimum guidance on use thresholds for some of these facilities, and guidance for FHWA is also available for selection of crossing treatments. It is also important to note that recent studies have indicated that crosswalk collisions are far more likely during darkness. Evaluation or enhancement of street
lighting may be appropriate in locations where uncontrolled crosswalks exist or are planned.
MID-BLOCK CROSSING
Mid-block crosswalks facilitate crossings to popular
destinations that are not well-served by the existing traffi c network. Mid-block crossings may be suitable in roadway segments where there is a large gap between signalized
intersections and pedestrians are more likely to cross the roadway at a mid-block location, instead of traveling to one of the signalized intersecting and then crossing the roadway.
Benefi ts
Mid-block crossings can lessen the amount of walking
needed for pedestrians to access a popular destination.
These crossings help maintain a pedestrian travel network and minimize the number of mid-block crossings that
occur throughout different parts of the block by attracting pedestrians to a marked crossing where there is high
pedestrian demand or anticipated demand.
Design Considerations
When considering mid-block crossings, pedestrian demand should be considered for optimal placement and usage.
Controlled mid-block crossings require pedestrian crossing treatments to improve visibility and safety. The design of these crossings needs to consider stopping sight distances, effects of grade, cross slope, need for lighting, and other factors.
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MAINTENANCE OF CROSSWALK MARKINGS
Many community member comments from the walk audits
were related to worn or poorly maintained markings. The community is concerned that poorly marked or maintained locations may be less safe than properly and clearly marked sites.
Benefi ts
Crosswalk markings that are in good condition (free form major cracks, chips or faded color), can maintain conspicuity of the crossing, especially from a long distance. Crosswalks that are properly installed will also retain their retro- refl ectiveness.
Design Considerations
Since pedestrians in California have similar rights at both marked and unmarked crossings, the condition of markings is not a large factor in litigation, but poorly marked locations are often noted as a cause of a collision. Gaps in thermoplastic markings are often created by utility trenches or pavement spot repair. Existing pavement quality needs to be accounted for before installing crosswalk markings. Poor pavement quality such as asphalt with major cracks and chips are not ideal for thermoplastic installation as the thermoplastic will then also crack and chip easily. Thermoplastic is also not ideal for installation over existing painted asphalt, or over concrete where a side street has a concrete swale/cross gutter across the street. Thermoplastic should be allowed to properly dry prior to motor vehicle travel, especially for high- visibility crosswalks, which will cause indentations and scuff marks by motor vehicles that cannot be removed.
SIGHT DISTANCES AT CROSSWALKS AND
INTERSECTION CORNERS
During the walk audits, community members often noted that they witnessed sight distance issues at crosswalks and at intersection corners, generally due to on-street parking near an intersection. It is not necessary to paint red curb around curb returns to provide adequate sight distance, but this treatment is often omitted on the opposite site of the street at T-intersections. Prohibiting parking on the approach to marked uncontrolled crosswalks is also normally encouraged to ensure that motorists and pedestrians can observe each other before the pedestrian enters the roadway.
Benefi ts
Parking management and providing adequate sight distances is important where pedestrian crossings are expected or encouraged. The key benefi t of this practice is safety.
Design Considerations
Providing adequate sight distance at all crossing
locations in residential areas is a good practice. This can be accomplished by prohibiting parking along the curb
approaching the crosswalk. Sight distance can also be
improved by providing a curb extension that allows the
pedestrian to step forward and improve their vision of
approaching traffi c without stepping into the street. Curb extensions also can provide a traffi c calming effect that helps achieve more reasonable vehicle speeds in residential areas. General design considerations for curb extensions, including drainage impacts, and bus stop opportunities, are discussed in other sections of this toolbox.
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ADDING MISSING CROSSWALKS AT TRAFFIC
SIGNALS
Community feedback from the walk audits noted that
crosswalk markings were not provided across all legs at many signalized intersections. The absence of crosswalk markings can increase the time and distance required
to reach destinations. Crossings are typically prohibited where the effi ciency of traffi c signalization is improved by eliminating the pedestrian crossing or where allowing the crossing increases the potential for a collision. Typical locations include 4-way intersections with heavy turning movements from one leg of the intersection and light traffi c on the opposite direction, such as Newport Boulevard at 19th Street, or Adams Avenue at Fairview Road; intersections that use “split phasing” and prohibit the crosswalk that would operate with the lightly used approach. Crossing movements are also often prohibited for one leg at T-intersections where left turns from the terminating street confl ict with pedestrians using the crosswalk at the left leg of the intersection.
Benefi ts
Providing controlled pedestrian crossings reduces the
amount of street crossings, since a pedestrian may be
required to use three crosswalks because of a missing
crosswalk leg. Many crosswalks are prohibited in commercial areas at this time, and these crossing prohibitions can be an impediment to walkability.
Design Considerations
Prohibiting crossings at signalized intersections should be carefully considered to verify that the prohibition is justifi ed and that other countermeasures are not suitable. In some cases, the potential ineffi ciency of requiring increased pedestrian crossing time to travel around the prohibited crossing may not be signifi cant. If the parallel and adjacent through traffi c movement already regularly requires enough time to serve a pedestrian crossing, there may be limited justifi cation for the prohibition.
In many cases the added time needed to add a pedestrian crossing can be easily incorporated into the existing signal operation. This may be most relevant at intersections with minor cross streets where surplus time is often available in the signal cycle to meet the needs of the added crossing.
Some traffi c signal design and phasing treatments can
minimize the time lost for vehicles, by allowing non-confl icting traffi c movements while the pedestrian crossing continues, including potentially other crosswalk movements or left turns that do not confl ict with the crossing movement. While studying whether or not a missing crosswalk should be
added, it is important to coordinate with emergency services.
Pedestrian crossings can confl ict with emergency vehicle preemption because the preemption cannot be triggered
during an active and confl icting pedestrian phase.
9 ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN79
CROSSWALK SCRAMBLE OPERATIONS
A crosswalk scramble operation is a special traffi c signal operation and phasing design that stops motor vehicle traffi c in all directions while allowing pedestrians to cross between all corners at the same time.
Benefi ts
By eliminating nearly all confl icts between vehicles and pedestrians, this technique can enhance safety at locations with a high number of pedestrians. It is appropriate in areas where pedestrian fl ows are so heavy that motorists may have diffi culty turning through pedestrian streams. They are seeing increased usage in Southern California near beaches, colleges, and in busy walkable retail areas with heavy
pedestrian volumes.
Design Considerations
While providing unique service to pedestrians, this technique can also increase delays to pedestrians, especially if a pedestrian can begin their crossing of two consecutive
intersection legs as soon as one direction indicates a WALK signal. The time required to serve the crossing is lost to other traffi c movements, so heavily used intersections can experience substantial delays and queuing. They are rarely implemented at heavily used intersections between multi- lane roadways.
PEDESTRIAN ISLANDS
Pedestrian islands are protected spaces placed in the center of the street to facilitate pedestrian crossings. The pedestrian islands help shorten the crossings especially at large
intersections.
Benefi ts
Pedestrian islands can provide a protected space for
pedestrians to wait for an acceptable gap in traffi c. They reduce the overall crossing length and a pedestrian's
exposure to vehicular traffi c. The islands can decrease the amount of delay that a pedestrian will experience to cross a street by not requiring a pedestrian to fi nd gaps in vehicular traffi c in order to cross street safely.
Design Considerations
Pedestrian islands should be at minimum 4 feet wide and preferably 8 feet wide to accommodate pedestrian comfort and safety. At mid-block crossings, pedestrian islands, in combination with curb extensions/bulb-outs, can provide traffi c calming benefi ts along with shorter crossings for pedestrians across each direction of travel way.
Detectable warning surfaces (i.e. truncated domes) signal to the sight impaired/blind to inform them that they have entered or exited areas where there may be confl icts with vehicles and/or bicycles. These detectable warning surfaces should be used at pedestrian islands where width allows for their inclusion.
1110
ATTACHMENT 3
APPENDIX E TOOLBOX REFERENCE80
IMPROVED PEDESTRIAN CROSSING TIMES
Community feedback from the walk audits often reported
inadequate pedestrian crossing times. Minimum crossing
times are specifi ed in the California MUTCD. Providing less time can increase liability and increase the potential for a pedestrian collision. Often the minimum times are present and adequate, but pedestrians may need additional crossing time if they do not fully understand the operation. The use of countdown indications is discussed in this toolbox and is an effective solution for this concern.
Benefi ts
Providing adequate crossing times allows for the last
pedestrian entering at the end of the “walk” cycle to clear the intersection safely before any confl icting vehicular movements begin. This reduces the potential for pedestrian- related collisions.
