(b) The Labor Commissioner may exempt a public works project from compliance with all or part of the requirements of subdivision (a) if either of the following occurs:
(1) The awarding body has enforced an approved labor compliance program, as defined in Section 1771.5, on all public works projects under its authority, except those deemed exempt pursuant to subdivision (a) of Section 1771.5, continuously since December 31, 2011.
(2) The awarding body has entered into a collective bargaining agreement that binds all contractors performing work on the project and that includes a mechanism for resolving disputes about the payment of wages. (c) The requirements of paragraph (1) of subdivision (a) shall only apply to contracts for public works projects awarded on or after January 1, 2015.
(d) The requirements of paragraph (3) of subdivision (a) shall apply to all contracts for public work, whether new or ongoing, on or after January 1, 2016.
Section 1775. Penalties for violations
(a)(1) The contractor and any subcontractor under the contractor shall, as a penalty to the state or political subdivision on whose behalf the contract is made or awarded, forfeit not more than two hundred dollars ($200) for each calendar day, or portion thereof, for each worker paid less than the prevailing wage rates as determined by the director for the work or craft in which the worker is employed for any public work done under the contract by the contractor or, except as provided in subdivision (b), by any subcontractor under the contractor.
(2)(A) The amount of the penalty shall be determined by the Labor Commissioner based on consideration of both of the following:
(i) Whether the failure of the contractor or subcontractor to pay the correct rate of per diem wages was a good faith mistake and, if so, the error was promptly and voluntarily corrected when brought to the attention of the contractor or subcontractor.
(ii) Whether the contractor or subcontractor has a prior record of failing to meet its prevailing wage obligations.
(B)(i) The penalty may not be less than forty dollars ($40) for each calendar day, or portion thereof, for each worker paid less than the prevailing wage rate, unless the failure of the contractor or subcontractor to pay the correct rate of per diem wages was a good faith mistake and, if so, the error was promptly and voluntarily corrected when brought to the attention of the contractor or subcontractor. (ii) The penalty may not be less than eighty dollars ($80) for each calendar day, or portion thereof, for each worker paid less than the prevailing wage rate, if the contractor or subcontractor has been assessed penalties within the previous three years for failing to meet its prevailing wage obligations on a separate contract, unless those penalties were subsequently withdrawn or overturned. (iii) The penalty may not be less than one hundred twenty dollars ($120) for each calendar day, or portion thereof, for each worker paid less than the prevailing wage rate, if the Labor Commissioner determines that the violation was willful, as defined in subdivision (c) of Section 1777.1. (C) If the amount due under this section is collected from the contractor or subcontractor, any outstanding wage claim under Chapter 1 (commencing with Section 1720) of Part 7 of Division 2 against that contractor 262
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or subcontractor shall be satisfied before applying that amount to the penalty imposed on that contractor or subcontractor pursuant to this section.
(D) The determination of the Labor Commissioner as to the amount of the penalty shall be reviewable only for abuse of discretion.
(E) The difference between the prevailing wage rates and the amount paid to each worker for each calendar day or portion thereof for which each worker was paid less than the prevailing wage rate shall be paid to each worker by the contractor or subcontractor, and the body awarding the contract shall cause to be inserted in the contract a stipulation that this section will be complied with. (b) If a worker employed by a subcontractor on a public works project is not paid the general prevailing rate of per diem wages by the subcontractor, the prime contractor of the project is not liable for any penalties under subdivision (a) unless the prime contractor had knowledge of that failure of the subcontractor to pay the specified prevailing rate of wages to those workers or unless the prime contractor fails to comply with all of the following requirements:
(1) The contract executed between the contractor and the subcontractor for the performance of work on the public works project shall include a copy of the provisions of this section and Sections 1771, 1776, 1777.5, 1813, and 1815.
(2) The contractor shall monitor the payment of the specified general prevailing rate of per diem wages by the subcontractor to the employees, by periodic review of the certified payroll records of the subcontractor. (3) Upon becoming aware of the failure of the subcontractor to pay his or her workers the specified prevailing rate of wages, the contractor shall diligently take corrective action to halt or rectify the failure, including, but not limited to, retaining sufficient funds due the subcontractor for work performed on the public works project. (4) Prior to making final payment to the subcontractor for work performed on the public works project, the contractor shall obtain an affidavit signed under penalty of perjury from the subcontractor that the subcontractor has paid the specified general prevailing rate of per diem wages to his or her employees on the public works project and any amounts due pursuant to Section 1813. (c) The Division of Labor Standards Enforcement shall notify the contractor on a public works project within 15 days of the receipt by the Division of Labor Standards Enforcement of a complaint of the failure of a subcontractor on that public works project to pay workers the general prevailing rate of per diem wages.
Section 1776. Payroll records; retention; inspection; redacted information; agencies entitled to receive nonredacted copies of certified records; noncompliance penalties; rules (a) Each contractor and subcontractor shall keep accurate payroll records, showing the name, address, social security number, work classification, straight time and overtime hours worked each day and week, and the actual per diem wages paid to each journeyman, apprentice, worker, or other employee employed by him or her in connection with the public work. Each payroll record shall contain or be verified by a written declaration that it is made under penalty of perjury, stating both of the following:
(1) The information contained in the payroll record is true and correct. (2) The employer has complied with the requirements of Sections 1771, 1811, and 1815 for any work performed by his or her employees on the public works project. 263
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(b) The payroll records enumerated under subdivision (a) shall be certified and shall be available for inspection at all reasonable hours at the principal office of the contractor on the following basis:
(1) A certified copy of an employee's payroll record shall be made available for inspection or furnished to the employee or his or her authorized representative on request. (2) A certified copy of all payroll records enumerated in subdivision (a) shall be made available for inspection or furnished upon request to a representative of the body awarding the contract and the Division of Labor Standards Enforcement of the Department of Industrial Relations. (3) A certified copy of all payroll records enumerated in subdivision (a) shall be made available upon request by the public for inspection or for copies thereof. However, a request by the public shall be made through either the body awarding the contract or the Division of Labor Standards Enforcement. If the requested payroll records have not been provided pursuant to paragraph (2), the requesting party shall, prior to being provided the records, reimburse the costs of preparation by the contractor, subcontractors, and the entity through which the request was made. The public may not be given access to the records at the principal office of the contractor.
(c) Unless required to be furnished directly to the Labor Commissioner in accordance with paragraph (3) of subdivision (a) of Section 1771.4, the certified payroll records shall be on forms provided by the Division of Labor Standards Enforcement or shall contain the same information as the forms provided by the division.
The payroll records may consist of printouts of payroll data that are maintained as computer records, if the printouts contain the same information as the forms provided by the division and the printouts are verified in the manner specified in subdivision (a).
(d) A contractor or subcontractor shall file a certified copy of the records enumerated in subdivision (a) with the entity that requested the records within 10 days after receipt of a written request. (e) Except as provided in subdivision (f), any copy of records made available for inspection as copies and furnished upon request to the public or any public agency by the awarding body or the Division of Labor Standards Enforcement shall be marked or obliterated to prevent disclosure of an individual's name, address, and social security number. The name and address of the contractor awarded the contract or the subcontractor performing the contract shall not be marked or obliterated. Any copy of records made available for inspection by, or furnished to, a multiemployer Taft-Hartley trust fund (29 U.S.C. Sec. 186(c)(5)) that requests the records for the purposes of allocating contributions to participants shall be marked or obliterated only to prevent disclosure of an individual's full social security number, but shall provide the last four digits of the social security number. Any copy of records made available for inspection by, or furnished to, a joint labormanagement committee established pursuant to the federal Labor Management Cooperation Act of 1978 (29 U.S.C. Sec. 175a) shall be marked or obliterated only to prevent disclosure of an individual's social security number.
(f)(1) Notwithstanding any other provision of law, agencies that are included in the Joint Enforcement Strike Force on the Underground Economy established pursuant to Section 329 of the Unemployment Insurance Code and other law enforcement agencies investigating violations of law shall, upon request, be provided nonredacted copies of certified payroll records. Any copies of records or certified payroll made available for inspection and furnished upon request to the public by an agency included in the Joint Enforcement Strike Force on the Underground Economy or to a law enforcement agency investigating a violation of law shall be marked or redacted to prevent disclosure of an individual's name, address, and social security number. 264
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(2) An employer shall not be liable for damages in a civil action for any reasonable act or omission taken in good faith in compliance with this subdivision.
(g) The contractor shall inform the body awarding the contract of the location of the records enumerated under subdivision (a), including the street address, city, and county, and shall, within five working days, provide a notice of a change of location and address.
(h) The contractor or subcontractor has 10 days in which to comply subsequent to receipt of a written notice requesting the records enumerated in subdivision (a). In the event that the contractor or subcontractor fails to comply within the 10-day period, he or she shall, as a penalty to the state or political subdivision on whose behalf the contract is made or awarded, forfeit one hundred dollars ($100) for each calendar day, or portion thereof, for each worker, until strict compliance is effectuated. Upon the request of the Division of Labor Standards Enforcement, these penalties shall be withheld from progress payments then due. A contractor is not subject to a penalty assessment pursuant to this section due to the failure of a subcontractor to comply with this section.
(i) The body awarding the contract shall cause to be inserted in the contract stipulations to effectuate this section.
(j) The director shall adopt rules consistent with the California Public Records Act (Chapter 3.5 (commencing with Section 6250) of Division 7 of Title 1 of the Government Code) and the Information Practices Act of 1977 (Title 1.8 (commencing with Section 1798) of Part 4 of Division 3 of the Civil Code) governing the release of these records, including the establishment of reasonable fees to be charged for reproducing copies of records required by this section.
Section 1777.5. Employment of registered apprentices; wages; standards; number; apprenticeable craft or trade; exemptions; contributions; compliance program (a)(1) This chapter does not prevent the employment upon public works of properly registered apprentices who are active participants in an approved apprenticeship program. (2) For purposes of this chapter, “apprenticeship program” means a program under the jurisdiction of the California Apprenticeship Council established pursuant to Section 3070. (b)(1) Every apprentice employed upon public works shall be paid the prevailing rate of per diem wages for apprentices in the trade to which he or she is registered and shall be employed only at the work of the craft or trade to which he or she is registered.
(2) Unless otherwise provided by a collective bargaining agreement, when a contractor requests the dispatch of an apprentice pursuant to this section to perform work on a public works project and requires the apprentice to fill out an application or undergo testing, training, an examination, or other preemployment process as a condition of employment, the apprentice shall be paid for the time spent on the required preemployment activity, including travel time to and from the required activity, if any, at the prevailing rate of per diem wages for apprentices in the trade to which he or she is registered. Unless otherwise provided by a collective bargaining agreement, a contractor is not required to compensate an apprentice for the time spent on preemployment activities if the apprentice is required to take a preemployment drug or alcohol test and he or she fails to pass that test.
(c) Only apprentices, as defined in Section 3077, who are in training under apprenticeship standards that have been approved by the Chief of the Division of Apprenticeship Standards and who are parties to written 265
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apprentice agreements under Chapter 4 (commencing with Section 3070) of Division 3 are eligible to be employed at the apprentice wage rate on public works. The employment and training of each apprentice shall be in accordance with either of the following:
(1) The apprenticeship standards and apprentice agreements under which he or she is training. (2) The rules and regulations of the California Apprenticeship Council. (d) If the contractor to whom the contract is awarded by the state or any political subdivision, in performing any of the work under the contract, employs workers in any apprenticeable craft or trade, the contractor shall employ apprentices in at least the ratio set forth in this section and may apply to any apprenticeship program in the craft or trade that can provide apprentices to the site of the public work for a certificate approving the contractor under the apprenticeship standards for the employment and training of apprentices in the area or industry affected. However, the decision of the apprenticeship program to approve or deny a certificate shall be subject to review by the Administrator of Apprenticeship. The apprenticeship program or programs, upon approving the contractor, shall arrange for the dispatch of apprentices to the contractor. A contractor covered by an apprenticeship program's standards shall not be required to submit any additional application in order to include additional public works contracts under that program. “Apprenticeable craft or trade,” as used in this section, means a craft or trade determined as an apprenticeable occupation in accordance with rules and regulations prescribed by the California Apprenticeship Council. As used in this section, “contractor” includes any subcontractor under a contractor who performs any public works not excluded by subdivision (o).
(e) Before commencing work on a contract for public works, every contractor shall submit contract award information to an applicable apprenticeship program that can supply apprentices to the site of the public work.
The information submitted shall include an estimate of journeyman hours to be performed under the contract, the number of apprentices proposed to be employed, and the approximate dates the apprentices would be employed. A copy of this information shall also be submitted to the awarding body, if requested by the awarding body. Within 60 days after concluding work on the contract, each contractor and subcontractor shall submit to the awarding body, if requested, and to the apprenticeship program a verified statement of the journeyman and apprentice hours performed on the contract. The information under this subdivision shall be public. The apprenticeship programs shall retain this information for 12 months. (f) The apprenticeship program supplying apprentices to the area of the site of the public work shall ensure equal employment and affirmative action in apprenticeship for women and minorities. (g) The ratio of work performed by apprentices to journeymen employed in a particular craft or trade on the public work may be no higher than the ratio stipulated in the apprenticeship standards under which the apprenticeship program operates if the contractor agrees to be bound by those standards. However, except as otherwise provided in this section, in no case shall the ratio be less than one hour of apprentice work for every five hours of journeyman work.
(h) This ratio of apprentice work to journeyman work shall apply during any day or portion of a day when any journeyman is employed at the jobsite and shall be computed on the basis of the hours worked during the day by journeymen so employed. Any work performed by a journeyman in excess of eight hours per day or 40 hours per week shall not be used to calculate the ratio. The contractor shall employ apprentices for the number of hours computed as above before the end of the contract or, in the case of a subcontractor, before the end of the subcontract. However, the contractor shall endeavor, to the greatest extent possible, to employ apprentices during the same time period that the journeymen in the same craft or trade are employed at the jobsite. When an hourly apprenticeship ratio is not feasible for a particular craft or trade, the Administrator 266
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of Apprenticeship, upon application of an apprenticeship program, may order a minimum ratio of not less than one apprentice for each five journeymen in a craft or trade classification. (i) A contractor covered by this section who has agreed to be covered by an apprenticeship program's standards upon the issuance of the approval certificate, or who has been previously approved for an apprenticeship program in the craft or trade, shall employ the number of apprentices or the ratio of apprentices to journeymen stipulated in the applicable apprenticeship standards, but in no event less than the 1-to-5 ratio required by subdivision (g).
(j) Upon proper showing by a contractor that he or she employs apprentices in a particular craft or trade in the state on all of his or her contracts on an annual average of not less than one hour of apprentice work for every five hours of labor performed by journeymen, the Administrator of Apprenticeship may grant a certificate exempting the contractor from the 1-to-5 hourly ratio, as set forth in this section for that craft or trade. (k) An apprenticeship program has the discretion to grant to a participating contractor or contractor association a certificate, which shall be subject to the approval of the Administrator of Apprenticeship, exempting the contractor from the 1-to-5 ratio set forth in this section when it finds that any one of the following conditions is met:
(1) Unemployment for the previous three-month period in the area exceeds an average of 15 percent. (2) The number of apprentices in training in the area exceeds a ratio of 1 to 5. (3) There is a showing that the apprenticeable craft or trade is replacing at least one-thirtieth of its journeymen annually through apprenticeship training, either on a statewide basis or on a local basis. (4) Assignment of an apprentice to any work performed under a public works contract would create a condition that would jeopardize his or her life or the life, safety, or property of fellow employees or the public at large, or the specific task to which the apprentice is to be assigned is of a nature that training cannot be provided by a journeyman.
(l) If an exemption is granted pursuant to subdivision (k) to an organization that represents contractors in a specific trade from the 1-to-5 ratio on a local or statewide basis, the member contractors shall not be required to submit individual applications for approval to local joint apprenticeship committees, if they are already covered by the local apprenticeship standards.
(m)(1) A contractor to whom a contract is awarded, who, in performing any of the work under the contract, employs journeymen or apprentices in any apprenticeable craft or trade shall contribute to the California Apprenticeship Council the same amount that the director determines is the prevailing amount of apprenticeship training contributions in the area of the public works site. A contractor may take as a credit for payments to the council any amounts paid by the contractor to an approved apprenticeship program that can supply apprentices to the site of the public works project. The contractor may add the amount of the contributions in computing his or her bid for the contract. (2)(A) At the conclusion of the 2002-03 fiscal year and each fiscal year thereafter, the California Apprenticeship Council shall distribute training contributions received by the council under this subdivision, less the expenses of the Department of Industrial Relations for administering this subdivision, by making grants to approved apprenticeship programs for the purpose of training apprentices. The grant funds shall be distributed as follows:
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(i) If there is an approved multiemployer apprenticeship program serving the same craft or trade and geographic area for which the training contributions were made to the council, a grant to that program shall be made.
(ii) If there are two or more approved multiemployer apprenticeship programs serving the same craft or trade and county for which the training contributions were made to the council, the grant shall be divided among those programs based on the number of apprentices from that county registered in each program. (iii) All training contributions not distributed under clauses (i) and (ii) shall be used to defray the future expenses of the Department of Industrial Relations for the administration and enforcement of apprenticeship and preapprenticeship standards and requirements under this code. (B) An apprenticeship program shall only be eligible to receive grant funds pursuant to this subdivision if the apprenticeship program agrees, prior to the receipt of any grant funds, to keep adequate records that document the expenditure of grant funds and to make all records available to the Department of Industrial Relations so that the Department of Industrial Relations is able to verify that grant funds were used solely for training apprentices. For purposes of this subparagraph, adequate records include, but are not limited to, invoices, receipts, and canceled checks that account for the expenditure of grant funds. This subparagraph shall not be deemed to require an apprenticeship program to provide the Department of Industrial Relations with more documentation than is necessary to verify the appropriate expenditure of grant funds made pursuant to this subdivision.
(C) The Department of Industrial Relations shall verify that grants made pursuant to this subdivision are used solely to fund training apprentices. If an apprenticeship program is unable to demonstrate how grant funds are expended or if an apprenticeship program is found to be using grant funds for purposes other than training apprentices, then the apprenticeship program shall not be eligible to receive any future grant pursuant to this subdivision and the Department of Industrial Relations may initiate the process to rescind the registration of the apprenticeship program.
(3) All training contributions received pursuant to this subdivision shall be deposited in the Apprenticeship Training Contribution Fund, which is hereby created in the State Treasury. Upon appropriation by the Legislature, all moneys in the Apprenticeship Training Contribution Fund shall be used for the purpose of carrying out this subdivision and to pay the expenses of the Department of Industrial Relations. (n) The body awarding the contract shall cause to be inserted in the contract stipulations to effectuate this section. The stipulations shall fix the responsibility of compliance with this section for all apprenticeable occupations with the prime contractor.
(o) This section does not apply to contracts of general contractors or to contracts of specialty contractors not bidding for work through a general or prime contractor when the contracts of general contractors or those specialty contractors involve less than thirty thousand dollars ($30,000). (p) An awarding body that implements an approved labor compliance program in accordance with subdivision (b) of Section 1771.5 may, with the approval of the director, assist in the enforcement of this section under the terms and conditions prescribed by the director.
Section 1813. Forfeiture for violations; contract stipulation; report of violations The contractor or subcontractor shall, as a penalty to the state or political subdivision on whose behalf the contract is made or awarded, forfeit twenty- five dollars ($25) for each worker employed in the execution of 268
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the contract by the respective contractor or subcontractor for each calendar day during which the worker is required or permitted to work more than 8 hours in any one calendar day and 40 hours in any one calendar week in violation of the provisions of this article. In awarding any contract for public work, the awarding body shall cause to be inserted in the contract a stipulation to this effect. The awarding body shall take cognizance of all violations of this article committed in the course of the execution of the contract, and shall report them to the Division of Labor Standards Enforcement.
Section 1815. Overtime
Notwithstanding the provisions of Sections 1810 to 1814, inclusive, of this code, and notwithstanding any stipulation inserted in any contract pursuant to the requirements of said sections, work performed by employees of contractors in excess of 8 hours per day, and 40 hours during any one week, shall be permitted upon public work upon compensation for all hours worked in excess of 8 hours per day at not less than 1 ½ times the basic rate of pay.
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CALIFORNIA PUBLIC CONTRACT CODE SECTION 9204
Section 9204. Legislative findings and declarations regarding timely and complete payment of contractors for public works projects; claims process (Eff: January 1, 2017) (a) The Legislature finds and declares that it is in the best interests of the state and its citizens to ensure that all construction business performed on a public works project in the state that is complete and not in dispute is paid in full and in a timely manner.
(b) Notwithstanding any other law, including, but not limited to, Article 7.1 (commencing with Section 10240) of Chapter 1 of Part 2, Chapter 10 (commencing with Section 19100) of Part 2, and Article 1.5 (commencing with Section 20104) of Chapter 1 of Part 3, this section shall apply to any claim by a contractor in connection with a public works project.
(c) For purposes of this section:
(1) “Claim” means a separate demand by a contractor sent by registered mail or certified mail with return receipt requested, for one or more of the following:
(A) A time extension, including, without limitation, for relief from damages or penalties for delay assessed by a public entity under a contract for a public works project. (B) Payment by the public entity of money or damages arising from work done by, or on behalf of, the contractor pursuant to the contract for a public works project and payment for which is not otherwise expressly provided or to which the claimant is not otherwise entitled. (C) Payment of an amount that is disputed by the public entity. (2) “Contractor” means any type of contractor within the meaning of Chapter 9 (commencing with Section 7000) of Division 3 of the Business and Professions Code who has entered into a direct contract with a public entity for a public works project.
(3)(A) “Public entity” means, without limitation, except as provided in subparagraph (B), a state agency, department, office, division, bureau, board, or commission, the California State University, the University of California, a city, including a charter city, county, including a charter county, city and county, including a charter city and county, district, special district, public authority, political subdivision, public corporation, or nonprofit transit corporation wholly owned by a public agency and formed to carry out the purposes of the public agency.
(B) “Public entity” shall not include the following:
(i) The Department of Water Resources as to any project under the jurisdiction of that department. (ii) The Department of Transportation as to any project under the jurisdiction of that department. (iii) The Department of Parks and Recreation as to any project under the jurisdiction of that department. (iv) The Department of Corrections and Rehabilitation with respect to any project under its jurisdiction pursuant to Chapter 11 (commencing with Section 7000) of Title 7 of Part 3 of the Penal Code. 270
(v) The Military Department as to any project under the jurisdiction of that department. (vi) The Department of General Services as to all other projects. (vii) The High-Speed Rail Authority.
(4) “Public works project” means the erection, construction, alteration, repair, or improvement of any public structure, building, road, or other public improvement of any kind. (5) “Subcontractor” means any type of contractor within the meaning of Chapter 9 (commencing with Section 7000) of Division 3 of the Business and Professions Code who either is in direct contract with a contractor or is a lower tier subcontractor.
(d)(1)(A) Upon receipt of a claim pursuant to this section, the public entity to which the claim applies shall conduct a reasonable review of the claim and, within a period not to exceed 45 days, shall provide the claimant a written statement identifying what portion of the claim is disputed and what portion is undisputed. Upon receipt of a claim, a public entity and a contractor may, by mutual agreement, extend the time period provided in this subdivision.
(B) The claimant shall furnish reasonable documentation to support the claim. (C) If the public entity needs approval from its governing body to provide the claimant a written statement identifying the disputed portion and the undisputed portion of the claim, and the governing body does not meet within the 45 days or within the mutually agreed to extension of time following receipt of a claim sent by registered mail or certified mail, return receipt requested, the public entity shall have up to three days following the next duly publicly noticed meeting of the governing body after the 45-day period, or extension, expires to provide the claimant a written statement identifying the disputed portion and the undisputed portion.
(D) Any payment due on an undisputed portion of the claim shall be processed and made within 60 days after the public entity issues its written statement. If the public entity fails to issue a written statement, paragraph (3) shall apply.
(2)(A) If the claimant disputes the public entity’s written response, or if the public entity fails to respond to a claim issued pursuant to this section within the time prescribed, the claimant may demand in writing an informal conference to meet and confer for settlement of the issues in dispute. Upon receipt of a demand in writing sent by registered mail or certified mail, return receipt requested, the public entity shall schedule a meet and confer conference within 30 days for settlement of the dispute. (B) Within 10 business days following the conclusion of the meet and confer conference, if the claim or any portion of the claim remains in dispute, the public entity shall provide the claimant a written statement identifying the portion of the claim that remains in dispute and the portion that is undisputed.
Any payment due on an undisputed portion of the claim shall be processed and made within 60 days after the public entity issues its written statement. Any disputed portion of the claim, as identified by the contractor in writing, shall be submitted to nonbinding mediation, with the public entity and the claimant sharing the associated costs equally. The public entity and claimant shall mutually agree to a mediator within 10 business days after the disputed portion of the claim has been identified in writing. If the parties cannot agree upon a mediator, each party shall select a mediator and those mediators shall select a qualified neutral third party to mediate with regard to the disputed portion of the claim. Each party 271
shall bear the fees and costs charged by its respective mediator in connection with the selection of the neutral mediator. If mediation is unsuccessful, the parts of the claim remaining in dispute shall be subject to applicable procedures outside this section.
(C) For purposes of this section, mediation includes any nonbinding process, including, but not limited to, neutral evaluation or a dispute review board, in which an independent third party or board assists the parties in dispute resolution through negotiation or by issuance of an evaluation. Any mediation utilized shall conform to the timeframes in this section.
(D) Unless otherwise agreed to by the public entity and the contractor in writing, the mediation conducted pursuant to this section shall excuse any further obligation under Section 20104.4 to mediate after litigation has been commenced.
(E) This section does not preclude a public entity from requiring arbitration of disputes under private arbitration or the Public Works Contract Arbitration Program, if mediation under this section does not resolve the parties’ dispute.
(3) Failure by the public entity to respond to a claim from a contractor within the time periods described in this subdivision or to otherwise meet the time requirements of this section shall result in the claim being deemed rejected in its entirety. A claim that is denied by reason of the public entity’s failure to have responded to a claim, or its failure to otherwise meet the time requirements of this section, shall not constitute an adverse finding with regard to the merits of the claim or the responsibility or qualifications of the claimant.
(4) Amounts not paid in a timely manner as required by this section shall bear interest at 7 percent per annum.
(5) If a subcontractor or a lower tier subcontractor lacks legal standing to assert a claim against a public entity because privity of contract does not exist, the contractor may present to the public entity a claim on behalf of a subcontractor or lower tier subcontractor. A subcontractor may request in writing, either on their own behalf or on behalf of a lower tier subcontractor, that the contractor present a claim for work which was performed by the subcontractor or by a lower tier subcontractor on behalf of the subcontractor. The subcontractor requesting that the claim be presented to the public entity shall furnish reasonable documentation to support the claim. Within 45 days of receipt of this written request, the contractor shall notify the subcontractor in writing as to whether the contractor presented the claim to the public entity and, if the original contractor did not present the claim, provide the subcontractor with a statement of the reasons for not having done so.
(e) The text of this section or a summary of it shall be set forth in the plans or specifications for any public works project that may give rise to a claim under this section. (f) A waiver of the rights granted by this section is void and contrary to public policy, provided, however, that (1) upon receipt of a claim, the parties may mutually agree to waive, in writing, mediation and proceed directly to the commencement of a civil action or binding arbitration, as applicable; and (2) a public entity may prescribe reasonable change order, claim, and dispute resolution procedures and requirements in addition to the provisions of this section, so long as the contractual provisions do not conflict with or otherwise impair the timeframes and procedures set forth in this section. 272
(g) This section applies to contracts entered into on or after January 1, 2017. (h) Nothing in this section shall impose liability upon a public entity that makes loans or grants available through a competitive application process, for the failure of an awardee to meet its contractual obligations.
(i) This section shall remain in effect only until January 1, 2027, and as of that date is repealed, unless a later enacted statute, that is enacted before January 1, 2027, deletes or extends that date. 273
EXHIBIT “A”
COMPENSATION AND SCOPE OF SERVICES
[Beneath this sheet.]
274
Work Order Signature Document
EZIQC Contract No.: CA-R8-E-101723-AEL
New Work Order
151148.00
Modify an Existing Work Order
Work Order Title:
Work Order Number.: Work Order Date:
X
01/02/2026
Contractor Name:
Contact:
Phone:
Contact:
Phone:
Nate Piorek
(949) 330-3049
Owner Name:
Orange PD Lighting Upgrade
City of Orange
Kirk Wudzke
7143138641
ABM Electrical & Lighting Solutions Inc.
Work to be Performed
Work to be performed as per the Final Detailed Scope of Work Attached and as per the terms and conditions of Sourcewell EZIQC Contract No CA-R8-E-101723-AEL.
Brief Work Order Description:
Lighting upgrade on first floor of Orange PD building.
Liquidated Damages Will apply: Will not apply:
Estimated Completion Date:
Time of Performance Estimated Start Date:
X
Work Order Firm Fixed Price: $198,970.29
Owner Purchase Order Number:
Approvals
City of Orange Date ABM Electrical & Lighting Solutions Inc. Date
2.00
1/2/2026
Work Order Signature Document
275
3.00 Detailed Scope of Work
To: Nate Piorek From: Kirk Wudzke
ABM Electrical & Lighting Solutions Inc. City of Orange 14201 Franklin Avenue 300 E Chapman Ave
Tustin, CA 92780 Orange, CA 92866
(949) 330-3049 7143138641
Work Order Number:
Date Printed: January 02, 2026
151148.00
Work Order Title: Orange PD Lighting Upgrade
Brief Scope: Lighting upgrade on first floor of Orange PD building.
Preliminary Revised X Final
The following items detail the scope of work as discussed at the site. All requirements necessary to accomplish the items set forth below shall be considered part of this scope of work.
Attn: Kirk Wudzke
Re: City of Orange PD LED Lighting Upgrade
Scope of work
· Remove and dispose of existing linear fluorescent pendant lighting throughout the PD. · Repair and replace existing ceiling tiles as needed
· Modify existing T-bar where needed with 2’ cross bars to receive 2x2 LED Panel fixtures · Demo back existing electrical and install new electrical infrastructure to support new fixture layout. · Install (153) 2x2 Maxlite LED panels in the ceiling, Spec Maxlite MLFP22V15WCS, per layout supplied by customer
· Install (41) 2x4 Maxlite LED panels in the ceiling, Spec Maxlite MLFP24V25WCS, per layout supplied by customer
· Install (54) Emergency LED driver battery back ups for emergency egress lighting · Install (7) Intermatic IOS-DOV-D-WH Occ sensor /Dimmer · Install control wiring for fixture dimming controls
· Test all fixtures for proper operation
· Painting and drywall patch not included, to be completed by others · Permitting, Engineered drawings and Title 24 certification not included · Work to be performed 2nd shift prevailing wage Orange County Material Lead time 2-3 weeks
Project Scheduling 2 weeks
Project Durations 3 weeks
Subject to the terms and conditions of EZIQC Contract CA-R8-E-101723-AEL.
1/2/2026
Scope of Work
276
Detailed Scope of Work Continues..
Work Order Title:
Work Order Number: 151148.00
Orange PD Lighting Upgrade
ABM Electrical & Lighting Solutions Inc. Date
City of Orange Date
1/2/2026
Scope of Work
277
4.00 Contractor's Price Proposal - Summary
Owner PO #:
Orange PD Lighting Upgrade
151148.00
IQC Master Contract #: CA-R8-E-101723-AEL
Work Order #:
Title:
Re:
Date: January 02, 2026
Proposal Value:
Contractor: ABM Electrical & Lighting Solutions Inc.
$198,970.29
Section - 01 $16,277.34
Section - 09 $3,779.09
Section - 26 $169,916.42
Section - 27 $8,997.44
Proposal Total
Thisl total represents the correct total for the proposal. Any discrepancy between line totals, sub-totals and the proposal total is due to rounding.
$198,970.29
The Percentage of NPP on this Proposal: %
1/2/2026
Contractor's Price Proposal - Summary
278
5.00 Contractor's Price Proposal - Detail
Orange PD Lighting Upgrade
151148.00
IQC Master Contract #: CA-R8-E-101723-AEL
Work Order #:
Owner PO #:
Title:
Re:
Date: January 02, 2026
Proposal Value:
Contractor: ABM Electrical & Lighting Solutions Inc.
$198,970.29
Labor Equip. Material (Excludes)
Sect. Item Mod. UOM Description Line Total
Section - 01
01 22 16 00 0002 Reimbursable FeesReimbursable Fees will be paid to the contractor for eligible costs as directed by Owner. Insert the appropriate quantity to adjust the base cost to the actual Reimbursable Fee. If there are multiple Reimbursable Fees, list each one separately and add a comment in the "note" block to identify the Reimbursable Fee (e.g. sidewalk closure, road cut, various permits, extended warranty, expedited shipping costs, etc.). A copy of each receipt, invoice, or proof of payment shall be submitted with the Price Proposal. 1 EA $4,283.11
Installation x x = 4,283.11
Quantity Unit Price Factor Total
3,893.74 1.00 1.1000
Bonding: 194,687.18x 2% =3893.74
01 22 23 00 1601 3 Ton Capacity, 12' To 16' Bed, 4 x 2 Flat Bed Truck With Full-Time Truck Driver
2 WK $16,205.27
Installation x x = 16,205.27
Quantity Unit Price Factor Total
3.00 5,132.31 1.0525
Disposal Logistics
3 01 22 23 00 1601 0042 MOD For Equipment Without Operator, Deduct -$4,211.04 Installation x x = -4,211.04
Quantity Unit Price Factor Total
1.00 -4,000.99 1.0525
Subtotal for Section - 01 $16,277.34
Section - 09
09 51 13 00 0013 2' x 2' x 5/8" Thick, Square Edge, Mineral Fiber Acoustical Ceiling Panel (Armstrong Random Textured)
4 SF $1,995.54
Installation x x = 1,995.54
Quantity Unit Price Factor Total
800.00 2.37 1.0525
Replacement ceiling tiles for linear pendant removal
5 09 51 13 00 0013 0095 MOD For >200 To 500, Add $79.99 Installation x x = 79.99
Quantity Unit Price Factor Total
400.00 0.19 1.0525
09 51 13 00 0014 2' x 4' x 5/8" Thick, Square Edge, Mineral Fiber Acoustical Ceiling Panel (Armstrong Random Textured)
6 SF $371.01
Installation x x = 371.01
Quantity Unit Price Factor Total
150.00 2.35 1.0525
Replacement ceiling tiles for linear pendant removal
7 09 51 13 00 0014 0094 MOD For >50 To 200, Add $113.67 Installation x x = 113.67
Quantity Unit Price Factor Total
200.00 0.54 1.0525
09 53 23 00 0016 2', Exposed 15/16" Hot-dipped Galvanized Steel, Suspended Ceiling Cross TeeCan be used to convert an existing 2' x 4' suspension system to a 2' x 2' system or to replace an individual component.
8 EA $1,218.88
Installation x x = 1,218.88
Quantity Unit Price Factor Total
154.00 7.52 1.0525
Replacement cross t for 2x4 conversion to 2x2 fixture install Subtotal for Section - 09 $3,779.09
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Contractor's Price Proposal - Detail
279
Contractor's Price Proposal - Detail Continues..
Work Order Title:
Work Order Number: 151148.00
Orange PD Lighting Upgrade
Section - 26
9 26 01 50 51 0382 EA Recycle 4' Length Linear Fluorescent Lamps $1,161.92 Installation x x = 1,161.92
Quantity Unit Price Factor Total
425.00 2.79 0.9799
Disposal
26 01 50 52 0317 Up To 2,600 Lumens, Ninety Minute Illumination, 120-277 Volt, 20 Watt Output, Emergency LED Driver (Bodine BSL20LV)
10 EA $28,957.69
Installation x x = 27,852.56
Quantity Unit Price Factor Total
54.00 490.06 1.0525
Demolition 40.00 x 26.25 x 1.0525 = 1,105.13
Emergency Battery Backup drivers for emergency lighting 26 05 19 16 0199 3 Conductors, #12 AWG, Type MC, Solid Or Stranded, Galvanized Steel Armored Cable
11 MLF $21,107.48
Installation x x = 17,709.69
Quantity Unit Price Factor Total
3.00 5,608.77 1.0525
Demolition 2.00 x 1,614.15 x 1.0525 = 3,397.79
Rework electrical circuits in the ceiling to support new fixture layout 12 26 05 19 16 0247 EA 3/4" Armored Cable Connector $4,787.82 Installation x x = 4,183.69
Quantity Unit Price Factor Total
500.00 7.95 1.0525
Demolition 200.00 x 2.87 x 1.0525 = 604.14
Rework electrical circuits in the ceiling to support new fixture layout electrical infrastructure 13 26 05 19 16 0247 0031 MOD For Work In Restricted Working Space, Add $1,131.44 Installation x x = 1,131.44
Quantity Unit Price Factor Total
500.00 2.15 1.0525
14 26 05 19 16 0247 0032 MOD For Elevated Installation >10' To 15', Add $378.90 Installation x x = 378.90
Quantity Unit Price Factor Total
500.00 0.72 1.0525
26 27 26 00 0175 8 Amperes, 120/277 Volt, 0 To 10 Volt Dimmer LED Control Switch, White (Lutron DVSTV-WH)
15 EA $757.82
Installation x x = 661.31
Quantity Unit Price Factor Total
7.00 89.76 1.0525
Demolition 7.00 x 13.10 x 1.0525 = 96.51
Install Dimmers in select areas per customer layout, Spec Intermatic IOS-DOV-D-WH 26 51 16 00 0272 2 T8 Lamps, 2 Lamp Wide Cross Section, 4' Length, Pendant Mounted, Fluorescent Downlight Fixture (Finelite Series 10)
16 EA $16,093.69
Installation x x = 0.00
Quantity Unit Price Factor Total
0.00 533.63 1.0525
Demolition 251.00 x 60.92 x 1.0525 = 16,093.69
Demo Existing Pendants
26 51 19 00 0241 2' x 2', 3,100 Lumens, Panel Type, Lay-In/Troffer LED Fixture (PlanLED Galaxy GL220-34)
17 EA $74,641.78
Installation x x = 74,641.78
Quantity Unit Price Factor Total
153.00 463.52 1.0525
Install Spec: Maxlite LED panels MLFP22V15WCS
18 26 51 19 00 0241 0659 MOD For >100 To 250, Deduct -$4,069.29 Installation x x = -4,069.29
Quantity Unit Price Factor Total
153.00 -25.27 1.0525
26 51 19 00 0242 2' x 4', 4,000 Lumens, Panel Type, Lay-In/Troffer LED Fixture (PlanLED Galaxy GL240-40)
19 EA $24,967.17
Installation x x = 24,967.17
Quantity Unit Price Factor Total
41.00 578.58 1.0525
Install Spec: Maxlite LED panels MLFP24V25WCS
1/2/2026
Contractor's Price Proposal - Detail
280
Contractor's Price Proposal - Detail Continues..
Work Order Title:
Work Order Number: 151148.00
Orange PD Lighting Upgrade
Subtotal for Section - 26 $169,916.42
Section - 27
27 15 13 00 0037 2 Pair #18 AWG, Solid, Shielded, Non-Plenum Rated, Low Voltage, Alarm And Communications Cable, Installed In Conduit
20 MLF $7,224.74
Installation x x = 7,224.74
Quantity Unit Price Factor Total
4.00 1,716.09 1.0525
Low Voltage Dimming control wire for all fixtures in the controlled space 21 27 15 13 00 0037 0030 MOD For Work In Restricted Working Space, Add $1,772.70 Installation x x = 1,772.70
Quantity Unit Price Factor Total
4.00 421.07 1.0525
Subtotal for Section - 27 $8,997.44
Proposal Total
This total represents the correct total for the proposal. Any discrepancy between line totals, sub-totals and the proposal total is due to rounding.