Design Considerations
The California MUTCD lowered the standard minimum walking rate from 4 feet per second (fps) to 3.5 fps over 10 years ago with an allowance that the times did not need to be implemented until other traffi c signal work or retiming was required. In addition to the walking speed of 3.5 fps, the method of measuring the crossing distance greatly affects the crossing time. A conservative approach to measuring the crossing distance is to measure from the bottom of
the curb ramps at both ends of the crossing, with the
path measured through the center of the crosswalk. This is more conservative than MUTCD guidance and provides
pedestrians with suffi cient time to cross.
PEDESTRIAN COUNTDOWN SIGNALS
Pedestrian countdown signals indicate how many seconds
of DON'T WALK remain before the traffi c signal turns to yellow.
The use of countdown indications is required for all signalized crosswalks except for extremely short crossings.
Benefi ts
Countdown pedestrian signals have greatly reduced concern that signals do not provide adequate time to complete a crossing. They are extremely useful in allowing pedestrians to gauge whether or not they have suffi cient time to cross.
Countdown pedestrian signals have signifi cantly reduced collisions caused by pedestrians beginning to cross near the end of the pedestrian phase due to not knowing the
remaining time. This type of incident was common prior to the emergence of countdown pedestrian signals.
Design Considerations
It is recommended that all remaining standard pedestrian signals be retrofi tted to a pedestrian countdown signal. 12 13
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN81
PEDESTRIAN PUSH BUTTON LOCATIONS
Pedestrian Push Buttons (PPBs) are generally located near the crosswalk and at a location that meets ADA requirements, and per MUTCD guidelines, preferably near the level landing.
The location should be intuitive and generally allow for activation while standing or waiting near the beginning of the crosswalk. PPBs located outside the crosswalk area may provide misleading information about the crossing location, especially to visually impaired pedestrians who may stand beside the push button and begin to cross outside of the crosswalk.
Benefi ts
Proper design of pedestrian push buttons reduces the
chance that a visually-impaired pedestrian will cross against a WALK signal or outside the crosswalk area. This greatly reduces the potential that a pedestrian will be struck by a moving vehicle which then increases walkability.
Design Considerations
Traffi c signal design guides and the California MUTCD provide guidance for the optimum location of pedestrian push
buttons. Where possible, a 4’ x 2.5’ level landing should be provided in front of the pedestrian push button for ADA adherence. Push buttons should not be installed in ramp fl ares. Pedestrian push buttons with older style push buttons consisting of a ½ inch round button need to be replaced with ADA compliant push buttons. Older push buttons are too
diffi cult to press for some and ADA- compliant pedestrian push buttons requires buttons to require less force to push. 14 A pedestrian will not have diffi culty locating a pedestrian push button (PPB) if it is properly designed. Improperly located PPBs are often due to unusual placement of traffi c signal poles, mounting the PPB on the wrong side of the pole, or the use of non-standard designs for traffi c signals at street corners. Where there is concern for PPB placement, site research will normally confi rm if the PPB is placed at a proper location. It may be necessary to install a separate push button and post closer to the crosswalk, but this installation is not as costly as attempting to move a large signal pole to a different location.
ATTACHMENT 3
APPENDIX E TOOLBOX REFERENCE82
ACCESSIBLE PEDESTRIAN SIGNALS (APS)
PUSH BUTTONS
Accessible Pedestrian Signal (APS) push buttons are devices that communicate information about the “WALK” and
“DON’T WALK” intervals at signalized intersections, in non- visual formats (audible tones and vibrotactile surfaces) to pedestrians who are visually impaired.
Benefi ts
APS pedestrian push buttons benefi t the visually-impaired by alerting them to the activation of a "WALK" interval as well as the status of the walk cycle.
Design Considerations
APS pedestrian push buttons should meet the current
requirements of the MUTCD and should include features such as a “Locate Tone” that sounds once per second, which
is intended to direct a visually impaired pedestrian to the location of the push button. APS pedestrian push buttons should also have a raised tactile arrow pointing in the direction of the crosswalk, which helps orient pedestrians in the direction of the crosswalk. The APS push buttons also emit an audible sound after the button is pushed, using sounding the word “Wait” each time the button is pushed. 15 PEDESTRIAN HYBRID BEACON (HAWK SIGNAL)
A pedestrian hybrid beacon, also known as a HAWK signal, is a traffi c control device used to provide additional pedestrian protection to existing uncontrolled or newly proposed marked crosswalk locations. A HAWK signal is distinct from traffi c signals and constant fl ash warning beacons because it
is only activated by pedestrians when the push button is pressed.
Benefi ts
HAWK signals can lead to lower confl ict and crash rates for pedestrians and vehicles. They clearly indicate that a crosswalk is being used and that all motorists must come to a complete stop. When the pedestrian phase of the
HAWK signal ends, the HAWK signal goes dark until the next activation by a pedestrian.
Design Considerations
HAWK signals should be located outside the functional area of a signalized intersection. CA MUTCD allows for installation at intersections or driveways. In addition to the signal head displays, stop lines and marked crosswalks are required at HAWK signal crossings. Advance stop lines should be used on at crossings to reduce the potential for crashes.
16 ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN83
RECTANGULAR RAPID FLASHING BEACONS
(RRFB)
Rectangular Rapid Flashing Beacons (RRFB) are a traffi c control device that uses a combination of a strobing LED light bar and pedestrian warning signs to help facilitate pedestrian crossing at marked crosswalks by informing motorists that there is someone in the crossing and that they must yield.
The devices fl ash when activated through a pedestrian push button or by passive pedestrian detection.
Benefi ts
RRFBs promote safer driver yielding behavior at crossings because they use an irregular fl ash pattern similar to emergency fl ashes on police vehicles to bring awareness to pedestrians using the crosswalk.
Design Considerations
RRFBs should be used in combination with a marked
crosswalk, ADA curb ramps, advance warning signs or
pavement markings, and overhead lighting. Reserve the use of RRFBs for locations with signifi cant pedestrian safety issues, as over-use of RRFB treatments may diminish their effectiveness.
17 LEADING PEDESTRIAN INTERVALS
This traffi c signal operation technique provides pedestrians a head start for crossing, allowing them to leave the curb and establish presence in the crosswalk before adjacent traffi c is signaled to proceed. They are most effective where vehicular right turns are frequent, and motorists are highly likely to enter the crosswalk during the fi rst few seconds of WALK. Typical leading pedestrian intervals (LPIs) range from 3-7 seconds.
Benefi ts
Confl icts between pedestrians and right-turning vehicles are most likely to occur within the fi rst few seconds, so the use of LPIs can be a great safety benefi t. Agencies who use the treatment in downtown location or heavily-used crossings report signifi cant reductions in reported pedestrian-related collisions. A reduction of 10-20 percent may arise, according to ongoing safety studies.
Design Considerations
LPI duration is an important consideration in the signal timing of an intersection. LPIs of 3 seconds may be too short to allow pedestrians adequate time to enter the roadway, and LPIs of 7 seconds may be too long and cause unnecessary delays for adjacent through movements where the right turn is not its own dedicated phase. Since motor vehicles are stopped during LPIs, implementing them on every intersection leg can cause signifi cant delays to motorists, especially where pedestrian and vehicular demand is high. LPIs can also be programmed to be active during specifi c times of the day. This allows the LPI to serve the time period of the highest pedestrian demand, if demand varies throughout the day. 18 ATTACHMENT 3
APPENDIX E TOOLBOX REFERENCE84
REGULATING RIGHT TURNS ON RED
Pedestrians occasionally mention right turns on red that confl ict with pedestrian crossings. Motorists making right turns may not always observe pedestrians to their right because their vision is directed to traffi c approaching from the left. The problem may be more pronounced at locations with designated right turn lanes or locations where most of the traffi c in the curb lane turns right.
Benefi ts
Prohibiting right turns on red can improve safety for
pedestrians. It is unknown how many pedestrian injuries occur due to allowing Right Turn on Red. However, there can be challenges to effective prohibitions.
Design Considerations
Motorists are highly accustomed to turning right on red and may resist measures without heavy enforcement. The
use of red turn arrows or the use of extinguishable (blank out) message signs or regular message signs have been
employed to seek better compliance. Prohibited locations normally have visibility issues that discourage motorists from trying to turn on red. Locations where the through lane limit line is set further back from the side street also see better compliance.
Right turn on red restrictions, however, need to be carefully studied before implementation because right turning
movements with high volumes can lead to long queues that spill back to the main line which may cause other safety concerns.
19 FLASHING YELLOW ARROWS (FYA)
Flashing Yellow Arrows (FYA) are implemented on traffi c signals for left/right turn movements. The FYA indicates to motorists that they may turn left/right only when there is no oncoming traffi c and crosswalks are clear of pedestrians and bicyclists. During the fl ashing yellow arrow, the left/right turn movement becomes a permissive left/right turn and when the yellow arrow turns solid, vehicles should prepare to stop and not proceed into the intersection to turn left/right.
Benefi ts
Flashing yellow arrows help make motorists more aware
of the permissive situation and makes them more alert to pedestrians. Depending on the traffi c volumes and opposing through traffi c conditions, the permissive green light may not allow more opportunities than a protected left turn arrow.
Therefore, potential locations for fl ashing yellow arrows will need to be studied to determine the feasibility of this treatment.
Design Considerations
Flashing yellow arrows can be useful for intersections with permissive left/right turns where there is a high level of non- compliance of motorists yielding to pedestrians. Flashing yellow arrows are more conspicuous and bring greater
attention to the required yield than a green light
20 ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN85
21 REDESIGN OR REMOVE SLIP TURN LANES
Uncontrolled free right turn lanes, also known as slip lanes, are lanes that allow motorists to turn right at signalized intersections, often without stopping, even when the traffi c signal is red for adjacent through traffi c. They were designed at intersections to reduce the delays and queues of right turning movements with very large right turning volumes. Slip lanes are usually equipped with a large median “porkchop” island which is used by pedestrians as a refuge. Slip lanes usually require right turning traffi c to either yield to cross- traffi c or the slip lane has its own dedicated receiving lane which merges onto the side street mainline.
Benefi ts (of Redesign or Removal)
These types of lanes are not friendly to pedestrians, because they help vehicles make the turns at much higher speeds and divert motorists' attention away from the pedestrian crosswalk within the slip lane. Programs to remove or modify these turn lanes are common, and design approaches that minimize their future need are preferred.
Design Treatments
The most common design treatment is to remove the slip
lane median island and, if necessary, reconstruct the
corner curb adjacent to the slip lane. This removes the uncontrolled crosswalk across the slip lane and creates a conventional right turn condition. Where such lanes are needed to accommodate the traffi c volumes, or where
construction funds are limited, their designs can be modifi ed.
This can by done by redesigning the slip lane to have a more perpendicular approach to the cross-street which reduces the angle of a motorist’s head turn needed to look for a gap in oncoming traffi c. This allows for a better sight distance to pedestrians crossing from the right to the left of the slip lane, which would normally be in the motorist’s blind spot as they are looking to the left. Another treatment is to remove the dedicated receiving lane of existing slip lanes. This would slow down vehicles as they approach the crosswalk because then motorists would need to yield to cross-traffi c before turning.
ATTACHMENT 3
APPENDIX E TOOLBOX REFERENCE86
PEDESTRIAN DELAY MANAGEMENT
Pedestrians experience substantial wait time when they want to cross the minor leg of the intersection, parallel to the major roadway, with a coordinated movement as the cycle lengths during the coordinated phase are longer.
Benefi ts
Turning on the "Pedestrian re-service" function on a
signalized intersection controller, if a pedestrian arrives at the intersection and the coordinated phase has enough time to service the pedestrian phase, then the pedestrian phase will turn on. This prevents pedestrians from needing to wait until the cycle fi nishes and the coordinated phase starts back up.
Design Considerations
Alternative intersection types have greatly reduced
pedestrian delays. These include all-way stops, roundabouts, and crossings of lightly traveled streets where no control is needed for pedestrians. When new traffi c signals are being considered, equal consideration to alternative intersections should be included, especially if an alternative intersection can meet expected usage requirements of all users.
22 23
PEDESTRIAN LIGHTING
Street lighting can be an important amenity. Tall streetlights can provide adequate illumination to permit walking after dark, but lower-level lighting is often provided in commercial areas. These treatments increase the illumination level along the sidewalk and provide for a more constant level of illumination.
Benefi ts
Higher illumination is especially benefi cial in commercial areas.
It makes the area more attractive, and it better illuminates pedestrians as they walk along the sidewalk or across
driveways. Illumination is less needed in residential areas, but it should be suffi cient to allow for walking without carrying fl ashlights. It can also provide comfort and personal safety benefi ts for walking alone.
Design Treatments
Adequate lighting needs to be provided for sidewalks, trails/ MUPs, and crossings. Lighting at crossings needs to be either adjacent to the crossing or upstream from the crossing as to not create a backlight contrast issue which only allows a silhouette of the pedestrian to be visible.
ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN87
A majority of comments received from the community
engagement process were either related to the sidewalk
realm or pedestrian crossings. However, there were a handful of comments that pertain to general motor vehicle traffi c E.4 GENERAL TRAFFIC BEHAVIOR AND OTHER CONCERNS
behaviors or that are well beyond the scope of the Plan. The following tools could improve general traffi c behavior on the roadway.
Pedestrian bridge on Bristol Street
ATTACHMENT 3
APPENDIX E TOOLBOX REFERENCE88
ROADWAY RECONFIGURATIONS
In many communities, multi-lane arterials have been modifi ed to reduce the number of through travel lanes. It is especially common for roadways with 4-lanes undivided (no left turn lanes) to be reduced to 2 lanes (with left turn lane), where traffi c needs are clearly met by fewer lanes. Roads that carry fewer than 20,000 vehicles per day and have no more than 4 lanes are the best candidates for reconfi guration.
Benefi ts
Roadway reconfi gurations may create reduction in distance to cross active lanes, freeing space for bicycle lanes and other purposes, and slowing the fl ow of traffi c by inhibiting passing, especially along roadways with high pedestrian activity, such as roadways near schools.
Design Considerations
Reducing roadways from 4 lanes to 2 lanes (with traffi c volumes of less than 20,000 vehicles per day) can improve pedestrian safety, motorist safety, and result in traffi c calming benefi ts. Furthermore, a traffi c analysis may be appropriate for roadways in the 15-20,000 vehicle range to ensure that potential side effects are identifi ed.
The need to initiate a roadway reconfi guration should be considered based upon the identifi cation of safety issues or other needs that can be alleviated by reducing the width required for motor vehicle travel. A project that provides public enhancements will generally be treated more positively than a project which reduces travel lanes.
1 ATTACHMENT 3
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN89
restripe the roadway to a different confi guration is when it is repaved. The best time to test a trial confi guration is a few months to a year before it is repaved, if there is a potential that it would be changed back after a demonstration is
completed.
If a roadway is being considered for modifi cation to change the location of the curbs, either at an intersection or for a longer distance, consideration of including the curb change may be more affordable if done together with repaving.
There is often hesitancy to changing roadway soon after new pavement or other roadway features is completed. It is better to plan for the future of the roadway, and then undertake maintenance based upon moving toward the future plan.
ROADWAY PAVEMENT REHABILITATION
The roadway pavement conditions was often discussed
by community members during the walk audits. Paving in
pedestrian crossing areas can be an important factor in providing a safe walking surface and pavement condition should be monitored. But when streets are repaved, it is an appropriate time to review issues regarding how the street is used.
Benefi ts
When walkability measures are incorporated strategically with pavement rehabilitation, the costs can be reduced
substantially. Also the potential to reconstruct a feature that was recently constructed in its existing condition can result in expenditures that could be eliminated or reduced.
Integrating potential street changes into the rehabilitation schedule, often a year or more in advance, can save funds or allow for more work with the same amount of funding.
Design Considerations
The marking treatment, alignment, and location of marked crosswalks is best addressed when the existing crosswalk is repaved. The crosswalk can be shifted to better align with wheelchair ramps, the marking treatment can be converted to high visibility, and advance limit lines can be provided to move motorists further from the crosswalk when stopping.
The feasibility of road diets should also be a consideration before and after pavement rehabilitation. The best time to 2 ATTACHMENT 3
APPENDIX E TOOLBOX REFERENCE90
SPEED FEEDBACK SIGNS
A dynamic message sign that uses radar or laser technology to determine the speed of an approaching vehicle and then displays the speed to the driver. If motorists are speeding, the sign fl ashes the exceeded speed along with “SLOW DOWN” or “YOUR SPEED”.
Benefi ts
Speed feedback signs activate when drivers exceed posted speed limit by fi ve miles per hour. These can be effective in reducing motorists’ speeds on wide roadways or near high pedestrian areas such as schools.
Design Considerations
Physical constraints in installing speed feedback signs include requiring a special type of pole, space for footing, and if the signs are not solar – a source of electricity. Speed feedback signs should be strategically placed, where
warranted, such as locations with historical speeding
violations or collisions due to speeding.
TRANSIT ACCESS
Walking is an important consideration in encouraging or using transit. A typical walk shed, an area around a central destination that is reachable on foot by the average person, of ¼ mile is considered in transit planning around each bus stop. Special attention to the walkability for all potential routes to bus stops is appropriate. The walking route to high activity generators is especially important. Walking routes from bus stops to nearby shopping centers should be reviewed to ensure that the route is direct and relatively free of high traffi c aisles.
Design Considerations
Bus stops should be carefully integrated into the walking environment. Bus stops and shelters can impede the direct travel path of pedestrians. If space is available, they should be located between the travel way of the sidewalk and the curb line. If the space is not adequate, the furniture should be located toward the back of, or behind, the sidewalk.