$198,970.29
The Percentage of NPP on this Proposal: %
1/2/2026
Contractor's Price Proposal - Detail
281
CONTRACT
[Facility Flooring and Paint Improvements for Police Department Omnia Partners Contract 2020002149 (SP-4326)]
THIS CONTRACT (the “Contract”) is made and entered into as of ______________, 2026 (“Effective Date”) by and between the CITY OF ORANGE, a municipal corporation (“City”), and INTERIOR RESOURCES, INC., a California corporation, dba COMMERCIAL INTERIOR RESOURCES, (“Contractor”), who agree as follows.
ARTICLE 1
Work Performed
a. For and in consideration of the payments and agreements hereinafter mentioned, to be made and performed by City, and under the conditions expressed in the two (2) bonds presented to City with this Contract and incorporated herein by this reference, Contractor hereby agrees to and shall do all the work and furnish all the labor, materials, tools and equipment, except such as are mentioned in the specifications to be furnished by City to Contractor, necessary to complete in good workmanship and substantial manner the work (the “Work”) described in:
(1) The latest edition of the "City of Orange Standard Plans and Specifications" (the “Orange Book”) with the term "Engineer," as used in the Orange Book and in this Contract, to specifically include the City Engineer (or designee); (2) The "Standard Specifications for Public Works Construction” (the “Greenbook”), and all amendments thereto, except the definition of “Subcontractor” in Section 1.2 (General – Terms and Definitions) of Part 1 (General Provisions) of the Greenbook, which is hereby amended in its entirety to read as follows: “Subcontractor – An individual, firm, or corporation having a direct contract with the Contractor for the performance of a part of the Work;” (3) The “City of Orange Standard Special Provisions;”
(4) The Standard Plans; and
(5) Contractor’s Bid Proposal, which is on file with City’s Department of Public Works.
b. Contractor acknowledges that it has received the Plans from City and that a complete copy of the Plans are in its possession and are hereby specifically referred to and by such reference made a part hereof. The Orange Book, Greenbook and City of Orange Standard Special Provisions and Standard Plans are on file with City’s Public Works Director and are hereby specifically referred to and by such reference made a part hereof. Contractor hereby acknowledges that it has read, reviewed and understands the Plans, the Orange Book, the Greenbook, the Special Provisions, the Standard Plans, and the Encroachment Permit as they relate to the Work, all of which documents shall be referred to herein collectively as the “Plans and Specifications.” 282
2 c. Contractor acknowledges the provisions of Chapter 8.28 of the Orange Municipal Code which requires, among other things, that Contractor utilize City’s exclusive solid waste hauler for the rental of bins for trash and debris removal and imposes mandatory recycling requirements for self-hauled construction and demolition waste. The terms and conditions set forth in this Contract shall control over any terms and conditions in the Plans and Specifications to the contrary.
d. The Work shall be performed in conformity with the Plans and Specifications and the Bid Proposal, reference as Exhibit A and all applicable laws, including any and all applicable federal and state labor laws and standards and applicable prevailing wage requirements and any and all state, federal and local statutes, regulations and ordinances relating to the protection of human health or the environment.
e. Unless and until otherwise notified in writing by City’s Public Works Director, City’s Assistant Field Services Manager, Rachael Gomez (“Authorized City Representative”), shall be the person to whom Contractor will report for the performance of the Work hereunder. It is understood that Contractor’s performance hereunder shall be under the direction and supervision of the Authorized City Representative or such other person as City’s Public Works Director may designate from time to time, that Contractor shall coordinate the Work hereunder with the Authorized City Representative to the extent required by the Authorized City Representative, and that all performances required hereunder by Contractor shall be performed to the satisfaction of the Authorized City Representative or City’s Public Works Director. f. It is expressly agreed by and between the parties hereto that should there be any conflict between the terms of this instrument and Contractor’s Bid Proposal, then this instrument shall control and nothing herein shall be considered as an acceptance of the said terms of said Bid Proposal conflicting herewith.
ARTICLE 2
Commencement of Work
Contractor shall commence the Work provided for in this Contract within fifteen (15) days of the date of the issuance by City of a Notice to Proceed and diligently prosecute completion of the Work within sixty (60) calendar days from such date, unless legal extension is granted in accordance with the terms set forth in the Greenbook. Time is of the essence in this Contract.
Contractor shall do all things necessary and incidental to the prosecution of Contractor's Work.
ARTICLE 3
Compensation
a. Contractor agrees to receive and accept an amount not to exceed ONE HUNDRED EIGHTY-SIX THOUSAND ONE HUNDRED FORTY-EIGHT DOLLARS and 00/100 ($186,148.00) as compensation for furnishing all materials and doing all the Work contemplated and embraced in this Contract. Said compensation covers (1) all loss or damage arising out of the nature of the Work, from the acts of the elements; (2) any unforeseen difficulties or obstructions which may arise or be encountered in the prosecution of the Work until its acceptance by City, 283
3 other than as provided below; (3) all risks of every description connected with the Work; (4) all expenses incurred by or in consequence of the suspension or discontinuance of the Work; and (5) well and faithfully completing the Work, and for the whole thereof, in the manner and according to the Plans and Specifications, and requirements of the Authorized City Representative under them. Retention amounts shall be withheld from progress payments as required by law unless Contractor provides securities in lieu of retention.
b. In addition to the scheduled Work to be performed by the Contractor, the parties recognize that additional, unforeseen work and services may be required by the Authorized City Representative. In anticipation of such contingencies, the sum of EIGHTEEN THOUSAND SIX HUNDRED FIFTEEN DOLLARS and 00/100 ($18,615.00) has been added to the total compensation of this Contract. The Authorized City Representative may approve the additional work and the actual costs incurred by the Contractor in performance of additional work or services in accordance with such amount as the Authorized City Representative and the Contractor may agree upon in advance. Said additional work or services and the amount of compensation therefor, up to the amount of the authorized contingency, shall be memorialized in the form of a Contract Amendment approved by the City Manager on a form acceptable to the City Attorney. The Contractor agrees to perform only that work or those services that are specifically requested by the Authorized City Representative. Any and all additional work and services performed under this Contract shall be completed in such sequence as to assure their completion as expeditiously as is consistent with professional skill and care in accordance with a cost estimate or proposal submitted to and approved by the Authorized City Representative prior to the commencement of such Work or services.
c. The total amount of compensation under this Contract, including contingencies, shall not exceed TWO HUNDRED FOUR THOUSAND SEVEN HUNDRED SIXTY-THREE DOLLARS and 00/100 ($204,763.00).
ARTICLE 4
Licenses
Contractor represents that it and any subcontractors it may engage, possess any and all licenses which are required under state or federal law to perform the Work contemplated by this Contract and that Contractor and subcontractors shall maintain all appropriate licenses, including a City of Orange business license, at its cost, during the performance of this Contract.
ARTICLE 5
Guarantees
a. Contractor guarantees the construction and installation of all Work included in the Plans and Specifications for which Contractor has been awarded this Contract. b. Should any of the materials or equipment installed pursuant to this Contract prove defective or should the Work as a whole prove defective, due to faulty equipment, workmanship, materials furnished or methods of installations, or should said Work or any part thereof fail to function properly, as designed, due to any of the above causes within twelve (12) months after the 284
4 date on which said Work is accepted by City, Contractor shall make repairs and furnish such materials and equipment as are necessary to be furnished and installed within fifteen (15) calendar days after the receipt of a demand from City.
c. Said Work will be deemed defective within the meaning of this guarantee in the event that it fails to function as originally intended either by the Plans and Specifications of this Contract or by the manufacturer(s) of the equipment incorporated into the Work. d. In the event repairs are not made within fifteen (15) calendar days after Contractor's receipt of a demand from City, City shall have the unqualified option to make any needed repairs or replacements itself or by any other contractor. Contractor shall reimburse City, upon demand, for all expenses incurred in restoring said Work to the condition contemplated in this Contract, including the cost of any equipment or materials replaced. e. It is understood that emergency repairs may, by necessity, be made by City.
Therefore, when defective equipment, materials or workmanship result in emergency repairs by City, Contractor shall reimburse City, upon demand, for all expenses incurred. Emergency repairs will be deemed as those repairs determined by City’s Director of Public Works to be necessary due to an immediate detriment to the health, safety, welfare or convenience of the residents of City.
ARTICLE 6
Water Quality
a. The Santa Ana Regional Water Quality Control Board (“RWQCB”) has issued National Pollutant Discharge Elimination System (“NPDES”) Permit No. R8-2009-0030 (the “Permit”), which governs storm water and non-storm water discharges resulting from municipal activities performed by City or its contractors. In order to comply with the Permit requirements, the County of Orange has prepared a Drainage Area Management Plan (“DAMP”), containing Model Maintenance Procedures with Best Management Practices (“BMPs”) that City and its contractors must adhere to. The Model Maintenance Procedures contain pollution prevention and source control techniques to minimize the impact of those activities upon dry-weather urban runoff, storm water runoff, and receiving water quality. Examples include: wash water from cleaning of sidewalks or parking lots must be collected and disposed of in the sewer or landscaped areas.
b. The Permit, the DAMP and the Model Maintenance Procedures are on file in the office of City’s Director of Public Works. Contractor hereby acknowledges that it has read, reviewed and understands the Permit, the DAMP and the Model Maintenance Procedures, as they relate to the Work and hereby shall perform the Work in conformance therewith.
ARTICLE 7
Independent Contractor; Contractor not Agent
a. At all times during the term of this Contract, Contractor shall be an independent contractor and not an employee of City. City shall have the right to control Contractor only insofar 285
5 as the result of Contractor’s services rendered pursuant to this Contract. City shall not have the right to control the means by which Contractor accomplishes services rendered pursuant to this Contract. Contractor shall, at its sole cost and expense, furnish all facilities, materials and equipment which may be required for furnishing services pursuant to this Contract. Contractor shall be solely responsible for, and shall indemnify, defend and save City harmless from all matters relating to the payment of its subcontractors, agents and employees, including compliance with social security, withholding and all other wages, salaries, benefits, taxes, exactions, and regulations of any nature whatsoever. Contractor acknowledges that Contractor and any subcontractors, agents or employees employed by Contractor shall not, under any circumstances, be considered employees of City, and that they shall not be entitled to any of the benefits or rights afforded employees of City, including, but not limited to, sick leave, vacation leave, holiday pay, Public Employees Retirement System benefits, or health, life, dental, long-term disability or workers' compensation insurance benefits.
b. Except as City may specify in writing, Contractor shall have no authority, express or implied, to act on behalf of City in any capacity whatsoever as an agent. Contractor shall have no authority, express or implied, to bind City to any obligation whatsoever.
ARTICLE 8
Public Work; Prevailing Wage
a. The Work which is the subject of this Contract is a “public work,” as that term is defined in Section 1720 of the California Labor Code, for which prevailing wages must be paid.
To the extent Contractor’s employees will perform any work that falls within any of the classifications for which the Department of Labor Relations of the State of California promulgates prevailing wage determinations, Contractor hereby agrees that Contractor, and any subcontractor under it, shall pay not less than the specified prevailing rates of wages to all such workers. The general prevailing wage determinations for crafts can be located on the website of the Department of Industrial Relations (www.dir.ca.gov/DLSR). Additionally, to perform work under this Contract, Contractor must meet all State registration requirements and criteria, including project compliance monitoring.
b. Attached hereto as Attachment No. 1 and incorporated herein by this reference is a copy of the provisions of Sections 1725.5, 1771, 1771.1, 1771.4, 1775, 1776, 1777.5, 1813 and 1815 of the California Labor Code. Contractor hereby acknowledges that it has read, reviewed and understands those provisions of the Labor Code and shall prosecute and complete the Work under this Contract in strict compliance with all of those terms and provisions. c. Contractor shall secure the payment of compensation to its employees in accordance with the provisions of Section 3700 of the California Labor Code. Accordingly, and as required by Section 1861 of the California Labor Code, Contractor hereby certifies as follows:
“I am aware of the provisions of Section 3700 of the Labor Code which require every employer to be insured against liability for workers' compensation or to undertake self-insurance in accordance with the provisions of that code, and I will comply with such provisions before commencing the performance of the work of this contract.”
286
6 d. Contractor shall indemnify, protect, defend and hold harmless City and its officers, employees, contractors and agents, with counsel reasonably acceptable to City, from and against any and all loss, liability, damage, claim, cost, expense, and/or “increased costs” (including reasonable attorney’s fees, court and litigation costs, and fees of expert witnesses) which result or arise in any way from the noncompliance by Contractor of any applicable local, state and/or federal law, including, without limitation, any applicable federal and/or state labor laws (including, without limitation, the requirement to pay state prevailing wages). It is agreed by the parties that, in connection with the construction of the Work which is the subject of this Contract, Contractor shall bear all risks of payment or non-payment of state prevailing wages. “Increased costs” as used in this paragraph shall have the meaning ascribed to it in Labor Code Section 1781, as the same may be enacted, adopted or amended from time to time. The foregoing indemnity shall survive termination of this Contract.
ARTICLE 9
Equal Employment Opportunity
During the performance of this Contract, Contractor agrees as follows:
a. Contractor shall not discriminate against any employee or applicant for employment because of race, color, religion, sex, national origin, mental or physical disability, or any other basis prohibited by applicable law. Contractor shall ensure that applicants are employed and that employees are treated during employment, without regard to their race, color, religion, sex, national origin, mental or physical disability, or any other basis prohibited by applicable law.
Such actions shall include, but not be limited to the following: employment, upgrading, demotion or transfer, recruitment or recruitment advertising, layoff or termination, rates of pay or other forms of compensation and selection for training, including apprenticeship. Contractor shall post in conspicuous places, available to employees and applicants for employment, a notice setting forth provisions of this non-discrimination clause.
b. Contractor shall, in all solicitations and advertisements for employees placed by, or on behalf of Contractor, state that all qualified applicants will receive consideration for employment without regard to race, color, religion, sex, national origin, mental or physical disability, or any other basis prohibited by applicable law. c. Contractor shall cause the foregoing paragraphs (a) and (b) to be inserted in all subcontracts for any Work covered by this Contract, provided that the foregoing provisions shall not apply to subcontracts for standard commercial supplies or raw materials.
ARTICLE 10
Conflicts of Interest
Contractor agrees that it shall not make, participate in the making, or in any way attempt to use its position as a contractor to influence any decision of City in which Contractor knows or has reason to know that Contractor, its officers, partners, or employees have a financial interest as defined in Section 87103 of the Government Code. Contractor further agrees that it shall not be eligible to work as the builder for any project for which the design work is part of this Contract. 287
7 ARTICLE 11
Indemnity
Contractor shall defend, indemnify and hold harmless City and its officers, officials, agents, and employees from and against:
a. Any and all claims, liabilities, losses, damages, penalties, costs or expenses (including reasonable attorneys' fees and court costs) which City may directly or indirectly sustain or suffer arising from or as a result of the death of any person or any accident, injury, loss or damage whatsoever caused to any person or the property of any person which shall occur on or adjacent to the real property which is the subject of this Contract, or in connection with performance of this Contract which may be directly or indirectly caused by the acts or omissions of Contractor or its officers, employees, contractors or agents, or as a consequence of any use, generation, manufacture, storage, disposal, release or threatened release of a hazardous waste or substance. Contractor shall not be responsible for (and such indemnity shall not apply to) any willful misconduct, negligence or breach of this Contract by City or its officers, officials, agents, and employees. The foregoing indemnity shall survive termination of this Contract. b. Any and all claims under workers’ compensation acts and other employee benefit acts with respect to Contractor’s employees or Contractor’s subcontractor’s employees arising out of Contractor’s Work under this Contract, including any and all claims under any law pertaining to Contractor’s status as an independent contractor.
ARTICLE 12
Insurance
a. Contractor shall procure and maintain for the duration of this Contract insurance against claims for injuries to persons or damages to property which may arise from or in connection with the performance of the Work hereunder and the results of that Work by Contractor, its agents, representatives, employees or subcontractors. Any umbrella liability insurance that is provided as part of the general or automobile liability minimums set forth below shall be maintained for the duration of the Contract.
b. Contractor shall maintain the following minimum amount of insurance: the greater of either the limits set forth in (1) through (4), below; or all of the insurance coverage and/or limits carried by or available to Contractor.
(1) General Liability $2,000,000 per occurrence for bodily injury, personal injury and property damage. If
Commercial General Liability insurance
or other form with a general aggregate
limit is used, either the general aggregate
limit shall apply separately to this
project/location or the general aggregate
limit shall be twice the required
occurrence limit.
288
8 (2) Automobile Liability $1,000,000 per accident for bodily injury and property damage.
(3) Workers’ Compensation as required by the State of California. (4) Employer’s Liability $1,000,000 per accident for bodily injury or disease. c. Any insurance proceeds in excess of or broader than the minimum required coverage and/or minimum required limits which are applicable to a given loss shall be available to City. No representation is made that the minimum insurance requirements of this Contract are sufficient to cover the obligations of Contractor under this Contract. d. Any deductibles or self-insured retentions must be declared to and approved by City. At the option of City, either: the insurer shall reduce or eliminate such deductibles or selfinsured retentions with respect to City, its officers, officials, agents and employees; or Contractor shall provide a financial guarantee satisfactory to City guaranteeing payment of losses and related investigations, claim administration, and defense expenses. e. Each policy of general liability and automotive liability insurance shall contain, or be endorsed to contain, the following provisions:
(1) City, its officers, officials, agents, and employees are declared to be additional insureds under the terms of the policy, with respect to liability arising out of automobiles owned, leased, hired or borrowed by or on behalf of Contractor (any auto), and with respect to liability arising out of Work or operations performed by or on behalf of Contractor, including materials, parts or equipment furnished in connection with such Work or operations. A policy endorsement to that effect shall be provided to City along with the certificate of insurance. In lieu of an endorsement, City will accept a copy of the policy(ies) which evidences that City is an additional insured as a contracting party. The minimum coverage required by Subsection 12.b, above, shall apply to City as an additional insured.
(2) For any claims related to this Contract, Contractor’s insurance coverage shall be primary insurance with respect to City, its officers, officials, agents and employees. Any insurance or self-insurance maintained by City, its officers, officials, agents and employees shall be excess of Contractor’s insurance and shall not contribute with it. (3) Coverage shall not be canceled, except after thirty (30) days’ prior written notice has been provided to City.
f. Contractor shall furnish City with original certificates of insurance and endorsements effecting coverage required by this Article 12. The endorsements shall be on forms acceptable to City. All certificates and endorsements are to be received and approved by City before the Work commences. However, failure to do so shall not operate as a waiver of these insurance requirements. City reserves the right to require complete, certified copies of all required insurance policies, including endorsements effecting the coverage required by these specifications at any time.
289
9 g. All insurance procured and maintained by Contractor shall be issued by insurers admitted to conduct the pertinent line of insurance business in California and having a rating of Grade A or better and Class VII or better by the latest edition of Best Key Rating Guide. h. Contractor shall immediately notify City if any required insurance lapses or is otherwise modified and cease performance of this Contract unless otherwise directed by City. In such a case, City may procure insurance or self-insure the risk and charge Contractor for such costs and any and all damages resulting therefrom by way of set-off from any sums owed Contractor. i. Contractor agrees that in the event of loss due to any of the perils for which it has agreed to provide insurance, Contractor shall look solely to its insurance for recovery. Contractor hereby grants to City, on behalf of any insurer providing insurance to either Contractor or City with respect to the services of Contractor herein, a waiver of any right to subrogation which any such insurer may acquire against City by virtue of the payment of any loss under such insurance.
The Workers’ Compensation policy shall be endorsed with a waiver of subrogation in favor of City for all Work performed by Contractor, its employees, agents and subcontractors. Contractor shall obtain any other endorsement that may be necessary to effect this waiver of subrogation. j. Contractor shall require and verify that all subcontractors maintain insurance meeting all of the requirements stated herein.
ARTICLE 13
Termination
City, acting through its City Manager or designee, reserves the right to terminate this Contract for any reason by giving five (5) days’ written notice of intent to terminate to Contractor.
Upon receipt of notice, Contractor shall immediately cease work, unless the notice provides otherwise. Should City terminate this Contract, City shall pay Contractor for services satisfactorily provided and all allowable reimbursements incurred to the date of termination in compliance with this Contract, unless such termination shall be for cause, in which event City may withhold any disputed compensation. City shall not be liable for any claim of lost profits.
ARTICLE 14
Maintenance and Inspection of Records
In accordance with generally accepted accounting principles, Contractor and its subcontractors shall maintain reasonably full and complete books, documents, papers, accounting records and other information (collectively, the “records”) pertaining to the costs of and completion of services performed under this Contract. During the term of this Contract and for a period of three (3) years after termination or completion of this Contract, City shall have the right to inspect and/or audit Contractor's records pertaining to the performance of this Contract at Contractor's office. Contractor shall make available all such records for inspection or audit at its offices during normal business hours and upon three (3) days’ notice from City, and copies thereof shall be furnished if requested.
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10 ARTICLE 15
Compliance with Laws
a. Contractor shall be knowledgeable of and comply with all local, state and federal laws pertaining to the subject matter hereof or in any way regulating the activities undertaken by Contractor or any subcontractor hereunder.
b. Contractor represents and warrants that it:
(1) Has complied and shall at all times during the term of this Contract comply, in all respects, with all immigration laws, regulations, statutes, rules, codes, and orders, including, without limitation, the Immigration Reform and Control Act of 1986 (IRCA); and (2) Has not and will not knowingly employ any individual to perform services under this Contract who is ineligible to work in the United States or under the terms of this Contract; and
(3) Has properly maintained, and shall at all times during the term of this Contract properly maintain, all related employment documentation records including, without limitation, the completion and maintenance of the Form I-9 for each of Contractor’s employees; and
(4) Has responded, and shall at all times during the term of this Contract respond, in a timely fashion to any government inspection requests relating to immigration law compliance and/or Form I-9 compliance and/or worksite enforcement by the Department of Homeland Security, the Department of Labor, or the Social Security Administration. c. Contractor shall require all subcontractors and/or subconsultants to make the same representations and warranties required by this Article 15 when hired to perform services under this Contract.
d. Contractor shall, upon request of City, provide a list of all employees working under this Contract and shall provide, to the reasonable satisfaction of City, verification that all such employees are eligible to work in the United States. All costs associated with such verification shall be borne by Contractor. Once such request has been made, Contractor may not change employees working under this Contract without written notice to City, accompanied by the verification required herein for such employees. Contractor shall require all subcontractors and/or sub-consultants to make the same verification when hired to perform services under this Contract. e. If Contractor, or a subcontractor or subconsultant, knowingly employs an employee providing Work under this Contract who is not authorized to work in the United States, and/or fails to follow federal laws to determine the status of such employee, such shall constitute a material breach of this Contract and may be cause for immediate termination of this Contract by City.
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11 f. Contractor shall indemnify and hold City, its officials and employees harmless for, of and from any loss, including but not limited to fines, penalties and corrective measures, City may sustain by reason of Contractor’s failure to comply with said laws, rules and regulations in connection with the performance of this Contract.
ARTICLE 16
Governing Law and Venue
This Contract shall be construed in accordance with and governed by the laws of the State of California and Contractor shall submit to the jurisdiction of California courts. Venue for any dispute arising under this Contract shall be in Orange County, California.
ARTICLE 17
Integration and Amendment
a. This Contract constitutes the entire agreement of the parties. No other agreement, oral or written, pertaining to the Work to be performed under this Contract shall be of any force or effect unless it is in writing and signed by both parties. Any Work performed which is inconsistent with or in violation of the provisions of this Contract shall not be compensated. b. Amendments to this Contract must be in writing and signed by both parties. City Manager is authorized to execute amendments to this Contract up to the amounts specified in Chapter 3.08 of the Orange Municipal Code.
ARTICLE 18
Notice
Except as otherwise provided herein, all notices required under this Contract shall be in writing and delivered personally, by e-mail, or by first class mail, postage prepaid, to each party at the address listed below. Either party may change the notice address by notifying the other party in writing. Notices shall be deemed received upon receipt of same or within three (3) days of deposit in the U.S. Mail, whichever is earlier. Notices sent by e-mail shall be deemed received on the date of the e-mail transmission.
“CONTRACTOR” “CITY”
Interior Resources, Inc. City of Orange
dba Commercial Interior Resources 300 E. Chapman Avenue 1761 Reynolds Avenue Orange, CA 92866-1591
Irvine, CA 92614
Attn: Danielle Lisotto Attn: Rachael Gomez
Telephone: 760-985-9124 Telephone: 714-744-5588
E-Mail: [email protected] E-Mail: [email protected] 292
12 ARTICLE 19
Claim Resolution
City and Contractor agree that the claim resolution process applicable to any claim by Contractor in connection with the Work provided herein shall be subject to the procedures set forth in California Public Contract Code Section 9204, attached hereto as Attachment No. 2, and incorporated herein by this reference.
ARTICLE 20
Counterparts
This Contract may be executed in one or more counterparts, each of which shall be deemed an original, but all of which together shall constitute one and the same instrument. Signatures transmitted electronically shall have the same effect as original signatures. [Remainder of page intentionally left blank; signatures on next page] 293
13 “CITY”
CONTRACT, BONDS AND INSURANCE
APPROVED BY:
Nathalie Adourian, City Attorney
CITY OF ORANGE, a municipal corporation
By:
Daniel R. Slater
Mayor of the City of Orange
ATTEST:
Pamela Coleman, City Clerk
“CONTRACTOR”
INTERIOR RESOURCES, INC., a California
corporation, dba COMMERCIAL INTERIOR
RESOURCES
[Note: Signature of Chairman of the By:
Board, President or Vice President is Printed Name:
required] Title:
[Note: Signature of Secretary, Assistant By:
Secretary, Chief Financial Officer or Printed Name:
Assistant Treasurer is also required] Title:
√
294
295
Attachment No. 1
ATTACHMENT NO. 1
CALIFORNIA LABOR CODE
SECTIONS 1725.5, 1771, 1771.1, 1771.4, 1775, 1776, 1777.5, 1813 and 1815 Section 1725.5. Registration of contractors; mandatory registration; qualifications and application; fees; exempt contractors
A contractor shall be registered pursuant to this section to be qualified to bid on, be listed in a bid proposal, subject to the requirements of Section 4104 of the Public Contract Code, or engage in the performance of any public work contract that is subject to the requirements of this chapter. For the purposes of this section, “contractor” includes a subcontractor as defined by Section 1722.1. (a) To qualify for registration under this section, a contractor shall do all of the following:
(1)(A) Register with the Department of Industrial Relations in the manner prescribed by the department and pay an initial nonrefundable application fee of four hundred dollars ($400) to qualify for registration under this section and an annual renewal fee on or before July 1 of each year thereafter. The annual renewal fee shall be in a uniform amount set by the Director of Industrial Relations, and the initial registration and renewal fees may be adjusted no more than annually by the director to support the costs specified in Section 1771.3. (B) Beginning June 1, 2019, a contractor may register or renew according to this subdivision in annual increments up to three years from the date of registration. Contractors who wish to do so will be required to prepay the applicable nonrefundable application or renewal fees to qualify for the number of years for which they wish to preregister.
(2) Provide evidence, disclosures, or releases as are necessary to establish all of the following:
(A) Workers' compensation coverage that meets the requirements of Division 4 (commencing with Section 3200) and includes sufficient coverage for any worker whom the contractor employs to perform work that is subject to prevailing wage requirements other than a contractor who is separately registered under this section.
Coverage may be evidenced by a current and valid certificate of workers' compensation insurance or certification of self-insurance required under Section 7125 of the Business and Professions Code. (B) If applicable, the contractor is licensed in accordance with Chapter 9 (commencing with Section 7000) of the Business and Professions Code.
(C) The contractor does not have any delinquent liability to an employee or the state for any assessment of back wages or related damages, interest, fines, or penalties pursuant to any final judgment, order, or determination by a court or any federal, state, or local administrative agency, including a confirmed arbitration award. However, for purposes of this paragraph, the contractor shall not be disqualified for any judgment, order, or determination that is under appeal, provided that the contractor has secured the payment of any amount eventually found due through a bond or other appropriate means. (D) The contractor is not currently debarred under Section 1777.1 or under any other federal or state law providing for the debarment of contractors from public works. (E) The contractor has not bid on a public works contract, been listed in a bid proposal, or engaged in the performance of a contract for public works without being lawfully registered in accordance with this section, within the preceding 12 months or since the effective date of the requirements set forth in subdivision (e), whichever is earlier. If a contractor is found to be in violation of the requirements of this paragraph, the period of disqualification shall be waived if both of the following are true:
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(i) The contractor has not previously been found to be in violation of the requirements of this paragraph within the preceding 12 months.
(ii) The contractor pays an additional nonrefundable penalty registration fee of two thousand dollars ($2,000). (b) Fees received pursuant to this section shall be deposited in the State Public Works Enforcement Fund established by Section 1771.3 and shall be used only for the purposes specified in that section. (c) A contractor who fails to pay the renewal fee required under paragraph (1) of subdivision (a) on or before the expiration of any prior period of registration shall be prohibited from bidding on or engaging in the performance of any contract for public work until once again registered pursuant to this section. If the failure to pay the renewal fee was inadvertent, the contractor may renew its registration retroactively by paying an additional nonrefundable penalty renewal fee equal to the amount of the renewal fee within 90 days of the due date of the renewal fee.
(d) If, after a body awarding a contract accepts the contractor's bid or awards the contract, the work covered by the bid or contract is determined to be a public work to which Section 1771 applies, either as the result of a determination by the director pursuant to Section 1773.5 or a court decision, the requirements of this section shall not apply, subject to the following requirements:
(1) The body that awarded the contract failed, in the bid specification or in the contract documents, to identify as a public work that portion of the work that the determination or decision subsequently classifies as a public work.
(2) Within 20 days following service of notice on the awarding body of a determination by the Director of Industrial Relations pursuant to Section 1773.5 or a decision by a court that the contract was for public work as defined in this chapter, the contractor and any subcontractors are registered under this section or are replaced by a contractor or subcontractors who are registered under this section. (3) The requirements of this section shall apply prospectively only to any subsequent bid, bid proposal, contract, or work performed after the awarding body is served with notice of the determination or decision referred to in paragraph (2).
(e) The requirements of this section shall apply to any bid proposal submitted on or after March 1, 2015, to any contract for public work, as defined in this chapter, executed on or after April 1, 2015, and to any work performed under a contract for public work on or after January 1, 2018, regardless of when the contract for public work was executed.
(f) This section does not apply to work performed on a public works project of twenty-five thousand dollars ($25,000) or less when the project is for construction, alteration, demolition, installation, or repair work or to work performed on a public works project of fifteen thousand dollars ($15,000) or less when the project is for maintenance work.
Section 1771. Payment of general prevailing rate
Except for public works projects of one thousand dollars ($1,000) or less, not less than the general prevailing rate of per diem wages for work of a similar character in the locality in which the public work is performed, and not less than the general prevailing rate of per diem wages for holiday and overtime work fixed as provided in this chapter, shall be paid to all workers employed on public works.
This section is applicable only to work performed under contract, and is not applicable to work carried out by a public agency with its own forces. This section is applicable to contracts let for maintenance work. 297
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Section 1771.1. Registration as a contractor or subcontractor required prior to bid submission; exceptions; violations; penalties
(a) A contractor or subcontractor shall not be qualified to bid on, be listed in a bid proposal, subject to the requirements of Section 4104 of the Public Contract Code, or engage in the performance of any contract for public work, as defined in this chapter, unless currently registered and qualified to perform public work pursuant to Section 1725.5. It is not a violation of this section for an unregistered contractor to submit a bid that is authorized by Section 7029.1 of the Business and Professions Code or by Section 10164 or 20103.5 of the Public Contract Code, provided the contractor is registered to perform public work pursuant to Section 1725.5 at the time the contract is awarded.
(b) Notice of the requirement described in subdivision (a) shall be included in all bid invitations and public works contracts, and a bid shall not be accepted nor any contract or subcontract entered into without proof of the contractor or subcontractor's current registration to perform public work pursuant to Section 1725.5. (c) An inadvertent error in listing a subcontractor who is not registered pursuant to Section 1725.5 in a bid proposal shall not be grounds for filing a bid protest or grounds for considering the bid nonresponsive, provided that any of the following apply:
(1) The subcontractor is registered prior to the bid opening. (2) Within 24 hours after the bid opening, the subcontractor is registered and has paid the penalty registration fee specified in subparagraph (E) of paragraph (2) of subdivision (a) of Section 1725.5. (3) The subcontractor is replaced by another registered subcontractor pursuant to Section 4107 of the Public Contract Code.
(d) Failure by a subcontractor to be registered to perform public work as required by subdivision (a) shall be grounds under Section 4107 of the Public Contract Code for the contractor, with the consent of the awarding authority, to substitute a subcontractor who is registered to perform public work pursuant to Section 1725.5 in place of the unregistered subcontractor.
(e) The department shall maintain on its Internet Web site a list of contractors who are currently registered to perform public work pursuant to Section 1725.5.
(f) A contract entered into with any contractor or subcontractor in violation of subdivision (a) shall be subject to cancellation, provided that a contract for public work shall not be unlawful, void, or voidable solely due to the failure of the awarding body, contractor, or any subcontractor to comply with the requirements of Section 1725.5 or this section.
(g) If the Labor Commissioner or his or her designee determines that a contractor or subcontractor engaged in the performance of any public work contract without having been registered in accordance with this section, the contractor or subcontractor shall forfeit, as a civil penalty to the state, one hundred dollars ($100) for each day of work performed in violation of the registration requirement, not to exceed an aggregate penalty of eight thousand dollars ($8,000) in addition to any penalty registration fee assessed pursuant to clause (ii) of subparagraph (E) of paragraph (2) of subdivision (a) of Section 1725.5. (h)(1) In addition to, or in lieu of, any other penalty or sanction authorized pursuant to this chapter, a higher tiered public works contractor or subcontractor who is found to have entered into a subcontract with an unregistered lower tier subcontractor to perform any public work in violation of the requirements of Section 1725.5 or this section shall be subject to forfeiture, as a civil penalty to the state, of one hundred dollars ($100) 298
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for each day the unregistered lower tier subcontractor performs work in violation of the registration requirement, not to exceed an aggregate penalty of ten thousand dollars ($10,000). (2) The Labor Commissioner shall use the same standards specified in subparagraph (A) of paragraph (2) of subdivision (a) of Section 1775 when determining the severity of the violation and what penalty to assess, and may waive the penalty for a first time violation that was unintentional and did not hinder the Labor Commissioner's ability to monitor and enforce compliance with the requirements of this chapter. (3) A higher tiered public works contractor or subcontractor shall not be liable for penalties assessed pursuant to paragraph (1) if the lower tier subcontractor's performance is in violation of the requirements of Section 1725.5 due to the revocation of a previously approved registration. (4) A subcontractor shall not be liable for any penalties assessed against a higher tiered public works contractor or subcontractor pursuant to paragraph (1). A higher tiered public works contractor or subcontractor may not require a lower tiered subcontractor to indemnify or otherwise be liable for any penalties pursuant to paragraph (1).
(i) The Labor Commissioner or his or her designee shall issue a civil wage and penalty assessment, in accordance with the provisions of Section 1741, upon determination of penalties pursuant to subdivision (g) and subparagraph (B) of paragraph (1) of subdivision (h). Review of a civil wage and penalty assessment issued under this subdivision may be requested in accordance with the provisions of Section 1742. The regulations of the Director of Industrial Relations, which govern proceedings for review of civil wage and penalty assessments and the withholding of contract payments under Article 1 (commencing with Section 1720) and Article 2 (commencing with Section 1770), shall apply. (j)(1) Where a contractor or subcontractor engages in the performance of any public work contract without having been registered in violation of the requirements of Section 1725.5 or this section, the Labor Commissioner shall issue and serve a stop order prohibiting the use of the unregistered contractor or the unregistered subcontractor on all public works until the unregistered contractor or unregistered subcontractor is registered. The stop order shall not apply to work by registered contractors or subcontractors on the public work.
(2) A stop order may be personally served upon the contractor or subcontractor by either of the following methods:
(A) Manual delivery of the order to the contractor or subcontractor personally. (B) Leaving signed copies of the order with the person who is apparently in charge at the site of the public work and by thereafter mailing copies of the order by first class mail, postage prepaid to the contractor or subcontractor at one of the following:
(i) The address of the contractor or subcontractor on file with either the Secretary of State or the Contractors' State License Board.
(ii) If the contractor or subcontractor has no address on file with the Secretary of State or the Contractors' State License Board, the address of the site of the public work. (3) The stop order shall be effective immediately upon service and shall be subject to appeal by the party contracting with the unregistered contractor or subcontractor, by the unregistered contractor or subcontractor, or both. The appeal, hearing, and any further review of the hearing decision shall be governed by the procedures, time limits, and other requirements specified in subdivision (a) of Section 238.1. 299
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(4) Any employee of an unregistered contractor or subcontractor who is affected by a work stoppage ordered by the commissioner pursuant to this subdivision shall be paid at his or her regular hourly prevailing wage rate by that employer for any hours the employee would have worked but for the work stoppage, not to exceed 10 days.
(k) Failure of a contractor or subcontractor, owner, director, officer, or managing agent of the contractor or subcontractor to observe a stop order issued and served upon him or her pursuant to subdivision (j) is guilty of a misdemeanor punishable by imprisonment in county jail not exceeding 60 days or by a fine not exceeding ten thousand dollars ($10,000), or both.
(l) This section shall apply to any bid proposal submitted on or after March 1, 2015, and any contract for public work entered into on or after April 1, 2015. This section shall also apply to the performance of any public work, as defined in this chapter, on or after January 1, 2018, regardless of when the contract for public work was entered.
(m) Penalties received pursuant to this section shall be deposited in the State Public Works Enforcement Fund established by Section 1771.3 and shall be used only for the purposes specified in that section. (n) This section shall not apply to work performed on a public works project of twenty-five thousand dollars ($25,000) or less when the project is for construction, alteration, demolition, installation, or repair work or to work performed on a public works project of fifteen thousand dollars ($15,000) or less when the project is for maintenance work.
Section 1771.4. Additional requirements when bidding and awarding public works contracts (a) All of the following are applicable to all public works projects that are otherwise subject to the requirements of this chapter:
(1) The call for bids and contract documents shall specify that the project is subject to compliance monitoring and enforcement by the Department of Industrial Relations. (2) The awarding body shall post or require the prime contractor to post job site notices, as prescribed by regulation.
(3) Each contractor and subcontractor shall furnish the records specified in Section 1776 directly to the Labor Commissioner, in the following manner:
(A) At least monthly or more frequently if specified in the contract with the awarding body. (B) In a format prescribed by the Labor Commissioner.
(4) If the contractor or subcontractor is not registered pursuant to Section 1725.5 and is performing work on a project for which registration is not required because of subdivision (f) of Section 1725.5, the unregistered contractor or subcontractor is not required to furnish the records specified in Section 1776 directly to the Labor Commissioner but shall retain the records specified in Section 1776for at least three years after completion of the work.
(5) The department shall undertake those activities it deems necessary to monitor and enforce compliance with prevailing wage requirements.
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(b) The Labor Commissioner may exempt a public works project from compliance with all or part of the requirements of subdivision (a) if either of the following occurs:
(1) The awarding body has enforced an approved labor compliance program, as defined in Section 1771.5, on all public works projects under its authority, except those deemed exempt pursuant to subdivision (a) of Section 1771.5, continuously since December 31, 2011.
(2) The awarding body has entered into a collective bargaining agreement that binds all contractors performing work on the project and that includes a mechanism for resolving disputes about the payment of wages. (c) The requirements of paragraph (1) of subdivision (a) shall only apply to contracts for public works projects awarded on or after January 1, 2015.
(d) The requirements of paragraph (3) of subdivision (a) shall apply to all contracts for public work, whether new or ongoing, on or after January 1, 2016.
Section 1775. Penalties for violations
(a)(1) The contractor and any subcontractor under the contractor shall, as a penalty to the state or political subdivision on whose behalf the contract is made or awarded, forfeit not more than two hundred dollars ($200) for each calendar day, or portion thereof, for each worker paid less than the prevailing wage rates as determined by the director for the work or craft in which the worker is employed for any public work done under the contract by the contractor or, except as provided in subdivision (b), by any subcontractor under the contractor.
(2)(A) The amount of the penalty shall be determined by the Labor Commissioner based on consideration of both of the following:
(i) Whether the failure of the contractor or subcontractor to pay the correct rate of per diem wages was a good faith mistake and, if so, the error was promptly and voluntarily corrected when brought to the attention of the contractor or subcontractor.
(ii) Whether the contractor or subcontractor has a prior record of failing to meet its prevailing wage obligations.
(B)(i) The penalty may not be less than forty dollars ($40) for each calendar day, or portion thereof, for each worker paid less than the prevailing wage rate, unless the failure of the contractor or subcontractor to pay the correct rate of per diem wages was a good faith mistake and, if so, the error was promptly and voluntarily corrected when brought to the attention of the contractor or subcontractor. (ii) The penalty may not be less than eighty dollars ($80) for each calendar day, or portion thereof, for each worker paid less than the prevailing wage rate, if the contractor or subcontractor has been assessed penalties within the previous three years for failing to meet its prevailing wage obligations on a separate contract, unless those penalties were subsequently withdrawn or overturned. (iii) The penalty may not be less than one hundred twenty dollars ($120) for each calendar day, or portion thereof, for each worker paid less than the prevailing wage rate, if the Labor Commissioner determines that the violation was willful, as defined in subdivision (c) of Section 1777.1. (C) If the amount due under this section is collected from the contractor or subcontractor, any outstanding wage claim under Chapter 1 (commencing with Section 1720) of Part 7 of Division 2 against that contractor 301
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or subcontractor shall be satisfied before applying that amount to the penalty imposed on that contractor or subcontractor pursuant to this section.
(D) The determination of the Labor Commissioner as to the amount of the penalty shall be reviewable only for abuse of discretion.
(E) The difference between the prevailing wage rates and the amount paid to each worker for each calendar day or portion thereof for which each worker was paid less than the prevailing wage rate shall be paid to each worker by the contractor or subcontractor, and the body awarding the contract shall cause to be inserted in the contract a stipulation that this section will be complied with. (b) If a worker employed by a subcontractor on a public works project is not paid the general prevailing rate of per diem wages by the subcontractor, the prime contractor of the project is not liable for any penalties under subdivision (a) unless the prime contractor had knowledge of that failure of the subcontractor to pay the specified prevailing rate of wages to those workers or unless the prime contractor fails to comply with all of the following requirements:
(1) The contract executed between the contractor and the subcontractor for the performance of work on the public works project shall include a copy of the provisions of this section and Sections 1771, 1776, 1777.5, 1813, and 1815.
(2) The contractor shall monitor the payment of the specified general prevailing rate of per diem wages by the subcontractor to the employees, by periodic review of the certified payroll records of the subcontractor. (3) Upon becoming aware of the failure of the subcontractor to pay his or her workers the specified prevailing rate of wages, the contractor shall diligently take corrective action to halt or rectify the failure, including, but not limited to, retaining sufficient funds due the subcontractor for work performed on the public works project. (4) Prior to making final payment to the subcontractor for work performed on the public works project, the contractor shall obtain an affidavit signed under penalty of perjury from the subcontractor that the subcontractor has paid the specified general prevailing rate of per diem wages to his or her employees on the public works project and any amounts due pursuant to Section 1813. (c) The Division of Labor Standards Enforcement shall notify the contractor on a public works project within 15 days of the receipt by the Division of Labor Standards Enforcement of a complaint of the failure of a subcontractor on that public works project to pay workers the general prevailing rate of per diem wages.
Section 1776. Payroll records; retention; inspection; redacted information; agencies entitled to receive nonredacted copies of certified records; noncompliance penalties; rules (a) Each contractor and subcontractor shall keep accurate payroll records, showing the name, address, social security number, work classification, straight time and overtime hours worked each day and week, and the actual per diem wages paid to each journeyman, apprentice, worker, or other employee employed by him or her in connection with the public work. Each payroll record shall contain or be verified by a written declaration that it is made under penalty of perjury, stating both of the following:
(1) The information contained in the payroll record is true and correct. (2) The employer has complied with the requirements of Sections 1771, 1811, and 1815 for any work performed by his or her employees on the public works project. 302
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(b) The payroll records enumerated under subdivision (a) shall be certified and shall be available for inspection at all reasonable hours at the principal office of the contractor on the following basis:
(1) A certified copy of an employee's payroll record shall be made available for inspection or furnished to the employee or his or her authorized representative on request. (2) A certified copy of all payroll records enumerated in subdivision (a) shall be made available for inspection or furnished upon request to a representative of the body awarding the contract and the Division of Labor Standards Enforcement of the Department of Industrial Relations. (3) A certified copy of all payroll records enumerated in subdivision (a) shall be made available upon request by the public for inspection or for copies thereof. However, a request by the public shall be made through either the body awarding the contract or the Division of Labor Standards Enforcement. If the requested payroll records have not been provided pursuant to paragraph (2), the requesting party shall, prior to being provided the records, reimburse the costs of preparation by the contractor, subcontractors, and the entity through which the request was made. The public may not be given access to the records at the principal office of the contractor.
(c) Unless required to be furnished directly to the Labor Commissioner in accordance with paragraph (3) of subdivision (a) of Section 1771.4, the certified payroll records shall be on forms provided by the Division of Labor Standards Enforcement or shall contain the same information as the forms provided by the division.
The payroll records may consist of printouts of payroll data that are maintained as computer records, if the printouts contain the same information as the forms provided by the division and the printouts are verified in the manner specified in subdivision (a).
(d) A contractor or subcontractor shall file a certified copy of the records enumerated in subdivision (a) with the entity that requested the records within 10 days after receipt of a written request. (e) Except as provided in subdivision (f), any copy of records made available for inspection as copies and furnished upon request to the public or any public agency by the awarding body or the Division of Labor Standards Enforcement shall be marked or obliterated to prevent disclosure of an individual's name, address, and social security number. The name and address of the contractor awarded the contract or the subcontractor performing the contract shall not be marked or obliterated. Any copy of records made available for inspection by, or furnished to, a multiemployer Taft-Hartley trust fund (29 U.S.C. Sec. 186(c)(5)) that requests the records for the purposes of allocating contributions to participants shall be marked or obliterated only to prevent disclosure of an individual's full social security number, but shall provide the last four digits of the social security number. Any copy of records made available for inspection by, or furnished to, a joint labormanagement committee established pursuant to the federal Labor Management Cooperation Act of 1978 (29 U.S.C. Sec. 175a) shall be marked or obliterated only to prevent disclosure of an individual's social security number.
(f)(1) Notwithstanding any other provision of law, agencies that are included in the Joint Enforcement Strike Force on the Underground Economy established pursuant to Section 329 of the Unemployment Insurance Code and other law enforcement agencies investigating violations of law shall, upon request, be provided nonredacted copies of certified payroll records. Any copies of records or certified payroll made available for inspection and furnished upon request to the public by an agency included in the Joint Enforcement Strike Force on the Underground Economy or to a law enforcement agency investigating a violation of law shall be marked or redacted to prevent disclosure of an individual's name, address, and social security number. 303
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(2) An employer shall not be liable for damages in a civil action for any reasonable act or omission taken in good faith in compliance with this subdivision.
(g) The contractor shall inform the body awarding the contract of the location of the records enumerated under subdivision (a), including the street address, city, and county, and shall, within five working days, provide a notice of a change of location and address.
(h) The contractor or subcontractor has 10 days in which to comply subsequent to receipt of a written notice requesting the records enumerated in subdivision (a). In the event that the contractor or subcontractor fails to comply within the 10-day period, he or she shall, as a penalty to the state or political subdivision on whose behalf the contract is made or awarded, forfeit one hundred dollars ($100) for each calendar day, or portion thereof, for each worker, until strict compliance is effectuated. Upon the request of the Division of Labor Standards Enforcement, these penalties shall be withheld from progress payments then due. A contractor is not subject to a penalty assessment pursuant to this section due to the failure of a subcontractor to comply with this section.
(i) The body awarding the contract shall cause to be inserted in the contract stipulations to effectuate this section.
(j) The director shall adopt rules consistent with the California Public Records Act (Chapter 3.5 (commencing with Section 6250) of Division 7 of Title 1 of the Government Code) and the Information Practices Act of 1977 (Title 1.8 (commencing with Section 1798) of Part 4 of Division 3 of the Civil Code) governing the release of these records, including the establishment of reasonable fees to be charged for reproducing copies of records required by this section.
Section 1777.5. Employment of registered apprentices; wages; standards; number; apprenticeable craft or trade; exemptions; contributions; compliance program (a)(1) This chapter does not prevent the employment upon public works of properly registered apprentices who are active participants in an approved apprenticeship program. (2) For purposes of this chapter, “apprenticeship program” means a program under the jurisdiction of the California Apprenticeship Council established pursuant to Section 3070. (b)(1) Every apprentice employed upon public works shall be paid the prevailing rate of per diem wages for apprentices in the trade to which he or she is registered and shall be employed only at the work of the craft or trade to which he or she is registered.
(2) Unless otherwise provided by a collective bargaining agreement, when a contractor requests the dispatch of an apprentice pursuant to this section to perform work on a public works project and requires the apprentice to fill out an application or undergo testing, training, an examination, or other preemployment process as a condition of employment, the apprentice shall be paid for the time spent on the required preemployment activity, including travel time to and from the required activity, if any, at the prevailing rate of per diem wages for apprentices in the trade to which he or she is registered. Unless otherwise provided by a collective bargaining agreement, a contractor is not required to compensate an apprentice for the time spent on preemployment activities if the apprentice is required to take a preemployment drug or alcohol test and he or she fails to pass that test.
(c) Only apprentices, as defined in Section 3077, who are in training under apprenticeship standards that have been approved by the Chief of the Division of Apprenticeship Standards and who are parties to written 304
Attachment No. 1
apprentice agreements under Chapter 4 (commencing with Section 3070) of Division 3 are eligible to be employed at the apprentice wage rate on public works. The employment and training of each apprentice shall be in accordance with either of the following:
(1) The apprenticeship standards and apprentice agreements under which he or she is training. (2) The rules and regulations of the California Apprenticeship Council. (d) If the contractor to whom the contract is awarded by the state or any political subdivision, in performing any of the work under the contract, employs workers in any apprenticeable craft or trade, the contractor shall employ apprentices in at least the ratio set forth in this section and may apply to any apprenticeship program in the craft or trade that can provide apprentices to the site of the public work for a certificate approving the contractor under the apprenticeship standards for the employment and training of apprentices in the area or industry affected. However, the decision of the apprenticeship program to approve or deny a certificate shall be subject to review by the Administrator of Apprenticeship. The apprenticeship program or programs, upon approving the contractor, shall arrange for the dispatch of apprentices to the contractor. A contractor covered by an apprenticeship program's standards shall not be required to submit any additional application in order to include additional public works contracts under that program. “Apprenticeable craft or trade,” as used in this section, means a craft or trade determined as an apprenticeable occupation in accordance with rules and regulations prescribed by the California Apprenticeship Council. As used in this section, “contractor” includes any subcontractor under a contractor who performs any public works not excluded by subdivision (o).
(e) Before commencing work on a contract for public works, every contractor shall submit contract award information to an applicable apprenticeship program that can supply apprentices to the site of the public work.
The information submitted shall include an estimate of journeyman hours to be performed under the contract, the number of apprentices proposed to be employed, and the approximate dates the apprentices would be employed. A copy of this information shall also be submitted to the awarding body, if requested by the awarding body. Within 60 days after concluding work on the contract, each contractor and subcontractor shall submit to the awarding body, if requested, and to the apprenticeship program a verified statement of the journeyman and apprentice hours performed on the contract. The information under this subdivision shall be public. The apprenticeship programs shall retain this information for 12 months. (f) The apprenticeship program supplying apprentices to the area of the site of the public work shall ensure equal employment and affirmative action in apprenticeship for women and minorities. (g) The ratio of work performed by apprentices to journeymen employed in a particular craft or trade on the public work may be no higher than the ratio stipulated in the apprenticeship standards under which the apprenticeship program operates if the contractor agrees to be bound by those standards. However, except as otherwise provided in this section, in no case shall the ratio be less than one hour of apprentice work for every five hours of journeyman work.
(h) This ratio of apprentice work to journeyman work shall apply during any day or portion of a day when any journeyman is employed at the jobsite and shall be computed on the basis of the hours worked during the day by journeymen so employed. Any work performed by a journeyman in excess of eight hours per day or 40 hours per week shall not be used to calculate the ratio. The contractor shall employ apprentices for the number of hours computed as above before the end of the contract or, in the case of a subcontractor, before the end of the subcontract. However, the contractor shall endeavor, to the greatest extent possible, to employ apprentices during the same time period that the journeymen in the same craft or trade are employed at the jobsite. When an hourly apprenticeship ratio is not feasible for a particular craft or trade, the Administrator 305
Attachment No. 1
of Apprenticeship, upon application of an apprenticeship program, may order a minimum ratio of not less than one apprentice for each five journeymen in a craft or trade classification. (i) A contractor covered by this section who has agreed to be covered by an apprenticeship program's standards upon the issuance of the approval certificate, or who has been previously approved for an apprenticeship program in the craft or trade, shall employ the number of apprentices or the ratio of apprentices to journeymen stipulated in the applicable apprenticeship standards, but in no event less than the 1-to-5 ratio required by subdivision (g).
(j) Upon proper showing by a contractor that he or she employs apprentices in a particular craft or trade in the state on all of his or her contracts on an annual average of not less than one hour of apprentice work for every five hours of labor performed by journeymen, the Administrator of Apprenticeship may grant a certificate exempting the contractor from the 1-to-5 hourly ratio, as set forth in this section for that craft or trade. (k) An apprenticeship program has the discretion to grant to a participating contractor or contractor association a certificate, which shall be subject to the approval of the Administrator of Apprenticeship, exempting the contractor from the 1-to-5 ratio set forth in this section when it finds that any one of the following conditions is met:
(1) Unemployment for the previous three-month period in the area exceeds an average of 15 percent. (2) The number of apprentices in training in the area exceeds a ratio of 1 to 5. (3) There is a showing that the apprenticeable craft or trade is replacing at least one-thirtieth of its journeymen annually through apprenticeship training, either on a statewide basis or on a local basis. (4) Assignment of an apprentice to any work performed under a public works contract would create a condition that would jeopardize his or her life or the life, safety, or property of fellow employees or the public at large, or the specific task to which the apprentice is to be assigned is of a nature that training cannot be provided by a journeyman.
(l) If an exemption is granted pursuant to subdivision (k) to an organization that represents contractors in a specific trade from the 1-to-5 ratio on a local or statewide basis, the member contractors shall not be required to submit individual applications for approval to local joint apprenticeship committees, if they are already covered by the local apprenticeship standards.
(m)(1) A contractor to whom a contract is awarded, who, in performing any of the work under the contract, employs journeymen or apprentices in any apprenticeable craft or trade shall contribute to the California Apprenticeship Council the same amount that the director determines is the prevailing amount of apprenticeship training contributions in the area of the public works site. A contractor may take as a credit for payments to the council any amounts paid by the contractor to an approved apprenticeship program that can supply apprentices to the site of the public works project. The contractor may add the amount of the contributions in computing his or her bid for the contract. (2)(A) At the conclusion of the 2002-03 fiscal year and each fiscal year thereafter, the California Apprenticeship Council shall distribute training contributions received by the council under this subdivision, less the expenses of the Department of Industrial Relations for administering this subdivision, by making grants to approved apprenticeship programs for the purpose of training apprentices. The grant funds shall be distributed as follows:
306
Attachment No. 1
(i) If there is an approved multiemployer apprenticeship program serving the same craft or trade and geographic area for which the training contributions were made to the council, a grant to that program shall be made.
(ii) If there are two or more approved multiemployer apprenticeship programs serving the same craft or trade and county for which the training contributions were made to the council, the grant shall be divided among those programs based on the number of apprentices from that county registered in each program. (iii) All training contributions not distributed under clauses (i) and (ii) shall be used to defray the future expenses of the Department of Industrial Relations for the administration and enforcement of apprenticeship and preapprenticeship standards and requirements under this code. (B) An apprenticeship program shall only be eligible to receive grant funds pursuant to this subdivision if the apprenticeship program agrees, prior to the receipt of any grant funds, to keep adequate records that document the expenditure of grant funds and to make all records available to the Department of Industrial Relations so that the Department of Industrial Relations is able to verify that grant funds were used solely for training apprentices. For purposes of this subparagraph, adequate records include, but are not limited to, invoices, receipts, and canceled checks that account for the expenditure of grant funds. This subparagraph shall not be deemed to require an apprenticeship program to provide the Department of Industrial Relations with more documentation than is necessary to verify the appropriate expenditure of grant funds made pursuant to this subdivision.
(C) The Department of Industrial Relations shall verify that grants made pursuant to this subdivision are used solely to fund training apprentices. If an apprenticeship program is unable to demonstrate how grant funds are expended or if an apprenticeship program is found to be using grant funds for purposes other than training apprentices, then the apprenticeship program shall not be eligible to receive any future grant pursuant to this subdivision and the Department of Industrial Relations may initiate the process to rescind the registration of the apprenticeship program.
(3) All training contributions received pursuant to this subdivision shall be deposited in the Apprenticeship Training Contribution Fund, which is hereby created in the State Treasury. Upon appropriation by the Legislature, all moneys in the Apprenticeship Training Contribution Fund shall be used for the purpose of carrying out this subdivision and to pay the expenses of the Department of Industrial Relations. (n) The body awarding the contract shall cause to be inserted in the contract stipulations to effectuate this section. The stipulations shall fix the responsibility of compliance with this section for all apprenticeable occupations with the prime contractor.
(o) This section does not apply to contracts of general contractors or to contracts of specialty contractors not bidding for work through a general or prime contractor when the contracts of general contractors or those specialty contractors involve less than thirty thousand dollars ($30,000). (p) An awarding body that implements an approved labor compliance program in accordance with subdivision (b) of Section 1771.5 may, with the approval of the director, assist in the enforcement of this section under the terms and conditions prescribed by the director.
Section 1813. Forfeiture for violations; contract stipulation; report of violations The contractor or subcontractor shall, as a penalty to the state or political subdivision on whose behalf the contract is made or awarded, forfeit twenty- five dollars ($25) for each worker employed in the execution of 307
Attachment No. 1
the contract by the respective contractor or subcontractor for each calendar day during which the worker is required or permitted to work more than 8 hours in any one calendar day and 40 hours in any one calendar week in violation of the provisions of this article. In awarding any contract for public work, the awarding body shall cause to be inserted in the contract a stipulation to this effect. The awarding body shall take cognizance of all violations of this article committed in the course of the execution of the contract, and shall report them to the Division of Labor Standards Enforcement.
Section 1815. Overtime
Notwithstanding the provisions of Sections 1810 to 1814, inclusive, of this code, and notwithstanding any stipulation inserted in any contract pursuant to the requirements of said sections, work performed by employees of contractors in excess of 8 hours per day, and 40 hours during any one week, shall be permitted upon public work upon compensation for all hours worked in excess of 8 hours per day at not less than 1 ½ times the basic rate of pay.
308
ATTACHMENT NO. 2
CALIFORNIA PUBLIC CONTRACT CODE SECTION 9204
Section 9204. Legislative findings and declarations regarding timely and complete payment of contractors for public works projects; claims process (Eff: January 1, 2017) (a) The Legislature finds and declares that it is in the best interests of the state and its citizens to ensure that all construction business performed on a public works project in the state that is complete and not in dispute is paid in full and in a timely manner.
(b) Notwithstanding any other law, including, but not limited to, Article 7.1 (commencing with Section 10240) of Chapter 1 of Part 2, Chapter 10 (commencing with Section 19100) of Part 2, and Article 1.5 (commencing with Section 20104) of Chapter 1 of Part 3, this section shall apply to any claim by a contractor in connection with a public works project.
(c) For purposes of this section:
(1) “Claim” means a separate demand by a contractor sent by registered mail or certified mail with return receipt requested, for one or more of the following:
(A) A time extension, including, without limitation, for relief from damages or penalties for delay assessed by a public entity under a contract for a public works project. (B) Payment by the public entity of money or damages arising from work done by, or on behalf of, the contractor pursuant to the contract for a public works project and payment for which is not otherwise expressly provided or to which the claimant is not otherwise entitled. (C) Payment of an amount that is disputed by the public entity. (2) “Contractor” means any type of contractor within the meaning of Chapter 9 (commencing with Section 7000) of Division 3 of the Business and Professions Code who has entered into a direct contract with a public entity for a public works project.
(3)(A) “Public entity” means, without limitation, except as provided in subparagraph (B), a state agency, department, office, division, bureau, board, or commission, the California State University, the University of California, a city, including a charter city, county, including a charter county, city and county, including a charter city and county, district, special district, public authority, political subdivision, public corporation, or nonprofit transit corporation wholly owned by a public agency and formed to carry out the purposes of the public agency.
(B) “Public entity” shall not include the following:
(i) The Department of Water Resources as to any project under the jurisdiction of that department. (ii) The Department of Transportation as to any project under the jurisdiction of that department. (iii) The Department of Parks and Recreation as to any project under the jurisdiction of that department. (iv) The Department of Corrections and Rehabilitation with respect to any project under its jurisdiction pursuant to Chapter 11 (commencing with Section 7000) of Title 7 of Part 3 of the Penal Code. 309
(v) The Military Department as to any project under the jurisdiction of that department. (vi) The Department of General Services as to all other projects. (vii) The High-Speed Rail Authority.
(4) “Public works project” means the erection, construction, alteration, repair, or improvement of any public structure, building, road, or other public improvement of any kind. (5) “Subcontractor” means any type of contractor within the meaning of Chapter 9 (commencing with Section 7000) of Division 3 of the Business and Professions Code who either is in direct contract with a contractor or is a lower tier subcontractor.
(d)(1)(A) Upon receipt of a claim pursuant to this section, the public entity to which the claim applies shall conduct a reasonable review of the claim and, within a period not to exceed 45 days, shall provide the claimant a written statement identifying what portion of the claim is disputed and what portion is undisputed. Upon receipt of a claim, a public entity and a contractor may, by mutual agreement, extend the time period provided in this subdivision.
(B) The claimant shall furnish reasonable documentation to support the claim. (C) If the public entity needs approval from its governing body to provide the claimant a written statement identifying the disputed portion and the undisputed portion of the claim, and the governing body does not meet within the 45 days or within the mutually agreed to extension of time following receipt of a claim sent by registered mail or certified mail, return receipt requested, the public entity shall have up to three days following the next duly publicly noticed meeting of the governing body after the 45-day period, or extension, expires to provide the claimant a written statement identifying the disputed portion and the undisputed portion.
(D) Any payment due on an undisputed portion of the claim shall be processed and made within 60 days after the public entity issues its written statement. If the public entity fails to issue a written statement, paragraph (3) shall apply.
(2)(A) If the claimant disputes the public entity’s written response, or if the public entity fails to respond to a claim issued pursuant to this section within the time prescribed, the claimant may demand in writing an informal conference to meet and confer for settlement of the issues in dispute. Upon receipt of a demand in writing sent by registered mail or certified mail, return receipt requested, the public entity shall schedule a meet and confer conference within 30 days for settlement of the dispute. (B) Within 10 business days following the conclusion of the meet and confer conference, if the claim or any portion of the claim remains in dispute, the public entity shall provide the claimant a written statement identifying the portion of the claim that remains in dispute and the portion that is undisputed.
Any payment due on an undisputed portion of the claim shall be processed and made within 60 days after the public entity issues its written statement. Any disputed portion of the claim, as identified by the contractor in writing, shall be submitted to nonbinding mediation, with the public entity and the claimant sharing the associated costs equally. The public entity and claimant shall mutually agree to a mediator within 10 business days after the disputed portion of the claim has been identified in writing. If the parties cannot agree upon a mediator, each party shall select a mediator and those mediators shall select a qualified neutral third party to mediate with regard to the disputed portion of the claim. Each party 310
shall bear the fees and costs charged by its respective mediator in connection with the selection of the neutral mediator. If mediation is unsuccessful, the parts of the claim remaining in dispute shall be subject to applicable procedures outside this section.
(C) For purposes of this section, mediation includes any nonbinding process, including, but not limited to, neutral evaluation or a dispute review board, in which an independent third party or board assists the parties in dispute resolution through negotiation or by issuance of an evaluation. Any mediation utilized shall conform to the timeframes in this section.
(D) Unless otherwise agreed to by the public entity and the contractor in writing, the mediation conducted pursuant to this section shall excuse any further obligation under Section 20104.4 to mediate after litigation has been commenced.
(E) This section does not preclude a public entity from requiring arbitration of disputes under private arbitration or the Public Works Contract Arbitration Program, if mediation under this section does not resolve the parties’ dispute.
(3) Failure by the public entity to respond to a claim from a contractor within the time periods described in this subdivision or to otherwise meet the time requirements of this section shall result in the claim being deemed rejected in its entirety. A claim that is denied by reason of the public entity’s failure to have responded to a claim, or its failure to otherwise meet the time requirements of this section, shall not constitute an adverse finding with regard to the merits of the claim or the responsibility or qualifications of the claimant.
(4) Amounts not paid in a timely manner as required by this section shall bear interest at 7 percent per annum.
(5) If a subcontractor or a lower tier subcontractor lacks legal standing to assert a claim against a public entity because privity of contract does not exist, the contractor may present to the public entity a claim on behalf of a subcontractor or lower tier subcontractor. A subcontractor may request in writing, either on their own behalf or on behalf of a lower tier subcontractor, that the contractor present a claim for work which was performed by the subcontractor or by a lower tier subcontractor on behalf of the subcontractor. The subcontractor requesting that the claim be presented to the public entity shall furnish reasonable documentation to support the claim. Within 45 days of receipt of this written request, the contractor shall notify the subcontractor in writing as to whether the contractor presented the claim to the public entity and, if the original contractor did not present the claim, provide the subcontractor with a statement of the reasons for not having done so.
(e) The text of this section or a summary of it shall be set forth in the plans or specifications for any public works project that may give rise to a claim under this section. (f) A waiver of the rights granted by this section is void and contrary to public policy, provided, however, that (1) upon receipt of a claim, the parties may mutually agree to waive, in writing, mediation and proceed directly to the commencement of a civil action or binding arbitration, as applicable; and (2) a public entity may prescribe reasonable change order, claim, and dispute resolution procedures and requirements in addition to the provisions of this section, so long as the contractual provisions do not conflict with or otherwise impair the timeframes and procedures set forth in this section. 311
(g) This section applies to contracts entered into on or after January 1, 2017. (h) Nothing in this section shall impose liability upon a public entity that makes loans or grants available through a competitive application process, for the failure of an awardee to meet its contractual obligations.
(i) This section shall remain in effect only until January 1, 2027, and as of that date is repealed, unless a later enacted statute, that is enacted before January 1, 2027, deletes or extends that date. 312
EXHIBIT “A”
COMPENSATION AND SCOPE OF SERVICES
[Beneath this sheet.]
313
Proposal
Project
Bid #:
52469
Date:
12/5/2025
Bill To
City of Orange
637 W. Struck Ave.
Orange, CA 92687
Salesperson: Sam Haase
Bid Due Date:
11/21/2025
Install Date:
Time:
4:33 PM
Revision #:
Attention: Kirk Wudzke
Plan Date:
5/15/1989
Estimator:
Project Manager: Danielle Lisotto
Addendums Read:
City of Orange Police Dept 1st Floor East
Omnia Participation #1135634, Contract
#2020002149
1107 N. Batavia
Orange, CA 92867
(714) 532-6480
(714) 313-8641
Kirk Wudzke
Phone:
Cell:
(714) 532-6480
(714) 313-8641
Kirk Wudzke
Phone:
Cell:
Description
UOM:
Unit Price: Extended:
SCOPE OF WORK:
Line Quantity:
Removal of Carpet Tile & Broadloom -
Demo Labor
N/A N/A
1,361.00
SY
$5.450 $7,417.45
CIR
1 Removal of Resilient Flooring (VCT or LVT) -
Demo Labor
N/A N/A
993.00
SF
$2.000 $1,986.00
CIR
2 Palletize / Shrink Wrap Demo'd Carpet for Reclamation - Labor
N/A
1,361.00
SY
$2.150 $2,926.15
CIR
3 Floor Prep at LVT - Includes two layers of skim coat to 1/8" thickness Labor and Sundries
As Required
993.00
SF
$2.840 $2,820.12
CIR
4 Floor Prep at Carpet Tile - to hard-scrape / knock down high spots of adhesive residue to ensure an acceptable substrate for new carpet tile.
Labor and Sundries
As Required
12,241.00
SF
$0.400 $4,896.40
CIR
5 Furnish Broadloom Carpet - Includes waste, overage, receiving and handling. Custom product with 7-week lead time.
Swipe Right Custom 6' Precoat Rolled Goods
Brookwood 969
135.00
SY
$30.720 $4,147.20
Mohawk Industries
6 Furnish Broadloom Carpet Adhesive -
Adhesive-Nu Broadlock Mulit-Purpose (4) gal
N/A
4.00 EA
$52.770 $211.08
Mohawk Industries
7 Furnish Carpet Tile - Includes waste, attic stock, freight, receiving and handling.
Swipe Right 24" EcoFlex One Carpet Tile
Brookwood
1,648.00
SY
$30.720 $50,626.56
Mohawk Industries
8 12/5/2025 Bid #: 52469 Page 1 of 4
314
City of Orange Police Dept 1st Floor East City of Orange Page 2 of 4 Furnish Carpet Tile Adhesive -
EnPress PSA Carpet Tile Adhesive (4-Gallon Pail)
N/A
16.00 EA
$148.200 $2,371.20
Mohawk Industries
9 Furnish LVT - Includes waste, attic stock, freight, receiving and handling.
Hot and Heavy II Secoya 5mm x 9.84" x 59.06"
Rustic Oak 939
1,211.00
SF
$4.960 $6,006.56
Mohawk Industries
10 Furnish LVT Adhesive -
M95 Resilient Adhesive, 4-Gallon Pail
N/A
2.00 EA
$159.420 $318.84
Mohawk Industries
11 (Open Market) Furnish 2.5" Wall Base and Adhesive -
Wall Base (DC)-Rubber Cove-2.5"X1/8" Chart 3 - Roll
Storm Cloud 71
240.00
LF
$1.300 $312.00
Johnsonite®
12 (Open Market) Furnish 4" Wall Base and Adhesive -
Wall Base (DC)-Rubber Cove-4"X1/8"
Storm Cloud 71
2,040.00
LF
$1.520 $3,100.80
Johnsonite®
13 (Open Market) Furnish 6" Wall Base and Adhesive -
Wall Base (DC)-Rubber Cove-6"X1/8" - Chart 2 - Roll
Storm Cloud 71
800.00
LF
$2.850 $2,280.00
Johnsonite®
14 (Open Market) Furnish Metal Transition and Adhesive - between Carpet and LVT TBD
TBD
88.00 LF
$7.050 $620.40
Kuberit
15 Install Broadloom Carpet - over Locker Room benches.
Labor
TBD
135.00
SY
$17.220 $2,324.70
CIR
16 Install Carpet Tile - in a Quarter Turn Pattern
Labor
N/A
1,648.00
SY
$11.850 $19,528.80
CIR
17 Install LVT - in a Brick Ashlar Pattern
Labor
N/A
1,211.00
SF
$4.170 $5,049.87
CIR
18 (Open Market) Install 2.5" Wall Base - at window walls as specified on floor plan Labor
As Required
240.00
LF
$3.150 $756.00
CIR
19 Install 4" Wall Base -
Labor
As Required
2,040.00
LF
$3.550 $7,242.00
CIR
20 Install 6" Wall Base - at Corridors and Sgt Office
Labor
As Described
800.00
LF
$3.950 $3,160.00
CIR
21 (Open Market) Install Metal Transition -
Labor
As Described
88.00 LF
$5.850 $514.80
CIR
22 12/5/2025 Bid #: 52469 Page 2 of 4
315
City of Orange Police Dept 1st Floor East City of Orange Page 3 of 4 Moisture Testing - to ASTM standards as required by manufacturer ASTM F2170 In-Situ RH Testing
As Required
16.00 EA
$160.000 $2,560.00
Accurate Concrete Moisture Testing
23 (Open Market) Floor Protection, Patch & Prime, Apply Decorative Coating - Miscellaneous
As required
1.00 LS
$48,723.200 $48,723.20
CIR
24 Bonding Rate - 2% -
N/A
N/A
1.00 LS
$3,650.000 $3,650.00
CIR
25 TOTAL (APPLICABLE TAX INCLUDED) $ 186,147.40
CA Crpt Stewardship Assessment $2,597.27
This Proposal is not binding upon the parties until Customer executes and returns to Commercial Interior Resources (CIR) a copy hereof or until CIR delivers to the Project any of the materials herein described or commences the herein described services.
CIR shall furnish and install materials as specified herein. Pricing includes materials, freight, labor and sales tax. The materials shall be installed in one mobilization during regular working hours, unless otherwise expressly stated herein.
This Proposal excludes repair, excess floor preparation, floor leveling, vacuuming, damp mopping, buffing, waxing, sealing, asbestos abatement, protection of completed finishes, labor to remove and replace furnishings, attic stock materials and overtime labor, unless otherwise expressly stated herein. Customer will provide areas clean and clear of all debris.
This Proposal shall be modified only to the extent specifically provided for herein, when such modification is accepted in writing by CIR and in all other respects said Proposal and all the terms and conditions thereof shall remain in full force and effect.
This Proposal shall be construed and enforced in accordance with the laws of the State of California.
CIR shall not be liable for any delay in delivery of any part of the materials herein described due to accidents, strikes, fire, war, government regulations or any other conditions or causes beyond the control of CIR.
CIR makes no warranty for merchantability or of fitness of the materials for a specific purpose unless otherwise expressly stated herein.
This Proposal constitutes the entire agreement between the parties, and cannot be orally changed, modified or discharged in whole or in part. Any change, modification or discharge to be effective must be in writing and signed by the parties hereto.
Any increase in CIR’s costs due to increase in cost of labor or raw materials or due to government legislation regulation, or order providing for a tax on any materials, goods, sales, use or process or providing for any regulation or control of CIR’s purchases, materials, labor, costs, sales or business or due to any delay caused by any such governmental legislation, regulation, or order, may be added to the price specified herein as to any undelivered portion of the Proposal.
In the event either party shall commence litigation to enforce any term or condition of this Proposal, the prevailing party shall be entitled to reimbursement of the actual attorney’s fees and costs incurred, in addition to any other damages determined by the court.
This Proposal is valid for thirty (30) days.
A Material DEPOSIT is required for ordered material. Full payment is due ten (10) days from receipt of invoice unless otherwise specified. In the event payment is not paid as required, the unpaid amount shall incur interest or at the rate of eighteen percent (18%) per annum or the maximum allowable by law, whichever is less.
This Proposal was prepared from plans and a site visit.
State Contractors License No. 511928
DIR Public Works Contractor's Registration No.1000007670 12/5/2025 Bid #: 52469 Page 3 of 4
316
City of Orange Police Dept 1st Floor East City of Orange Page 4 of 4 Anticipated Installation Start Date:
Signed:
Sam Haase Accepted By:
Commercial Interior Resources City of Orange
Proposal Total: $186,147.40
12/5/2025 Bid #: 52469 Page 4 of 4
317
Agenda Item
Orange City Council
Item #: 3.9. 3/10/2026 File #: 26-0107
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Notice of Completion and Acceptance for Annual Pavement Maintenance at Various Locations, Fiscal Year 2024-2025; Bid No. 24-25.09 (SP-4291)
2. SUMMARY
The City of Orange entered into a contract with Onyx Paving Company to rehabilitate streets at various locations throughout the City. The work was completed to the satisfaction of the Public Works Department.
The project included the rehabilitation of three arterial streets and 35 residential streets throughout the City of Orange. The rehabilitation consisted of removing and reconstruction of severely damaged pavement sections, grinding, and overlaying the rest of the roadway. Other aspects of the project included replacement of damaged curb and gutter, sidewalks, and the reconstruction of Americans with Disabilities Act sidewalk access ramps.
3. RECOMMENDED ACTION
1. Accept the Annual Pavement Maintenance at Various Locations Fiscal Year 2024-25 project as complete.
2. Authorize City Clerk to file Notice of Completion with the Orange County Clerk-Recorder’s Office.
4. ATTACHMENTS
· Notice of Completion and Acceptance
City of Orange Page 1 of 1 Printed on 3/5/2026
powered by Legistar™318
Agenda Item
Orange City Council
Item #: 3.9. 3/10/2026 File #: 26-0107
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Notice of Completion and Acceptance for Annual Pavement Maintenance at Various Locations, Fiscal Year 2024-2025; Bid No. 24-25.09 (SP-4291)
2. SUMMARY
The City of Orange entered into a contract with Onyx Paving Company to rehabilitate streets at various locations throughout the City. The work was completed to the satisfaction of the Public Works Department.
The project included the rehabilitation of three arterial streets and 35 residential streets throughout the City of Orange. The rehabilitation consisted of removing and reconstruction of severely damaged pavement sections, grinding, and overlaying the rest of the roadway. Other aspects of the project included replacement of damaged curb and gutter, sidewalks, and the reconstruction of Americans with Disabilities Act sidewalk access ramps.
3. RECOMMENDED ACTION
1. Accept the Annual Pavement Maintenance at Various Locations Fiscal Year 2024-25 project as complete.
2. Authorize City Clerk to file Notice of Completion with the Orange County Clerk-Recorder’s Office.
4. ATTACHMENTS
· Notice of Completion and Acceptance
City of Orange Page 1 of 1 Printed on 3/5/2026
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RECORDING REQUESTED BY AND
WHEN RECORDED MAIL TO:
City of Orange
300 East Chapman Avenue
Orange, California 92866
Attention: City Clerk
[Space above this line for Recorder’s use only.]
THIS DOCUMENT IS RECORDED AT THE
REQUEST AND FOR THE BENEFIT OF THE CITY
OF ORANGE AND IS EXEMPT FROM THE
PAYMENT OF A RECORDING FEE PURSUANT
TO GOVERNMENT CODE SECTIONS 6103 AND
27383.
NOTICE OF COMPLETION AND ACCEPTANCE
NOTICE IS HEREBY GIVEN that work on that certain public work and improvements known as “Annual Pavement Maintenance at Various Locations (Bid No. 24-25.09; SP-4291)” (herein referred to as the “Project”), for the owner, the City of Orange, a municipal corporation (herein referred to as the “City”), whose address is 300 E. Chapman Avenue, Orange, CA 92866, was completed and accepted by the City Council of the City of Orange on March 10, 2026 at a regular meeting of its members, at which a quorum was present and acting throughout. The Project is at various locations throughout the City of Orange, State of California. The contractor who performed (or caused to be performed) said public work and improvements were Onyx Paving Company, a California corporation, with its principal office at 22707 La Palma Ave, Yorba Linda, State of California.
The name of the surety on the Labor and Material Bond for the Project is Swiss Re Corporate Solutions America Insurance Corporation & Sirius Point America Insurance Company, Missouri & New York (Bond No. 2360395 / SPA150329085) in the amount of $4,757,000.00.
DATED as of the 10th day of March 2026. CITY OF ORANGE, a municipal corporation By:
Daniel R. Slater, Mayor, City of Orange
STATE OF CALIFORNIA
COUNTY OF ORANGE
I, Daniel R. Slater, Mayor of the City of Orange, state that I have read the foregoing document know the contents thereof, and that the facts therein stated are true of my own knowledge. I hereby declare under penalty of perjury that the foregoing is true and correct.