Costa Mesa has constructed bus bays to move buses
out of the fl ow of vehicle traffi c. Many communities are constructing curb extensions to locate transit stops further into the street area. This location improves bus speed and provides more space for bus stop amenities. It can increase confl icts between stopping buses and through traffi c, but it can also discourage use of the curb lane, increasing the separation between walkers and heavy traffi c. Often, the combination of bus stops, slowing for pedestrians crossing driveways and intersections can greatly reduce the use of the curb travel lane.
3 4
ATTACHMENT 3
Pedestrian
Counts
APPENDIX F
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Tue, Oct 5, 21 NORTH & SOUTH: LOCATION #: 1
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 3 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 7:15 AM 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:30 AM 0 2 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 7:45 AM 1 7 4 5 0 10 0 0 0 0 0 0 0 0 1 2 0 0 0 0 0 0 30 8:00 AM 4 0 2 1 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 9 8:15 AM 0 1 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8:30 AM 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:45 AM 0 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 TOTAL AM 6 15 10 16 0 11 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 0 62 04:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:15 PM 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:00 PM 0 1 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:15 PM 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:30 PM 0 1 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:45 PM 1 0 1 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 4 TOTAL PM 3 3 6 7 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 20
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:15 AM 1 0 1 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 7:30 AM 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:45 AM 0 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:00 AM 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL AM 5 1 1 6 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:45 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:00 PM 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:15 PM 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:30 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:45 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL PM 4 2 2 2 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 11
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Garfield and Madison
Paularino
AM
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male
NORTH SIDE
Female Child Male Female Child
PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child
AM PM
Child Male Female Child Male Female
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN91
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Wed, Oct 6, 21 NORTH & SOUTH: LOCATION #: 1
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 7:15 AM 0 1 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 7:30 AM 1 4 1 2 0 3 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 12 7:45 AM 2 5 3 3 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17 8:00 AM 2 2 1 2 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 10 8:15 AM 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8:30 AM 1 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8:45 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL AM 7 17 9 13 0 9 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 57 04:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:15 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:30 PM 0 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4:45 PM 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:15 PM 0 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:30 PM 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:45 PM 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL PM 3 2 4 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:30 AM 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:45 AM 0 2 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8:00 AM 1 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:15 AM 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL AM 3 3 2 3 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:45 PM 2 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5:00 PM 0 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:15 PM 1 1 2 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5:30 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL PM 5 3 3 2 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 AM PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female Child
AM PM
Male Female Child
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Garfield and Madison
Paularino
TOTALOTHER WHEELED DEVICE
Child
PEDS BYCICLIST WHEELCHAIR STROLLERS
NORTH SIDE
Male Female Child Male Female
APPENDIX F PEDESTRIAN COUNTS 92
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Sat, Oct 2, 21 NORTH & SOUTH: LOCATION #: 1
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 11:15 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 11:30 AM 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 2 11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 PM 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 12:15 PM 0 0 1 0 0 0 1 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 4 12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 PM 1 1 2 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 TOTAL MD 2 1 6 3 0 0 1 2 0 3 0 0 0 0 1 0 0 0 0 0 0 0 19
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 11:15 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 AM 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 12:00 PM 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 12:15 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL MD 2 1 1 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 8 MD
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female Child
STROLLERS
MD
Male Female Child Male
TOTAL
NORTH SIDE
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Garfield and Madison
Paularino
OTHER WHEELED DEVICE
ChildFemale Child Male Female
PEDS BYCICLIST WHEELCHAIR
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN93
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Tue, Oct 5, 21 NORTH & SOUTH: LOCATION #: 2
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:15 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:30 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:45 AM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 8:00 AM 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:15 AM 0 3 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 5 8:30 AM 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL AM 2 4 2 2 0 0 2 2 0 0 0 0 0 0 1 0 1 0 0 0 0 0 16 04:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 4:45 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:00 PM 0 0 1 1 0 0 0 2 0 0 0 0 0 0 0 0 0 1 0 0 0 0 5 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 1 1 1 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 5 5:45 PM 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL PM 2 2 3 1 0 0 0 4 0 0 0 0 0 0 0 2 0 1 0 0 0 0 15
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:15 AM 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:30 AM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 1 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 3 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 3 TOTAL AM 3 1 1 1 0 0 3 0 0 0 0 0 0 0 1 1 0 1 0 0 0 0 12 04:00 PM 0 1 2 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:45 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:00 PM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL PM 0 3 2 0 0 0 3 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Jeffrey and Century
Baker
AM
TOTAL
PEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male
NORTH SIDE
Female Child Male Female Child
PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child
AM PM
Child Male Female Child Male Female
94APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Wed, Oct 6, 21 NORTH & SOUTH: LOCATION #: 2
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:15 AM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:30 AM 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:45 AM 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 3 8:00 AM 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:15 AM 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:30 AM 0 0 0 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:45 AM 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL AM 2 2 3 3 0 0 3 3 0 0 0 0 0 0 0 1 0 0 0 0 0 0 17 04:00 PM 0 1 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:45 PM 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:15 PM 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL PM 0 2 3 1 0 0 1 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:15 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:00 AM 0 0 0 0 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:45 AM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL AM 2 0 1 0 0 0 6 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 04:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:15 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:30 PM 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:45 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:00 PM 1 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:15 PM 1 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:45 PM 0 2 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 TOTAL PM 5 4 2 0 0 0 4 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 TOTAL
OTHER WHEELED DEVICE
Child
PEDS BYCICLIST WHEELCHAIR STROLLERS
NORTH SIDE
Male Female Child Male Female
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Jeffrey and Century
Baker
Female Child
AM PM
Male Female Child
AM PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN95
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Sat, Oct 2, 21 NORTH & SOUTH: LOCATION #: 2
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 11:15 AM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 11:30 AM 0 2 0 1 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 5 11:45 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 PM 0 0 0 0 0 1 0 1 0 1 0 0 0 0 0 1 0 0 0 0 0 0 4 TOTAL MD 0 4 0 1 0 1 2 4 0 1 0 0 0 0 0 2 0 0 0 0 0 0 15
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15 AM 1 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 11:30 AM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 11:45 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 12:00 PM 1 1 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 12:15 PM 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 12:30 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 12:45 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL MD 4 4 0 0 0 0 4 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 TOTAL
NORTH SIDE
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Jeffrey and Century
Baker
OTHER WHEELED DEVICE
ChildFemale Child Male Female
PEDS BYCICLIST WHEELCHAIR
Child
STROLLERS
MD
Male Female Child Male
MD
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female
96APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Tue, Oct 5, 21 NORTH & SOUTH: LOCATION #: 3
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 1 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 7:45 AM 1 2 1 1 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8:00 AM 2 2 1 3 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 10 8:15 AM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:30 AM 1 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8:45 AM 0 1 1 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 TOTAL AM 4 7 8 6 3 1 1 2 0 0 0 0 0 0 0 1 1 0 0 0 0 0 34 04:00 PM 1 0 1 0 0 11 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 15 4:15 PM 0 0 1 1 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 4 4:30 PM 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 3 4:45 PM 0 0 1 1 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 4 5:00 PM 0 1 2 3 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 7 5:15 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 4 5:45 PM 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 3 TOTAL PM 2 2 5 6 2 11 1 4 0 1 1 0 0 0 0 2 1 2 0 0 0 1 41