DATED as of the 10th day of March 2026 at Orange, California.
Daniel R. Slater, Mayor, City of Orange
I, Pamela Coleman, City Clerk for the City of Orange, hereby attest that Daniel R. Slater is known to me to be the Mayor of the City of Orange and known to me to be the person who executed the within instrument on behalf of said municipal corporation and acknowledged to me that the City of Orange executed the same.
Pamela Coleman, City Clerk, City of Orange
320
Agenda Item
Orange City Council
Item #: 3.10. 3/10/2026 File #: 26-0109
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Notice of Completion and Acceptance for the Multi-Library Improvements at Main, Taft, and El Modena Library branches (SP-4318)
2. SUMMARY
This project delivered significant facility upgrades across three City of Orange library branches. At the Main Library, major repairs and replacements included the dumbwaiter, exterior tower, flooring, and automatic doors. The El Modena branch received a new roof underlayment, updated automatic doors, and a monument sign. At the Taft branch, improvements included window repairs, automatic doors, and a new lighting control panel. All work, completed by Horizons Construction Co. Intl, Inc., was completed to the satisfaction of the Public Works and Community Services and Library Departments.
3. RECOMMENDED ACTION
1. Accept the Multi-Library Improvements at Main, Taft, and El Modena Library branches as complete.
2. Authorize City Clerk to file Notice of Completion with the Orange County Clerk-Recorder’s Office.
4. ATTACHMENTS
· Notice of Completion and Acceptance
City of Orange Page 1 of 1 Printed on 3/5/2026
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Agenda Item
Orange City Council
Item #: 3.10. 3/10/2026 File #: 26-0109
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Notice of Completion and Acceptance for the Multi-Library Improvements at Main, Taft, and El Modena Library branches (SP-4318)
2. SUMMARY
This project delivered significant facility upgrades across three City of Orange library branches. At the Main Library, major repairs and replacements included the dumbwaiter, exterior tower, flooring, and automatic doors. The El Modena branch received a new roof underlayment, updated automatic doors, and a monument sign. At the Taft branch, improvements included window repairs, automatic doors, and a new lighting control panel. All work, completed by Horizons Construction Co. Intl, Inc., was completed to the satisfaction of the Public Works and Community Services and Library Departments.
3. RECOMMENDED ACTION
1. Accept the Multi-Library Improvements at Main, Taft, and El Modena Library branches as complete.
2. Authorize City Clerk to file Notice of Completion with the Orange County Clerk-Recorder’s Office.
4. ATTACHMENTS
· Notice of Completion and Acceptance
City of Orange Page 1 of 1 Printed on 3/5/2026
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RECORDING REQUESTED BY AND
WHEN RECORDED MAIL TO:
City of Orange
300 East Chapman Avenue
Orange, California 92866
Attention: City Clerk
[Space above this line for Recorder’s use only.]
THIS DOCUMENT IS RECORDED AT THE
REQUEST AND FOR THE BENEFIT OF THE CITY
OF ORANGE AND IS EXEMPT FROM THE
PAYMENT OF A RECORDING FEE PURSUANT
TO GOVERNMENT CODE SECTIONS 6103 AND
27383.
NOTICE OF COMPLETION AND ACCEPTANCE
NOTICE IS HEREBY GIVEN that work on certain public work and improvements known as “Multi-Library Improvements; Sourcewell EZIQC Contract No CA-R8-GB-101723-HRZ” (SP-4318) (herein referred to as the “Project”), for the owner, the City of Orange, a municipal corporation (herein referred to as the “City”), whose address is 300 E. Chapman Avenue, Orange, CA 92866, was completed and accepted by the City Council of the City of Orange on March, 10, 2026, at a regular meeting of its members, at which a quorum was present and acting throughout. The Project is at 300 E. Chapman Ave in the City of Orange, State of California. The contractor who performed (or caused to be performed) said public work and improvements was Horizons Construction Company International, Inc., a California corporation, with its principal office at 432 W. Meats Ave., Orange, CA 92865, State of California.
The surety on the Labor and Material Bond for the Project is Merchants Bonding Company (Bond No. 101383012) in the amount of $707,432.04.
DATED as of the 10th day of March 2026. CITY OF ORANGE, a municipal corporation By:
Daniel R. Slater, Mayor, City of Orange
STATE OF CALIFORNIA
COUNTY OF ORANGE
I, Daniel R. Slater, Mayor of the City of Orange, state that I have read the foregoing document know the contents thereof, and that the facts therein stated are true of my own knowledge. I hereby declare under penalty of perjury that the foregoing is true and correct.
DATED as of the 10th day of March 2026 at Orange, California.
Daniel R. Slater, Mayor, City of Orange
I, Pamela Coleman, City Clerk for the City of Orange, hereby attest that Daniel R. Slater is known to me to be the Mayor of the City of Orange and known to me to be the person who executed the within instrument on behalf of said municipal corporation and acknowledged to me that the City of Orange executed the same.
Pamela Coleman, City Clerk, City of Orange
323
Agenda Item
Orange City Council
Item #: 3.11. 3/10/2026 File #: 26-0123
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Notice of Completion and Acceptance for Well No. 28 Equipping Project; Bid No. 22-23.33
2. SUMMARY
The City of Orange entered into a contract with Environmental Construction, Inc. for Well No. 28 Equipping Project. The scope of work consisted of completion of minor well rehabilitation, construction of electrical and chemical buildings, installation of new well pump, motor, electrical transformer, panels, sound enclosure, per- and polyfluoroalkyl treatment system, piping, and construction of a pocket public park with screen walls, metal trellis, monument sign, shade structure, landscaping and lighting. The project was completed in February 2026 to the satisfaction of the Public Works Department.
3. RECOMMENDED ACTION
1. Accept the Well No. 28 Equipping Project as complete.
2. Authorize City Clerk to file Notice of Completion with the Orange County Clerk-Recorder’s Office.
4. ATTACHMENTS
· Notice of Completion and Acceptance
City of Orange Page 1 of 1 Printed on 3/5/2026
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Agenda Item
Orange City Council
Item #: 3.11. 3/10/2026 File #: 26-0123
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Notice of Completion and Acceptance for Well No. 28 Equipping Project; Bid No. 22-23.33
2. SUMMARY
The City of Orange entered into a contract with Environmental Construction, Inc. for Well No. 28 Equipping Project. The scope of work consisted of completion of minor well rehabilitation, construction of electrical and chemical buildings, installation of new well pump, motor, electrical transformer, panels, sound enclosure, per- and polyfluoroalkyl treatment system, piping, and construction of a pocket public park with screen walls, metal trellis, monument sign, shade structure, landscaping and lighting. The project was completed in February 2026 to the satisfaction of the Public Works Department.
3. RECOMMENDED ACTION
1. Accept the Well No. 28 Equipping Project as complete.
2. Authorize City Clerk to file Notice of Completion with the Orange County Clerk-Recorder’s Office.
4. ATTACHMENTS
· Notice of Completion and Acceptance
City of Orange Page 1 of 1 Printed on 3/5/2026
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RECORDING REQUESTED BY AND
WHEN RECORDED MAIL TO:
City of Orange
300 East Chapman Avenue
Orange, California 92866
Attention: City Clerk
[Space above this line for Recorder’s use only.]
THIS DOCUMENT IS RECORDED AT THE
REQUEST AND FOR THE BENEFIT OF THE CITY
OF ORANGE AND IS EXEMPT FROM THE
PAYMENT OF A RECORDING FEE PURSUANT
TO GOVERNMENT CODE SECTIONS 6103 AND
27383.
NOTICE OF COMPLETION AND ACCEPTANCE
NOTICE IS HEREBY GIVEN that work on that certain public work and improvements known as “Well No. 28 Equpping Project (Bid No. 22-23.33; W-698)” (herein referred to as the “Project”), for the owner, the City of Orange, a municipal corporation (herein referred to as the “City”), whose address is 300 E. Chapman Avenue, Orange, CA 92866, was completed and accepted by the City Council of the City of Orange on March 10, 2026 at a regular meeting of its members, at which a quorum was present and acting throughout. The Contractor who performed (or caused to be performed) said public work and improvements was Environmental Construction, Inc., a California corporation, with its principal office at 21550 Oxnard Street, Suite 1060, in the City of Woodland Hills, State of California.
The name of the surety on the Labor and Material Bond for the Project is Vigilant Insurance Company (Bond# K40260742) in the amount of $7,812,161.50.
DATED as of the 10th day of March 2026. CITY OF ORANGE, a municipal corporation By:
Daniel R. Slater
Mayor of the City of Orange
STATE OF CALIFORNIA
COUNTY OF ORANGE
I, Daniel R. Slater, Mayor of the City of Orange, state that I have read the foregoing document, know the contents thereof, and that the facts therein stated are true of my own knowledge. I hereby declare under penalty of perjury that the foregoing is true and correct.
DATED as of the 10th day of March 2026 at Orange, California.
Daniel R. Slater, Mayor of the City of Orange
I, Pamela Coleman, City Clerk for the City of Orange, hereby attest that Daniel R. Slater is known to me to be the Mayor of the City of Orange and known to me to be the person who executed the within instrument on behalf of said municipal corporation, and acknowledged to me that the City of Orange executed the same.
Pamela Coleman, City Clerk of the City of Orange
326
Agenda Item
Orange City Council
Item #: 3.12. 3/10/2026 File #: 26-0124
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Notice of Completion and Acceptance for Purchase and Installation of Mixers for Reservoirs 2 and 10A
2. SUMMARY
The City of Orange entered into a contract with Doane and Hartwig Water Systems, Inc. to purchase and install new mixers for Reservoirs 2 and 10A. The scope of work consisted of furnishing and installing new mixers, control units, wires and conduits, and training. The project was completed in February 2026 to the satisfaction of the Public Works Department.
3. RECOMMENDED ACTION
1. Accept the Purchase and Installation of Mixers for Reservoirs 2 and 10A as complete.
2. Authorize City Clerk to file Notice of Completion with the Orange County Clerk-Recorder’s Office.
4. ATTACHMENTS
· Notice of Completion and Acceptance
City of Orange Page 1 of 1 Printed on 3/5/2026
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Agenda Item
Orange City Council
Item #: 3.12. 3/10/2026 File #: 26-0124
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Notice of Completion and Acceptance for Purchase and Installation of Mixers for Reservoirs 2 and 10A
2. SUMMARY
The City of Orange entered into a contract with Doane and Hartwig Water Systems, Inc. to purchase and install new mixers for Reservoirs 2 and 10A. The scope of work consisted of furnishing and installing new mixers, control units, wires and conduits, and training. The project was completed in February 2026 to the satisfaction of the Public Works Department.
3. RECOMMENDED ACTION
1. Accept the Purchase and Installation of Mixers for Reservoirs 2 and 10A as complete.
2. Authorize City Clerk to file Notice of Completion with the Orange County Clerk-Recorder’s Office.
4. ATTACHMENTS
· Notice of Completion and Acceptance
City of Orange Page 1 of 1 Printed on 3/5/2026
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RECORDING REQUESTED BY AND
WHEN RECORDED MAIL TO:
City of Orange
300 East Chapman Avenue
Orange, California 92866
Attention: City Clerk
[Space above this line for Recorder’s use only.]
THIS DOCUMENT IS RECORDED AT THE
REQUEST AND FOR THE BENEFIT OF THE CITY
OF ORANGE AND IS EXEMPT FROM THE
PAYMENT OF A RECORDING FEE PURSUANT
TO GOVERNMENT CODE SECTIONS 6103 AND
27383.
NOTICE OF COMPLETION AND ACCEPTANCE
NOTICE IS HEREBY GIVEN that work on that certain public work and improvements known as “Purchase and Installation of Mixers for Reservoirs 2 and 10A” (herein referred to as the “Project”), for the owner, the City of Orange, a municipal corporation (herein referred to as the “City”), whose address is 300 E. Chapman Avenue, Orange, CA 92866, was completed and accepted by the City Council of the City of Orange on March 10, 2026 at a regular meeting of its members, at which a quorum was present and acting throughout. The Contractor who performed (or caused to be performed) said public work and improvements was Doane and Hartwig Water Systers, Inc., a California corporation, with its principal office at 603 Seagaze Drive, #241, in the City of Oceanside, State of California.
The name of the surety on the Labor and Material Bond for the Project is Arch Insurance Company (Bond# 1208846) in the amount of $55,428.32.
DATED as of the 10th day of March 2026. CITY OF ORANGE, a municipal corporation By:
Daniel R. Slater
Mayor of the City of Orange
STATE OF CALIFORNIA
COUNTY OF ORANGE
I, Daniel R. Slater, Mayor of the City of Orange, state that I have read the foregoing document, know the contents thereof, and that the facts therein stated are true of my own knowledge. I hereby declare under penalty of perjury that the foregoing is true and correct.
DATED as of the 10th day of March 2026 at Orange, California.
Daniel R. Slater, Mayor of the City of Orange
I, Pamela Coleman, City Clerk for the City of Orange, hereby attest that Daniel R. Slater is known to me to be the Mayor of the City of Orange and known to me to be the person who executed the within instrument on behalf of said municipal corporation, and acknowledged to me that the City of Orange executed the same.
Pamela Coleman, City Clerk of the City of Orange
329
Agenda Item
Orange City Council
Item #: 3.13. 3/10/2026 File #: 26-0100
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Authorize purchase of mobile vehicle barriers and deployment components, and annual certified operator training from Meridian Rapid Defense Group Sales, LLC through General Services Administration Contract No. 47QSWA19D001F
2. SUMMARY
Purchase 50 mobile vehicle barriers and deployment components to enhance public safety at special events and emergency response incidents. The equipment will allow rapid deployment of traffic control and protective perimeter security, offsetting the need for rentals by 50%.
3. RECOMMENDED ACTION
1. Approve the purchase of 50 mobile vehicle barriers and components from Meridian Rapid Defense Group Sales, LLC in the amount of $398,599.
2. Authorize the appropriation of $400,000 from Traffic Safety (450) unreserved fund balance to:
450-5001-80101- Furniture, Fixture, Equipment
4. FISCAL IMPACT
The expense for this purchase is $398,599 and will be funded through Traffic Safety (450):
450-5001-80101 Furniture, Fixture, Equipment
Upon approval of this appropriation, the estimated Traffic Safety Fund (450) undesignated fund balance as of June 30, 2026, will be $583,701.
5. STRATEGIC PLAN GOALS
Goal 1: Maintain Strong Emergency and Safety Services
Objective1.8: Improve Emergency Response Infrastructure
6. DISCUSSION AND BACKGROUND
The City regularly hosts community events, parades, and civic gatherings that require temporary street closures and crowd protection. Most large gatherings take place in the Plaza, where pedestrian density is highest. Recent incidents involving vehicles entering pedestrian areas have increased the need for protective barriers that can be quickly deployed and removed while maintaining emergency City of Orange Page 1 of 2 Printed on 3/5/2026
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Item #: 3.13. 3/10/2026 File #: 26-0100
access.
Historically, the City has used traffic control devices, including cones, delineators, and temporary barricades. While effective for guiding traffic, these devices do not protect against vehicle intrusion.
For major Plaza events, the City has rented Meridian barriers for several years due to their engineered effectiveness to stop vehicles, their certification for crowd protection from the Department of Homeland Security, and the ease by which these barriers are deployed.
The proposed purchase includes 50 barriers, four hauling units, 45 connecting cables, and annual certified operator training. These barriers will protect the public from vehicle intrusion during Plaza events. Due to the size of each event footprint, the City will continue to rent approximately 50 additional Meridian barriers for each major event. However, owning City-operated units will allow staff to deploy barriers internally for other events and incidents, as well as reduce the cost of holding events in the Plaza.
Funds are available from the Orange Police Department through fines and forfeitures collected and deposited into the Traffic Safety Fund. These funds are used exclusively for official equipment and supplies for traffic law enforcement and traffic accident prevention. The equipment will be purchased through the General Services Administration (GSA) cooperative purchasing program (Contract No. 47QSWA19D001F)
<https://www.gsaadvantage.gov/ref_text/47QSWA19D001F/47QSWA19D001F_MERIDIANRAPIDDE FENSEGROUP47QSWA19D001F.pdf>. This contract meets competitive procurement requirements and enables the City to obtain nationally bid pricing, ensuring cost-effectiveness and expedited acquisition. The cost of this purchase is $398,599 and will be funded by the Traffic Safety Fund.
Future training certification renewals will be requested through the annual operating budget.
Owning a deployable barrier inventory will significantly reduce reliance on vendor services. Currently, the City rents barriers and pays contractors for installation and removal. With trained staff, the City will be able to deploy barriers in-house. The City currently spends about $75,000 annually to rent and deploy 96 vehicle mitigation barriers for Plaza events. Owning the equipment is expected to reduce these costs by approximately 50%, or $37,500 per year.
7. ATTACHMENTS
· None
City of Orange Page 2 of 2 Printed on 3/5/2026
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Agenda Item
Orange City Council
Item #: 3.13. 3/10/2026 File #: 26-0100
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Authorize purchase of mobile vehicle barriers and deployment components, and annual certified operator training from Meridian Rapid Defense Group Sales, LLC through General Services Administration Contract No. 47QSWA19D001F
2. SUMMARY
Purchase 50 mobile vehicle barriers and deployment components to enhance public safety at special events and emergency response incidents. The equipment will allow rapid deployment of traffic control and protective perimeter security, offsetting the need for rentals by 50%.
3. RECOMMENDED ACTION
1. Approve the purchase of 50 mobile vehicle barriers and components from Meridian Rapid Defense Group Sales, LLC in the amount of $398,599.
2. Authorize the appropriation of $400,000 from Traffic Safety (450) unreserved fund balance to:
450-5001-80101- Furniture, Fixture, Equipment
4. FISCAL IMPACT
The expense for this purchase is $398,599 and will be funded through Traffic Safety (450):
450-5001-80101 Furniture, Fixture, Equipment
Upon approval of this appropriation, the estimated Traffic Safety Fund (450) undesignated fund balance as of June 30, 2026, will be $583,701.
5. STRATEGIC PLAN GOALS
Goal 1: Maintain Strong Emergency and Safety Services
Objective1.8: Improve Emergency Response Infrastructure
6. DISCUSSION AND BACKGROUND
The City regularly hosts community events, parades, and civic gatherings that require temporary street closures and crowd protection. Most large gatherings take place in the Plaza, where pedestrian density is highest. Recent incidents involving vehicles entering pedestrian areas have increased the need for protective barriers that can be quickly deployed and removed while maintaining emergency City of Orange Page 1 of 2 Printed on 3/5/2026
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Item #: 3.13. 3/10/2026 File #: 26-0100
access.
Historically, the City has used traffic control devices, including cones, delineators, and temporary barricades. While effective for guiding traffic, these devices do not protect against vehicle intrusion.
For major Plaza events, the City has rented Meridian barriers for several years due to their engineered effectiveness to stop vehicles, their certification for crowd protection from the Department of Homeland Security, and the ease by which these barriers are deployed.
The proposed purchase includes 50 barriers, four hauling units, 45 connecting cables, and annual certified operator training. These barriers will protect the public from vehicle intrusion during Plaza events. Due to the size of each event footprint, the City will continue to rent approximately 50 additional Meridian barriers for each major event. However, owning City-operated units will allow staff to deploy barriers internally for other events and incidents, as well as reduce the cost of holding events in the Plaza.
Funds are available from the Orange Police Department through fines and forfeitures collected and deposited into the Traffic Safety Fund. These funds are used exclusively for official equipment and supplies for traffic law enforcement and traffic accident prevention. The equipment will be purchased through the General Services Administration (GSA) cooperative purchasing program (Contract No. 47QSWA19D001F)
<https://www.gsaadvantage.gov/ref_text/47QSWA19D001F/47QSWA19D001F_MERIDIANRAPIDDE FENSEGROUP47QSWA19D001F.pdf>. This contract meets competitive procurement requirements and enables the City to obtain nationally bid pricing, ensuring cost-effectiveness and expedited acquisition. The cost of this purchase is $398,599 and will be funded by the Traffic Safety Fund.
Future training certification renewals will be requested through the annual operating budget.
Owning a deployable barrier inventory will significantly reduce reliance on vendor services. Currently, the City rents barriers and pays contractors for installation and removal. With trained staff, the City will be able to deploy barriers in-house. The City currently spends about $75,000 annually to rent and deploy 96 vehicle mitigation barriers for Plaza events. Owning the equipment is expected to reduce these costs by approximately 50%, or $37,500 per year.
7. ATTACHMENTS
· None
City of Orange Page 2 of 2 Printed on 3/5/2026
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Agenda Item
Orange City Council
Item #: 3.14. 3/10/2026 File #: 26-0120
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Adam Jevec, Chief of Police
1. SUBJECT
Authorize purchase of four message trailers from Applied Concepts, Inc. through the HoustonGalveston Area Council HGACBuy Cooperative Purchasing Program, Contract No. EF04-21
2. SUMMARY
Purchase of four portable message trailers to significantly enhance the City’s traffic safety operations in the amount of $77,580. The City Council has previously approved the Cooperative Purchasing Agreement as the standard for vehicle and equipment procurement.
3. RECOMMENDED ACTION
1. Approve the purchase of four message trailers from Applied Concepts, Inc. for $77,580.
2. Authorize the appropriation of $77,580 from Traffic Safety (450) undesignated fund balance to expenditure account number 450-4011-80101, Traffic Safety - Furniture, Fixture, Equipment.
4. FISCAL IMPACT
The expense for this purchase is $77,580 and will be funded through Traffic Safety Fund (450):
450-4011-80101 Traffic Safety - Furniture, Fixture, Equipment Upon approval of this appropriation, the estimated Traffic Safety Fund (450) undesignated fund balance as of June 30, 2026, will be $982,300.
5. STRATEGIC PLAN GOALS
Goal 1: Maintain Strong Emergency and Safety Services
6. DISCUSSION AND BACKGROUND
Portable message trailers are mobile electronic signs used to communicate real-time information to motorists. These trailers are critical tools for traffic control, public safety messaging, work zone management, emergency response, and community notifications.
The Public Works Department currently relies on three functional message trailers, which are frequently deployed for construction projects, increased roadway activity, emergency roadway repairs, and infrastructure improvements. Increased public safety campaigns, school zone enforcement, and special events have created a greater demand for portable message boards, resulting in scheduling conflicts and reduced availability during peak periods.
Historically, the Fire and Police Departments have had to rely on renting message trailers for an extended period of time to provide awareness leading up to special events. Purchasing the City of Orange Page 1 of 2 Printed on 3/5/2026
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Item #: 3.14. 3/10/2026 File #: 26-0120
extended period of time to provide awareness leading up to special events. Purchasing the equipment converts recurring rental costs into long-term investments that will serve multiple events and emergency scenarios.
The proposed purchase includes four solar powered portable message trailers equipped with the following:
· High-visibility full matrix LED displays
· Radar speed feedback functionality
· Solar charging systems with battery backup
· Trailer-mounted mobility for rapid deployment
These units will enhance the city’s ability to improve work zone safety for motorists and city staff, provide advance warning for road closures and detours, support speed awareness initiatives, deliver timely emergency alerts, and increase public awareness during community events.
The total cost for four message trailers is $77,580, including equipment delivery, and applicable taxes. Funding is available in the Traffic Safety Fund (450) which are restricted for use on trafficrelated safety improvements and equipment, making this purchase an eligible and appropriate expenditure. Applied Concepts, Inc., doing business as Stalker Radar (Stalker), is located in Richardson, TX and currently maintains a Houston-Galveston Area Council (HGACBuy) Cooperative Purchasing Program, Contract No. EF04-21. This purchase meets competitive procurement requirements and enables the City to obtain nationally bid pricing, ensuring cost-effectiveness and expedited acquisition.
The Police Department recommends the purchase of four message trailers from Stalker in the amount of $77,580.
7. ATTACHMENTS
· HGACBuy Contract No. EF04-21
· Stalker Quote
City of Orange Page 2 of 2 Printed on 3/5/2026
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Agenda Item
Orange City Council
Item #: 3.14. 3/10/2026 File #: 26-0120
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Adam Jevec, Chief of Police
1. SUBJECT
Authorize purchase of four message trailers from Applied Concepts, Inc. through the HoustonGalveston Area Council HGACBuy Cooperative Purchasing Program, Contract No. EF04-21
2. SUMMARY
Purchase of four portable message trailers to significantly enhance the City’s traffic safety operations in the amount of $77,580. The City Council has previously approved the Cooperative Purchasing Agreement as the standard for vehicle and equipment procurement.
3. RECOMMENDED ACTION
1. Approve the purchase of four message trailers from Applied Concepts, Inc. for $77,580.
2. Authorize the appropriation of $77,580 from Traffic Safety (450) undesignated fund balance to expenditure account number 450-4011-80101, Traffic Safety - Furniture, Fixture, Equipment.
4. FISCAL IMPACT
The expense for this purchase is $77,580 and will be funded through Traffic Safety Fund (450):
450-4011-80101 Traffic Safety - Furniture, Fixture, Equipment Upon approval of this appropriation, the estimated Traffic Safety Fund (450) undesignated fund balance as of June 30, 2026, will be $982,300.
5. STRATEGIC PLAN GOALS
Goal 1: Maintain Strong Emergency and Safety Services
6. DISCUSSION AND BACKGROUND
Portable message trailers are mobile electronic signs used to communicate real-time information to motorists. These trailers are critical tools for traffic control, public safety messaging, work zone management, emergency response, and community notifications.
The Public Works Department currently relies on three functional message trailers, which are frequently deployed for construction projects, increased roadway activity, emergency roadway repairs, and infrastructure improvements. Increased public safety campaigns, school zone enforcement, and special events have created a greater demand for portable message boards, resulting in scheduling conflicts and reduced availability during peak periods.
Historically, the Fire and Police Departments have had to rely on renting message trailers for an extended period of time to provide awareness leading up to special events. Purchasing the City of Orange Page 1 of 2 Printed on 3/5/2026
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Item #: 3.14. 3/10/2026 File #: 26-0120
extended period of time to provide awareness leading up to special events. Purchasing the equipment converts recurring rental costs into long-term investments that will serve multiple events and emergency scenarios.
The proposed purchase includes four solar powered portable message trailers equipped with the following:
· High-visibility full matrix LED displays
· Radar speed feedback functionality
· Solar charging systems with battery backup
· Trailer-mounted mobility for rapid deployment
These units will enhance the city’s ability to improve work zone safety for motorists and city staff, provide advance warning for road closures and detours, support speed awareness initiatives, deliver timely emergency alerts, and increase public awareness during community events.
The total cost for four message trailers is $77,580, including equipment delivery, and applicable taxes. Funding is available in the Traffic Safety Fund (450) which are restricted for use on trafficrelated safety improvements and equipment, making this purchase an eligible and appropriate expenditure. Applied Concepts, Inc., doing business as Stalker Radar (Stalker), is located in Richardson, TX and currently maintains a Houston-Galveston Area Council (HGACBuy) Cooperative Purchasing Program, Contract No. EF04-21. This purchase meets competitive procurement requirements and enables the City to obtain nationally bid pricing, ensuring cost-effectiveness and expedited acquisition.
The Police Department recommends the purchase of four message trailers from Stalker in the amount of $77,580.
7. ATTACHMENTS
· HGACBuy Contract No. EF04-21
· Stalker Quote
City of Orange Page 2 of 2 Printed on 3/5/2026
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Inr.il [email protected]
llGACBt y
:972-802-4890
iCity of Orange
714-744-7351
iSergeant Jordan Uemura
HGAC EFO4.2I
lCl60 Messrsc-Irriler
CONTRACT PRICING WORKSHEET
For Catalog & Price Sheet Type Purchases
Date i
Prepared: :
iPam Schneidewind
f,m.ll: !j uernu.a@orangepd. org
Crtdog / Prlce Sb.rt
Bv,
Bulirg
A. Catalog / Pricc Shcet ltcms beiog purchascd - Itcmize Belo\t - Attacft Additiooal Shcct lf Necessar] Quan Description t nit Pr Tolal
1s,000.00: 't200 I 821-r 10t-00
-
0 0
0 0
0 0
Total From Othcr Shccts, If Anl
Subtotal A: 72000
B. Unpublished optiors, Accessorl or service items - Itcmizc Below - Attacb Additiontl sheet If Necessary (Note: Unpublishcd ltems are any rvhich werc not submitted and priced in contractor'\ btd ) Description Unit Pr Quan
0 0
0 Total From Othcr Sheets, If An.rc, Trad{-Ins / special Discouots / other Allowalrccs / F.eighl / lnstallalioD / Nlisccllancous chargcs (l
09 Delivery Date:i l0 Weeks ARO
Check: Tota ons (B) cannot exc 25% of the total of cost of Unpublished Optr the Base Unit Price lus Publishcd A*B)
Sales 'l a\
Discount
Subtotal B
For this transactio[ the percentage is:
Freight
7758(
Subtotal C
Contract
No.:
E F04-21 215/2026
This Worksheet is prepared by Contractor and given to End User. If a PO is issued, both documents MUST be faxed to H-GAC @ 713-993-4548. Therefore please type or print legibly.
Applied Concepts / Stalker Radar
(
c
(
/ f-T-r Y
t;
D ( 7r /
t -- / 7
-
Total
(l
(
558(
558r
D. Total Purchase Price (A+B+C):
338
STALKERnadan
applied concepts, inc.
Quote
# 2116481
Page I of 1
Oate: 01 /23/2026
855 E. Collins Blvd.
Richardson, TX75081
Phone: 972-398-3780
Fax 972-398-3781
National Toll Free: 1-800- STALKER
lnside sales Partner:Pam schneidewind
+1-972-8014890
[email protected]
Reg Sales Mgr: Brian Wong
+'l-310429-0519
[email protected]
Ef I ectiv e F rcm:1 2 / 30 / 2025 V afid f hrcugh: 02 / 27 / 2026 Lead Time: 60 workino davs Bill To:
City of 0range Police Dept
1107 N Batavia St
Orange, CA 92867-4615
customer lD: 038999
Accounts Payable
Ship To:
orange Police Dept
1 107 N Batavia St
0range, CA 92867-4615
Deliver
Sergeant Jordan Uemara
Grp Qty Package Description Wrnty/Mo Price Ext Price
82r-1101-00 Stalker MC360 Message Trailer (3'x6') w/Strobes 60 s18,000.00 s72,000.00 Ln Aty Part Number Description Price Ext Price
s0.00
s0.00
So.oo
So.oo
s0.00
s0.00
So.oo
s0.00
So.oo
s0.00
[268459] tvlC360 Message Trailer (3'x6') w/solar
MC.36O TRAILER SENSOR KII USB-C (SAF)
40 MPH K-Band Tuning Fork
Ceniflcate of Accuracy, Speed Sensor ll
Red/Blue Strobes-2 Strobe Assys, 6 LEDs ea-MC360
12755691 SAM 3/SAM/VMS Trailer Wheel Jack
[275565] Trailer wheel Lock
{415864) INSTALL MEDIA, STREET DYNAMICS DEVICE
MANAGER w/EASY ANALYST
KlT, MC360 TRAILER 0PERATOR l',4ANUAL KIT WITH
us8{
Message Center Trailer s-Year Warranty
4 4
4 4
4 4
4 4
4 4
200-1448-08
10 063-0024-60
9 'l
2 3
4 5
6 7
8 Group Total s72,000.00
EE
Prod u ct s72,000.00 sub-Iotal s72,000.00
Discount $0.00 sales Tax 7.757" s5,s80.00
s0.00
Payment Terms: Net 30 daYS Total: USD s77,580.00
This euote or purchase Order is subject in all respects to the Terms and Conditions detailed at lhe back of this document.
These Terms ind Conditions contain limifati;ns of liability, waivers of liability even for our own negligence, and indemnification prov -
itt ot *t i"t ."y affect your rights. Pleasi review these terms and Conditions carefully before proceeding isrons,
015-2684-59
200-1661-00r
200-0773-00
006-0569-00
015-4120-94
01$1819-00
01$5603{0
200-1670-00
Shipping & Handling:
339
Agenda Item
Orange City Council
Item #: 3.15. 3/10/2026 File #: 26-0062
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Quitclaim of fire access easement at 500 West Collins Avenue
2. SUMMARY
Quitclaim of fire access easement at 500 West Collins Avenue. The proposed project has been canceled, and the easement is no longer required as the existing building will remain.
3. RECOMMENDED ACTION
Authorize the Mayor to execute a Quitclaim Deed of the fire access easement to 500 Collins, Inc.
4. FISCAL IMPACT
None
5. STRGATEGIC PLAN GOALS
Goal 5: Improve infrastructure, Mobility, and Technology.
6. DISCUSSION AND BACKGROUND
The property owner at 500 West Collins Avenue has canceled the project and requested the recorded fire access easement to be quitclaimed.
Staff recommends approval of the Quitclaim Deed of the fire access easement to 500 Collins, Inc. at 500 West Collins Avenue.
7. ATTACHMENTS
· Quitclaim Deed
City of Orange Page 1 of 1 Printed on 3/5/2026
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Agenda Item
Orange City Council
Item #: 3.15. 3/10/2026 File #: 26-0062
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Quitclaim of Fire Access Easement at 500 West Collins Avenue
2. SUMMARY
Quitclaim of fire access easement at 500 West Collins Avenue. The proposed project has been canceled, and the easement is no longer required as the existing building will remain.
3. RECOMMENDED ACTION
Authorize the Mayor to execute a Quitclaim Deed of the fire access easement to 500 Collins, Inc.
4. FISCAL IMPACT
None
5. STRGATEGIC PLAN GOALS
Goal 5: Improve infrastructure, Mobility, and Technology.
6. DISCUSSION AND BACKGROUND
The property owner at 500 West Collins Avenue has canceled the project and requested the recorded fire access easement to be quitclaimed.
Staff recommends approval of the Quitclaim Deed of the fire access easement to 500 Collins, Inc. at 500 West Collins Avenue.
7. ATTACHMENTS
· Quitclaim Deed
City of Orange Page 1 of 1 Printed on 3/5/2026
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RECORDING REQUESTED BY AND
WHEN RECORDED, MAIL TO:
CITY OF ORANGE
c/o City Clerk
300 East Chapman Avenue
Orange, California 92666
MAIL TAX STATEMENTS TO: SPACE ABOVE THIS LINE FOR RECORDER'S USE SAME AS ABOVE DOCUMENTARY TRANSFER TAX $ EXEMPT-
REVENUE AND TAXATION CODE SECTION 11922
LOCATION: _________________________ City of Orange
500 W Collins Avenue, Orange, CA 92867 Signature of Declarant or Agent Firm Name A.P.N. 386-581-18; 386-561-02 Determining Tax
Exempt - Recording Requested Under Government Code 6103 & 27383
QUITCLAIM DEED
FOR A VALUABLE CONSIDERATION, receipt of which is hereby acknowledged, the City of Orange, a municipal corporation, does hereby REMISE, RELEASE, AND FOREVER QUITCLAIM to 500 Collins, Inc, a perpetual non-exclusive easement and right of way for Fire Access purposes in, on, under, across, and through all that real property situated in the City of Orange, County of Orange, State of California, described as follows:
SEE LEGAL DESCRIPTION ATTACHED HERETO AND MADE A PART HEREOF AS EXHIBIT "A",
SEE PLAT MAP ATTACHED HERETO AND MADE A PART HEREOF AS EXHIBIT "B".
DATED
STATE OF CALIFORNIA }
COUNTY OF ORANGE } CITY OF ORANGE,
a Municipal Corporation
BY:
Daniel R. Slater, Mayor
ATTEST:
Pamela Coleman, City Clerk
APPROVED AS TO FORM:
Nathalie Adourian, City Attorney
R/W Deed # _____________________
342
343
Recorded in Official Records, Orange County
RECORDING REQUESTED BY AND. Hugh Nguyen, Clerk-Recorder WHEN RECORDED, MAIL TO: II I 111101111 II I II I I I I I I I I II NO FEE CITY OF ORANGE R 0 0 1 5 0 . 8 5 6 9 5 $ *
c/ o City Clerk 2024000201689 3: 35 pm 08106124
300 East Chapman Avenue 440. CR- SCO5 E01 6
Orange, California 92666 0. 00 0. 00 0. 00 0. 00 15. 00 0.00 0. 000. 000. 00 0. 00 MAIL TAX STATEMENTS TO: SAME AS ABOVE SPACE ABOVE THIS LINE FOR.RECORDER' S USE DOCUMENTARY TRANSFER TAX$ EXEMPTREVENUE AND TAXATION CODE SECTION 11922 LOCATION: City ofOrange
500 W Collins Avenue, Orange; CA 92867 Signature o eclarant. or Agent Firm Name A.P.N. 386- 58.1- 18; 386- 561. 02 Determining Tax
Exempt- Recording Requested Under Government Code 6103& 27383
EASEMENT DEED
FOR A VALUABLE CONSIDERATION, receipt of which is hereby acknowledged, Pisces 500 W Collins Ave LLC; a Delaware limited liability company, hereby grant( s) and convey( s) to the CITY OF ORANGE, a Municipal Corporation, a perpetual non-exclusive easement and rightofway for Fire Access purposes in, on, under, across, and through all that real property situated in the City of Orange, County of Orange, State of California, described as follows:
SEE LEGAL DESCRIPTION ATTACHED HERETO AND MADE A PART HEREOF AS EXHIBIT" A", SEE PLAT MAP ATTACHED HERETO AND MADE A PART HEREOF AS EXHIBIT" B".