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:15 AM 0 0 1 0 1 2 1 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 7 7:30 AM 0 5 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 7:45 AM 1 3 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:15 AM 3 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 6 8:30 AM 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:45 AM 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL AM 5 10 3 3 1 3 4 1 0 1 0 0 0 0 0 0 1 0 0 0 0 0 32 04:00 PM 1 1 0 1 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 4:15 PM 1 0 0 0 1 0 3 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 6 4:30 PM 0 1 0 0 0 0 1 3 0 0 0 0 0 0 0 0 0 1 0 0 0 0 6 4:45 PM 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:00 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:15 PM 2 3 0 1 0 0 1 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 9 5:30 PM 2 3 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 7 5:45 PM 1 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 3 TOTAL PM 8 8 0 3 1 1 9 4 2 0 0 0 0 0 2 1 0 1 0 0 0 0 40
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Maple and Miner
Wilson
AM
TOTAL
PEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male
NORTH SIDE
Female Child Male Female Child
PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child
AM PM
Child Male Female Child Male Female
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN97
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Wed, Oct 6, 21 NORTH & SOUTH: LOCATION #: 3
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:45 AM 3 0 0 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 8:00 AM 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:15 AM 0 0 1 1 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 4 8:30 AM 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 5 8:45 AM 1 0 0 0 3 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 6 TOTAL AM 8 1 3 5 6 1 1 1 0 0 0 0 0 0 0 0 1 0 0 1 1 0 29 04:00 PM 2 2 2 0 1 5 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 4:15 PM 1 1 1 0 1 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 6 4:30 PM 1 1 1 0 0 0 1 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 6 4:45 PM 2 1 0 1 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 5:00 PM 0 3 0 0 0 0 1 1 0 0 0 0 1 0 0 0 1 1 0 0 0 0 8 5:15 PM 0 2 0 1 0 0 1 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 6 5:30 PM 0 0 0 0 0 0 0 2 0 0 0 1 0 1 0 1 0 0 0 0 0 0 5 5:45 PM 1 1 1 2 2 1 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 10 TOTAL PM 7 11 5 4 4 6 4 9 1 0 0 1 1 2 0 1 2 2 0 0 0 0 60
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 2 0 1 0 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 7:15 AM 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:30 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:45 AM 0 1 0 2 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8:00 AM 1 2 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 8:15 AM 1 2 1 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 8:30 AM 0 1 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8:45 AM 3 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 TOTAL AM 7 9 6 6 0 1 7 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 38 04:00 PM 1 2 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 5 4:15 PM 1 2 0 1 1 0 2 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 9 4:30 PM 1 3 0 2 0 3 1 3 0 0 0 1 0 0 0 0 0 0 0 0 0 0 14 4:45 PM 3 1 2 0 0 0 2 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 11 5:00 PM 2 0 1 1 0 1 3 2 0 0 0 0 0 0 1 1 0 0 0 0 0 0 12 5:15 PM 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 1 1 0 0 0 0 4 5:30 PM 0 2 1 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5:45 PM 3 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 6 TOTAL PM 11 10 5 6 1 5 10 6 2 2 2 1 0 0 1 1 1 2 0 0 0 0 66 AM PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female Child
AM PM
Male Female Child
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Maple and Miner
Wilson
TOTAL
OTHER WHEELED DEVICE
Child
PEDS BYCICLIST WHEELCHAIR STROLLERS
NORTH SIDE
Male Female Child Male Female
98APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Sat, Oct 2, 21 NORTH & SOUTH: LOCATION #: 3
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 1 1 2 1 0 0 1 0 1 0 0 0 0 0 0 1 0 0 0 0 1 0 9 11:15 AM 0 0 2 2 0 0 0 2 0 3 0 0 0 0 0 0 0 0 0 0 0 0 9 11:30 AM 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 11:45 AM 0 0 0 2 0 0 0 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 5 12:00 PM 2 1 0 1 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 6 12:15 PM 0 0 2 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 4 12:30 PM 1 0 0 2 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 5 12:45 PM 2 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0 1 7 TOTAL MD 7 4 6 8 0 0 2 8 1 5 0 0 0 0 1 2 1 0 0 0 1 1 47
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 1 0 1 4 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 8 11:15 AM 0 0 3 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 11:30 AM 1 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 4 11:45 AM 2 0 1 1 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 6 12:00 PM 2 2 0 1 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 12:15 PM 0 0 0 3 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 5 12:30 PM 1 0 0 0 0 0 2 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 6 12:45 PM 1 0 2 0 1 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 6 TOTAL MD 8 3 7 10 1 0 5 4 1 0 0 0 0 0 1 1 2 4 0 0 0 0 47 MD
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female Child
STROLLERS
MD
Male Female Child Male
TOTAL
NORTH SIDE
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Maple and Miner
Wilson
OTHER WHEELED DEVICE
ChildFemale Child Male Female
PEDS BYCICLIST WHEELCHAIR
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN99
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Tue, Oct 19, 21 NORTH & SOUTH: LOCATION #: 4
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 1 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:15 AM 1 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 1 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:00 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 1 1 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL AM 3 1 5 2 0 0 0 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 15 04:00 PM 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:15 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:30 PM 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4:45 PM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:00 PM 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:15 PM 0 1 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5:30 PM 1 1 0 1 0 0 0 2 0 0 0 0 0 0 0 0 0 1 0 0 0 0 6 5:45 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL PM 3 2 5 4 0 0 2 5 0 0 0 0 0 0 0 0 0 1 0 0 0 0 22
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:15 AM 3 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 7:30 AM 0 3 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 7:45 AM 1 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8:00 AM 2 3 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 8 8:15 AM 1 0 0 4 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 8:30 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL AM 7 10 3 7 0 0 3 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 32 04:00 PM 2 1 2 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 4:15 PM 3 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 4:30 PM 3 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 4:45 PM 0 1 1 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:00 PM 2 2 1 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 7 5:15 PM 1 0 1 0 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5:30 PM 2 4 2 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 5:45 PM 2 0 2 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 TOTAL PM 15 8 12 7 0 0 4 4 1 1 0 0 0 0 0 0 0 0 0 0 0 0 52
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
College and Fordham
Wilson
AM
TOTAL
PEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male
NORTH SIDE
Female Child Male Female Child
PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child
AM PM
Child Male Female Child Male Female
100APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Wed, Oct 20, 21 NORTH & SOUTH: LOCATION #: 4
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 2 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 7:30 AM 1 1 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 4 7:45 AM 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:00 AM 0 1 1 1 0 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 6 8:15 AM 1 3 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 8:30 AM 2 2 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 6 8:45 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL AM 7 9 4 4 1 0 0 3 2 1 0 0 0 0 0 0 0 0 0 0 0 0 31 04:00 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:15 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:30 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:45 PM 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:00 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 5:30 PM 0 0 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:45 PM 1 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 3 TOTAL PM 1 3 3 1 0 0 4 2 1 1 0 0 0 0 0 0 1 0 0 0 0 0 17
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:15 AM 3 2 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 7:30 AM 0 2 2 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 7:45 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:00 AM 2 1 1 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 8:15 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:30 AM 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:45 AM 0 0 0 1 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 TOTAL AM 6 7 4 6 0 0 4 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 30 04:00 PM 1 0 2 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 4:15 PM 0 2 1 1 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 6 4:30 PM 3 1 3 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 4:45 PM 2 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:00 PM 2 1 2 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 5:15 PM 2 2 2 3 0 2 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 5:30 PM 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:45 PM 3 0 5 2 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 TOTAL PM 16 7 16 10 1 2 6 2 0 0 1 0 0 0 0 0 0 1 0 0 0 0 62 AM PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female Child
AM PM
Male Female Child
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
College and Fordham
Wilson
TOTAL
OTHER WHEELED DEVICE
Child
PEDS BYCICLIST WHEELCHAIR STROLLERS
NORTH SIDE
Male Female Child Male Female
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN101
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Sat, Oct 23, 21 NORTH & SOUTH: LOCATION #: 4
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 11:15 AM 1 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 AM 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 12:00 PM 0 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 12:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 2 12:30 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 12:45 PM 1 1 0 1 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 TOTAL MD 3 5 0 6 3 0 1 2 0 0 0 0 0 0 0 0 0 1 0 0 0 0 21
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 1 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 11:15 AM 1 3 2 2 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 9 11:30 AM 0 1 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 11:45 AM 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 12:00 PM 1 1 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 12:15 PM 1 2 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 12:30 PM 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 12:45 PM 1 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 TOTAL MD 6 9 8 7 1 0 3 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 35 MD
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female Child
STROLLERS
MD
Male Female Child Male
TOTAL
NORTH SIDE
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
College and Fordham
Wilson
OTHER WHEELED DEVICE
ChildFemale Child Male Female
PEDS BYCICLIST WHEELCHAIR
102APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Tue, Oct 5, 21 NORTH & SOUTH: LOCATION #: 5
EAST & WEST: CONTROL: NO CONTROL
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 7:00 AM 2 5 1 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 7:15 AM 2 4 2 1 3 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 7:30 AM 12 4 5 2 0 1 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 31 7:45 AM 3 2 5 1 5 0 2 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 21 8:00 AM 0 1 6 3 4 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 8:15 AM 0 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 4 8:30 AM 2 1 0 2 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 7 8:45 AM 1 0 3 3 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 10 TOTAL AM 22 18 22 13 12 2 13 3 0 0 0 0 0 0 2 0 4 0 0 0 0 0 111 04:00 PM 1 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4:15 PM 1 3 0 2 0 1 2 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 11 4:30 PM 1 0 1 0 0 0 1 0 0 1 0 0 0 0 0 0 1 1 0 0 0 1 7 4:45 PM 1 3 1 2 0 5 2 1 0 0 0 0 0 0 0 1 1 0 0 0 0 0 17 5:00 PM 3 0 2 0 5 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 12 5:15 PM 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 4 5:30 PM 1 0 0 2 0 1 1 2 0 0 0 0 0 0 0 0 0 2 0 0 0 0 9 5:45 PM 0 0 1 0 0 3 4 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 10 TOTAL PM 9 8 6 6 5 10 13 3 0 2 1 1 0 0 0 1 3 5 0 0 0 1 74
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 7:00 AM 0 2 1 1 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 7:15 AM 1 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:30 AM 8 0 9 0 1 0 2 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0 25 7:45 AM 2 1 7 0 5 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 8:00 AM 0 0 1 3 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 6 8:15 AM 0 1 1 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8:30 AM 0 0 2 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8:45 AM 0 0 0 1 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 3 TOTAL AM 11 5 21 5 8 0 5 5 0 1 0 0 0 0 0 0 6 0 0 0 0 0 67 04:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 2 4:15 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 4:30 PM 0 0 1 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 4:45 PM 0 0 2 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:15 PM 0 1 1 3 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 5:30 PM 1 1 1 1 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 5:45 PM 0 2 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 TOTAL PM 1 4 6 5 0 0 1 10 0 0 0 0 0 0 0 0 1 1 0 0 0 0 29 Child
AM PM
Child Male Female Child Male Female
PM
WEST SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female
Female Child Male Female Child
AM
TOTAL
PEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Placentia
Wilson and Congress
EAST SIDE
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN103
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Wed, Oct 6, 21 NORTH & SOUTH: LOCATION #: 5
EAST & WEST: CONTROL: NO CONTROL
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 7:00 AM 2 3 1 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 7:15 AM 3 4 2 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 7:30 AM 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:45 AM 1 1 1 0 2 0 1 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 8 8:00 AM 5 1 7 3 8 3 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 29 8:15 AM 11 0 9 1 4 0 5 0 0 0 3 0 0 0 0 0 2 0 1 0 0 0 36 8:30 AM 3 1 3 2 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 8:45 AM 2 0 2 0 2 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 9 TOTAL AM 29 10 26 7 16 5 11 2 0 0 3 0 0 0 3 1 3 0 1 0 0 0 117 04:00 PM 1 1 0 0 0 1 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 4:15 PM 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 5 4:30 PM 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:45 PM 1 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 3 5:00 PM 0 0 0 0 0 0 3 2 0 0 0 0 0 0 0 0 0 1 0 0 0 0 6 5:15 PM 2 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 5 5:30 PM 1 1 1 0 1 1 2 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 8 5:45 PM 1 2 1 3 0 2 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 12 TOTAL PM 7 6 2 4 1 4 12 4 0 0 2 0 0 0 0 0 3 1 0 0 0 1 47
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 7:00 AM 0 1 0 2 0 0 1 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 6 7:15 AM 0 0 1 0 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 7:30 AM 0 0 2 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:45 AM 1 0 3 0 4 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 10 8:00 AM 3 1 4 5 4 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 18 8:15 AM 2 0 3 1 2 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 10 8:30 AM 0 0 0 0 0 0 1 3 0 1 0 0 0 0 0 0 0 0 0 0 0 0 5 8:45 AM 1 1 1 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 TOTAL AM 7 3 14 8 12 0 5 9 0 1 0 0 0 0 0 0 2 2 0 0 0 0 63 04:00 PM 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 2 4:45 PM 1 1 0 1 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 5:00 PM 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 1 0 0 0 0 4 5:15 PM 0 0 1 1 0 1 0 1 1 0 0 0 0 0 0 0 0 1 0 0 0 0 6 5:30 PM 0 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:45 PM 1 3 1 1 0 0 0 2 0 1 0 0 0 0 0 0 2 1 0 0 0 0 12 TOTAL PM 2 7 3 4 7 1 0 5 1 2 0 0 0 0 0 0 2 3 0 0 0 0 37 AM PM
WEST SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female Child
AM PM
Male Female Child
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Placentia
Wilson and Congress
TOTAL
OTHER WHEELED DEVICE
Child
PEDS BYCICLIST WHEELCHAIR STROLLERS
EAST SIDE
Male Female Child Male Female
104APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Sat, Oct 2, 21 NORTH & SOUTH: LOCATION #: 5
EAST & WEST: CONTROL: NO CONTROL
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 11:00 AM 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 4 11:15 AM 2 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 11:30 AM 0 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 4 11:45 AM 0 2 1 0 0 0 0 1 2 0 1 0 0 0 0 0 0 0 0 0 0 0 7 12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30 PM 1 0 2 1 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2 0 8 12:45 PM 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 4 TOTAL MD 5 6 4 2 0 0 2 1 2 1 1 0 0 0 0 0 3 1 0 0 4 0 32
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 11:00 AM 2 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 11:15 AM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 AM 1 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 12:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 12:15 PM 1 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 3 12:30 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 12:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL MD 4 1 1 0 0 0 0 7 0 2 0 0 0 0 1 0 0 0 0 0 0 0 16 MD
WEST SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female Child
STROLLERS
MD
Male Female Child Male
TOTAL
EAST SIDE
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Placentia
Wilson and Congress
OTHER WHEELED DEVICE
ChildFemale Child Male Female
PEDS BYCICLIST WHEELCHAIR
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN105
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Tue, Oct 5, 21 NORTH & SOUTH: LOCATION #: 6
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:15 AM 1 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 7:30 AM 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 4 7:45 AM 2 0 2 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 6 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 8:30 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:45 AM 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL AM 6 4 2 2 0 0 1 2 0 0 0 0 0 0 0 2 0 1 0 0 0 0 20 04:00 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 4:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:30 PM 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:45 PM 1 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:15 PM 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:30 PM 2 1 0 1 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 5:45 PM 1 1 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 TOTAL PM 5 3 0 3 1 0 2 6 0 1 0 0 0 0 0 0 0 0 0 0 0 0 21
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 3 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 5 7:15 AM 2 2 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 7:30 AM 1 1 1 2 0 0 1 1 0 0 0 1 0 0 1 0 0 0 0 0 0 0 9 7:45 AM 1 0 1 0 1 0 2 1 0 1 0 0 0 0 2 0 0 0 0 0 0 0 9 8:00 AM 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 1 0 0 1 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 5 8:45 AM 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL AM 5 7 2 6 6 1 5 2 0 1 0 1 0 0 5 0 1 0 0 0 0 0 42 04:00 PM 1 2 0 1 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 4:15 PM 1 2 0 0 0 3 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 4:30 PM 0 1 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4:45 PM 1 0 2 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5:00 PM 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:15 PM 2 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 5:30 PM 0 2 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:45 PM 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL PM 6 10 4 3 0 7 4 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 37
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
San Michel and Maple
Victoria
AM
TOTAL
PEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male
NORTH SIDE
Female Child Male Female Child
PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child
AM PM
Child Male Female Child Male Female
106APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Wed, Oct 6, 21 NORTH & SOUTH: LOCATION #: 6
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:30 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:45 AM 1 1 0 1 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 5 8:00 AM 0 3 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 5 8:15 AM 1 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8:30 AM 0 1 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 3 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL AM 2 7 4 2 0 0 1 2 0 0 0 0 0 0 1 2 0 0 0 0 0 0 21 04:00 PM 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:15 PM 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:30 PM 1 1 0 0 0 1 1 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 6 4:45 PM 0 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:00 PM 0 0 0 0 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 5:30 PM 1 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:45 PM 1 0 0 1 1 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 TOTAL PM 3 6 0 2 1 1 2 11 0 0 0 0 0 0 0 0 2 0 0 0 0 0 28
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 4 7:15 AM 0 0 1 2 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 5 7:30 AM 1 1 1 2 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 7 7:45 AM 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:00 AM 2 1 2 2 1 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 10 8:15 AM 0 0 3 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 4 8:30 AM 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:45 AM 1 2 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 5 TOTAL AM 7 7 8 7 2 0 3 0 0 0 1 1 0 0 1 2 1 0 0 0 0 0 40 04:00 PM 2 0 2 0 0 10 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 15 4:15 PM 0 2 0 1 0 0 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 6 4:30 PM 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 3 4:45 PM 1 1 1 1 1 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 5:00 PM 1 2 1 2 0 0 3 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 10 5:15 PM 3 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 8 5:30 PM 2 1 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5:45 PM 0 3 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 TOTAL PM 9 10 6 8 1 10 8 1 0 0 0 0 0 0 1 0 2 3 0 0 0 0 59 TOTAL
OTHER WHEELED DEVICE
Child
PEDS BYCICLIST WHEELCHAIR STROLLERS
NORTH SIDE
Male Female Child Male Female
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
San Michel and Maple
Victoria
Female Child
AM PM
Male Female Child
AM PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN107
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Sat, Oct 2, 21 NORTH & SOUTH: LOCATION #: 6
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 1 0 0 0 0 0 1 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 4 11:15 AM 0 0 0 0 0 0 1 5 0 0 0 0 0 0 0 0 0 1 0 0 0 0 7 11:30 AM 0 0 0 0 0 0 0 3 0 2 0 0 0 0 0 0 0 0 0 0 0 0 5 11:45 AM 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 12:00 PM 0 0 0 0 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 12:15 PM 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 12:30 PM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 12:45 PM 0 0 0 0 0 0 0 3 0 1 0 0 0 0 0 0 1 0 0 0 0 0 5 TOTAL MD 2 0 0 0 0 0 4 20 0 3 0 0 0 0 0 1 1 1 0 0 0 0 32
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 1 0 0 1 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 4 11:15 AM 1 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 3 11:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 11:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 1 1 0 1 0 0 5 12:00 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 12:15 PM 0 0 2 0 0 0 0 2 0 0 0 0 0 0 1 0 0 0 0 0 0 0 5 12:30 PM 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 5 12:45 PM 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 5 TOTAL MD 4 2 2 3 0 0 6 3 1 1 0 0 0 0 1 3 1 2 0 1 0 0 30 TOTAL