DATED - Cbbil / Z° Z``4
PISCES 500 W COLLINS AVE LLC,
a Delaware limited liability company
By: 44,beep,
Name: Gautam Huded
Title: Senior Vice President
STATE OF GEORGIA )
COUNTY OF FULTON }
On the (
s
day ofAugust, 2024, before me, personally•appeared Gautam Huded, the Senior Vice President of PISCES 500 W COLLINS AVE LLC, a Delaware limited liability company, personally known to me or proved to me on the basis of satisfactory evidence to be the individual whose name is subscribed to the within instrument and acknowledged to me that he/ she has executed the same in ' 4i er capacity and that by his/ her signature on the instrument, the individual, or person on beehhalff of which the individual a,'- xecuted the instrument, tip
Notary and o ary . eal
VANE SA ANGUW. O
R/ W Deed# r9.•o`: Notary Pubtic, Georgia
e _? Dekalti County
ty,'tt• e My Commission Expires.
a; oA°`` Februer 13, 2027
344
July 24, 2024
Project No. A22199
EXHIBIT" A"
LEGAL DESCRIPTION
EMERGENCY VEHICLE ACCESS EASEMENT
ALL THAT CERTAIN REALL PROPERTY SITUATE IN THE CITY OF ORANGE, COUNTY OF ORANGE, STATE OF CALIFORNIA BEING A PORTION OF PARCELS 1 AND 2 OF THE PARCEL MAP 2007- 130 RECORDED IN BOOK 363, PAGES 6 AND 7, RECORDS OF ORANGE COUNTY, CALIFORNIA, BEING MORE PARTICULARLY DESCRIBED AS FOLLOWS:
COMMENCING AT THE NORTHWEST CORNER OF SAID PARCEL 1, SAID POINT BEING ON THE SOUTHERLY RIGHT OF WAY OF COLLINS AVENUE ( 80. 00 FEET WIDE); THENCE ALONG THE NORTH LINE OF SAID PARCEL 1, SOUTH 88° 55' 27" EAST, 30. 00 FEET TO THE POINT OF BEGINNING;
THENCE CONTINUING ALONG SAID NORTH LINE, SOUTH 88° 55' 27" EAST, 26. 00 FEET; THENCE LEAVING SAID LINE, SOUTH 00° 52' 10" WEST, 18. 80 FEET; THENCE ALONG THE ARC OF A 20.00 FOOT RADIUS CURVE TO THE LEFT, THROUGH A CENTRAL ANGLE OF 90° 00' 00", AN ARC DISTANCE OF 31. 42 FEET TO POINT" A"; THENCE SOUTH 89° 07' 50" EAST, 168. 81 FEET;
THENCE ALONG THE ARC OF A 20.00 FOOT RADIUS CURVE TO THE LEFT, THROUGH A CENTRAL ANGLE OF 89° 47' 37", AN ARC DISTANCE OF 31. 34 FEET;
THENCE NORTH 01° 04' 33" EAST, 18. 12 FEET TO SAID NORTH LINE OF PARCEL 1; THENCE ALONG THE NORTH LINE OF SAID PARCEL 1, SOUTH 88° 55' 27" EAST, 26. 00 FEET; THENCE LEAVING SAID LINE, SOUTH 01° 04' 33" WEST, 16. 04 FEET; 1'
THENCE ALONG THE ARC OF A 20. 00 FOOT CURVE TO THE LEFT, THROUGH A CENTRAL ANGLE OF 42° 45' 36", AN ARC DISTANCE OF 14. 93 FEET;
THENCE SOUTH 41° 41' 03" EAST, 38. 70 FEET;
THENCE ALONG THE ARC OF A 56. 00 FOOT RADIUS CURVE TO THE RIGHT, THROUGH A CENTRAL ANGLE OF 42° 33' 13", AN ARC DISTANCE OF 41. 59 FEET;
THENCE SOUTH 00° 52' 10" WEST, 608. 94 FEET;
THENCE ALONG THE ARC OF A 36.00 FOOT CURVE TO THE RIGHT, THROUGH A CENTRAL ANGLE OF 90° 00' 00", AN ARC DISTANCE OF 56. 55 FEET;
THENCE NORTH 89° 07' 50" WEST, 225. 00 FEET;
THENCE ALONG THE ARC OF A 20. 00 FOOT RADIUS CURVE TO THE LEFT, THROUGH A CENTRAL ANGLE OF 90° 00' 00", AN ARC DISTANCE OF 31. 42 FEET;
THENCE SOUTH 00° 52' 10" WEST, 8. 67 FEET TO THE SOUTH LINE OF SAID PARCEL 2; 345
July 24, 2024
Project No. A22199
THENCE ALONG THE SOUTH LINE OF SAID PARCEL 2, NORTH 88° 55' 14" WEST, 26. 00 FEET; THENCE LEAVING SAID LINE NORTH 00° 52' 10" EAST, 770. 47 FEET TO THE POINT OF BEGINNING.
EXCEPTING THEREFROM THAT PORTION LYING WITHIN THE FOLLOWING DESCRIBED LINE; COMMENCING AT THE AFOREMENTIONED POINT" A";
THENCE SOUTH 00° 52' 10" WEST, 26.00 FEET TO THE POINT OF BEGINNING; THENCE SOUTH 89° 07' 50" EAST, 207. 50 FEET;
THENCE ALONG THE ARC OF A 20. 00 FOOT CURVE TO THE RIGHT, THROUGH A CENTRAL ANGLE OF 47° 26' 47", AN ARC DISTANCE OF 16. 56 FEET;
THENCE SOUTH 41° 41' 03" EAST, 7. 20 FEET;
THENCE ALONG THE ARC OF A 30. 00 FOOT RADIUS CURVE TO THE RIGHT, THROUGH A CENTRAL ANGLE OF 42° 33' 13", AN ARC DISTANCE OF 22. 28 FEET;
THENCE SOUTH 00° 52' 10" WEST, 598. 94 FEET;
THENCE ALONG THE ARC OF A 20. 00 FOOT RADIUS CURVE TO THE RIGHT, THROUGH A CENTRAL ANGLE OF 90° 00' 00", AN ARC DISTANCE OF 31. 42 FEET;
THENCE NORTH 89° 07' 50" WEST, 215. 00 FEET;
THENCE ALONG THE ARC OF A 20. 00 FOOT RADIUS CURVE TO THE RIGHT, THROUGH A CENTRAL ANGLE OF 90° 00' 00", AN ARC DISTANCE OF 31. 42 FEET;
THENCE NORTH 00° 52' 10" EAST, 611. 00 FEET;
THENCE ALONG THE ARC OF A 20. 00 FOOT RADIUS CURVE TO THE RIGHT, THROUGH A CENTRAL ANGLE OF 90° 00' 00", AN ARC DISTANCE OF 31. 42 FEET TO THE POINT OF BEGINNING.
CONTAINING 52, 450 SQUARE FEET, OR 1. 2041 ACRES, MORE OR LESS.
KIER& WRIGHT CIVIL ENGINEERS& SURVEYORS, INC.
L rfO p
RODNEY A, ', 0
d
STEWART it 20• '
RODNEY A. STEWART II, P. L. S. 9225 oFCA` a.0 / DATED
346
1 METRO LINK RAIL ROAD N88' 55' 14" W 3. 00')
40 4 N0' 53' 21E 620. 49')
64 o
L51C3 \ \\\ 5SO0' 5210nW0 S ' 10
W 5988. 994' \\ \ \ 1\
NO' 53'
C9
21" E
N
150.
C}%
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1 l
1 NI :IliC8co
L10 N
L3 C7 IDo Q 5
J\ j
26' PARCEL 1 PARCEL 2
N N
LO
I Z
Z. 363 PM 6- 7) 363 PM 6- 7) f 1
o _
212, 096 SF 50, 804 SF I o - --
1 1
a_1 , o 4. 8691 AC 1. 1663 AC 1 1
cn N ' • C31 s
1 i _ HARITON
1 z
2 Q, N
VARYING WIDTH EMERGENCY oo \ o0 0o STREET
o N VEHICLE ACCESS EASEMENT I
z I z
1 a, 1
52. 450 SF OR 1. 2041± ACRES
O v N
POINT " A" I
v
N 9 1
I 1 1JJ
G \ L9
C11
NO' 52' 10" E 611. 00' oe L71 z
IPOB J\_\\- \ \- 1\7 7\\ \ 1 \\\\ a
i n
T
NO' n
1 S88 55 27 E 30. 00_ _ T 5210E 770. 47'
I
1 i
1 NO' 52' 10" E 770. 47') 0
40' 1
POC LANDS Or ORANGE UNIFIED
I Iz
LEGENDR1CT SCHOOL DISTRICT 123
1 BOUNDARY OF SUBJECT PROPERTY
CENTER LINES
cs) . AND s
EASEMENT LINES p,. S
LOT LINES
M MAPNf 0
OR OFFlCIAL RECORDS/gt z
PM PARCEL MAP
PUB POINT OF BEGINNING 9ll11101110'
0 50' 100' 200'
POC POINT OF COMMENCEMENT CALIF0
363 PM 6- 7 O11 C8
Scale 1" = 100 ft
DATE JULY, 2024
kW KIER+ WRIGHT EMERGENCY
EXHIBIT B
SCALE 1" = 100'
J
G NCY VEHICLEBY SFS
10395 Old Placerville Rd., Ste. 100 Phone:( 916) 538- 1905 ACCESS EASEMENT JOB NO. A22199 Sacramento, CA 95827 www. kierwright. com CITY OF ORANGE ORANGE COUNTY CALIFORNIA SHEET 1 OF 2 Z:\ 2022\ A22199\ DWG\ SURVEY\ PLAT\ A22199— PD. dwg 7- 24- 24 12: 05: 41 PM sspiro 347
LINE TABLE CURVE TABLE
LINE # DIRECTION LENGTH CURVE # RADIUS DELTA LENGTH
L1 S88' 55' 27" E 26. 00' C1 20. 00' 90' 00' 00" 31. 42' L2 SO° 52' 10" W 18. 80' C2 20. 00' 89' 47' 37" 31. 34' L3 N1' 04' 33" E 18. 12' C3 20. 00' 42' 45' 36" 14. 93' L4 S88' 55' 27" E 26. 00' C4 56. 00' 42' 33' 13" 41. 59' L5 S1' 04' 33" W 16. 04' C5 36. 00' 90' 00' 00" 56. 55' L6 S41' 41103" E 38. 70' C6 20. 00' 90' 00' 00" 31. 42' L7 S0°52' 10" W 8. 67' C7 20. 00' 47' 26' 47" 16. 56'
L8 N88' 55' 14" W 26. 00' C8 30. 00' 42' 33' 13" 22. 28' L9 S0' 52' 10" W 26. 00' C9 20. 00' 90' 00' 00" 31. 42' L10 S41' 41103" E 7. 20' C10 20. 00' 90' 00' 00" 31. 42' C11 20. 00' 90' 00' 00" 31. 42'
DATE JULY, 2024
EXHIBIT " B
KIER+ WRIGHT SCALE 1" = 100'
EMERGENCY VEHICLE BY SFS
10395 Old Placerville Rd., Ste. 100 Phone:( 916) 538- 1905 ACCESS EASEMENT JOB NO. A22199 Sacramento, CA 95827 www. kierwright. com CITY OF ORANGE ORANGE COUNTY CALIFORNIA SHEET 2 OF 2 Z:\ 2022\ A22199\ DWG\ SURVEY\ PLAT\ A22199- PD. dwg 7- 24- 24 12: 06: 24 PM sspiro 348
CERTIFICATE OF ACCEPTANCE
This is to certify that the interest in real property conveyed by deed or grant dated August 1, 2024 from Pisces 500 W Collins Ave, LLC, a Delaware limited liability company, to the City of Orange, a municipal corporation, is hereby accepted by the Director ofPublic Works of the City of Orange on behalf of the City Council of the City of Orange pursuant to authority conferred by Resolution No. 8388 ofthe City Council ofthe City of Orange adopted on the 11th day of October 1994, and the grantee consents to recordation thereof by its duly authorized officer, namely the Director of Public Works of the City of Orange.
Dated: 44,6 , zoo
Director of Public Works
City of Orange
349
Agenda Item
Orange City Council
Item #: 3.16. 3/10/2026 File #: 26-0098
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Designation of April 25, 2026, as Arbor Day in the City of Orange
2. SUMMARY
Adoption of Resolution No. 11659 will designate April 25, 2026, as a day to commemorate Arbor Day in the City of Orange.
3. RECOMMENDED ACTION
Adopt Resolution No. 11659. A Resolution of the City Council of the City of Orange designating April 25, 2026, as Arbor Day.
4. FISCAL IMPACT
None.
5. STRATEGIC PLAN GOALS
Goal 3: Enhance Public Communication Strategy and Quality of Life.
Goal 5: Improve Infrastructure, Mobility, and Technology.
6. DISCUSSION AND BACKGROUND
The City of Orange has celebrated Arbor Day for more than 30 years and has been recognized as a Tree City USA by the Arbor Day Foundation for 37 consecutive years. To maintain this designation, the city must observe Arbor Day annually.
Arbor Day provides an opportunity for community-wide appreciation of trees. City-sponsored Arbor Day events engage the community in learning and neighborhood beautification through tree planting.
These events foster a connection with nature and encourage a lasting sense of responsibility for the City’s green infrastructure. Direct participation in Arbor Day strengthens community ties and instills a sense of ownership and care for trees, which may be especially important for younger volunteers who may not yet have developed an appreciation for trees.
The upcoming Arbor Day observance and community planting event will take place on Saturday, April 25, 2026. Volunteers will plant seven 15-gallon Brisbane box trees and seven 15-gallon Quercus Tomentella trees in the right-of-way at 1300 E Almond, on the east side of Palmyra Elementary School. Staff coordinated with and invited Palmyra Elementary School to participate in the event.
West Coast Arborists donated the trees for this event. Participation in Arbor Day is essential for the City of Orange Page 1 of 2 Printed on 3/5/2026
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Item #: 3.16. 3/10/2026 File #: 26-0098
West Coast Arborists donated the trees for this event. Participation in Arbor Day is essential for the city’s annual certification as a Tree City USA.
7. ATTACHMENTS
· Resolution No. 11659
· Arbor Day Planting Map
City of Orange Page 2 of 2 Printed on 3/5/2026
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Agenda Item
Orange City Council
Item #: 3.16. 3/10/2026 File #: 26-0098
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Christopher Cash, Public Works Director
1. SUBJECT
Designation of April 25, 2026, as Arbor Day in the City of Orange
2. SUMMARY
Adoption of Resolution No. 11659 will designate April 25, 2026, as a day to commemorate Arbor Day in the City of Orange.
3. RECOMMENDED ACTION
Adopt Resolution No. 11659. A Resolution of the City Council of the City of Orange designating April 25, 2026, as Arbor Day.
4. FISCAL IMPACT
None.
5. STRATEGIC PLAN GOALS
Goal 3: Enhance Public Communication Strategy and Quality of Life.
Goal 5: Improve Infrastructure, Mobility, and Technology.
6. DISCUSSION AND BACKGROUND
The City of Orange has celebrated Arbor Day for more than 30 years and has been recognized as a Tree City USA by the Arbor Day Foundation for 37 consecutive years. To maintain this designation, the city must observe Arbor Day annually.
Arbor Day provides an opportunity for community-wide appreciation of trees. City-sponsored Arbor Day events engage the community in learning and neighborhood beautification through tree planting.
These events foster a connection with nature and encourage a lasting sense of responsibility for the City’s green infrastructure. Direct participation in Arbor Day strengthens community ties and instills a sense of ownership and care for trees, which may be especially important for younger volunteers who may not yet have developed an appreciation for trees.
The upcoming Arbor Day observance and community planting event will take place on Saturday, April 25, 2026. Volunteers will plant seven 15-gallon Brisbane box trees and seven 15-gallon Quercus Tomentella trees in the right-of-way at 1300 E Almond, on the east side of Palmyra Elementary School. Staff coordinated with and invited Palmyra Elementary School to participate in the event.
West Coast Arborists donated the trees for this event. Participation in Arbor Day is essential for the City of Orange Page 1 of 2 Printed on 3/5/2026
powered by Legistar™352
Item #: 3.16. 3/10/2026 File #: 26-0098
West Coast Arborists donated the trees for this event. Participation in Arbor Day is essential for the city’s annual certification as a Tree City USA.
7. ATTACHMENTS
· Resolution No. 11659
· Arbor Day Planting Map
City of Orange Page 2 of 2 Printed on 3/5/2026
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RESOLUTION NO. 11659
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF ORANGE DESIGNATING
APRIL 25, 2026 AS ARBOR DAY
WHEREAS, in 1872, J. Sterling Morton proposed to the Nebraska Board of Agriculture that a special day be set aside for the planting of trees; and this special day, called" Arbor Day" was first observed with the planting of more than one million trees in Nebraska. This day is now observed throughout the nation and the world; and
WHEREAS, participating in Arbor Day events promotes the development of civic pride, a sense of community, highlights the importance of planting and caring for trees; and WHEREAS, trees are living green infrastructure, which produce oxygen, clean the air of pollutants, sequester carbon, help manage storm water; provide essential habitat for wildlife; and
WHEREAS, trees in our City increase property values, and enhance economic vitality of business areas.
NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Orange as follows:
1. That the foregoing recitals are incorporated in and made part of this resolution by reference;
2. That the City Council does hereby designate Saturday, April 25, 2026, as Arbor Day within the City of Orange.
ADOPTED this ____ day of ____________________, 2026
Daniel R. Slater, Mayor, City of Orange
ATTEST:
Pamela Coleman, City Clerk, City of Orange
354
2 APPROVED AS TO FORM:
Nathalie Adourian, City Attorney, City of Orange
STATE OF CALIFORNIA )
COUNTY OF ORANGE )
CITY OF ORANGE )
I, PAMELA COLEMAN, City Clerk of the City of Orange, California, do hereby certify that the foregoing Resolution was duly and regularly adopted by the City Council of the City of Orange at a regular meeting thereof held on the ______ day of , 2026 by the following vote:
AYES: COUNCILMEMBERS:
NOES: COUNCILMEMBERS:
ABSENT: COUNCILMEMBERS:
Pamela Coleman, City Clerk, City of Orange
355
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E Palmyra Ave
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Proposed Tree Locations
J:\GisProjects\CommunityServices\ArborDay\Arbor Day.aprx\Arbor Day 2026 2/11/2026
Source: City of Orange (2025)
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Agenda Item
Orange City Council
Item #: 7.1. 3/10/2026 File #: 26-0134
1. SUBJECT
Appointment to the City Traffic Commission
2. SUMMARY
Due to the resignation of Seimone Jurjis, an unscheduled vacancy exists on the City Traffic Commission. A Notice of Vacancy was posted on February 10, 2026, in accordance with Government Code Section 54974.
3. RECOMMENDED ACTION
Confirm Mayor Slater’s recommendation to appoint Steven Freeman to the City Traffic Commission to fill an unexpired term ending June 30, 2027.
City of Orange Page 1 of 1 Printed on 3/5/2026
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Agenda Item
Orange City Council
Item #: 7.1. 3/10/2026 File #: 26-0134
1. SUBJECT
Appointment to the City Traffic Commission
2. SUMMARY
Due to the resignation of Seimone Jurjis, an unscheduled vacancy exists on the City Traffic Commission. A Notice of Vacancy was posted on February 10, 2026, in accordance with Government Code Section 54974.
3. RECOMMENDED ACTION
Confirm Mayor Slater’s recommendation to appoint Steven Freeman to the City Traffic Commission to fill an unexpired term ending June 30, 2027.
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Agenda Item
Orange City Council
Item #: 9.1. 3/10/2026 File #: 26-0038
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Russell Bunim, Community Development Director
1. SUBJECT
Public Hearing to consider an amendment to the Circulation and Mobility Element of the City of Orange General Plan and finding of CEQA exemption
2. SUMMARY
The City is proposing an amendment to the City of Orange General Plan Circulation and Mobility Element to reclassify the roadway designation for Santiago Canyon Road (Villa Park Road) between the shared Orange-Villa Park boundary and Cannon Street, and Fairhaven Avenue between the shared Orange-Santa Ana boundary and Tustin Street (Tustin Avenue) to reflect changing development and traffic patterns.
3. RECOMMENDED ACTION
1. Conduct and close the Public Hearing.
2. Adopt Resolution No. 11660. A Resolution of the City Council of the City of Orange approving General Plan Amendment No. 26-0001 amending the City of Orange General Plan Circulation and Mobility Element to conform to the Orange County Transportation Authority’s Countywide Master Plan of Arterial Highways.
3. Find the proposal exempt from the California Environmental Quality Act (CEQA) per State CEQA Guidelines Section 15061(b)(3) (Common Sense Exemption).
4. FISCAL IMPACT
None.
5. STRATEGIC PLAN GOALS
Goal 5: Improve Infrastructure, Mobility, and Technology.
6. DISCUSSION AND BACKGROUND
The City of Orange was formally requested by adjacent agencies to update roadway classifications for two streets located along the City’s jurisdictional boundaries:
· Santiago Canyon Road (Villa Park Road) between the shared Orange-Villa Park boundary and Cannon Street; and
· Fairhaven Avenue between the shared Orange-Santa Ana boundary and Tustin Street (Tustin Avenue).
These requests were initiated by the County of Orange and the City of Santa Ana, respectively, City of Orange Page 1 of 3 Printed on 3/5/2026
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Item #: 9.1. 3/10/2026 File #: 26-0038
These requests were initiated by the County of Orange and the City of Santa Ana, respectively, following updated traffic studies that evaluated long-term growth trends, traffic volumes, and roadway design objectives.
Both agencies have already adopted the revised roadway classifications within their own General Plans. The Orange County Transportation Authority (OCTA) has also reviewed and conditionally approved the changes as amendments to the Countywide Master Plan of Arterial Highways (MPAH).
To complete the regional planning process and maintain consistency with neighboring jurisdictions and OCTA, the City of Orange must amend its Circulation and Mobility Element to reflect the same roadway lane configuration.
The proposed General Plan amendment is limited in scope and involves the addition of two new roadway classification categories: Asymmetric Major Arterial (Five-Lane Divided) and Secondary Arterial (Two-Lane Divided). These new classifications would then be applied to the City’s Master Plan of Streets and Highways for the specific roadway segments identified above. No other changes to the Circulation and Mobility Element are proposed.
7. ENVIRONMENTAL REVIEW
The proposed project is categorically exempt (Common Sense Exemption) from the provisions of the California Environmental Quality Act (CEQA) per State CEQA Guidelines Section 15061(b)(3) because there is no possibility that the revisions to the roadway designations may have a significant effect on the environment.
8. ATTACHMENTS
· Attachment 1 Resolution No. 11660 (including amended City of Orange General Plan Circulation and Mobility Element)
· Attachment 2 Planning Commission Staff Report of February 2, 2026 · Attachment 3 Proposed City Master Plan of Streets and Highways Amendment Reclassification
· Attachment 4 Amended City of Orange General Plan Circulation and Mobility Element (redline version)
· Attachment 5 Santiago Canyon Road (Villa Park Road) Master Plan of Arterial Highways Amendment Traffic Study
· Attachment 6 County of Orange Board of Supervisors Staff Report of May 6, 2025, for the Santiago Canyon Road (Villa Park Road) reclassification · Attachment 7 Orange County Transportation Authority Staff Report of September 9, 2024, for the Santiago Canyon Road (Villa Park Road) reclassification Master Plan of Arterial Highways Amendment
· Attachment 8 City of Santa Ana General Plan Update Appendix K Transportation Impact Study for the Fairhaven Avenue reclassification
· Attachment 9 City of Santa Ana Staff Report of April 19, 2022, for the Fairhaven Avenue City of Orange Page 2 of 3 Printed on 3/5/2026
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Item #: 9.1. 3/10/2026 File #: 26-0038
reclassification
· Attachment 10 Adopted City of Santa Ana General Plan Mobility Element · Attachment 11 Orange County Transportation Authority Staff Report of November 2, 2020, for the Conditional Amendment of the Fairhaven reclassification in the Countywide Master Plan of Arterial Highways
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Agenda Item
Orange City Council
Item #: 9.1. 3/10/2026 File #: 26-0038
TO: Honorable Mayor and Members of the City Council
THRU: Jarad Hildenbrand, City Manager
FROM: Russell Bunim, Community Development Director
1. SUBJECT
Public Hearing to consider an amendment to the Circulation and Mobility Element of the City of Orange General Plan and finding of CEQA exemption
2. SUMMARY
The City is proposing an amendment to the City of Orange General Plan Circulation and Mobility Element to reclassify the roadway designation for Santiago Canyon Road (Villa Park Road) between the shared Orange-Villa Park boundary and Cannon Street, and Fairhaven Avenue between the shared Orange-Santa Ana boundary and Tustin Street (Tustin Avenue) to reflect changing development and traffic patterns.
3. RECOMMENDED ACTION
1. Conduct and close the Public Hearing.
2. Adopt Resolution No. 11660. A Resolution of the City Council of the City of Orange approving General Plan Amendment No. 26-0001 amending the City of Orange General Plan Circulation and Mobility Element to conform to the Orange County Transportation Authority’s Countywide Master Plan of Arterial Highways.
3. Find the proposal exempt from the California Environmental Quality Act (CEQA) per State CEQA Guidelines Section 15061(b)(3) (Common Sense Exemption).
4. FISCAL IMPACT
None.
5. STRATEGIC PLAN GOALS
Goal 5: Improve Infrastructure, Mobility, and Technology.
6. DISCUSSION AND BACKGROUND
The City of Orange was formally requested by adjacent agencies to update roadway classifications for two streets located along the City’s jurisdictional boundaries:
· Santiago Canyon Road (Villa Park Road) between the shared Orange-Villa Park boundary and Cannon Street; and
· Fairhaven Avenue between the shared Orange-Santa Ana boundary and Tustin Street (Tustin Avenue).
These requests were initiated by the County of Orange and the City of Santa Ana, respectively, City of Orange Page 1 of 3 Printed on 3/5/2026
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Item #: 9.1. 3/10/2026 File #: 26-0038
These requests were initiated by the County of Orange and the City of Santa Ana, respectively, following updated traffic studies that evaluated long-term growth trends, traffic volumes, and roadway design objectives.
Both agencies have already adopted the revised roadway classifications within their own General Plans. The Orange County Transportation Authority (OCTA) has also reviewed and conditionally approved the changes as amendments to the Countywide Master Plan of Arterial Highways (MPAH).
To complete the regional planning process and maintain consistency with neighboring jurisdictions and OCTA, the City of Orange must amend its Circulation and Mobility Element to reflect the same roadway lane configuration.
The proposed General Plan amendment is limited in scope and involves the addition of two new roadway classification categories: Asymmetric Major Arterial (Five-Lane Divided) and Secondary Arterial (Two-Lane Divided). These new classifications would then be applied to the City’s Master Plan of Streets and Highways for the specific roadway segments identified above. No other changes to the Circulation and Mobility Element are proposed.
7. ENVIRONMENTAL REVIEW
The proposed project is categorically exempt (Common Sense Exemption) from the provisions of the California Environmental Quality Act (CEQA) per State CEQA Guidelines Section 15061(b)(3) because there is no possibility that the revisions to the roadway designations may have a significant effect on the environment.
8. ATTACHMENTS
· Attachment 1 Resolution No. 11660 (including amended City of Orange General Plan Circulation and Mobility Element)
· Attachment 2 Planning Commission Staff Report of February 2, 2026 · Attachment 3 Proposed City Master Plan of Streets and Highways Amendment Reclassification
· Attachment 4 Amended City of Orange General Plan Circulation and Mobility Element (redline version)
· Attachment 5 Santiago Canyon Road (Villa Park Road) Master Plan of Arterial Highways Amendment Traffic Study
· Attachment 6 County of Orange Board of Supervisors Staff Report of May 6, 2025, for the Santiago Canyon Road (Villa Park Road) reclassification · Attachment 7 Orange County Transportation Authority Staff Report of September 9, 2024, for the Santiago Canyon Road (Villa Park Road) reclassification Master Plan of Arterial Highways Amendment
· Attachment 8 City of Santa Ana General Plan Update Appendix K Transportation Impact Study for the Fairhaven Avenue reclassification
· Attachment 9 City of Santa Ana Staff Report of April 19, 2022, for the Fairhaven Avenue City of Orange Page 2 of 3 Printed on 3/5/2026
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Item #: 9.1. 3/10/2026 File #: 26-0038
reclassification
· Attachment 10 Adopted City of Santa Ana General Plan Mobility Element · Attachment 11 Orange County Transportation Authority Staff Report of November 2, 2020, for the Conditional Amendment of the Fairhaven reclassification in the Countywide Master Plan of Arterial Highways
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RESOLUTION NO. 11660
A RESOLUTION OF THE CITY COUNCIL OF
THE CITY OF ORANGE APPROVING
GENERAL PLAN AMENDMENT NO. 26-0001
AMENDING THE CITY OF ORANGE GENERAL
PLAN CIRCULATION AND MOBILITY
ELEMENT TO CONFORM TO THE ORANGE
COUNTY TRANSPORTATION AUTHORITY’S
COUNTYWIDE MASTER PLAN OF ARTERIAL
HIGHWAYS.
APPLICANT: CITY OF ORANGE
WHEREAS, the City of Orange adopted a comprehensive update to the General Plan on March 9, 2010; and
WHEREAS, the City of Orange has prepared General Plan Amendment No. 26-0001 to amend the Circulation and Mobility Element of the City of Orange General Plan to reclassify roadway designations for certain segments of Santiago Canyon Road (Villa Park Road) and Fairhaven Avenue to reflect updated traffic conditions, roadway constraints, and regional planning efforts; and
WHEREAS, the proposed roadway reclassifications are based on updated traffic analyses that evaluated long-term growth trends, traffic volumes, safety conditions, roadway design feasibility, and multimodal considerations, and determined that the existing classifications do not align with projected demand or right-of-way constraints; and WHEREAS, the County of Orange and the City of Santa Ana have already adopted the proposed roadway reclassifications within their respective General Plans, and the Orange County Transportation Authority (OCTA) has reviewed and conditionally approved the changes as amendments to the Countywide Master Plan of Arterial Highways; and WHEREAS, the Planning Commission, having considered the proposed changes to the General Plan Circulation and Mobility Element contained in Exhibit “A” at a public hearing held on February 19, 2026, including review of the staff report and receiving public testimony on the item, has determined that General Plan Amendment No. 26-0001 is appropriate and recommended City Council approval thereof.
NOW, THEREFORE, BE IT RESOLVED that the City Council approves General Plan Amendment No. 26-0001, amending the City of Orange General Plan Circulation and Mobility Element as depicted in Exhibit “A” attached hereto and incorporated by this reference based on the following findings:
Attachment 1
365
2 SECTION 1 – FINDINGS
The subject General Plan Amendment updates roadway classifications within the Circulation and Mobility Element to reflect current and projected traffic conditions, roadway constraints, and multimodal considerations, while maintaining the City’s required level of service standards. The amendment supports orderly growth, promotes a balanced and efficient transportation system, and ensures consistency between the City’s Master Plan of Streets and Highways and regional transportation planning efforts adopted by neighboring jurisdictions and the Orange County Transportation Authority. As such, the proposed amendment furthers the intent of the General Plan by advancing coordinated regional mobility and responsible long-range transportation planning.
SECTION 2 - ENVIRONMENTAL REVIEW
The proposed project is categorically exempt (Common Sense Exemption) from the provisions of the California Environmental Quality Act (CEQA) per State CEQA Guidelines Section 15061(b)(3) because there is no possibility that the revisions to the roadway designations may have a significant effect on the environment.
ADOPTED this 10th day of March 2026.
Daniel R. Slater, Mayor, City of Orange
ATTEST:
Pamela Coleman, City Clerk, City of Orange
APPROVED AS TO FORM:
Nathalie Adourian, City Attorney, City of Orange
Attachment 1
366
3 STATE OF CALIFORNIA )
COUNTY OF ORANGE )
CITY OF ORANGE )
I, PAMELA COLEMAN, City Clerk of the City of Orange, California, do hereby certify that the foregoing Resolution was duly and regularly adopted by the City Council of the City of Orange at a regular meeting thereof held on the ______ day of , 2026 by the following vote:
AYES: COUNCILMEMBERS:
NOES: COUNCILMEMBERS:
ABSENT: COUNCILMEMBERS:
Pamela Coleman, City Clerk, City of Orange
Attachment 1
367
EXHIBIT “A”
Amended General Plan Circulation and Mobility Element
Attachment 1
368
CIRCULATION
& MOBILITY
ORANGE GENERAL PLAN
CM-1
Rev. GPA 2026-0001 (XX/XX/26)
REV. GPA 2014-0001(12/8/15)
Rev. GPA 2010-0001 (8/10/10)
INTRODUCTION AND VISION FOR THE FUTURE
Orange’s circulation system has been influenced by a variety of historical factors, including the presence of the Santa Fe Railroad, the vision of Alfred B. Chapman and William T. Glassell, the agricultural history of the area, and alternative transportation modes including a historic streetcar system.
In 1887, the Santa Fe Railroad came to Orange and built a station four blocks west of the Plaza. The coming of the railroad set off a real estate boom that brought hundreds of settlers to the area. The railroad also influenced the City’s early economic success by providing a means to transport goods, especially citrus, to the entire country. Today, the railroad tracks continue to serve freight trains and provide a critical link to the region via the Metrolink heavy rail transit system.
In the 1870s, Alfred B. Chapman and William T. Glassell subdivided their land into residential and small farm lots centered on a roundabout known today as Plaza Park. Plaza Park was dedicated in 1886 and established the City’s two main streets – Chapman Avenue and Glassell Street – as well as the compact street grid of Old Towne Orange. The street grid and railroad system were supported historically by a streetcar system that connected the small towns and settlements that make up the City today.
Over time, the small farms on the outer edges of Orange’s core district began to disappear.
Two factors influenced this change: the demand for housing after World War II and the appearance of “Quick Decline” disease that destroyed the local citrus industry. As each farm was developed independently, the grid system expanded outward and commercial corridors were established. Orange’s roadways began to take on a more suburban pattern of collectors, connectors, and arterials. As development reached the eastern portion of the City, the grid gave way to curvilinear street patterns.
The historic roadways and railways that form the basis for the current circulation network have been complemented over the years by the development of a streetcar system, a transit service, an emerging and continually expanding bicycle trail and route network, and routes for equestrian use in the eastern portion of the City. The City will continue to be served by these multiple modes of transportation and other emerging mobility technologies. 369
CIRCULATION AND MOBILITY
ORANGE GENERAL PLAN
CM-2
Orange’s Vision for the Future, described in the General Plan Introduction, recognizes that the circulation system is a key component of the quality of life in the City. Accordingly, the vision includes the following objectives:
Residential areas will be connected to commercial, recreational, and open space areas, as well as educational and cultural facilities via a balanced, multi-modal circulation network that accommodates vehicles, pedestrians, cyclists, hikers, and equestrians. This network will create additional opportunities for walking and biking, enhancing safety and wellbeing for neighborhoods and businesses. The City will work to define neighborhoods through the use of open space areas and a trail system that provides a source of aesthetic beauty and recreational opportunities.
These open space areas support a healthy and active community. We will develop a connected multi-modal network for traveling from one end of town to the other that provides the option for residents from different neighborhoods to access parks, open spaces, and scenic areas by vehicle, transit, foot, bicycle or, where appropriate, horse.
Purpose of the Circulation & Mobility Element
California’s General Plan Guidelines mandate that the Circulation & Mobility Element fulfill the following objectives:
Show a direct relationship to the Land Use Element to ensure that any changes to land use as stated by the Land Use Element and growth occur with adequate circulation and transportation facilities in mind.
Address relevant issues including the adequacy of “major thoroughfares, transportation routes, terminals, other local public utilities and facilities.” The goal of the Circulation & Mobility Element is to identify circulation problems related to these facilities in the early stages and resolve them in local goals and policies without costly delays.
Other relevant issues discussed in the Circulation & Mobility Element include those that address streets, highways, public transit routes, railroads, bicycle and pedestrian routes, recreational trails, paratransit, parking, transportation system management, and air pollution. The hierarchy of streets within the residential areas helps to frame the urban form.
Connections between neighborhoods can be achieved by a comprehensive network of sidewalks and trails. Also, the commercial corridors can be enhanced with adequate street capacity, public transit, and pedestrian-friendly environments.
The state also recommends that the Circulation & Mobility Element address coordination efforts among the local, regional, and state transportation plans to better resolve circulation issues. Since many transportation concerns are regional, addressing them requires intergovernmental and regional transportation management plans and policy implementation. These partnerships ensure the most efficient use of funding, infrastructure, and other resources. The state also recommends the “preservation of transportation corridors for future system improvements.”
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CM-3
The Circulation & Mobility Element prioritizes the issues and opportunities that exist within Orange’s transit network. It is directly responsive to proposed changes in land use and anticipates the impacts of those changes. This Element also seeks to reassure residents and businesses that the City recognizes the link between transportation and land uses, and provides a means to mitigate the impacts of growth.
Another goal of the Circulation & Mobility Element is to increase transportation options and provide increased access to the circulation system for all residents of Orange. This goal includes improved rail and bus transit connections and frequency, implementation of a Bikeway Master Plan, and completion of a trails system. Transforming many of Orange’s historically auto-oriented commercial corridors, such as Katella Avenue, Main Street, and portions of La Veta Avenue, Chapman Avenue, and Glassell Street into more pedestrianfriendly mixed-use environments is an overarching goal. Where possible, the development of equestrian trails is also encouraged.
One of the main functions of the Circulation & Mobility Element is to guide and direct enhancement of the current circulation system for existing and future developments. Thus, circulation provisions correlate with the Land Use Element to avoid unchecked growth and unnecessary congestion.
Another key objective of the Element is to work toward a future circulation network that provides meaningful alternatives for getting around the community by less auto-dependent means. The City’s topography, street and sidewalk system, transit and trail framework, and land use relationships provide an excellent foundation for pursuit of this objective.
The Circulation & Mobility Element does not simply determine automobile routes. It also guides the movement of people and goods, directly affecting Orange’s physical, social, and economic environment. Since circulation permits accessibility to places and social amenities, it can either improve or cause deterioration in quality of life. Circulation efficiency also plays a major role in progress and development of the City’s economy.
Scope and Content of the Circulation & Mobility Element The Circulation & Mobility Element comprises three sections:
(1) Introduction;
(2) Issues, Goals, and Policies; and
(3) The Circulation & Mobility Plan.
The first section introduces the contents of the Circulation & Mobility Element. The second section presents issues, goals, and policies for improving circulation. The third section includes the Circulation & Mobility Plan, which designates locations and standards for roadways and non-motorized circulation facilities, and states the community’s desired level of transportation service.
Implementation measures designed to promote achievement of the goals and policies are provided in an Appendix to the General Plan.
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CM-4
Relationship to other General Plan Elements
California planning law requires that the Circulation & Mobility Element correlate and maintain consistency with the other General Plan elements. The Circulation & Mobility Element relates most closely to the Land Use, Natural Resources, Noise, Economic Development, Housing, and Urban Design Elements.
The Circulation & Mobility Element is linked to the Land Use Element because the General Plan land use designations identified in the Land Use Element serve as a basis for the allocation of vehicle trips and establishment of capacity levels for circulation planning. The Land Use Element also provides land use designations that accommodate mixed commercial and residential development, which encourage shorter trips and improve the efficiency of the transportation network. The Circulation & Mobility Plan is established to define and provide for adequate levels of service and facilities to support future land uses. This Element recommends roadway and intersection improvements that may require land acquisition.
Location of public transportation facilities will also influence pedestrian activity and transitoriented development, and the physical size of streets will affect urban land uses and the physical appearance of the City.
The Natural Resources Element identifies regional air quality objectives and provides appropriate mitigation efforts that affect the Circulation & Mobility Element. Improving access, encouraging alternative modes of travel, and maintaining air quality and conservation standards are common objectives of the Natural Resources and the Circulation & Mobility Elements.
The Noise Element addresses future noise levels associated with roadways, rail, and other transportation facilities. Future volumes of traffic on the circulation system are directly related to future noise levels and mitigation strategies.
The Economic Development Element identifies desirable economic conditions and land uses that enhance and promote business activity, employment growth, and economic stability.
The goals and policies of the Circulation & Mobility Element will determine road capacity in Orange, which will impact the type and location of uses, and parking and access considerations associated with future uses. Both elements share a common objective of planning for future transportation infrastructure needs. Maintaining roadways, bikeways and bus and rail transit facilities is critical to the success of both current and future businesses in Orange.
The Urban Design Element is a framework for shaping the future form and character of Orange. The quality of Orange’s physical environment contributes to its identity, attracts new residents, and sets the stage for economic activity. The Urban Design Element builds on the foundation of Orange’s already strong sense of place to preserve and strengthen the streetscape environment of commercial corridors and landmarks within the city. The Urban Design Element and Circulation & Mobility Element share a common objective to reinvent City streets as more functional and walkable public places. 372
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ISSUES, GOALS, AND POLICIES
The goals, policies, and implementation programs of the Circulation & Mobility Element seek to achieve a better balance between vehicular, pedestrian, and bicycle travel, and to provide a wide range of viable transportation options to Orange residents. The following six issues are addressed: (1) enhancing the local circulation system; (2) maintaining the regional circulation system; (3) maintaining a viable public transportation network; (4) creating a comprehensive system of sidewalks, trails, and bikeways; (5) providing adequate parking facilities; and (6) improving circulation system aesthetics and safety.
Local Circulation System
The local roadway system serves the community’s primary needs for mobility and access, and consists of a hierarchy of City streets to meet those needs. The City’s original street system was established as a grid pattern long before a Master Plan of Arterial Highways (MPAH) was adopted. The Old Towne area and many postwar neighborhoods were designed in a classic grid configuration, while in newer parts of the City, physical features such as the Santa Ana River, Santiago Creek, hilly terrain, freeways and the presence of the City of Villa Park have resulted in a system without a definitive pattern. Some major roads do not connect the eastern and western portions of the City and consequently do not provide effective through circulation. A well-designed roadway system will provide convenient access to activities in Orange.
GOAL 1.0: Provide a safe, efficient, and comprehensive circulation system that serves local needs, meets forecasted demands, and sustains quality of life in neighborhoods.
Policy 1.1: Plan, build, and maintain an integrated, hierarchical, and multi-modal system of roadways, pedestrian walkways, and bicycle paths throughout the City.
Policy 1.2: Identify key intersections and streets with historical or projected traffic congestion problems and apply creative traffic management measures to improve overall circulation.
Policy 1.3: Consider various methods to increase safety on City arterials and neighborhood streets, including landscaping, provision of bike/transit lanes, and consideration of traffic calming on neighborhood streets in accordance with the City’s Neighborhood Residential Traffic Management Program.
Policy 1.4: Prohibit on-street parking where possible to reduce bicycle/automobile conflicts in appropriate target areas as recommended by the Bikeways Master Plan.
Policy 1.5: Address possible safety and noise effects of increased rail activity on grade crossings throughout the City.
Policy 1.6: Maintain and repair roadways and sidewalks as necessary to improve circulation and safety.
373
CIRCULATION AND MOBILITY
ORANGE GENERAL PLAN
CM-6
Policy 1.7: Consolidate driveways along roadways that provide access to commercial uses to minimize side street interruption and promote smooth traffic flows.
On-street parking is prohibited on commercial access streets to provide adequate curb-to-curb width for travel lanes.
Regional Circulation System
Mobility in Orange is directly related to the regional transportation network, as the City lies at the confluence of several regional freeways: the Santa Ana Freeway (Interstate 5), Orange Freeway (State Route [SR] 57), Garden Grove Freeway (SR-22), Costa Mesa Freeway (SR-55), Riverside Freeway (SR-91) and Eastern Transportation Corridor (SR-241). In addition to the freeways, other connections to the region include the commuter rail system known as Metrolink, a freight and goods rail transport system, and a regional bikeways system with connections to the Santa Ana River and other locations. Orange is also connected to the region via the Orange County Transportation Authority (OCTA) bus system. City infrastructure must accommodate regional through traffic originating in other communities in addition to providing local residents access to the regional network.
GOAL 2.0: Provide an effective regional transportation network.
Policy 2.1: Ensure consistency with the County MPAH in order to qualify for funding programs.
Policy 2.2: Coordinate with adjacent cities to plan and develop major east/west and north/south arterials and rapid transit to connect the City with the cities of Anaheim, Tustin, Santa Ana, Garden Grove, and Villa Park, as well as developing areas within the City’s sphere of influence.
Policy 2.3: Cooperate with and support local and regional agencies’ efforts to improve regional arterials and transit in order to address increasing traffic congestion.
Policy 2.4: Coordinate land use planning with anticipated future development of roadways and other transportation facility improvements as well as the expansion of commuter rail and bus service.
Policy 2.5: Ensure that transportation facilities and improvements do not degrade the quality of Orange’s commercial and residential areas.
Policy 2.6: Encourage the use of regional rail, transit, bicycling, carpools, and vanpools for work trips to relieve traffic congestion.
Policy 2.7: Continue to support the use of rail corridors within the City for the movement of freight and goods, and work with rail operators to minimize associated traffic delays.
Public Transportation
Public transportation is a crucial component of a comprehensive circulation system. In addition to reducing air pollution and traffic congestion, a successful public transit system provides an alternative mode of travel for those with limited mobility, residents who may not have access to a car, and persons who choose not to drive. 374
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GOAL 3.0: Connect centers within the City to each other and to the region through efficient and accessible public transportation.
Policy 3.1: Work with OCTA and other agencies to assess City public transportation needs and to ensure delivery of services when and where they are needed.
Policy 3.2: Enhance and encourage provision of convenient and attractive transit amenities and streetscapes to encourage use of public transportation (e.g., benches, trash cans, shelters, and lighting).
Policy 3.3: Require incorporation of transit-oriented design features within major commercial and employment areas as well as in medium density residential and mixed-use development areas.
Sidewalks, Trails, and Bikeways
In addition to offering recreational and public health benefits, non-vehicular modes of transportation offer commuting options. Also, the mixed-use environments advocated by Land Use Element policies will encourage increased pedestrian activity on City sidewalks for both business and pleasure. An effective pedestrian, bicycle, and equestrian network must be safe and accessible, and must connect key activity centers within the City with each other and with the regional trail system. A comprehensive network of on-street bicycle lanes, offstreet bicycle paths, sidewalks, and trails should be developed and maintained to increase the safety and utility of the system, with a particular focus on the City’s sidewalk deficient industrial areas
GOAL 4.0: Provide efficient and accessible modes of pedestrian, bicycle, and equestrian transportation and improved facilities and amenities.
Policy 4.1: Create a comprehensive bicycle network that is integrated with other transportation systems by establishing complementary on-street and offstreet facilities as identified in the City of Orange Bikeways Master Plan and OCTA Commuter Bikeways Strategic Plan, including Santiago Creek, the Santa Ana River, and the Tustin Branch Trail.
Policy 4.2: Install racks and safe storage facilities at parking areas for City facilities, as appropriate, and encourage incorporation of such facilities within privatelydeveloped projects.
Policy 4.3: Improve citywide awareness of automobile and bicycle safety.
Policy 4.4: Encourage use of the bikeway system by providing adequate signage, trail markings, and other amenities.
Policy 4.5: Ensure that pedestrian sidewalks, trails, and bikeways are safe environments through the use of crime prevention-oriented trail design features, lighting where appropriate, pedestrian and bicycle safety improvements at at-grade rail crossings, access for emergency vehicles, and links to the roadway signal system.
Policy 4.6: Explore opportunities to convert abandoned rail corridors into segments of the City’s bikeway and pedestrian trail system.
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CM-8
Policy 4.7: Provide ADA accessible sidewalks and pedestrian amenities throughout the City.
Policy 4.8: Expand and maintain an equestrian trail network and provide for appropriate staging areas and infrastructure.
Parking Facilities
A shortage of parking can cause circulation problems and could lead to a reduction or loss of business activity. Old Towne Orange has been identified as an area of particular concern. As the City develops, providing adequate parking adjacent to other activity centers is increasingly important.
GOAL 5.0: Provide adequate parking to meet the needs of activity centers throughout the City.
Policy 5.1: Provide adequate parking to protect and support the economic vitality and diversity of Old Towne.
Policy 5.2: Plan for and design parking facilities throughout the City that are adequate to meet demand, but also consider land use-parking efficiencies, and the surrounding natural and built environment.
Policy 5.3: Encourage adjacent businesses to consolidate parking facilities and access points.
Policy 5.4: Encourage well-designed structured parking in commercial areas where such features would be economically feasible, safe, and visually integrated with existing development.
Circulation System Aesthetics
Streets that have been made or modified to include visual and pedestrian amenities can improve the overall look and feel of City streets, as well as enhancing functionality for all users. As major commercial corridors are beautified and changed to include a pleasant pedestrian environment, this will have positive effects on the feelings of safety and security for pedestrians, bicyclists, and motorists.
GOAL 6.0: Provide roadway corridors that are aesthetically pleasing and contribute to a feeling of safety, security, and comfort for motorists, bicyclists, and pedestrians.
Policy 6.1: Supply adequate, clear, and correctly placed signage to direct both motorists and non-motorists toward destinations and away from hazards.
Policy 6.2: Provide clear indicators in the right-of-way for where pedestrians and bicyclists are encouraged to walk, bike, or cross safely. These may include special paving, line stripes, and crosswalks.
Policy 6.3: Provide lighting, landscaping, street trees, and other appropriately scaled streetscape features that accommodate all users on commercial corridors.
Where appropriate, lighting should be scaled for autos as well as pedestrians. 376
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CIRCULATION & MOBILITY PLAN
The objective of the Circulation & Mobility Plan is to document existing transportation facilities in the planning area used for the movement of people and goods. The Element addresses the desired future condition of these facilities, and their relationship to future land uses identified in the Land Use Element. The Plan describes the circulation system, including the arterial network and intersections, the public transit system, bicycle paths, recreation facilities, parking, and railroad operations. The City’s circulation network includes an extensive system of roadways, bus transit service, commuter rail, and freight rail.
Local Circulation System
A well-designed local arterial roadway system that connects to a well-developed regional circulation system provides safe and convenient access to employment, housing, recreation, and commercial areas in Orange. City arterial roadways located on the western side of SR-55 generally follow north-south and east-west orientations. On the eastern side of the freeway, arterials are characterized by curvilinear streets due to undulating geographical surroundings. Key north-south arterials include Tustin Street, Glassell Street, Main Street, and The City Drive. Key east-west arterials include Chapman Avenue, Katella Avenue, Taft Avenue, and parts of La Veta Avenue. These arterial roadways are in turn supported by a network of collector and local streets that provide access to homes and businesses throughout the City.
Roadway Classification System
The City’s roadway network is distinguished by a hierarchical classification system that differentiates roads by size, function, and approximate daily capacity based upon Level of Service D (LOS D). LOS is a qualitative measure that characterizes traffic congestion on a scale of A to F with LOS A representing a free-flow condition and LOS F representing extreme congestion. LOS standards can apply to either intersections or links (a section of street between two intersections). Generally speaking, LOS represents the ability of a roadway or an intersection to accommodate traffic.
In the City, intersections are used as actual control points. City roadways consist of both divided and undivided roadways. Divided roadways generally contain a physical barrier or buffer, such as a raised median or a continuous two-way left turn lane, between each direction of travel. Divided roadways remove vehicles making a left turn from the travel lanes so as not to impede through traffic and constrict roadway capacity. Undivided roadways do not contain a buffer between each direction of travel, and therefore left-turning traffic can impede through traffic. Undivided roadways may provide turn movement pockets at intersections. The eight categories of roadways in Orange are summarized in Table CM-1.
Proposed cross-sections for each type of roadway are shown in Figure CM-1.
The City’s policy is to use a link capacity standard of LOS D. The following paragraphs represent link capacities of each roadway type at LOS D. 377
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Smart Streets are typically four- to eight-lane roadways with enhanced capacity and smoother traffic flow than standard arterial streets. These streets have enhanced features such as traffic signal synchronization, bus bays, intersection improvements, and the addition of travel lanes by removing on-street parking and consolidating driveways. The traffic carrying capacities of Smart Streets can range from 60,000 to 79,000 vehicles per day, depending on the number of lanes, degree of access control, peak period loading, and the configurations of major intersections.
Principal Arterials are typically eight-lane divided roadways with medians or continuous twoway left turn lanes. They can accommodate up to 67,500 vehicles on an average weekday at LOS D conditions, depending on the degree of access control, peak period traffic loadings, and lane configurations at major intersections. Principal arterials prohibit on-street, curbside parking, and connect directly to freeways.
Major Arterials are six-lane divided roadways with medians or continuous two-way left turn lanes. They can accommodate up to 50,700 vehicles on an average weekday at LOS D conditions, depending on the degree of access control, peak period traffic loadings, and lane configurations at major intersections. Major arterials facilitate traffic circulation within Orange, and may prohibit on-street, curbside parking.
Asymmetric Major Arterial are five-lane asymmetrical divided roadways with medians or continuous two-way left turn lanes. They can accommodate up to 42,250 vehicles on an average weekday at LOS D conditions, depending on the degree of access control, peak period traffic loadings, and lane configurations at major intersections. Asymmetric major arterials facilitate traffic circulation within Orange, and may prohibit on-street, curbside parking. Occasionally, based on projected volumes, it is necessary to have a cross section with more lanes in one direction than the other (asymmetric lanes) along some Major arterials. The most typical application would be for arterial segments where adjacent area land uses result in higher demand in one of the peak periods. Where such demand creates Table CM-1
Roadway Classifications
Classification Facility Type Characteristics
Smart Street Smart Street 4-8 lane divided, with possible signal coordination, intersection capacity improvements and/or grade separations
Principal Arterial 8 Lane Divided Primarily serves through traffic with limited local access Major Arterial 6 Lane Divided Serves mostly through traffic with some local access allowed Asymmetric Major
Arterial
5 Lane Divided Serves mostly through traffic with some local access allowed Primary Arterial 4 Lane Divided Serves through and local traffic Secondary Arterial 4 Lane Undivided Serves through and local traffic Two-Lane
Secondary Arterial
2 Lane Divided Serves through and local traffic
Collector Street 2 Lane Serves mostly local traffic
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the need for an added lane to accommodate the peak surge of traffic, the addition of through lane(s) in one (asymmetric), rather than both directions of travel, is considered.
Primary Arterials are four-lane divided roadways with medians or continuous two-way left turn lanes. They can accommodate up to 33,750 vehicles on an average weekday at LOS D conditions, depending on the degree of access control and peak period loadings. Primary Arterials provide for easy circulation in the City, and allow for limited on-street, curbside parking.
Secondary Arterials are four-lane undivided roadways without medians. They can accommodate up to 21,600 vehicles on an average weekday at LOS D conditions, depending on the degree of access control and peak period loadings. Secondary arterials allow for onstreet, curbside parking.
Two-Lane Secondary Arterials are two-lane divided roadways with medians or continuous two-way left turn lanes. They can accommodate up to 17,000 vehicles per average weekday at LOS D conditions, depending on the degree of access control and peak period loadings.
Two-lane secondary arterials can allow for on-street, curbside parking. 379
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Figure CM-1
Roadway Cross Sections
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Collector Streets are typically two-lane roadways without medians that gather and distribute traffic to higher-capacity arterials. They can accommodate up to 10,800 vehicles per average weekday at LOS D conditions, depending on the degree of access control and peak period traffic loadings. Centerline striping is typically not provided on collector streets, and on-street parking is allowed. There are several types of two-lane streets in the City, including divided, undivided, residential, and collector streets. Each type serves a slightly different purpose and may have different capacity thresholds based on various factors.
Performance Criteria
Evaluating the ability of the circulation system to serve residents and businesses in Orange requires establishing performance criteria. Performance criteria have a policy component that establishes a desired LOS, and a technical component that specifies how traffic forecast data can be used to measure criteria achievement.
The LOS definition for intersections is based on a volume-to-capacity (V/C) ratio and provides a more quantitative description of traffic conditions. Table CM-2 presents LOS based on traffic volumes and the design capacity of intersections.
Table CM-2
Level of Service Definitions for Intersections
Level of
Service
Volume-to-Capacity
Ratio Description
A 0.00-0.60 Free Flow/Insignificant Delays: No approach phase is fully utilized by traffic and no vehicle waits longer than one red indication.
B 0.61-0.70 Stable Operation/Minimal Delays: An occasional approach phase is fully utilized. Many drivers feel somewhat restricted within platoons of vehicles.
C 0.71-0.80 Stable Operation/Acceptable Delays: Major approach phases fully utilized.
Most drivers feel somewhat restricted.
D 0.81-0.90 Approaching Unstable/Tolerable Delays: Drivers may have to wait through more than one red signal indication. Queues may develop but dissipate rapidly, without excessive delays.
E 0.91-1.00 Unstable Operation/Significant Delays: Volumes at or near capacity. Vehicles may wait through several signal cycles. Long queues form upstream from intersection.
F N/A Forced Flow/Excessive Delays: Represents jammed conditions. Intersection operates below capacity with low volumes. Queues may block upstream intersections.
Source: Highway Capacity Manual, Transportation Research Board, Special Report No. 209, Washington DC, 2000.
Although roadway capacity is generally a function of peak hour intersection performance and the corresponding peak hour volumes, daily arterial segment capacities (link capacities) also provide a measure of the overall LOS of the arterial system. Generally, traffic impact mitigation focuses on peak hour intersection performance, since system performance is typically a function of intersection performance. The City’s policy is to use a link capacity standard of LOS D. Table CM-3 presents arterial daily capacities at LOS D and LOS E. 381
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Table CM-3
Arterial Daily Capacity Threshold Assumptions
Street Type
Daily Capacity
LOS D LOS E
Smart Street – 6- to 8-lane divided 71,100 79,000
Principal – 8-lane divided 67,500 75,000
Major – 6-lane divided 50,700 56,300
Asymmetric Major – 5-lane divided 42,250 47,000
Primary – 4-lane divided 33,750 37,500
Secondary – 4- lane undivided 21,600 24,000
Two-Lane Secondary – 2-lane divided 17,000 18,750
Collector – 2-lane undivided 10,800 12,000
Source: City of Orange General Plan Update Traffic Report, 2008.
Various LOS policy standards have been established to evaluate observed traffic conditions, future development plans, and circulation system modifications. At the local level, the City of Orange has established LOS D as the lowest acceptable level of service for both roadway segments and peak-hour signalized intersection movements. At the regional planning level, Orange County’s Congestion Management Plan (CMP) specifies LOS E as the operating standard for roadways and intersections on the CMP highway system. The CMP Highway System consists of the Orange County smart street network plus the state highway system.
Thus, the SR-55 northbound and southbound ramps at Katella Avenue are CMP intersections within the City’s jurisdiction. The City does not have an adopted LOS standard for unsignalized intersections. Performance of unsignalized intersections is evaluated on a caseby-case basis.
In addition to the LOS standards for roadways and intersections, the California Environmental Quality Act (CEQA) Guidelines (Section 15064.3), require “vehicle miles traveled” (VMT), to measure transportation impacts on the community. VMT refers to the amount and distance of automobile travel attributable to a project.
For purposes of compliance with CEQA, a significant impact would occur if the baseline and/or cumulative project-generated VMT per service population (population plus employment) exceeds the anticipated City of Orange General Plan Buildout VMT per service population. One vehicle traveling one mile would generate one VMT. Additionally, the project’s effect on VMT would be considered significant if it resulted in the baseline and/or cumulative link-level boundary citywide VMT per service population increases under the plus project condition compared to the no project condition. Link-level boundary VMT is calculated by summing all weekday VMT on a roadway network within the City boundary and includes all trips including trips that pass through the City’s roadway network but do not start and end with in City.
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These thresholds are designed to reduce the number of miles traveled by automobiles, and are implemented within the City of Orange Traffic Impact Analysis Guidelines.
In order to maximize the efficiency of its circulation system, the City will look at where physical improvements to the circulation infrastructure can be made to expand capacity and increase traffic flow. To maximize efficiency of the road system, the City will support traffic signal coordination and spacing, and
will also discourage on-street parking
along arterials. In addition, the City will
explore ways to reduce the demand
for vehicular transportation,
specifically through the provision and
maintenance of bike lanes, bikeways,
and trails, and will also encourage
additional regional transit services and
support facilities. The City’s
Transportation Demand Management
(TDM) ordinance (Chapter 10.83 of the
Municipal Code) further specifies a
variety of techniques available to
employers with 100 or more
employees to advance the goals of efficiently utilizing the existing and planned transportation system and reducing vehicle emissions.
City Master Plan of Streets and Highways
Land Use Element policy will allow land use changes and intensification to occur in specific focus areas within the City. The City’s Master Plan of Streets and Highways displayed in Figure CM-2 has been developed in close coordination with land use policy to ensure that traffic generated by new development will not compromise the City’s goal to ensure that intersections and roadway segments operate efficiently. The map identifies components of the City’s roadway circulation system. The map also indicates where augmented roads are needed, and pinpoints locations for enhanced intersections, including the future Meats Avenue interchange at SR-55. Although most of Orange is already built out, most remaining developable land is located in the eastern part of the City. New development in east Orange will require construction of new roads to provide circulation and traffic flow to residents and businesses. Land Use Element policies enabling reuse and redevelopment within established portions of the City, particularly within the focus areas, may also necessitate roadway widening and intersection enhancements. The City will continue to collect funds for necessary circulation system capital improvements through a program that sets up a fee structure for all new development and redevelopment projects. This program will require developers to pay their fair share for transportation system improvements required by new projects. The City will use the annual seven-year Capital Improvement Program (CIP) process to prioritize, fund, and complete improvements required to achieve build-out of the proposed roadway system identified in Figure CM-2.
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Roadway Widening
Roadway widening in specific locations will be necessary to obtain new travel lanes.
Additional travel lanes may be acquired either by obtaining additional rights-of-way as necessary or by constructing new lanes within existing rights-of-way. Parking restrictions may be applied to allow additional lanes to be provided within existing rights-of-way.
Old Towne Street Network
The Old Towne street network is a clear example of Orange’s grid street pattern. Parallel roadways have been established in both the north-south and east-west direction to distribute traffic evenly. The Plaza area at Glassell Street and Chapman Avenue is a unique feature that creates discontinuous traffic flows along these two primary roadways. However, no plans have been made to modify the National Register-listed Historic Plaza to increase its traffic carrying capacity.
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CM-17
Figure CM-2 City Master Plan of Streets and Highways
GPA 2014-0001 (12/8/15)
GPA 2010-0001 (8/10/10)
GPA 2026-0001 (XX/XX/26)
GPA 2014-0001 (12/18/15)
GPA 2010-0001 (8/10/10)
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CM-18
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In light of these conditions, parallel roadways such as Almond Avenue, Palmyra Avenue, Lemon Street, Olive Street, Shaffer Street, Grand Street, Palm Avenue, and Maple Avenue will continue to serve as local collectors around The Plaza.
Metropolitan Drive Extension
Extending Metropolitan Drive behind the University of California, Irvine (UCI) Medical Center will help facilitate the movement of north-south traffic near The Outlets at Orange shopping area, improve access to Interstate 5 (I-5), and relieve congestion on The City Drive.
Metropolitan Drive will be extended from The City Drive/State College Boulevard to the Metropolitan Drive/Rampart Street connection.
Critical Intersection Program
Intersections serve as traffic control points for the circulation system, regulating the flow of vehicles along City streets and sometimes limiting the capacity of the system. In the long term, system capacity and efficiency can both be increased if intersections are designed to handle future anticipated traffic volumes. Typically, the design of the roadways forming an intersection dictates the intersection configuration. Department of Public Works standards indicate that a left-turn pocket may or may not be provided, depending on traffic volumes through the intersection. However, one pocket may not be adequate to handle vehicles during peak hours. Traffic may back up into a through travel lane, resulting in congestion at the intersection and at other locations along the roadway.
One way of providing additional intersection capacity at critical locations is through the use of special intersection configurations known as “critical intersections.” Critical intersections deviate from typical City design standards by increasing the number of lanes at an intersection beyond what typically would be required. By increasing capacity at the intersection, the circulation link increases overall system capacity.
The Master Plan of Streets and Highways (Figure CM-2) identifies the locations of critical intersections within Orange. A list of these intersections and diagrams depicting their geometries are on file in the Public Works Department.
Regional Roadway System
The City’s local circulation network is connected to an efficient regional circulation system.
Figure CM-2 shows the freeways that traverse the Orange planning area. The Santa Ana Freeway (I-5) provides interstate and regional access to the City. In addition, SR-57, SR-55, and SR-22 all provide connections to the City from northern Orange County and neighboring Los Angeles County, San Diego County, Riverside County, and San Bernardino County. SR-91 and SR-241 provide additional, more limited freeway access. SR-241 is a toll facility controlled by the Transportation Corridor Agency (TCA).
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I-5 is a northwest-southeast freeway that passes through the southwest corner of the City, and provides direct access to Los Angeles County to the north and San Diego County to the south. I-5 has two interchanges within Orange—one located at its junction with SR-57 and SR-22 (commonly known as the Orange Crush) and the other at State College Boulevard/The City Drive. The junction at the Orange Crush currently has the most severe congestion, which directly affects the roadway system in the City. With projected future growth in Orange and in the region, traffic flow at this junction is expected to worsen. The City will continue to work with and support the efforts of local and regional agencies to mitigate the increased traffic congestion in this area.
SR-91 is an east-west freeway that provides access to key arterial facilities in Orange, including interchanges at Tustin Street and Glassell Street. SR-91 also provides regional access through interchanges with SR-55 and SR-57 and SR-241.
SR-22 is an east-west freeway that crosses through the southern portion of the City. Five SR22 interchanges are located in the City, at Tustin Street, Glassell Street, Main Street/La Veta Avenue, Bristol Street, and The City Drive.
SR-55 is a north-south freeway that passes through the center of Orange, and provides access to the coastal communities of Orange County. SR-55 has four interchanges in Orange, located at Lincoln Avenue, Katella Avenue, Chapman Avenue, and SR-22. An additional future interchange at Meats Avenue is contemplated within this General Plan.
SR-57 is a north-south freeway that originates at the junction of I-5 and SR-22 and extends to San Dimas in Los Angeles County. It provides access for the eastern parts of Los Angeles County, and central and northern parts of Orange County. SR-57 has three interchanges in Orange, at Chapman Avenue, Orangewood Avenue, and the junctions of I-5 and SR-22.
The Eastern Transportation Corridor (SR-241) is a north-south toll facility located in the eastern portion of the planning area. This facility provides direct access to east Orange. SR241 has three toll lanes in each direction and provides regional access through an interchange at Santiago Canyon Road.
Consistency with County Master Plan of Arterial Highways Maintaining consistency with the County’s Master Plan of Arterial Highways (MPAH) is required in order to ensure that the City’s circulation system develops in a manner that promotes regional mobility. At a practical level, consistency is also required in order for the City to receive transportation funding under Measure M, also known as OC Go. Orange’s Master Plan of Streets and Highways (Figure CM-2) is generally consistent with the MPAH.
While the City’s Master Plan of Streets and Highways has been consistent with the County MPAH to maintain funding eligibility, both the City of Orange and OCTA have the goal of a realistic and implementable MPAH. A desire of the City is to work with OCTA to downgrade La Veta Avenue between Glassell Street and Cambridge Street from a Secondary Arterial to a 388
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Collector Street to reflect physical constraints related to historic buildings and features in the Old Towne National Register Historic District.
To initiate the MPAH amendment process, a local agency must submit a written request to OCTA describing the amendment requested and provide documentation to support the basis for the request. A copy of the request must be submitted concurrently to the City Managers of adjoining cities. For the facilities under consideration, this would require a letter to be forwarded to the City of Santa Ana.
Once the initial request is forwarded to OCTA, a conference between the City of Orange, OCTA, and potential affected jurisdictions is held to determine whether mutual agreement exists for the MPAH amendment. If mutual agreement exists, then Orange is expected to proceed with adopting this revision to the Circulation & Mobility Element. Upon adoption, the City of Orange would submit the Circulation & Mobility Element to OCTA and request OCTA Board approval of the Orange County MPAH amendment.
Public Transportation
Effective regional transportation strategies are required to successfully implement City and County plans for accommodating future growth. Such strategies must link the City of Orange with other regional employment and commercial centers, as well as airports and other transportation hubs, and should fully integrate alternatives to the automobile. Alternative modes of transportation, including public transportation, bicycling, and walking, are important components of a comprehensive circulation system. These modes of transportation also help reduce air pollution and road congestion.
Public transportation plays a key role in future land use development and mobility. As the roadway system reaches capacity, alternative modes of transportation provide additional capacity as well as an enhanced degree of mobility for residents, workers, and visitors.
Existing services are expected to continue while enhancements, many of them currently in the planning stages, will increase the viability of alternative modes of travel. The integration into the circulation system of alternative modes of transportation, such as bus, rail, bicycle, and pedestrian, is essential to maximizing mobility opportunities for residents, workers, and visitors.
Bus Service
OCTA provides public bus service for the City of Orange. In addition, the Riverside Transit Agency (RTA) provides long-distance service between The Village at Orange and the Downtown Terminal in Riverside. Table CM-4 identifies local bus routes that connect various activity centers in Orange to each other and to the region.
Table CM-5 shows the different community, station link, and inter- or intra-County routes that serve Orange. Community routes are express bus routes that provide faster connections to activity centers within and outside Orange County. Station link shuttles provide services between the Orange Transportation Center (OTC) and Orange. Both community and station link routes operate only at peak commuter times.
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In addition to the fixed-route service, OCTA also offers several types of specialized community transportation services, such as standard service (curb-to-curb service), door-todoor service, subscription service, and same-day taxi service. Some of these services cater to senior citizens and people with disabilities residing in the City.
OCTA has forecast bus ridership to increase by approximately 75 percent by 2030. Some of this ridership increase will be the result of enhanced services, including express bus routes and introduction of bus rapid transit service. Much of the increase will be driven by increased arterial and freeway congestion levels in conjunction with improved local bus service.
Convenient, accessible, frequent, and easy-to-use public transit is a cornerstone element of the proposed land use plan. Planned mixed-use residential and commercial areas and intensified commercial and professional office corridors must be coupled with increases in transit service. Orange’s land use plan features mixed-use districts that strategically concentrate population density near alternative transit facilities, such as the OTC in Old Towne, transit hubs at The Outlets at Orange and South Main Street, and the Anaheim Regional Transportation Intermodal Center (ARTIC) station in Anaheim near the City’s western boundary at Katella Avenue.
Table CM-4
Local Bus Routes
Route # Route Type Route Service Service Corridors Key Orange Activity Centers Served 24 Local Fullerton–Orange Malvern Ave. / The Village at Orange Chapman Ave. / Lincoln Park and Ride
Tustin St..
42 Local Orange–Seal Beach Lincoln Ave. / The Village at Orange Los Alamitos Blvd. / Lincoln Park and Ride
Seal Beach Blvd.
46 Local Los Alamitos–Orange Ball Rd. / The Village at Orange Taft Ave. Lincoln Park and Ride
47 Local Brea–Newport Beach Brea Blvd. / Theo Lacy Jail Anaheim Blvd. / Orangewood Children's Home
Fairview St. UCI Medical Center
The Block at Orange
50 Local Long Beach–Orange Katella Ave. The Village at Orange Lincoln Park and Ride
53 Local Brea–Irvine Main St. Batavia Industrial Parks
Children's Hospital – CHOC
St. Joseph's Hospital
OCTA Offices
54 Local Garden Grove–Orange Chapman Ave. Orange Civic Center Orange Transportation Center
The Plaza
UCI Medical Center
The Block at Orange
Rancho Santiago Community College
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Table CM-4
Local Bus Routes
Route # Route Type Route Service Service Corridors Key Orange Activity Centers Served 56 Local Garden Grove–Orange Garden Grove Blvd. Orange Transportation Center OCTA Offices
Children's Hospital–CHOC
St. Joseph's Hospital
57 Local Brea–Newport Beach State College Blvd. / The Block at Orange Bristol St. UCI Medical Center
Theo Lacy Jail
Orangewood Children's Home
59 Local Brea–Irvine Kraemer Blvd. / Orange Transportation Center Glassell St. / Chapman University
Grand Ave. / Orange Plaza
Von Karman Ave.
71 Local Yorba Linda–Balboa Tustin St. / The Village at Orange Red Hill Ave. / Lincoln Park and Ride
Newport Blvd.
Source: Orange County Transportation Authority, 2006
Table CM-5
Community, Station Link, Intra- and Inter-County Bus Routes Route # Route
Type Route Service Service Corridors Key Orange Activity Centers Served 131 Community Yorba Linda–Orange Lakeview Ave./ The Village at Orange Riverdale Ave. / Lincoln Park and Ride
Tustin St.
147 Community Brea–Santa Ana Raiit St. / UCI Medical Center Greenville St. / The Block at Orange
Fairview St. OCTA Offices
St. Joseph's Hospital
Children's Hospital – CHOC
167 Community Anaheim–Irvine Santiago Blvd. / The Village at Orange Hewes St. / Lincoln Park and Ride
Bryan Ave.
453 Station Link Orange Transportation
Center Chapman Ave. / Orange Transportation Center
–St. Joseph's Hospital Main St. / Children's Hospital–CHOC La Veta Ave. St. Joseph's Hospital
OCTA Offices
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Table CM-5
Community, Station Link, Intra- and Inter-County Bus Routes Route # Route
Type Route Service Service Corridors Key Orange Activity Centers Served
213 Intra County Brea–Irvine Express SR-55 Lincoln Park and Ride The Village at Orange
757 Inter County Diamond Bar SR-57 UCI Medical Center
–Santa Ana Express The Block at Orange
RTA 149 Inter County Riverside–Orange SR-91 The Village at Orange (Operated by RTA) Downtown Riverside
Source: Orange County Transportation Authority and Riverside Transit Agency, 2006.
The City recognizes that ridership of both the bus and rail transit systems will increase, and has designed a land use plan that both enables and accommodates increased transit use. A large part of the City’s role in accommodating additional transit use includes providing convenient and attractive transit amenities and streetscape features that improve user comfort and perception of safety, thus encouraging transit use. Transit-oriented Development (TOD) design features will be encouraged in major commercial and employment areas within the City, such as the Town and Country Road corridor, South Main Street, Katella Avenue, Uptown Orange, and Old Towne. Such TOD features may consist of streetscape measures such as bus turn-outs, benches, trash receptacles, shelters from wind and rain, and lighting. TOD features may also be more fundamental to the permitted uses and design within projects, such as incorporating child care centers, convenience stores, or personal services within the retail component of mixed-use projects, or near professional office concentrations. These and other measures help to make the transit system more accessible to a wide range of people.
The City will continue to work with OCTA to pursue expanded community circulators, such as the current Station Link service, that will connect people to rail transit, employment centers, residential areas, and commercial corridors. Additional options, such as jitney services that function as group taxis, will also be explored.
The City will also continue to support OCTA initiatives and services that promote the mobility of Orange’s senior, disabled, and youth populations. To accommodate the needs of these groups, the City will continue to work with OCTA to offer para-transit services, and will seek ways to improve mobility for Orange youth through transit.
The City of Orange will continue to cooperate with OCTA and other regional providers to establish new bus routes and stops, and to provide transit amenities. New subdivision plans will be reviewed by OCTA to assess impacts on bus services, and to examine the need to provide bus stops or bays. Orange will also work with OCTA to maintain and, if needed, expand successful transfer stations in Old Towne, the Village at Orange, and The Outlets at Orange.
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Rail Transit
Many current passenger and commuter fixed-rail transit options in the City will be expanded in the future, offering significant alternatives to automobile transit for many individuals who commute to or from the City for housing or employment. Rail transit now has a proven track record in Orange, and Metrolink seeks to expand rail services in support of land use transformations near current and future rail stations.
Metrolink
Metrolink operates seven commuter rail lines in Southern California, two of which pass through Orange. The Orange County Line offers direct connections to Union Station in Los Angeles to the north and to Oceanside to the south. The Inland Empire–Orange County Line provides direct connections to Riverside/San Bernardino to the east and San Juan Capistrano to the south. Roughly 30 Metrolink trains pass through the City on a daily basis. The Metrolink station in Orange is located three blocks from The Plaza at the OTC, close to a variety of stores and civic uses in Old Towne.
A much-anticipated rail service improvement is intra-county rail service along the County’s core transit corridor. This service, which will be provided by Metrolink on behalf of OCTA, is an attempt to provide intra-county trips with a high degree of reliability. This 30-minute service is planned to operate between the Irvine Transportation Center (and possibly Laguna Niguel) and the Fullerton Transportation Center throughout the day to supplement Metrolink’s peak period commuter service.
The City recognizes that plans to increase daily service on the current Metrolink lines, improvements to the OTC, and future expansion of Metrolink services to new destinations would be beneficial to Orange by providing multi-modal transportation options for people living and working in the community, thus reducing auto dependence for business and leisure purposes.
Anaheim Regional Transportation Intermodal Center
The Platinum Triangle, which borders Angel
Stadium in the City of Anaheim, proposes a
variety of high-density multiple-family high-rise
housing, office space, and commercial uses.
ARTIC is located adjacent to the proposed
development, between Angel Stadium and the
Honda Center. ARTIC is a major regional
transportation center similar in scale to Union
Station in Los Angeles and Ontario
International Airport in Ontario. The
intermodal center is be a stopping point for
Amtrak, Metrolink, buses, and future highspeed rail systems that connect to Ontario 393
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Airport, Las Vegas, and the Bay Area.
The City of Orange will coordinate with the City of Anaheim, OCTA, and others to ensure that the City is able to take full advantage of the regional mobility benefits offered by ARTIC.
Potential benefits offered to the City by ARTIC include:
a dynamic mixed-use commercial and residential center at the westernmost end of Katella Avenue; and
bicycle and pedestrian connections to the Santa Ana River.
California High Speed Rail Corridor
The California High-Speed Rail Authority was established as a state agency in 1996 to direct the planning, design, construction, and operation of a future high-speed train system extending from Sacramento, San Francisco, and Oakland in the north to Los Angeles and San Diego in the south. This high-speed train is proposed to stop at ARTIC. OCTA estimates that by 2025, the California High Speed Rail Corridor will serve between 150,000 and 230,000 passengers each week.
Sidewalks, Trails and Bikeways
Walking and biking contribute to a healthy community, and play increasingly significant roles as alternatives to the automobile. The City recognizes this by providing and maintaining sidewalks, trails, and bikeways to support pedestrians and cyclists.
Pedestrian Facilities
In addition to providing basic transportation routes, sidewalks and pathways offer the opportunity to create appealing public spaces that reflect community pride and invite people to walk. Proposed mixed-use areas and reinvigorated commercial areas throughout the City will provide new and reinvented spaces for people to walk and shop. Walkability and access are essential components of a circulation system that easily and specifically accommodates pedestrians. Features that contribute to walkability include wide sidewalks, safe street crossings, design elements that encourage cautious driving, and a pleasant and safe walking environment. Sidewalks, walkways, well-designed pedestrian crossings, pathways, and pedestrian short-cuts allow people to get from one destination point to another with ease.
Dedicated pedestrian paths can provide access between residential and activity areas, especially if streets do not connect. Access strategies for school children, seniors, and people with disabilities should also be incorporated into street and sidewalk plans. The City supports proactive integration of pedestrian improvements and amenities within the circulation system to improve walkability.
The City will create and implement a pedestrian-oriented streetscape master plan addressing key commercial corridors, including Tustin Street, Chapman Avenue, Main Street, Lincoln Avenue, and Katella Avenue. The master plan will address all functional aspects of the pedestrian environment. It will identify pedestrian links that need improvement and 394
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strengthening, determine new pedestrian links to underserved areas, ensure adequate sidewalk widths to accommodate lighting and street trees, develop sidewalks in the industrial area that create links between bus stops, encourage safe routes to schools and recreation facilities, and minimize barriers to pedestrian and bicycle access.
Recreational Trails and Bikeways
A comprehensive network of recreational trails and bikeways greatly benefits Orange residents and visitors by providing popular modes of transportation for recreation. In addition to recreation activities, the City also supports walking and bicycling as viable commute alternatives to the automobile. The City’s plan for recreational trails and bikeways is shown in Figure CM-3.
The plan includes trails maintained by the County and private homeowners associations, and is consistent with the OCTA Commuter Bikeways Strategic Plan. It is also consistent with the County’s major riding and hiking trails and off-road paved bikeways. As described in the Vision for the Future, the plan will enable the City to connect parks to activity centers and residential areas using a combination of recreational trails and bikeways that truly allows people to travel from place to place within the City without needing an automobile.
Recreational Trails
As shown in Figure CM-3, over 70 miles of existing recreational trails are located within the City, connecting a large number of neighborhoods and community parks. In addition, 104 miles of proposed future trails are planned throughout Orange on land currently utilized for a variety of purposes, including flood control, railroad rights-of-way, and roadways.
The City will use the annual five-year Capital Improvement Program (CIP) process to prioritize, fund, and build proposed trail segments identified in Figure CM-3. These trails have been and will continue to be constructed and administered through cooperative efforts of the City, County, developers, and private homeowner associations.
Desired cross-sections for recreational trails are identified in Figure CM-4. The City may require construction of portions of proposed trails identified in Figure CM-3 as a condition of development approval for projects located adjacent to the proposed trail alignments.
Funding for recreational trails and associated restoration projects comes from a variety of federal, state, and regional sources. Priority for funding of trail improvements will be given to projects that complete loops within the system, provide missing links for regional and local trail systems, or serve as destination links to schools, parks, retail businesses, or regional trails.