NORTH SIDE
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
San Michel and Maple
Victoria
OTHER WHEELED DEVICE
ChildFemale Child Male Female
PEDS BYCICLIST WHEELCHAIR
Child
STROLLERS
MD
Male Female Child Male
MD
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female
108APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Tue, Oct 5, 21 NORTH & SOUTH: LOCATION #: 7
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:15 AM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:30 AM 5 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 7:45 AM 2 4 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 8 8:00 AM 5 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 8:15 AM 0 2 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:30 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:45 AM 0 2 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 TOTAL AM 15 12 1 0 0 1 1 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 32 04:00 PM 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4:15 PM 0 1 1 0 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 5 4:30 PM 1 1 2 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 6 4:45 PM 1 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:00 PM 2 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:15 PM 1 2 0 1 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 5:30 PM 3 2 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 7 5:45 PM 1 1 0 0 0 0 0 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 5 TOTAL PM 9 8 5 4 0 0 3 5 2 2 0 0 0 0 1 1 0 0 0 0 0 0 40
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 1 0 1 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 7:15 AM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:30 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:45 AM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:30 AM 0 1 2 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8:45 AM 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL AM 2 2 3 4 0 1 2 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 18 04:00 PM 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:15 PM 1 0 2 4 1 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 10 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:00 PM 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 2 5:30 PM 0 1 0 0 1 0 1 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 5 5:45 PM 0 0 1 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 TOTAL PM 3 2 4 5 2 0 6 3 0 0 0 0 0 0 1 0 1 1 0 0 0 0 28 Child
AM PM
Child Male Female Child Male Female
PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female
Female Child Male Female Child
AM
TOTAL
PEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Federal and Placentia
19th
NORTH SIDE
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN109
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Wed, Oct 6, 21 NORTH & SOUTH: LOCATION #: 7
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:30 AM 2 2 3 0 2 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 7:45 AM 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8:00 AM 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 TOTAL AM 5 7 5 1 2 0 2 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 24 04:00 PM 3 1 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 4:15 PM 1 1 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 4:30 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:45 PM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:00 PM 1 1 0 0 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5:15 PM 0 2 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:30 PM 2 5 2 1 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 5:45 PM 1 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 TOTAL PM 8 11 4 5 0 0 5 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 39
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:15 AM 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:30 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:45 AM 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 3 8:00 AM 0 1 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:15 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:30 AM 1 1 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 TOTAL AM 3 4 3 0 0 0 3 1 1 0 0 0 0 0 0 0 1 0 0 1 0 0 17 04:00 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:15 PM 1 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4:30 PM 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:45 PM 1 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:00 PM 0 1 2 1 0 0 3 0 0 0 1 0 0 0 1 0 0 2 0 0 0 0 11 5:15 PM 0 0 0 2 1 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 5 5:30 PM 1 3 2 1 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 5:45 PM 0 1 0 1 0 1 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 5 TOTAL PM 4 5 4 8 1 2 6 3 0 0 1 0 0 0 1 1 1 2 0 0 0 0 39 AM PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female Child
AM PM
Male Female Child
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Federal and Placentia
19th
TOTAL
OTHER WHEELED DEVICE
Child
PEDS BYCICLIST WHEELCHAIR STROLLERS
NORTH SIDE
Male Female Child Male Female
110APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Sat, Oct 2, 21 NORTH & SOUTH: LOCATION #: 7
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 0 1 0 0 0 0 0 4 0 2 0 0 0 0 0 0 0 1 0 0 0 0 8 11:15 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 11:30 AM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 11:45 AM 1 0 0 1 0 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 5 12:00 PM 0 0 0 0 0 0 1 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 4 12:15 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 12:30 PM 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 12:45 PM 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 1 0 0 0 0 5 TOTAL MD 2 1 2 1 0 0 3 13 1 3 0 0 0 0 0 0 1 2 0 0 0 0 29
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 3 11:15 AM 0 0 0 1 0 0 2 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 7 11:30 AM 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 11:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 2 12:00 PM 1 0 0 0 0 0 2 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 5 12:15 PM 2 1 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 12:30 PM 0 3 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 12:45 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL MD 5 5 2 3 0 0 9 4 0 0 0 0 0 0 2 1 0 2 0 0 0 0 33 MD
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female Child
STROLLERS
MD
Male Female Child Male
TOTAL
NORTH SIDE
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Federal and Placentia
19th
OTHER WHEELED DEVICE
ChildFemale Child Male Female
PEDS BYCICLIST WHEELCHAIR
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN111
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Tue, Oct 5, 21 NORTH & SOUTH: LOCATION #: 8
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:15 AM 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:30 AM 0 1 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 1 2 0 0 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 8:15 AM 1 2 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8:30 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL AM 2 6 0 4 0 0 4 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20 04:00 PM 0 2 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4:15 PM 0 2 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:45 PM 2 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5:00 PM 0 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:15 PM 1 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:30 PM 3 1 1 0 0 0 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 8 5:45 PM 2 0 1 3 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 TOTAL PM 8 9 2 5 0 0 5 6 0 0 0 0 0 0 0 0 0 1 0 0 0 0 36
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 3 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 7:15 AM 2 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:30 AM 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 7:45 AM 6 1 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 8:00 AM 0 1 1 0 0 0 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 8:15 AM 2 4 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8:30 AM 1 1 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 4 8:45 AM 0 4 2 5 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 TOTAL AM 16 13 8 6 0 0 7 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 53 04:00 PM 3 3 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 4:15 PM 2 3 0 2 0 0 2 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 4:30 PM 0 1 1 1 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 5 4:45 PM 1 2 1 1 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 5:00 PM 2 0 4 1 0 0 1 2 1 1 2 2 0 0 0 0 0 0 0 0 0 0 16 5:15 PM 4 3 1 3 0 0 1 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 14 5:30 PM 0 5 0 3 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 5:45 PM 5 5 1 2 0 0 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17 TOTAL PM 17 22 9 14 0 0 10 10 1 1 2 2 0 0 0 0 2 0 0 0 0 0 90 Child
AM PM
Child Male Female Child Male Female
PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female
Female Child Male Female Child
AM
TOTAL
PEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Park and Harbor
19th
NORTH SIDE
112APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Wed, Oct 6, 21 NORTH & SOUTH: LOCATION #: 8
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 2 7:15 AM 3 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 7:30 AM 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:45 AM 2 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8:00 AM 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:45 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL AM 8 4 4 1 0 0 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 20 04:00 PM 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4:15 PM 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:30 PM 1 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4:45 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 2 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL PM 3 3 0 2 0 0 0 2 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 3 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 7:15 AM 4 2 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 7:30 AM 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:45 AM 0 1 3 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 8:00 AM 3 1 2 0 0 0 1 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 9 8:15 AM 3 4 2 2 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14 8:30 AM 4 3 3 4 0 0 5 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 20 8:45 AM 2 4 5 11 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 23 TOTAL AM 21 16 17 20 0 0 10 1 0 0 0 0 0 0 2 0 0 1 0 0 0 0 88 04:00 PM 0 1 2 3 0 0 1 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 4:15 PM 4 3 5 4 0 0 2 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 20 4:30 PM 4 6 2 3 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17 4:45 PM 1 1 0 2 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 5:00 PM 1 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5:15 PM 2 3 2 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 5:30 PM 3 2 2 1 0 0 2 1 0 0 1 1 0 0 0 0 0 0 0 0 0 0 13 5:45 PM 2 4 1 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 TOTAL PM 17 20 15 18 0 0 11 11 0 1 1 1 0 0 0 0 0 1 0 0 0 0 96 AM PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female Child
AM PM
Male Female Child
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Park and Harbor
19th
TOTAL
OTHER WHEELED DEVICE
Child
PEDS BYCICLIST WHEELCHAIR STROLLERS
NORTH SIDE
Male Female Child Male Female
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN113
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Sat, Oct 2, 21 NORTH & SOUTH: LOCATION #: 8
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 1 0 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 11:15 AM 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 3 11:30 AM 1 1 1 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 11:45 AM 1 2 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 12:00 PM 2 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 12:15 PM 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 12:30 PM 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 12:45 PM 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 TOTAL MD 12 5 7 2 0 0 1 3 0 0 0 0 0 0 0 0 1 0 0 0 0 0 31