Priorities for the recreational trail system include:
trail connections to the Santiago Oaks Regional Park extension west of Cannon Street, consisting of a connection between Calle Grande and Cannon Street, and the Jamestown trail from the Orange Park Acres equestrian arena to Cannon Street; 395
CIRCULATION AND MOBILITY
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CM-28
trail connection from Serrano Avenue near Fred Barrera Park to Santiago Oaks Regional Park;
Mabury Ranch Trail connection from the proposed Cerro Villa Park to the Santiago Oaks Regional Park;
Serrano Avenue connection near Cannon Street; and
Additional trail connection into Santiago Oaks Regional Park from Orange Park Acres.
To increase the number of people using non-vehicular means of transportation, the City will encourage putting in place a safe network of crosswalks, grade separations, and walkways to ensure the safety of pedestrians, bicyclists, and equestrians. Where appropriate, traffic calming devices and methods such as median landscaping and provision of bike or transit lanes should be used to slow traffic, improve roadway capacity, and address potential safety issues. The City will continue to work towards improving the overall condition, appearance, and safety of both medians and sidewalks in Orange.
Bikeways
Orange’s relatively mild climate
permits bicycle riding year-round, and
the growing popularity of bicycling has
drawn enthusiasts onto the streets
and bike trails throughout the City. The
plan for recreational trails and
bikeways (Figure CM-3) shows the
planned system of bikeways within the
City. The Orange Bikeway Master Plan
has established three classes of bicycle
routes that adhere to California
Department of Transportation
(Caltrans) standards:
Class I Off-road bike paths are located on vacated rail lines, water corridors, or areas otherwise separated from streets.
Class II On-road bike lanes are located along arterial roadways that are delineated by painted stripes and other features.
Class III On-road bike routes share use with motor vehicle traffic. They provide a route that is signed but not striped.
396
CM-29
Figure CM-3 Plan for Recreational Trails and Bikeways
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CM-30
(This Page Left Intentionally Blank)
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CM-31
Figure CM-4
Trail Standards
Cross-sections for each type of route are shown in Figure CM-5.
As shown in Figure CM-3, several future bike routes are planned within Orange, including the following high-priority projects:
Completing Class I bike routes along Santiago Creek and the Tustin Branch Trail Establishing Class II bike lanes, including:
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CM-32
Figure CM-5
Bikeway Standards
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o An east/west corridor on Walnut Avenue from the western City limits to Santiago Boulevard
o North/south corridors on Main Street from Taft Street to Palm Street, on Batavia Street from Chapman Avenue to La Veta Avenue, and on Parker Street from La Veta Avenue to the City limits
Establishing Class III routes along Almond Avenue, Feldner Street, and Bedford Street The City has completed a paved bike trail along Santiago Creek from Tustin Street to the western City limit that continues on to Main Place Mall and the Discovery Science Center as well as two additional segments to the bike trail, which extends the Santiago Creek Trail from Tustin Street to Grijalva Park, and also connect Grijalva Park at Santiago Creek to Collins Avenue along the City-owned portion of the Tustin Branch Trail right-of-way between Walnut and Collins Avenues. The Santiago Creek trail is planned to extend through and beyond the City, connecting the regional Santa Ana River Trail to Santiago Oaks Regional Park and wilderness areas east of Orange. The City will continue to work towards designing a comprehensive bike trail system that is highly accessible and safe for those who wish to use it.
The City has proposed Class II and III routes along many north-south and east-west arterials, all of which connect to pedestrian trails and Class I routes. The City responds to the need to provide safe and efficient bike travel by making every effort to provide bikeways separate from the roadway. When bicyclists must share the road with automobiles, the City will work to improve overall safety.
Currently, two bicycle parking facilities are located in Orange, at the OTC (Metrolink station) and the Old Towne West Metrolink Parking Structure. The City will work to provide greater bike amenities including delineated bike lanes and clear signage along bike trails. The City will also install bicycle racks and safe storage facilities at parking areas for City facilities, as appropriate, and will require privately developed projects to incorporate on-site bicycle facilities in accordance with the City’s Zoning Code (Title 17 of the Orange Municipal Code).
Parking Facilities
Although parking is often considered a separate issue from vehicle circulation, it is important to address on-street parking because it
has a direct effect on roadway capacity.
In order to facilitate improved traffic
flow along Orange’s major arterials, the
City generally plans to permit on-street
parking only on streets classified as
Primary or Secondary Arterials or
Collector Streets.
Off-street parking deficiencies can
reduce business activity, and can cause
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CM-34
vehicles to re-circulate on public streets, which increases traffic volumes and congestion by reducing capacity for through traffic. The City’s Zoning Code includes parking requirements to ensure that an adequate number of spaces are provided on-site for most uses. The Code also establishes minimum stall dimensions consistent with current standards for other jurisdictions. These regulations apply to all new developments, and may be applied to current uses that are modified or expanded.
Particular concern has been expressed within the community regarding current and expected future parking shortages in Old Towne. Figure CM-6 identifies the location of existing public parking lots in Old Towne. Most Old Towne parking lots have a maximum time limit of three hours, with or without a permit. However, some parking lots, such as the OTC parking located off Chapman Avenue, have no time limit.
Orange will continue to provide sufficient parking to meet community demands. In Old Towne, the City will study the benefits of creating a parking district and the feasibility of developing underutilized parking lots surrounding The Plaza as public parking facilities. The City may encourage the use of shared parking, consolidated parking facilities, and underground parking or parking structures to provide additional off-street parking to meet future demands in areas throughout the City with higher concentrations of commercial uses.
Circulation System Aesthetics
The City has determined that it is necessary and desirable to improve certain roadways and their rights-of-way to enhance the experience for all users of these corridors. Major commercial corridors have been designated within the Urban Design Element to be improved with pedestrian-scale enhancements. Enhancements could include street trees, sidewalk improvements, lighting, bus shelters, and crosswalks. These improvements not only offer a more aesthetically-pleasing experience for all users in these corridors, they also may offer increased safety and security.
Streetscape improvements offer safety and security to both motorists and non-motorists through increased visual cues, better visibility, and increased activity. Many streetscape enhancements provide not only a comfortable environment for the pedestrian and bicyclist, but also offer drivers visual cues that a non-motorist could be expected in an area.
Improvements such as striping, bus shelters, and pedestrian-scaled signage guide the nonmotorist towards areas that are most appropriate for their use. These same cues help the motorist to see where the presence of pedestrians and bicyclists is most likely to occur. For example, a well-marked crosswalk guides the pedestrian towards the location in the right-ofway most appropriate for crossing, while also alerting the motorist to slow down and look out for pedestrian traffic.
Visibility offered by pedestrian-scaled lighting benefits non-motorists and motorists alike.
Pedestrians and bicyclists are better able to see their way, which increases their feelings of security. Improvements that create a sense of security for pedestrians encourage increased use and activity. This increased activity, in turn, leads to a greater feeling of safety. The City has acknowledged the importance of improving the experience of users on many of its major commercial corridors.
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*Note: Possession of City issued parking permit enables holder to exceed specified time limit GPA 2010-0001(8/10/10)
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CIRCULATION & MOBILITY IMPLEMENTATION
The goals, policies, and plans identified in this Element are implemented through a variety of City plans, ordinances, development requirements, capital improvements, and ongoing collaboration with regional agencies and neighboring jurisdictions. Specific implementation measures for this Element are contained in the General Plan Appendix. 404
Agenda Item
Planning Commission
Item #: 4.1. 2/2/2026 File #: 26-0055
TO: Chair and Members of the Planning Commission
THRU: Hayden Beckman, Planning Manager
FROM: Arlen Beck, Associate Planner
1. SUBJECT
Public Hearing to consider an amendment to the Circulation and Mobility Element of the City of Orange General Plan and finding of CEQA exemption.
2. SUMMARY
The City is proposing an amendment to the City of Orange General Plan Circulation and Mobility Element to reclassify the roadway designation for Santiago Canyon Road (Villa Park Road) between the shared Orange-Villa Park boundary and Cannon Street, and Fairhaven Avenue between the shared Orange-Santa-Ana boundary and Tustin Street (Tustin Avenue) to reflect changing development and traffic patterns.
3. RECOMMENDED ACTION
1. Conduct and close the Public Hearing.
2. Adopt Planning Commission Resolution No. 05-26 recommending the City Council approve General Plan Amendment No. 26-0001 amending the City of Orange General Plan Circulation and Mobility Element to conform to the Orange County Transportation Authority’s Countywide Master Plan of Arterial Highways.
3. Find the proposal exempt from the California Environmental Quality Act (CEQA) per State CEQA Guidelines Section 15061(b)(3) (Common Sense Exemption).
4. PROJECT BACKGROUND
The City of Orange was formally requested by adjacent agencies to update roadway classifications for two streets located along the City’s jurisdictional boundaries:
· Santiago Canyon Road (Villa Park Road) between the shared Orange-Villa Park boundary and Cannon Street; and
· Fairhaven Avenue between the shared Orange-Santa Ana boundary and Tustin Street (Tustin Avenue).
These requests were initiated by the County of Orange and the City of Santa Ana, respectively, following updated traffic studies that evaluated long-term growth trends, traffic volumes, and roadway design objectives.
Both agencies have already adopted the revised roadway classifications within their own General City of Orange Page 1 of 5 Printed on 1/29/2026
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Both agencies have already adopted the revised roadway classifications within their own General Plans. The Orange County Transportation Authority (OCTA) has also reviewed and conditionally approved the changes as amendments to the Countywide Master Plan of Arterial Highways (MPAH).
To complete the regional planning process and maintain consistency with neighboring jurisdictions and OCTA, the City of Orange must amend its Circulation and Mobility Element to reflect the same roadway lane configuration.
Although the City of Orange, the County of Orange, the City of Santa Ana, and the OCTA are coordinating to achieve the same roadway reclassification objectives, each agency uses slightly different roadway classification terminology. The intent is to achieve equivalency in terms of number of lanes and median type. Therefore, for clarity and consistency, this staff report uses the roadway classification naming conventions established in the Circulation and Mobility Element of the City of Orange General Plan.
5. PROJECT DESCRIPTION
Santiago Canyon Road (Villa Park Road)
A transportation assessment prepared by Fehr & Peers evaluated Santiago Canyon Road (Villa Park Road) from Wanda Street to Cannon Street, spanning multiple jurisdictions. The study analyzed:
· Traffic operations and level of service;
· Vehicle queueing;
· Safety conditions; and
· User comfort for pedestrians and bicyclists.
The analysis determined that the roadway’s existing Major Arterial (6-Lane Divided) designation does not align with current traffic forecasts or the available 100-foot right-of-way. Instead, an Asymmetric Major Arterial (5-Lane Divided) configuration, three westbound lanes and two eastbound lanes, would adequately serve future demand while fitting within existing constraints and meeting General Plan level of service requirements for roadway performance.
This revised designation also allows space for buffered Class II bicycle lanes, improving multimodal safety and comfort.
Fairhaven Avenue
Through their comprehensive General Plan Update, the City of Santa Ana conducted a Transportation Impact Study which included the evaluation of Fairhaven Avenue between Tustin Street (Tustin Avenue) and Yorba Street as a distinct roadway segment for both Existing Year (2020) and Future Year (2045) conditions. The analysis provided:
· Average Daily Traffic volumes
· Roadway Level of Service based on volume-to-capacity (V/C) ratios · Consistency between observed/forecasted traffic demand and the Circulation Element roadway classification
The Transportation Impact Study determined that Fairhaven Avenue’s existing Secondary Arterial (4- Lane Undivided) designation is inconsistent with both observed and forecasted traffic volumes, supporting its reclassification to a Two-Lane Secondary Arterial (2-Lane Divided) to better align with City of Orange Page 2 of 5 Printed on 1/29/2026
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supporting its reclassification to a Two-Lane Secondary Arterial (2-Lane Divided) to better align with operational performance and Complete Streets objectives, which supports lower design speeds, and allows for enhanced pedestrian, bicycle, and streetscape features without compromising roadway performance while also meeting General Plan level of service requirements for roadway performance.
Subsequently, OCTA conditionally approved the reclassification from a Secondary Arterial (4-Lane Undivided) to a Two-Lane Secondary Arterial (2-Lane Divided). This change reflects lower than anticipated growth, updated traffic volumes, and surrounding land use context.
The amendment requires the City of Orange to update our General Plan to achieve consistency (number of lanes and median type) in order for the OCTA MPAH Amendment to become final.
6. PROJECT ANALYSIS
Reclassification of Roadways:
The City of Orange’s Circulation and Mobility Element (Circulation Element) identifies goals, objectives, policies and implementation programs that affect the transportation system. The Circulation Element contains policies on the development of the transportation facilities necessary to accommodate orderly growth within the City, provides guidance for future planning efforts, and ensures a balanced transportation system. As a part of the Circulation Element, the Circulation & Mobility Plan documents existing transportation facilities and identifies the desired future conditions of these facilities. The Circulation Element defines the different classifications of roadways to accommodate various daily capacity and functions.
The existing Circulation & Mobility Plan includes six roadway classifications. For each roadway classification, the level of service (LOS) is identified to indicate the performance measure for an arterial that meets the City’s required daily capacity minimum of LOS D. Finally, the City Master Plan of Streets and Highways illustrates the proposed roadway classification for each major roadway within Orange.
The proposed General Amendment will reclassify two specific roadway segments within the City as follows:
1. Santiago Canyon Road between the shared Orange-Villa Park boundary and Cannon Street to be reclassified from Major Arterial (6-lane divided) to Asymmetric Major Arterial (5-lane divided); and
2. Fairhaven Avenue, between the shared Orange-Santa Ana boundary and Tustin Street from Secondary Arterial (4-Lane Undivided) to Two-Lane Secondary Arterial (2-Lane Divided).
Attachment 2 identifies the two roadway segments to be reclassified. Additionally, this proposed General Plan Amendment will create two more roadway classifications:
1) Asymmetric Major Arterial (5-Lane Divided) and 2) Two-Lane Secondary Arterial (2-Lane Divided).
Adding these two classifications will result in a total of eight roadway classifications within the Circulation & Mobility Plan. Attachment 3 contains the proposed changes to the Circulation Element, including an updated City Master Plan of Streets and Highways. The requested reclassifications for both Santiago Canyon Road and Fairhaven Avenue follow adopted reclassifications by neighboring agencies and OCTA.
The County of Orange prepared a traffic analysis for the reclassification of Santiago Canyon Road City of Orange Page 3 of 5 Printed on 1/29/2026
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The County of Orange prepared a traffic analysis for the reclassification of Santiago Canyon Road (named Villa Park Road within County limits) between Hewes and Cannon Street (Attachment 4) from a divided 6-lane to a divided 5-lane roadway. The results of this analysis support the proposed reclassification, and in May 2025, the County of Orange adopted the reclassification of Villa Park Road (Santiago Canyon Road) (Attachment 5). OCTA, in anticipation of the County of Orange’s General Plan amendment, adopted this reclassification in OCTA’s Master Plan of Arterial Highways in September 2024 (Attachment 6). OCTA’s adoption of the reclassification of Santiago Canyon Road requires the City of Orange to update their General Plan to reclassify this road segment in kind.
As part of a recent General Plan update, the City of Santa Ana evaluated various roadway segments, including Fairhaven Avenue, for reclassification. The results of Santa Ana’s traffic analysis supports the reclassification of Fairhaven Avenue, between Grand Avenue to Tustin Street, from an undivided 4-lane to a divided 2-lane roadway (Attachment 7). Santa Ana adopted an updated General Plan in April 2022 (Attachment 8), which includes an updated Mobility Element showing the reclassification of Fairhaven Avenue (Attachment 9). OCTA, in response to Santa Ana’s request to reclassify Fairhaven Avenue, conditionally approved the adoption of this reclassification in OCTA’s Master Plan of Arterial Highways (Attachment 10). OCTA’s conditional adoption of the reclassification of Fairhaven Avenue stipulates that the City of Orange must also reclassify this segment of Fairhaven Avenue in kind.
It is important that the City’s Master Plan of Streets and Highways is consistent with neighboring jurisdictions, such as the County of Orange and Santa Ana, to ensure the City’s circulation system develops in a manner that promotes regional mobility. This amendment will achieve this consistency.
7. AUTHORIZING GUIDELINES
Orange Municipal Code Section 17.08.020 and 17.10.010 authorizes the Planning Commission to review and make advisory recommendations to the City Council on General Plan Amendments.
8. PUBLIC NOTICE
On January 22, 2026, a notice was published in the Orange City News newspaper for a public hearing before the Planning Commission on February 2, 2026.
9. ENVIRONMENTAL REVIEW
The proposed project is categorically exempt (Common Sense Exemption) from the provisions of the California Environmental Quality Act (CEQA) per State CEQA Guidelines Section 15061(b)(3) because there is no possibility that the revisions to the roadway designations may have a significant effect on the environment.
10. ADVISORY BOARD ACTION
None.
11. ATTACHMENTS · Attachment 1 Planning Commission Resolution No. PC 05-26 (including amended City of Orange General Plan Circulation and Mobility Element)
· Attachment 2 Proposed City Master Plan of Streets and Highways Amendment Reclassification
· Attachment 3 Amended City of Orange General Plan Circulation and Mobility Element (redline City of Orange Page 4 of 5 Printed on 1/29/2026
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· Attachment 3 Amended City of Orange General Plan Circulation and Mobility Element (redline version)
· Attachment 4 Santiago Canyon Road (Villa Park Road) MPAH Amendment Traffic Study · Attachment 5 County of Orange Staff Report of May 6, 2025, for the Santiago Canyon Road (Villa Park Road) reclassification
· Attachment 6 MPAH Amendment Staff Report of September 9, 2024, for the Santiago Canyon Road (Villa Park Road) reclassification
· Attachment 7 City of Santa Ana General Plan Update Appendix K Transportation Impact Study for the Fairhaven Avenue reclassification
· Attachment 8 City of Santa Ana Staff Report from April 19, 2022, for the Fairhaven Avenue reclassification
· Attachment 9 Adopted City of Santa Ana General Plan Mobility Element · Attachment 10 OCTA Staff Report of November 2, 2020, for the Conditional Amendment of the Fairhaven reclassification in the Countywide Master Plan of Arterial Highways City of Orange Page 5 of 5 Printed on 1/29/2026
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J:\GisProjects\Traffic\StaffReports\GIS\APRX\StaffReports.aprx\Proposed MPAH Amendments - Reclassifications 1/12/2026
Source: City of Orange (2026)
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Attachment 1
CITY OF ORANGE
PROPOSED CITY MASTER PLAN OF STREETS AND HIGHWAYS AMENDMENT
RECLASSIFICATIONS
Attachment 3
410
CIRCULATION
& MOBILITY
ORANGE GENERAL PLAN
CM-1
Rev. GPA 2026-0001 (XX/XX/26)
REV. GPA 2014-0001(12/8/15)
Rev. GPA 2010-0001 (8/10/10)
INTRODUCTION AND VISION FOR THE FUTURE
Orange’s circulation system has been influenced by a variety of historical factors, including the presence of the Santa Fe Railroad, the vision of Alfred B. Chapman and William T. Glassell, the agricultural history of the area, and alternative transportation modes including a historic streetcar system.
In 1887, the Santa Fe Railroad came to Orange and built a station four blocks west of the Plaza. The coming of the railroad set off a real estate boom that brought hundreds of settlers to the area. The railroad also influenced the City’s early economic success by providing a means to transport goods, especially citrus, to the entire country. Today, the railroad tracks continue to serve freight trains and provide a critical link to the region via the Metrolink heavy rail transit system.
In the 1870s, Alfred B. Chapman and William T. Glassell subdivided their land into residential and small farm lots centered on a roundabout known today as Plaza Park. Plaza Park was dedicated in 1886 and established the City’s two main streets – Chapman Avenue and Glassell Street – as well as the compact street grid of Old Towne Orange. The street grid and railroad system were supported historically by a streetcar system that connected the small towns and settlements that make up the City today.
Over time, the small farms on the outer edges of Orange’s core district began to disappear.
Two factors influenced this change: the demand for housing after World War II and the appearance of “Quick Decline” disease that destroyed the local citrus industry. As each farm was developed independently, the grid system expanded outward and commercial corridors were established. Orange’s roadways began to take on a more suburban pattern of collectors, connectors, and arterials. As development reached the eastern portion of the City, the grid gave way to curvilinear street patterns.
The historic roadways and railways that form the basis for the current circulation network have been complemented over the years by the development of a streetcar system, a transit service, an emerging and continually expanding bicycle trail and route network, and routes for equestrian use in the eastern portion of the City. The City will continue to be served by these multiple modes of transportation and other emerging mobility technologies.
Attachment 4
411
CIRCULATION AND MOBILITY
ORANGE GENERAL PLAN
CM-2
Orange’s Vision for the Future, described in the General Plan Introduction, recognizes that the circulation system is a key component of the quality of life in the City. Accordingly, the vision includes the following objectives:
Residential areas will be connected to commercial, recreational, and open space areas, as well as educational and cultural facilities via a balanced, multi-modal circulation network that accommodates vehicles, pedestrians, cyclists, hikers, and equestrians. This network will create additional opportunities for walking and biking, enhancing safety and wellbeing for neighborhoods and businesses. The City will work to define neighborhoods through the use of open space areas and a trail system that provides a source of aesthetic beauty and recreational opportunities.
These open space areas support a healthy and active community. We will develop a connected multi-modal network for traveling from one end of town to the other that provides the option for residents from different neighborhoods to access parks, open spaces, and scenic areas by vehicle, transit, foot, bicycle or, where appropriate, horse.
Purpose of the Circulation & Mobility Element
California’s General Plan Guidelines mandate that the Circulation & Mobility Element fulfill the following objectives:
Show a direct relationship to the Land Use Element to ensure that any changes to land use as stated by the Land Use Element and growth occur with adequate circulation and transportation facilities in mind.
Address relevant issues including the adequacy of “major thoroughfares, transportation routes, terminals, other local public utilities and facilities.” The goal of the Circulation & Mobility Element is to identify circulation problems related to these facilities in the early stages and resolve them in local goals and policies without costly delays.
Other relevant issues discussed in the Circulation & Mobility Element include those that address streets, highways, public transit routes, railroads, bicycle and pedestrian routes, recreational trails, paratransit, parking, transportation system management, and air pollution. The hierarchy of streets within the residential areas helps to frame the urban form.
Connections between neighborhoods can be achieved by a comprehensive network of sidewalks and trails. Also, the commercial corridors can be enhanced with adequate street capacity, public transit, and pedestrian-friendly environments.
The state also recommends that the Circulation & Mobility Element address coordination efforts among the local, regional, and state transportation plans to better resolve circulation issues. Since many transportation concerns are regional, addressing them requires intergovernmental and regional transportation management plans and policy implementation. These partnerships ensure the most efficient use of funding, infrastructure, and other resources. The state also recommends the “preservation of transportation corridors for future system improvements.”
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The Circulation & Mobility Element prioritizes the issues and opportunities that exist within Orange’s transit network. It is directly responsive to proposed changes in land use and anticipates the impacts of those changes. This Element also seeks to reassure residents and businesses that the City recognizes the link between transportation and land uses, and provides a means to mitigate the impacts of growth.
Another goal of the Circulation & Mobility Element is to increase transportation options and provide increased access to the circulation system for all residents of Orange. This goal includes improved rail and bus transit connections and frequency, implementation of a Bikeway Master Plan, and completion of a trails system. Transforming many of Orange’s historically auto-oriented commercial corridors, such as Katella Avenue, Main Street, and portions of La Veta Avenue, Chapman Avenue, and Glassell Street into more pedestrianfriendly mixed-use environments is an overarching goal. Where possible, the development of equestrian trails is also encouraged.
One of the main functions of the Circulation & Mobility Element is to guide and direct enhancement of the current circulation system for existing and future developments. Thus, circulation provisions correlate with the Land Use Element to avoid unchecked growth and unnecessary congestion.
Another key objective of the Element is to work toward a future circulation network that provides meaningful alternatives for getting around the community by less auto-dependent means. The City’s topography, street and sidewalk system, transit and trail framework, and land use relationships provide an excellent foundation for pursuit of this objective.
The Circulation & Mobility Element does not simply determine automobile routes. It also guides the movement of people and goods, directly affecting Orange’s physical, social, and economic environment. Since circulation permits accessibility to places and social amenities, it can either improve or cause deterioration in quality of life. Circulation efficiency also plays a major role in progress and development of the City’s economy.
Scope and Content of the Circulation & Mobility Element The Circulation & Mobility Element comprises three sections:
(1) Introduction;
(2) Issues, Goals, and Policies; and
(3) The Circulation & Mobility Plan.
The first section introduces the contents of the Circulation & Mobility Element. The second section presents issues, goals, and policies for improving circulation. The third section includes the Circulation & Mobility Plan, which designates locations and standards for roadways and non-motorized circulation facilities, and states the community’s desired level of transportation service.
Implementation measures designed to promote achievement of the goals and policies are provided in an Appendix to the General Plan.
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Relationship to other General Plan Elements
California planning law requires that the Circulation & Mobility Element correlate and maintain consistency with the other General Plan elements. The Circulation & Mobility Element relates most closely to the Land Use, Natural Resources, Noise, Economic Development, Housing, and Urban Design Elements.
The Circulation & Mobility Element is linked to the Land Use Element because the General Plan land use designations identified in the Land Use Element serve as a basis for the allocation of vehicle trips and establishment of capacity levels for circulation planning. The Land Use Element also provides land use designations that accommodate mixed commercial and residential development, which encourage shorter trips and improve the efficiency of the transportation network. The Circulation & Mobility Plan is established to define and provide for adequate levels of service and facilities to support future land uses. This Element recommends roadway and intersection improvements that may require land acquisition.
Location of public transportation facilities will also influence pedestrian activity and transitoriented development, and the physical size of streets will affect urban land uses and the physical appearance of the City.
The Natural Resources Element identifies regional air quality objectives and provides appropriate mitigation efforts that affect the Circulation & Mobility Element. Improving access, encouraging alternative modes of travel, and maintaining air quality and conservation standards are common objectives of the Natural Resources and the Circulation & Mobility Elements.
The Noise Element addresses future noise levels associated with roadways, rail, and other transportation facilities. Future volumes of traffic on the circulation system are directly related to future noise levels and mitigation strategies.
The Economic Development Element identifies desirable economic conditions and land uses that enhance and promote business activity, employment growth, and economic stability.
The goals and policies of the Circulation & Mobility Element will determine road capacity in Orange, which will impact the type and location of uses, and parking and access considerations associated with future uses. Both elements share a common objective of planning for future transportation infrastructure needs. Maintaining roadways, bikeways and bus and rail transit facilities is critical to the success of both current and future businesses in Orange.
The Urban Design Element is a framework for shaping the future form and character of Orange. The quality of Orange’s physical environment contributes to its identity, attracts new residents, and sets the stage for economic activity. The Urban Design Element builds on the foundation of Orange’s already strong sense of place to preserve and strengthen the streetscape environment of commercial corridors and landmarks within the city. The Urban Design Element and Circulation & Mobility Element share a common objective to reinvent City streets as more functional and walkable public places.
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ISSUES, GOALS, AND POLICIES
The goals, policies, and implementation programs of the Circulation & Mobility Element seek to achieve a better balance between vehicular, pedestrian, and bicycle travel, and to provide a wide range of viable transportation options to Orange residents. The following six issues are addressed: (1) enhancing the local circulation system; (2) maintaining the regional circulation system; (3) maintaining a viable public transportation network; (4) creating a comprehensive system of sidewalks, trails, and bikeways; (5) providing adequate parking facilities; and (6) improving circulation system aesthetics and safety.
Local Circulation System
The local roadway system serves the community’s primary needs for mobility and access, and consists of a hierarchy of City streets to meet those needs. The City’s original street system was established as a grid pattern long before a Master Plan of Arterial Highways (MPAH) was adopted. The Old Towne area and many postwar neighborhoods were designed in a classic grid configuration, while in newer parts of the City, physical features such as the Santa Ana River, Santiago Creek, hilly terrain, freeways and the presence of the City of Villa Park have resulted in a system without a definitive pattern. Some major roads do not connect the eastern and western portions of the City and consequently do not provide effective through circulation. A well-designed roadway system will provide convenient access to activities in Orange.
GOAL 1.0: Provide a safe, efficient, and comprehensive circulation system that serves local needs, meets forecasted demands, and sustains quality of life in neighborhoods.
Policy 1.1: Plan, build, and maintain an integrated, hierarchical, and multi-modal system of roadways, pedestrian walkways, and bicycle paths throughout the City.
Policy 1.2: Identify key intersections and streets with historical or projected traffic congestion problems and apply creative traffic management measures to improve overall circulation.
Policy 1.3: Consider various methods to increase safety on City arterials and neighborhood streets, including landscaping, provision of bike/transit lanes, and consideration of traffic calming on neighborhood streets in accordance with the City’s Neighborhood Residential Traffic Management Program.
Policy 1.4: Prohibit on-street parking where possible to reduce bicycle/automobile conflicts in appropriate target areas as recommended by the Bikeways Master Plan.
Policy 1.5: Address possible safety and noise effects of increased rail activity on grade crossings throughout the City.
Policy 1.6: Maintain and repair roadways and sidewalks as necessary to improve circulation and safety.
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Policy 1.7: Consolidate driveways along roadways that provide access to commercial uses to minimize side street interruption and promote smooth traffic flows.
On-street parking is prohibited on commercial access streets to provide adequate curb-to-curb width for travel lanes.
Regional Circulation System
Mobility in Orange is directly related to the regional transportation network, as the City lies at the confluence of several regional freeways: the Santa Ana Freeway (Interstate 5), Orange Freeway (State Route [SR] 57), Garden Grove Freeway (SR-22), Costa Mesa Freeway (SR-55), Riverside Freeway (SR-91) and Eastern Transportation Corridor (SR-241). In addition to the freeways, other connections to the region include the commuter rail system known as Metrolink, a freight and goods rail transport system, and a regional bikeways system with connections to the Santa Ana River and other locations. Orange is also connected to the region via the Orange County Transportation Authority (OCTA) bus system. City infrastructure must accommodate regional through traffic originating in other communities in addition to providing local residents access to the regional network.
GOAL 2.0: Provide an effective regional transportation network.
Policy 2.1: Ensure consistency with the County MPAH in order to qualify for funding programs.
Policy 2.2: Coordinate with adjacent cities to plan and develop major east/west and north/south arterials and rapid transit to connect the City with the cities of Anaheim, Tustin, Santa Ana, Garden Grove, and Villa Park, as well as developing areas within the City’s sphere of influence.
Policy 2.3: Cooperate with and support local and regional agencies’ efforts to improve regional arterials and transit in order to address increasing traffic congestion.
Policy 2.4: Coordinate land use planning with anticipated future development of roadways and other transportation facility improvements as well as the expansion of commuter rail and bus service.
Policy 2.5: Ensure that transportation facilities and improvements do not degrade the quality of Orange’s commercial and residential areas.
Policy 2.6: Encourage the use of regional rail, transit, bicycling, carpools, and vanpools for work trips to relieve traffic congestion.
Policy 2.7: Continue to support the use of rail corridors within the City for the movement of freight and goods, and work with rail operators to minimize associated traffic delays.
Public Transportation
Public transportation is a crucial component of a comprehensive circulation system. In addition to reducing air pollution and traffic congestion, a successful public transit system provides an alternative mode of travel for those with limited mobility, residents who may not have access to a car, and persons who choose not to drive.
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GOAL 3.0: Connect centers within the City to each other and to the region through efficient and accessible public transportation.
Policy 3.1: Work with OCTA and other agencies to assess City public transportation needs and to ensure delivery of services when and where they are needed.
Policy 3.2: Enhance and encourage provision of convenient and attractive transit amenities and streetscapes to encourage use of public transportation (e.g., benches, trash cans, shelters, and lighting).
Policy 3.3: Require incorporation of transit-oriented design features within major commercial and employment areas as well as in medium density residential and mixed-use development areas.
Sidewalks, Trails, and Bikeways
In addition to offering recreational and public health benefits, non-vehicular modes of transportation offer commuting options. Also, the mixed-use environments advocated by Land Use Element policies will encourage increased pedestrian activity on City sidewalks for both business and pleasure. An effective pedestrian, bicycle, and equestrian network must be safe and accessible, and must connect key activity centers within the City with each other and with the regional trail system. A comprehensive network of on-street bicycle lanes, offstreet bicycle paths, sidewalks, and trails should be developed and maintained to increase the safety and utility of the system, with a particular focus on the City’s sidewalk deficient industrial areas
GOAL 4.0: Provide efficient and accessible modes of pedestrian, bicycle, and equestrian transportation and improved facilities and amenities.
Policy 4.1: Create a comprehensive bicycle network that is integrated with other transportation systems by establishing complementary on-street and offstreet facilities as identified in the City of Orange Bikeways Master Plan and OCTA Commuter Bikeways Strategic Plan, including Santiago Creek, the Santa Ana River, and the Tustin Branch Trail.
Policy 4.2: Install racks and safe storage facilities at parking areas for City facilities, as appropriate, and encourage incorporation of such facilities within privatelydeveloped projects.
Policy 4.3: Improve citywide awareness of automobile and bicycle safety.
Policy 4.4: Encourage use of the bikeway system by providing adequate signage, trail markings, and other amenities.
Policy 4.5: Ensure that pedestrian sidewalks, trails, and bikeways are safe environments through the use of crime prevention-oriented trail design features, lighting where appropriate, pedestrian and bicycle safety improvements at at-grade rail crossings, access for emergency vehicles, and links to the roadway signal system.
Policy 4.6: Explore opportunities to convert abandoned rail corridors into segments of the City’s bikeway and pedestrian trail system.
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Policy 4.7: Provide ADA accessible sidewalks and pedestrian amenities throughout the City.
Policy 4.8: Expand and maintain an equestrian trail network and provide for appropriate staging areas and infrastructure.
Parking Facilities
A shortage of parking can cause circulation problems and could lead to a reduction or loss of business activity. Old Towne Orange has been identified as an area of particular concern. As the City develops, providing adequate parking adjacent to other activity centers is increasingly important.
GOAL 5.0: Provide adequate parking to meet the needs of activity centers throughout the City.
Policy 5.1: Provide adequate parking to protect and support the economic vitality and diversity of Old Towne.
Policy 5.2: Plan for and design parking facilities throughout the City that are adequate to meet demand, but also consider land use-parking efficiencies, and the surrounding natural and built environment.
Policy 5.3: Encourage adjacent businesses to consolidate parking facilities and access points.
Policy 5.4: Encourage well-designed structured parking in commercial areas where such features would be economically feasible, safe, and visually integrated with existing development.
Circulation System Aesthetics
Streets that have been made or modified to include visual and pedestrian amenities can improve the overall look and feel of City streets, as well as enhancing functionality for all users. As major commercial corridors are beautified and changed to include a pleasant pedestrian environment, this will have positive effects on the feelings of safety and security for pedestrians, bicyclists, and motorists.
GOAL 6.0: Provide roadway corridors that are aesthetically pleasing and contribute to a feeling of safety, security, and comfort for motorists, bicyclists, and pedestrians.
Policy 6.1: Supply adequate, clear, and correctly placed signage to direct both motorists and non-motorists toward destinations and away from hazards.
Policy 6.2: Provide clear indicators in the right-of-way for where pedestrians and bicyclists are encouraged to walk, bike, or cross safely. These may include special paving, line stripes, and crosswalks.
Policy 6.3: Provide lighting, landscaping, street trees, and other appropriately scaled streetscape features that accommodate all users on commercial corridors.
Where appropriate, lighting should be scaled for autos as well as pedestrians.
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CIRCULATION & MOBILITY PLAN
The objective of the Circulation & Mobility Plan is to document existing transportation facilities in the planning area used for the movement of people and goods. The Element addresses the desired future condition of these facilities, and their relationship to future land uses identified in the Land Use Element. The Plan describes the circulation system, including the arterial network and intersections, the public transit system, bicycle paths, recreation facilities, parking, and railroad operations. The City’s circulation network includes an extensive system of roadways, bus transit service, commuter rail, and freight rail.
Local Circulation System
A well-designed local arterial roadway system that connects to a well-developed regional circulation system provides safe and convenient access to employment, housing, recreation, and commercial areas in Orange. City arterial roadways located on the western side of SR-55 generally follow north-south and east-west orientations. On the eastern side of the freeway, arterials are characterized by curvilinear streets due to undulating geographical surroundings. Key north-south arterials include Tustin Street, Glassell Street, Main Street, and The City Drive. Key east-west arterials include Chapman Avenue, Katella Avenue, Taft Avenue, and parts of La Veta Avenue. These arterial roadways are in turn supported by a network of collector and local streets that provide access to homes and businesses throughout the City.
Roadway Classification System
The City’s roadway network is distinguished by a hierarchical classification system that differentiates roads by size, function, and approximate daily capacity based upon Level of Service D (LOS D). LOS is a qualitative measure that characterizes traffic congestion on a scale of A to F with LOS A representing a free-flow condition and LOS F representing extreme congestion. LOS standards can apply to either intersections or links (a section of street between two intersections). Generally speaking, LOS represents the ability of a roadway or an intersection to accommodate traffic.
In the City, intersections are used as actual control points. City roadways consist of both divided and undivided roadways. Divided roadways generally contain a physical barrier or buffer, such as a raised median or a continuous two-way left turn lane, between each direction of travel. Divided roadways remove vehicles making a left turn from the travel lanes so as not to impede through traffic and constrict roadway capacity. Undivided roadways do not contain a buffer between each direction of travel, and therefore left-turning traffic can impede through traffic. Undivided roadways may provide turn movement pockets at intersections. The six eight categories of roadways in Orange are summarized in Table CM-1.
Proposed cross-sections for each type of roadway are shown in Figure CM-1.
The City’s policy is to use a link capacity standard of LOS D. The following paragraphs represent link capacities of each roadway type at LOS D.
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Smart Streets are typically four- to eight-lane roadways with enhanced capacity and smoother traffic flow than standard arterial streets. These streets have enhanced features such as traffic signal synchronization, bus bays, intersection improvements, and the addition of travel lanes by removing on-street parking and consolidating driveways. The traffic carrying capacities of Smart Streets can range from 60,000 to 79,000 vehicles per day, depending on the number of lanes, degree of access control, peak period loading, and the configurations of major intersections.
Principal Arterials are typically eight-lane divided roadways with medians or continuous twoway left turn lanes. They can accommodate up to 67,500 vehicles on an average weekday at LOS D conditions, depending on the degree of access control, peak period traffic loadings, and lane configurations at major intersections. Principal arterials prohibit on-street, curbside parking, and connect directly to freeways.
Major Arterials are six-lane divided roadways with medians or continuous two-way left turn lanes. They can accommodate up to 50,700 vehicles on an average weekday at LOS D conditions, depending on the degree of access control, peak period traffic loadings, and lane configurations at major intersections. Major arterials facilitate traffic circulation within Orange, and may prohibit on-street, curbside parking.
Asymmetric Major Arterial are five-lane asymmetrical divided roadways with medians or continuous two-way left turn lanes. They can accommodate up to 42,250 vehicles on an average weekday at LOS D conditions, depending on the degree of access control, peak period traffic loadings, and lane configurations at major intersections. Asymmetric major arterials facilitate traffic circulation within Orange, and may prohibit on-street, curbside parking. Occasionally, based on projected volumes, it is necessary to have a cross section with more lanes in one direction than the other (asymmetric lanes) along some Major arterials. The most typical application would be for arterial segments where adjacent area land uses result in higher demand in one of the peak periods. Where such demand creates Table CM-1
Roadway Classifications
Classification Facility Type Characteristics
Smart Street Smart Street 4-8 lane divided, with possible signal coordination, intersection capacity improvements and/or grade separations
Principal Arterial 8 Lane Divided Primarily serves through traffic with limited local access Major Arterial 6 Lane Divided Serves mostly through traffic with some local access allowed Asymmetric Major
Arterial
5 Lane Divided Serves mostly through traffic with some local access allowed Primary Arterial 4 Lane Divided Serves through and local traffic Secondary Arterial 4 Lane Undivided Serves through and local traffic Two-Lane
Secondary Arterial
2 Lane Divided Serves through and local traffic
Collector Street 2 Lane Serves mostly local traffic
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the need for an added lane to accommodate the peak surge of traffic, the addition of through lane(s) in one (asymmetric), rather than both directions of travel, is considered.