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 4 2 6 1 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 11:15 AM 3 1 3 4 1 0 0 1 0 0 0 0 0 0 1 0 1 0 0 0 0 0 15 11:30 AM 5 6 2 2 0 0 3 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 19 11:45 AM 4 1 2 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 9 12:00 PM 3 1 2 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 12:15 PM 3 3 2 2 0 0 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14 12:30 PM 4 6 1 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14 12:45 PM 1 3 3 1 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 TOTAL MD 27 23 21 13 1 1 10 6 0 0 0 0 0 0 1 1 2 0 0 0 0 0 106 MD
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female Child
STROLLERS
MD
Male Female Child Male
TOTAL
NORTH SIDE
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Park and Harbor
19th
OTHER WHEELED DEVICE
ChildFemale Child Male Female
PEDS BYCICLIST WHEELCHAIR
114APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Tue, Oct 5, 21 NORTH & SOUTH: LOCATION #: 9
EAST & WEST: CONTROL: NO CONTROL
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 7:00 AM 1 2 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:45 AM 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:00 AM 0 1 0 1 0 0 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8:15 AM 2 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 3 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 TOTAL AM 7 4 3 4 0 0 3 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 24 04:00 PM 1 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 5 4:15 PM 0 2 0 3 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 4:30 PM 1 3 2 1 1 1 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11 4:45 PM 1 1 5 4 0 0 1 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 14 5:00 PM 3 4 1 1 1 1 0 2 2 2 1 1 0 0 0 0 0 0 0 0 0 0 19 5:15 PM 2 2 6 5 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 5:30 PM 1 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:45 PM 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL PM 9 14 14 18 2 3 2 6 2 2 1 1 0 0 0 0 2 1 0 0 0 0 77
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:30 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 8:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:15 AM 1 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:30 AM 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:45 AM 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL AM 1 0 0 2 0 0 1 6 0 0 0 0 0 0 0 0 0 0 0 1 0 0 11 04:00 PM 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 2 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 4:45 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:00 PM 0 2 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:15 PM 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:30 PM 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 3 5:45 PM 2 2 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 TOTAL PM 3 7 3 1 0 0 3 4 0 1 0 0 0 0 0 0 0 1 0 1 0 0 24
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Harbor
19th and Newport
AM
TOTAL
PEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male
EAST SIDE
Female Child Male Female Child
PM
WEST SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child
AM PM
Child Male Female Child Male Female
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN115
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Wed, Oct 6, 21 NORTH & SOUTH: LOCATION #: 9
EAST & WEST: CONTROL: NO CONTROL
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 7:00 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:15 AM 0 0 1 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:30 AM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:45 AM 2 3 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 8:00 AM 1 1 0 1 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8:15 AM 1 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:30 AM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:45 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL AM 6 6 2 1 0 0 2 4 2 0 0 0 0 0 0 0 0 0 0 0 0 0 23 04:00 PM 2 2 0 0 0 0 4 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 4:15 PM 3 1 1 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 4:30 PM 1 1 1 2 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 4:45 PM 4 7 1 5 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18 5:00 PM 1 1 0 4 0 0 4 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 5:15 PM 2 1 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 5:30 PM 1 3 1 3 0 1 0 1 0 0 0 0 0 0 2 1 0 1 0 0 0 0 14 5:45 PM 3 6 3 3 0 0 1 0 1 0 0 0 0 0 0 0 1 2 0 0 0 0 20 TOTAL PM 17 22 7 19 1 1 12 7 1 0 0 0 0 0 2 1 1 3 0 0 0 0 94
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:30 AM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:45 AM 0 0 0 1 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:00 AM 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:15 AM 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:30 AM 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:45 AM 0 2 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 4 TOTAL AM 1 6 1 1 0 0 0 8 0 0 0 0 0 0 0 0 0 1 0 0 0 0 18 04:00 PM 0 0 1 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:30 PM 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 3 4:45 PM 3 0 6 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 12 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 5:15 PM 0 5 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 5:30 PM 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:45 PM 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL PM 7 6 7 2 0 0 2 4 0 0 0 0 0 0 0 0 2 0 1 0 0 0 31 TOTAL
OTHER WHEELED DEVICE
Child
PEDS BYCICLIST WHEELCHAIR STROLLERS
EAST SIDE
Male Female Child Male Female
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Harbor
19th and Newport
Female Child
AM PM
Male Female Child
AM PM
WEST SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male
116APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Sat, Oct 2, 21 NORTH & SOUTH: LOCATION #: 9
EAST & WEST: CONTROL: NO CONTROL
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 11:00 AM 0 2 1 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 11:15 AM 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 11:30 AM 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 11:45 AM 3 2 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 12:00 PM 1 2 2 3 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 12:15 PM 1 2 0 3 0 0 3 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 10 12:30 PM 2 2 1 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 12:45 PM 4 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 TOTAL MD 14 11 6 10 0 1 4 4 1 0 0 0 0 0 0 0 0 0 0 0 0 0 51
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 11:00 AM 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 AM 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 11:45 AM 2 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 12:30 PM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 12:45 PM 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL MD 4 5 2 0 0 0 3 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 TOTAL
EAST SIDE
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Harbor
19th and Newport
OTHER WHEELED DEVICE
ChildFemale Child Male Female
PEDS BYCICLIST WHEELCHAIR
Child
STROLLERS
MD
Male Female Child Male
MD
WEST SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN117
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Tue, Oct 5, 21 NORTH & SOUTH: LOCATION #: 10
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 1 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:15 AM 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:30 AM 2 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 4 7:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:00 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 8:15 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 TOTAL AM 4 3 1 0 0 0 2 2 1 0 0 0 0 0 0 0 1 0 1 0 0 0 15 04:00 PM 1 1 0 0 0 0 0 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 5 4:15 PM 1 1 1 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 4:30 PM 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 3 4:45 PM 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:00 PM 1 1 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5:15 PM 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:30 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:45 PM 1 1 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 TOTAL PM 5 8 3 5 0 1 1 3 0 2 0 0 0 0 0 0 0 1 0 0 0 0 29
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:30 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:45 AM 0 1 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:00 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:30 AM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL AM 1 1 2 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 8 04:00 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:15 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:45 PM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:00 PM 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:15 PM 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:30 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL PM 5 2 0 1 0 0 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 AM
INTERSECTION TURNING MOVEMENT COUNTS
Costa Mesa
Orange and Westminster
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] 17th
NORTH SIDE
Female Child Male Female Child
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male
PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female ChildChild Male Femal e
AM PM
Child Male Female
118APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Wed, Oct 6, 21 NORTH & SOUTH: LOCATION #: 10
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 1 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 1 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 7:45 AM 0 0 0 0 0 0 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 3 8:00 AM 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:15 AM 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 TOTAL AM 3 4 1 0 0 0 5 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 15 04:00 PM 3 0 0 0 0 0 1 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 6 4:15 PM 0 0 3 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 5 4:30 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 3 4:45 PM 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:00 PM 1 1 2 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 5:15 PM 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:30 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:45 PM 2 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 TOTAL PM 9 5 7 4 0 0 3 1 0 1 0 0 0 0 0 0 1 1 0 0 0 0 32
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 2 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL AM 0 0 0 0 0 0 3 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 5 04:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 3 4:15 PM 1 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:45 PM 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL PM 2 3 0 1 0 0 1 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 10 TOTAL
OTHER WHEELED DEVICE
Child
PEDS BYCICLIST WHEELCHAIR STROLLERS
NORTH SIDE
Male Female Child Male Female
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Orange and Westminster
17th
Female Child
AM PM
Male Female Child
AM PM
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male
CITY OF COSTA MESA PEDESTRIAN MASTER PLAN119
ATTACHMENT 3
DATE: LOCATION: PROJECT #: SC3096
Sat, Oct 2, 21 NORTH & SOUTH: LOCATION #: 10
EAST & WEST: CONTROL: NO CONTROL
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 1 1 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 11:15 AM 2 1 0 1 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 6 11:30 AM 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 11:45 AM 1 0 2 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 12:00 PM 1 3 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 12:15 PM 1 1 2 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 5 12:30 PM 2 0 0 0 0 0 2 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 12:45 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 2 TOTAL MD 9 8 6 4 0 0 3 13 0 2 0 0 0 0 0 0 0 1 0 0 0 0 46
EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 11:00 AM 2 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 11:15 AM 1 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 11:30 AM 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 11:45 AM 1 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL MD 4 2 3 2 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 TOTAL
NORTH SIDE
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Costa Mesa
Orange and Westminster
17th
OTHER WHEELED DEVICE
ChildFemale Child Male Female
PEDS BYCICLIST WHEELCHAIR
Child
STROLLERS
MD
Male Female Child Male
MD
SOUTH SIDE
TOTALPEDS BYCICLIST WHEELCHAIR STROLLERS OTHER WHEELED DEVICE Male Female Child Male Female Child Male Female
120APPENDIX F PEDESTRIAN COUNTS
ATTACHMENT 3