Primary Arterials are four-lane divided roadways with medians or continuous two-way left turn lanes. They can accommodate up to 33,750 vehicles on an average weekday at LOS D conditions, depending on the degree of access control and peak period loadings. Primary Arterials provide for easy circulation in the City, and allow for limited on-street, curbside parking.
Secondary Arterials are four-lane undivided roadways without medians. They can accommodate up to 21,600 vehicles on an average weekday at LOS D conditions, depending on the degree of access control and peak period loadings. Secondary arterials allow for onstreet, curbside parking.
Two-Lane Secondary Arterials are two-lane divided roadways with medians or continuous two-way left turn lanes. They can accommodate up to 17,000 vehicles per average weekday at LOS D conditions, depending on the degree of access control and peak period loadings.
Two-lane secondary arterials can allow for on-street, curbside parking.
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Figure CM-1
Roadway Cross Sections
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Collector Streets are typically two-lane roadways without medians that gather and distribute traffic to higher-capacity arterials. They can accommodate up to 10,800 vehicles per average weekday at LOS D conditions, depending on the degree of access control and peak period traffic loadings. Centerline striping is typically not provided on collector streets, and on-street parking is allowed. There are several types of two-lane streets in the City, including divided, undivided, residential, and collector streets. Each type serves a slightly different purpose and may have different capacity thresholds based on various factors.
Performance Criteria
Evaluating the ability of the circulation system to serve residents and businesses in Orange requires establishing performance criteria. Performance criteria have a policy component that establishes a desired LOS, and a technical component that specifies how traffic forecast data can be used to measure criteria achievement.
The LOS definition for intersections is based on a volume-to-capacity (V/C) ratio and provides a more quantitative description of traffic conditions. Table CM-2 presents LOS based on traffic volumes and the design capacity of intersections.
Table CM-2
Level of Service Definitions for Intersections
Level of
Service
Volume-to-Capacity
Ratio Description
A 0.00-0.60 Free Flow/Insignificant Delays: No approach phase is fully utilized by traffic and no vehicle waits longer than one red indication.
B 0.61-0.70 Stable Operation/Minimal Delays: An occasional approach phase is fully utilized. Many drivers feel somewhat restricted within platoons of vehicles.
C 0.71-0.80 Stable Operation/Acceptable Delays: Major approach phases fully utilized.
Most drivers feel somewhat restricted.
D 0.81-0.90 Approaching Unstable/Tolerable Delays: Drivers may have to wait through more than one red signal indication. Queues may develop but dissipate rapidly, without excessive delays.
E 0.91-1.00 Unstable Operation/Significant Delays: Volumes at or near capacity. Vehicles may wait through several signal cycles. Long queues form upstream from intersection.
F N/A Forced Flow/Excessive Delays: Represents jammed conditions. Intersection operates below capacity with low volumes. Queues may block upstream intersections.
Source: Highway Capacity Manual, Transportation Research Board, Special Report No. 209, Washington DC, 2000.
Although roadway capacity is generally a function of peak hour intersection performance and the corresponding peak hour volumes, daily arterial segment capacities (link capacities) also provide a measure of the overall LOS of the arterial system. Generally, traffic impact mitigation focuses on peak hour intersection performance, since system performance is typically a function of intersection performance. The City’s policy is to use a link capacity standard of LOS D. Table CM-3 presents arterial daily capacities at LOS D and LOS E.
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Table CM-3
Arterial Daily Capacity Threshold Assumptions
Street Type
Daily Capacity
LOS D LOS E
Smart Street – 6- to 8-lane divided 71,100 79,000
Principal – 8-lane divided 67,500 75,000
Major – 6-lane divided 50,700 56,300
Asymmetric Major – 5-lane divided 42,250 47,000
Primary – 4-lane divided 33,750 37,500
Secondary – 4- lane undivided 21,600 24,000
Two-Lane Secondary – 2-lane divided 17,000 18,750
Collector – 2-lane undivided 10,800 12,000
Source: City of Orange General Plan Update Traffic Report, 2008.
Various LOS policy standards have been established to evaluate observed traffic conditions, future development plans, and circulation system modifications. At the local level, the City of Orange has established LOS D as the lowest acceptable level of service for both roadway segments and peak-hour signalized intersection movements. At the regional planning level, Orange County’s Congestion Management Plan (CMP) specifies LOS E as the operating standard for roadways and intersections on the CMP highway system. The CMP Highway System consists of the Orange County smart street network plus the state highway system.
Thus, the SR-55 northbound and southbound ramps at Katella Avenue are CMP intersections within the City’s jurisdiction. The City does not have an adopted LOS standard for unsignalized intersections. Performance of unsignalized intersections is evaluated on a caseby-case basis.
In addition to the LOS standards for roadways and intersections, the California Environmental Quality Act (CEQA) Guidelines (Section 15064.3), require “vehicle miles traveled” (VMT), to measure transportation impacts on the community. VMT refers to the amount and distance of automobile travel attributable to a project.
For purposes of compliance with CEQA, a significant impact would occur if the baseline and/or cumulative project-generated VMT per service population (population plus employment) exceeds the anticipated City of Orange General Plan Buildout VMT per service population. One vehicle traveling one mile would generate one VMT. Additionally, the project’s effect on VMT would be considered significant if it resulted in the baseline and/or cumulative link-level boundary citywide VMT per service population increases under the plus project condition compared to the no project condition. Link-level boundary VMT is calculated by summing all weekday VMT on a roadway network within the City boundary and includes all trips including trips that pass through the City’s roadway network but do not start and end with in City.
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These thresholds are designed to reduce the number of miles traveled by automobiles, and are implemented within the City of Orange Traffic Impact Analysis Guidelines.
In order to maximize the efficiency of its circulation system, the City will look at where physical improvements to the circulation infrastructure can be made to expand capacity and increase traffic flow. To maximize efficiency of the road system, the City will support traffic signal coordination and spacing, and
will also discourage on-street parking
along arterials. In addition, the City will
explore ways to reduce the demand
for vehicular transportation,
specifically through the provision and
maintenance of bike lanes, bikeways,
and trails, and will also encourage
additional regional transit services and
support facilities. The City’s
Transportation Demand Management
(TDM) ordinance (Chapter 10.83 of the
Municipal Code) further specifies a
variety of techniques available to
employers with 100 or more
employees to advance the goals of efficiently utilizing the existing and planned transportation system and reducing vehicle emissions.
City Master Plan of Streets and Highways
Land Use Element policy will allow land use changes and intensification to occur in specific focus areas within the City. The City’s Master Plan of Streets and Highways displayed in Figure CM-2 has been developed in close coordination with land use policy to ensure that traffic generated by new development will not compromise the City’s goal to ensure that intersections and roadway segments operate efficiently. The map identifies components of the City’s roadway circulation system. The map also indicates where augmented roads are needed, and pinpoints locations for enhanced intersections, including the future Meats Avenue interchange at SR-55. Although most of Orange is already built out, most remaining developable land is located in the eastern part of the City. New development in east Orange will require construction of new roads to provide circulation and traffic flow to residents and businesses. Land Use Element policies enabling reuse and redevelopment within established portions of the City, particularly within the focus areas, may also necessitate roadway widening and intersection enhancements. The City will continue to collect funds for necessary circulation system capital improvements through a program that sets up a fee structure for all new development and redevelopment projects. This program will require developers to pay their fair share for transportation system improvements required by new projects. The City will use the annual seven-year Capital Improvement Program (CIP) process to prioritize, fund, and complete improvements required to achieve build-out of the proposed roadway system identified in Figure CM-2.
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Roadway Widening
Roadway widening in specific locations will be necessary to obtain new travel lanes.
Additional travel lanes may be acquired either by obtaining additional rights-of-way as necessary or by constructing new lanes within existing rights-of-way. Parking restrictions may be applied to allow additional lanes to be provided within existing rights-of-way.
Old Towne Street Network
The Old Towne street network is a clear example of Orange’s grid street pattern. Parallel roadways have been established in both the north-south and east-west direction to distribute traffic evenly. The Plaza area at Glassell Street and Chapman Avenue is a unique feature that creates discontinuous traffic flows along these two primary roadways. However, no plans have been made to modify the National Register-listed Historic Plaza to increase its traffic carrying capacity.
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(Redlined) Figure CM-2 City Master Plan of Streets and Highways GPA 2014-0001 (12/8/15)
GPA 2010-0001 (8/10/10)
GPA 2026-0001 (XX/XX/26)
GPA 2014-0001 (12/8/15)
GPA 2010-0001 (8/10/10)
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(This Page Left Intentionally Blank)
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In light of these conditions, parallel roadways such as Almond Avenue, Palmyra Avenue, Lemon Street, Olive Street, Shaffer Street, Grand Street, Palm Avenue, and Maple Avenue will continue to serve as local collectors around The Plaza.
Metropolitan Drive Extension
Extending Metropolitan Drive behind the University of California, Irvine (UCI) Medical Center will help facilitate the movement of north-south traffic near The Outlets at Orange shopping area, improve access to Interstate 5 (I-5), and relieve congestion on The City Drive.
Metropolitan Drive will be extended from The City Drive/State College Boulevard to the Metropolitan Drive/Rampart Street connection.
Critical Intersection Program
Intersections serve as traffic control points for the circulation system, regulating the flow of vehicles along City streets and sometimes limiting the capacity of the system. In the long term, system capacity and efficiency can both be increased if intersections are designed to handle future anticipated traffic volumes. Typically, the design of the roadways forming an intersection dictates the intersection configuration. Department of Public Works standards indicate that a left-turn pocket may or may not be provided, depending on traffic volumes through the intersection. However, one pocket may not be adequate to handle vehicles during peak hours. Traffic may back up into a through travel lane, resulting in congestion at the intersection and at other locations along the roadway.
One way of providing additional intersection capacity at critical locations is through the use of special intersection configurations known as “critical intersections.” Critical intersections deviate from typical City design standards by increasing the number of lanes at an intersection beyond what typically would be required. By increasing capacity at the intersection, the circulation link increases overall system capacity.
The Master Plan of Streets and Highways (Figure CM-2) identifies the locations of critical intersections within Orange. A list of these intersections and diagrams depicting their geometries are on file in the Public Works Department.
Regional Roadway System
The City’s local circulation network is connected to an efficient regional circulation system.
Figure CM-2 shows the freeways that traverse the Orange planning area. The Santa Ana Freeway (I-5) provides interstate and regional access to the City. In addition, SR-57, SR-55, and SR-22 all provide connections to the City from northern Orange County and neighboring Los Angeles County, San Diego County, Riverside County, and San Bernardino County. SR-91 and SR-241 provide additional, more limited freeway access. SR-241 is a toll facility controlled by the Transportation Corridor Agency (TCA).
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I-5 is a northwest-southeast freeway that passes through the southwest corner of the City, and provides direct access to Los Angeles County to the north and San Diego County to the south. I-5 has two interchanges within Orange—one located at its junction with SR-57 and SR-22 (commonly known as the Orange Crush) and the other at State College Boulevard/The City Drive. The junction at the Orange Crush currently has the most severe congestion, which directly affects the roadway system in the City. With projected future growth in Orange and in the region, traffic flow at this junction is expected to worsen. The City will continue to work with and support the efforts of local and regional agencies to mitigate the increased traffic congestion in this area.
SR-91 is an east-west freeway that provides access to key arterial facilities in Orange, including interchanges at Tustin Street and Glassell Street. SR-91 also provides regional access through interchanges with SR-55 and SR-57 and SR-241.
SR-22 is an east-west freeway that crosses through the southern portion of the City. Five SR22 interchanges are located in the City, at Tustin Street, Glassell Street, Main Street/La Veta Avenue, Bristol Street, and The City Drive.
SR-55 is a north-south freeway that passes through the center of Orange, and provides access to the coastal communities of Orange County. SR-55 has four interchanges in Orange, located at Lincoln Avenue, Katella Avenue, Chapman Avenue, and SR-22. An additional future interchange at Meats Avenue is contemplated within this General Plan.
SR-57 is a north-south freeway that originates at the junction of I-5 and SR-22 and extends to San Dimas in Los Angeles County. It provides access for the eastern parts of Los Angeles County, and central and northern parts of Orange County. SR-57 has three interchanges in Orange, at Chapman Avenue, Orangewood Avenue, and the junctions of I-5 and SR-22.
The Eastern Transportation Corridor (SR-241) is a north-south toll facility located in the eastern portion of the planning area. This facility provides direct access to east Orange. SR241 has three toll lanes in each direction and provides regional access through an interchange at Santiago Canyon Road.
Consistency with County Master Plan of Arterial Highways Maintaining consistency with the County’s Master Plan of Arterial Highways (MPAH) is required in order to ensure that the City’s circulation system develops in a manner that promotes regional mobility. At a practical level, consistency is also required in order for the City to receive transportation funding under Measure M, also known as OC Go. Orange’s Master Plan of Streets and Highways (Figure CM-2) is generally consistent with the MPAH.
While the City’s Master Plan of Streets and Highways has been consistent with the County MPAH to maintain funding eligibility, both the City of Orange and OCTA have the goal of a realistic and implementable MPAH. A desire of the City is to work with OCTA to downgrade La Veta Avenue between Glassell Street and Cambridge Street from a Secondary Arterial to a Attachment 4
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Collector Street to reflect physical constraints related to historic buildings and features in the Old Towne National Register Historic District.
To initiate the MPAH amendment process, a local agency must submit a written request to OCTA describing the amendment requested and provide documentation to support the basis for the request. A copy of the request must be submitted concurrently to the City Managers of adjoining cities. For the facilities under consideration, this would require a letter to be forwarded to the City of Santa Ana.
Once the initial request is forwarded to OCTA, a conference between the City of Orange, OCTA, and potential affected jurisdictions is held to determine whether mutual agreement exists for the MPAH amendment. If mutual agreement exists, then Orange is expected to proceed with adopting this revision to the Circulation & Mobility Element. Upon adoption, the City of Orange would submit the Circulation & Mobility Element to OCTA and request OCTA Board approval of the Orange County MPAH amendment.
Public Transportation
Effective regional transportation strategies are required to successfully implement City and County plans for accommodating future growth. Such strategies must link the City of Orange with other regional employment and commercial centers, as well as airports and other transportation hubs, and should fully integrate alternatives to the automobile. Alternative modes of transportation, including public transportation, bicycling, and walking, are important components of a comprehensive circulation system. These modes of transportation also help reduce air pollution and road congestion.
Public transportation plays a key role in future land use development and mobility. As the roadway system reaches capacity, alternative modes of transportation provide additional capacity as well as an enhanced degree of mobility for residents, workers, and visitors.
Existing services are expected to continue while enhancements, many of them currently in the planning stages, will increase the viability of alternative modes of travel. The integration into the circulation system of alternative modes of transportation, such as bus, rail, bicycle, and pedestrian, is essential to maximizing mobility opportunities for residents, workers, and visitors.
Bus Service
OCTA provides public bus service for the City of Orange. In addition, the Riverside Transit Agency (RTA) provides long-distance service between The Village at Orange and the Downtown Terminal in Riverside. Table CM-4 identifies local bus routes that connect various activity centers in Orange to each other and to the region.
Table CM-5 shows the different community, station link, and inter- or intra-County routes that serve Orange. Community routes are express bus routes that provide faster connections to activity centers within and outside Orange County. Station link shuttles provide services between the Orange Transportation Center (OTC) and Orange. Both community and station link routes operate only at peak commuter times.
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In addition to the fixed-route service, OCTA also offers several types of specialized community transportation services, such as standard service (curb-to-curb service), door-todoor service, subscription service, and same-day taxi service. Some of these services cater to senior citizens and people with disabilities residing in the City.
OCTA has forecast bus ridership to increase by approximately 75 percent by 2030. Some of this ridership increase will be the result of enhanced services, including express bus routes and introduction of bus rapid transit service. Much of the increase will be driven by increased arterial and freeway congestion levels in conjunction with improved local bus service.
Convenient, accessible, frequent, and easy-to-use public transit is a cornerstone element of the proposed land use plan. Planned mixed-use residential and commercial areas and intensified commercial and professional office corridors must be coupled with increases in transit service. Orange’s land use plan features mixed-use districts that strategically concentrate population density near alternative transit facilities, such as the OTC in Old Towne, transit hubs at The Outlets at Orange and South Main Street, and the Anaheim Regional Transportation Intermodal Center (ARTIC) station in Anaheim near the City’s western boundary at Katella Avenue.
Table CM-4
Local Bus Routes
Route # Route Type Route Service Service Corridors Key Orange Activity Centers Served 24 Local Fullerton–Orange Malvern Ave. / The Village at Orange Chapman Ave. / Lincoln Park and Ride
Tustin St..
42 Local Orange–Seal Beach Lincoln Ave. / The Village at Orange Los Alamitos Blvd. / Lincoln Park and Ride
Seal Beach Blvd.
46 Local Los Alamitos–Orange Ball Rd. / The Village at Orange Taft Ave. Lincoln Park and Ride
47 Local Brea–Newport Beach Brea Blvd. / Theo Lacy Jail Anaheim Blvd. / Orangewood Children's Home
Fairview St. UCI Medical Center
The Block at Orange
50 Local Long Beach–Orange Katella Ave. The Village at Orange Lincoln Park and Ride
53 Local Brea–Irvine Main St. Batavia Industrial Parks
Children's Hospital – CHOC
St. Joseph's Hospital
OCTA Offices
54 Local Garden Grove–Orange Chapman Ave. Orange Civic Center Orange Transportation Center
The Plaza
UCI Medical Center
The Block at Orange
Rancho Santiago Community College
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Table CM-4
Local Bus Routes
Route # Route Type Route Service Service Corridors Key Orange Activity Centers Served 56 Local Garden Grove–Orange Garden Grove Blvd. Orange Transportation Center OCTA Offices
Children's Hospital–CHOC
St. Joseph's Hospital
57 Local Brea–Newport Beach State College Blvd. / The Block at Orange Bristol St. UCI Medical Center
Theo Lacy Jail
Orangewood Children's Home
59 Local Brea–Irvine Kraemer Blvd. / Orange Transportation Center Glassell St. / Chapman University
Grand Ave. / Orange Plaza
Von Karman Ave.
71 Local Yorba Linda–Balboa Tustin St. / The Village at Orange Red Hill Ave. / Lincoln Park and Ride
Newport Blvd.
Source: Orange County Transportation Authority, 2006
Table CM-5
Community, Station Link, Intra- and Inter-County Bus Routes Route # Route
Type Route Service Service Corridors Key Orange Activity Centers Served 131 Community Yorba Linda–Orange Lakeview Ave./ The Village at Orange Riverdale Ave. / Lincoln Park and Ride
Tustin St.
147 Community Brea–Santa Ana Raiit St. / UCI Medical Center Greenville St. / The Block at Orange
Fairview St. OCTA Offices
St. Joseph's Hospital
Children's Hospital – CHOC
167 Community Anaheim–Irvine Santiago Blvd. / The Village at Orange Hewes St. / Lincoln Park and Ride
Bryan Ave.
453 Station Link Orange Transportation
Center Chapman Ave. / Orange Transportation Center
–St. Joseph's Hospital Main St. / Children's Hospital–CHOC La Veta Ave. St. Joseph's Hospital
OCTA Offices
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Table CM-5
Community, Station Link, Intra- and Inter-County Bus Routes Route # Route
Type Route Service Service Corridors Key Orange Activity Centers Served
213 Intra County Brea–Irvine Express SR-55 Lincoln Park and Ride The Village at Orange
757 Inter County Diamond Bar SR-57 UCI Medical Center
–Santa Ana Express The Block at Orange
RTA 149 Inter County Riverside–Orange SR-91 The Village at Orange (Operated by RTA) Downtown Riverside
Source: Orange County Transportation Authority and Riverside Transit Agency, 2006.
The City recognizes that ridership of both the bus and rail transit systems will increase, and has designed a land use plan that both enables and accommodates increased transit use. A large part of the City’s role in accommodating additional transit use includes providing convenient and attractive transit amenities and streetscape features that improve user comfort and perception of safety, thus encouraging transit use. Transit-oriented Development (TOD) design features will be encouraged in major commercial and employment areas within the City, such as the Town and Country Road corridor, South Main Street, Katella Avenue, Uptown Orange, and Old Towne. Such TOD features may consist of streetscape measures such as bus turn-outs, benches, trash receptacles, shelters from wind and rain, and lighting. TOD features may also be more fundamental to the permitted uses and design within projects, such as incorporating child care centers, convenience stores, or personal services within the retail component of mixed-use projects, or near professional office concentrations. These and other measures help to make the transit system more accessible to a wide range of people.
The City will continue to work with OCTA to pursue expanded community circulators, such as the current Station Link service, that will connect people to rail transit, employment centers, residential areas, and commercial corridors. Additional options, such as jitney services that function as group taxis, will also be explored.
The City will also continue to support OCTA initiatives and services that promote the mobility of Orange’s senior, disabled, and youth populations. To accommodate the needs of these groups, the City will continue to work with OCTA to offer para-transit services, and will seek ways to improve mobility for Orange youth through transit.
The City of Orange will continue to cooperate with OCTA and other regional providers to establish new bus routes and stops, and to provide transit amenities. New subdivision plans will be reviewed by OCTA to assess impacts on bus services, and to examine the need to provide bus stops or bays. Orange will also work with OCTA to maintain and, if needed, expand successful transfer stations in Old Towne, the Village at Orange, and The Outlets at Orange.
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Rail Transit
Many current passenger and commuter fixed-rail transit options in the City will be expanded in the future, offering significant alternatives to automobile transit for many individuals who commute to or from the City for housing or employment. Rail transit now has a proven track record in Orange, and Metrolink seeks to expand rail services in support of land use transformations near current and future rail stations.
Metrolink
Metrolink operates seven commuter rail lines in Southern California, two of which pass through Orange. The Orange County Line offers direct connections to Union Station in Los Angeles to the north and to Oceanside to the south. The Inland Empire–Orange County Line provides direct connections to Riverside/San Bernardino to the east and San Juan Capistrano to the south. Roughly 30 Metrolink trains pass through the City on a daily basis. The Metrolink station in Orange is located three blocks from The Plaza at the OTC, close to a variety of stores and civic uses in Old Towne.
A much-anticipated rail service improvement is intra-county rail service along the County’s core transit corridor. This service, which will be provided by Metrolink on behalf of OCTA, is an attempt to provide intra-county trips with a high degree of reliability. This 30-minute service is planned to operate between the Irvine Transportation Center (and possibly Laguna Niguel) and the Fullerton Transportation Center throughout the day to supplement Metrolink’s peak period commuter service.
The City recognizes that plans to increase daily service on the current Metrolink lines, improvements to the OTC, and future expansion of Metrolink services to new destinations would be beneficial to Orange by providing multi-modal transportation options for people living and working in the community, thus reducing auto dependence for business and leisure purposes.
Anaheim Regional Transportation Intermodal Center
The Platinum Triangle, which borders Angel
Stadium in the City of Anaheim, proposes a
variety of high-density multiple-family high-rise
housing, office space, and commercial uses.
ARTIC is located adjacent to the proposed
development, between Angel Stadium and the
Honda Center. ARTIC is a major regional
transportation center similar in scale to Union
Station in Los Angeles and Ontario
International Airport in Ontario. The
intermodal center is be a stopping point for
Amtrak, Metrolink, buses, and future highspeed rail systems that connect to Ontario Attachment 4
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Airport, Las Vegas, and the Bay Area.
The City of Orange will coordinate with the City of Anaheim, OCTA, and others to ensure that the City is able to take full advantage of the regional mobility benefits offered by ARTIC.
Potential benefits offered to the City by ARTIC include:
a dynamic mixed-use commercial and residential center at the westernmost end of Katella Avenue; and
bicycle and pedestrian connections to the Santa Ana River.
California High Speed Rail Corridor
The California High-Speed Rail Authority was established as a state agency in 1996 to direct the planning, design, construction, and operation of a future high-speed train system extending from Sacramento, San Francisco, and Oakland in the north to Los Angeles and San Diego in the south. This high-speed train is proposed to stop at ARTIC. OCTA estimates that by 2025, the California High Speed Rail Corridor will serve between 150,000 and 230,000 passengers each week.
Sidewalks, Trails and Bikeways
Walking and biking contribute to a healthy community, and play increasingly significant roles as alternatives to the automobile. The City recognizes this by providing and maintaining sidewalks, trails, and bikeways to support pedestrians and cyclists.
Pedestrian Facilities
In addition to providing basic transportation routes, sidewalks and pathways offer the opportunity to create appealing public spaces that reflect community pride and invite people to walk. Proposed mixed-use areas and reinvigorated commercial areas throughout the City will provide new and reinvented spaces for people to walk and shop. Walkability and access are essential components of a circulation system that easily and specifically accommodates pedestrians. Features that contribute to walkability include wide sidewalks, safe street crossings, design elements that encourage cautious driving, and a pleasant and safe walking environment. Sidewalks, walkways, well-designed pedestrian crossings, pathways, and pedestrian short-cuts allow people to get from one destination point to another with ease.
Dedicated pedestrian paths can provide access between residential and activity areas, especially if streets do not connect. Access strategies for school children, seniors, and people with disabilities should also be incorporated into street and sidewalk plans. The City supports proactive integration of pedestrian improvements and amenities within the circulation system to improve walkability.
The City will create and implement a pedestrian-oriented streetscape master plan addressing key commercial corridors, including Tustin Street, Chapman Avenue, Main Street, Lincoln Avenue, and Katella Avenue. The master plan will address all functional aspects of the pedestrian environment. It will identify pedestrian links that need improvement and Attachment 4
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strengthening, determine new pedestrian links to underserved areas, ensure adequate sidewalk widths to accommodate lighting and street trees, develop sidewalks in the industrial area that create links between bus stops, encourage safe routes to schools and recreation facilities, and minimize barriers to pedestrian and bicycle access.
Recreational Trails and Bikeways
A comprehensive network of recreational trails and bikeways greatly benefits Orange residents and visitors by providing popular modes of transportation for recreation. In addition to recreation activities, the City also supports walking and bicycling as viable commute alternatives to the automobile. The City’s plan for recreational trails and bikeways is shown in Figure CM-3.
The plan includes trails maintained by the County and private homeowners associations, and is consistent with the OCTA Commuter Bikeways Strategic Plan. It is also consistent with the County’s major riding and hiking trails and off-road paved bikeways. As described in the Vision for the Future, the plan will enable the City to connect parks to activity centers and residential areas using a combination of recreational trails and bikeways that truly allows people to travel from place to place within the City without needing an automobile.
Recreational Trails
As shown in Figure CM-3, over 70 miles of existing recreational trails are located within the City, connecting a large number of neighborhoods and community parks. In addition, 104 miles of proposed future trails are planned throughout Orange on land currently utilized for a variety of purposes, including flood control, railroad rights-of-way, and roadways.
The City will use the annual five-year Capital Improvement Program (CIP) process to prioritize, fund, and build proposed trail segments identified in Figure CM-3. These trails have been and will continue to be constructed and administered through cooperative efforts of the City, County, developers, and private homeowner associations.
Desired cross-sections for recreational trails are identified in Figure CM-4. The City may require construction of portions of proposed trails identified in Figure CM-3 as a condition of development approval for projects located adjacent to the proposed trail alignments.
Funding for recreational trails and associated restoration projects comes from a variety of federal, state, and regional sources. Priority for funding of trail improvements will be given to projects that complete loops within the system, provide missing links for regional and local trail systems, or serve as destination links to schools, parks, retail businesses, or regional trails.
Priorities for the recreational trail system include:
trail connections to the Santiago Oaks Regional Park extension west of Cannon Street, consisting of a connection between Calle Grande and Cannon Street, and the Jamestown trail from the Orange Park Acres equestrian arena to Cannon Street; Attachment 4
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trail connection from Serrano Avenue near Fred Barrera Park to Santiago Oaks Regional Park;
Mabury Ranch Trail connection from the proposed Cerro Villa Park to the Santiago Oaks Regional Park;
Serrano Avenue connection near Cannon Street; and
Additional trail connection into Santiago Oaks Regional Park from Orange Park Acres.
To increase the number of people using non-vehicular means of transportation, the City will encourage putting in place a safe network of crosswalks, grade separations, and walkways to ensure the safety of pedestrians, bicyclists, and equestrians. Where appropriate, traffic calming devices and methods such as median landscaping and provision of bike or transit lanes should be used to slow traffic, improve roadway capacity, and address potential safety issues. The City will continue to work towards improving the overall condition, appearance, and safety of both medians and sidewalks in Orange.
Bikeways
Orange’s relatively mild climate
permits bicycle riding year-round, and
the growing popularity of bicycling has
drawn enthusiasts onto the streets
and bike trails throughout the City. The
plan for recreational trails and
bikeways (Figure CM-3) shows the
planned system of bikeways within the
City. The Orange Bikeway Master Plan
has established three classes of bicycle
routes that adhere to California
Department of Transportation
(Caltrans) standards:
Class I Off-road bike paths are located on vacated rail lines, water corridors, or areas otherwise separated from streets.
Class II On-road bike lanes are located along arterial roadways that are delineated by painted stripes and other features.
Class III On-road bike routes share use with motor vehicle traffic. They provide a route that is signed but not striped.
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CM-297
Figure CM-3 Plan for Recreational Trails and Bikeways
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CM-3028
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Figure CM-4
Trail Standards
Cross-sections for each type of route are shown in Figure CM-5.
As shown in Figure CM-3, several future bike routes are planned within Orange, including the following high-priority projects:
Completing Class I bike routes along Santiago Creek and the Tustin Branch Trail Establishing Class II bike lanes, including:
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Figure CM-5
Bikeway Standards
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o An east/west corridor on Walnut Avenue from the western City limits to Santiago Boulevard
o North/south corridors on Main Street from Taft Street to Palm Street, on Batavia Street from Chapman Avenue to La Veta Avenue, and on Parker Street from La Veta Avenue to the City limits
Establishing Class III routes along Almond Avenue, Feldner Street, and Bedford Street The City has completed a paved bike trail along Santiago Creek from Tustin Street to the western City limit that continues on to Main Place Mall and the Discovery Science Center as well as two additional segments to the bike trail, which extends the Santiago Creek Trail from Tustin Street to Grijalva Park, and also connect Grijalva Park at Santiago Creek to Collins Avenue along the City-owned portion of the Tustin Branch Trail right-of-way between Walnut and Collins Avenues. The Santiago Creek trail is planned to extend through and beyond the City, connecting the regional Santa Ana River Trail to Santiago Oaks Regional Park and wilderness areas east of Orange. The City will continue to work towards designing a comprehensive bike trail system that is highly accessible and safe for those who wish to use it.
The City has proposed Class II and III routes along many north-south and east-west arterials, all of which connect to pedestrian trails and Class I routes. The City responds to the need to provide safe and efficient bike travel by making every effort to provide bikeways separate from the roadway. When bicyclists must share the road with automobiles, the City will work to improve overall safety.
Currently, two bicycle parking facilities are located in Orange, at the OTC (Metrolink station) and the Old Towne West Metrolink Parking Structure. The City will work to provide greater bike amenities including delineated bike lanes and clear signage along bike trails. The City will also install bicycle racks and safe storage facilities at parking areas for City facilities, as appropriate, and will require privately developed projects to incorporate on-site bicycle facilities in accordance with the City’s Zoning Code (Title 17 of the Orange Municipal Code).
Parking Facilities
Although parking is often considered a separate issue from vehicle circulation, it is important to address on-street parking because it
has a direct effect on roadway capacity.
In order to facilitate improved traffic
flow along Orange’s major arterials, the
City generally plans to permit on-street
parking only on streets classified as
Primary or Secondary Arterials or
Collector Streets.
Off-street parking deficiencies can
reduce business activity, and can cause
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vehicles to re-circulate on public streets, which increases traffic volumes and congestion by reducing capacity for through traffic. The City’s Zoning Code includes parking requirements to ensure that an adequate number of spaces are provided on-site for most uses. The Code also establishes minimum stall dimensions consistent with current standards for other jurisdictions. These regulations apply to all new developments, and may be applied to current uses that are modified or expanded.
Particular concern has been expressed within the community regarding current and expected future parking shortages in Old Towne. Figure CM-6 identifies the location of existing public parking lots in Old Towne. Most Old Towne parking lots have a maximum time limit of three hours, with or without a permit. However, some parking lots, such as the OTC parking located off Chapman Avenue, have no time limit.
Orange will continue to provide sufficient parking to meet community demands. In Old Towne, the City will study the benefits of creating a parking district and the feasibility of developing underutilized parking lots surrounding The Plaza as public parking facilities. The City may encourage the use of shared parking, consolidated parking facilities, and underground parking or parking structures to provide additional off-street parking to meet future demands in areas throughout the City with higher concentrations of commercial uses.
Circulation System Aesthetics
The City has determined that it is necessary and desirable to improve certain roadways and their rights-of-way to enhance the experience for all users of these corridors. Major commercial corridors have been designated within the Urban Design Element to be improved with pedestrian-scale enhancements. Enhancements could include street trees, sidewalk improvements, lighting, bus shelters, and crosswalks. These improvements not only offer a more aesthetically-pleasing experience for all users in these corridors, they also may offer increased safety and security.
Streetscape improvements offer safety and security to both motorists and non-motorists through increased visual cues, better visibility, and increased activity. Many streetscape enhancements provide not only a comfortable environment for the pedestrian and bicyclist, but also offer drivers visual cues that a non-motorist could be expected in an area.
Improvements such as striping, bus shelters, and pedestrian-scaled signage guide the nonmotorist towards areas that are most appropriate for their use. These same cues help the motorist to see where the presence of pedestrians and bicyclists is most likely to occur. For example, a well-marked crosswalk guides the pedestrian towards the location in the right-ofway most appropriate for crossing, while also alerting the motorist to slow down and look out for pedestrian traffic.
Visibility offered by pedestrian-scaled lighting benefits non-motorists and motorists alike.
Pedestrians and bicyclists are better able to see their way, which increases their feelings of security. Improvements that create a sense of security for pedestrians encourage increased use and activity. This increased activity, in turn, leads to a greater feeling of safety. The City has acknowledged the importance of improving the experience of users on many of its major commercial corridors.
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*Note: Possession of City issued parking permit enables holder to exceed specified time limit GPA 2010-0001(8/10/10) Figure CM-6
Public Parking Lots in Old Towne Orange
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CIRCULATION & MOBILITY IMPLEMENTATION
The goals, policies, and plans identified in this Element are implemented through a variety of City plans, ordinances, development requirements, capital improvements, and ongoing collaboration with regional agencies and neighboring jurisdictions. Specific implementation measures for this Element are contained in the General Plan Appendix.
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Transportation Assessment of
Proposed Amendment to the
Master Plan of Arterial Highways
(MPAH) for Villa Park Road
Prepared for:
Orange County Public Works
March 2024
OC23-0971.01
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Table of Contents
Executive Summary....................................................................................................................... 5
1. Introduction............................................................................................................................... 6 Study Area ....................................................................................................................................................................................... 6 Study Intersections .............................................................................................................................................................. 6 Study Segments ................................................................................................................................................................... 6 Analysis Scenarios ........................................................................................................................................................................ 7 Report Outline ............................................................................................................................................................................... 7
2. Analysis Methodology.............................................................................................................. 9 Roadway LOS Methodology .................................................................................................................................................... 9 Intersection LOS Methodology .............................................................................................................................................. 9 Signalized Intersection Queueing Methodology...........................................................................................................10 Peak Hour Traffic Signal Warrants.......................................................................................................................................10 Multi-modal LOS Methodology ...........................................................................................................................................10 Collision Review ..........................................................................................................................................................................11 Data Collection ............................................................................................................................................................................11 Future Year Forecasting Methodology ..............................................................................................................................11
3. Existing (2023) Conditions ..................................................................................................... 13 LOS Analysis .................................................................................................................................................................................13 Queuing Analysis ........................................................................................................................................................................13 Signal Warrants ...........................................................................................................................................................................14 Collision Review ..........................................................................................................................................................................14
4. Future Year (2045) Conditions............................................................................................... 15 LOS Analysis .................................................................................................................................................................................15 Queueing Analysis .....................................................................................................................................................................16 Signal Warrants ...........................................................................................................................................................................16
5. Recommendations .................................................................................................................. 17 Villa Park Road Between Wanda Street and Hewes Street ........................................................................................17 Villa Park Road Between Hewes Street and Cannon Street ......................................................................................20 LOS Results with Recommended Improvements ..........................................................................................................23
6. Vehicle Miles Traveled (VMT) Assessment........................................................................... 27 Attachment 5
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List of Figures
Figure 1: Study Area ........................................................................................................................................................................... 8 Figure 2: Recommended Roadway Cross-section for Villa Park Road Between Wanda Street and Lemon Street ............................................................................................................................................................................. 18 Figure 3: Recommended Roadway Cross-section for Villa Park Road Between Lemon Street and Hewes Street ............................................................................................................................................................................. 19 Figure 4: Recommended Roadway Cross-section for Villa Park Road Between Hewes Street and Cannon Street ............................................................................................................................................................................. 22 List of Tables
Table 1: MPAH Designation ............................................................................................................................................................ 5 Table 2: Intersection LOS Grades ............................................................................................................................................... 10 Table 3: Pending/Approved Developments .......................................................................................................................... 12 Table 4: Future Year Roadway LOS with Improvements ................................................................................................... 23 Table 5: Future Year Intersection LOS with Improvements ............................................................................................. 24 Table 6: Future Year Multi-modal LOS with Improvements ............................................................................................ 24 Table 7: Future Year 95th Percentile Queues with Improvements ................................................................................. 25 Table 8: Cannon Street/Santiago Canyon Road Future Year Intersection LOS Alternative Results, PM Peak Hour ............................................................................................................................................................................... 26 Attachments
Attachment A: Traffic Volume Data ......................................................................................................................... A1 Attachment B: Analysis Results................................................................................................................................. A2 Attachment C: Intersection Level of Service Analysis Worksheets ....................................................................... A3 Attachment D: Intersection Queueing Analysis Worksheets ................................................................................ A4 Attachment E: Traffic Signal Warrants ..................................................................................................................... A5 Attachment F: Collision Data .................................................................................................................................... A6 Attachment G: Intersection Improvements ............................................................................................................. A7 Attachment 5
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5 Executive Summary
Fehr & Peers completed a transportation assessment to evaluate the roadway designation in the Master Plan of Arterial Highways (MPAH) for Villa Park Road. The study covers Villa Park Road from Wanda Street to Cannon Street, spanning the jurisdictions of the City of Orange, City of Villa Park, and Unincorporated Orange County. This assessment consisted of a review of operations (in the form of LOS and queueing), safety, and user comfort (particularly for non-auto modes). This led to us identifying suggested future lane configurations and bike/ped facilities, which in turn, led to a recommendation regarding the most appropriate MPAH designation.
Villa Park Road between Hewes Street and Cannon Street is a four-lane Primary Arterial and is planned to be a six-lane Major Arterial based on the current MPAH designation. The Orange County Transportation Authority (OCTA) MPAH Guideline (August 2017), designates a Major Arterial highway as a six-lane divided (raised or painted) roadway, with a typical right-of-way width of 120 feet. The right-of-way for Villa Park Road between Hewes Street and Cannon Street is 100 feet, which excludes the off-street trail on the north side of the roadway (Table 1). According to our operations and cross-section analysis, a fivelane Primary Arterial (three westbound lanes and two eastbound lanes) will be sufficient to serve future traffic demand and can fit within the available right-of-way.
Table 1: MPAH Designation
Facility Extent Current Designation Proposed Designation Villa Park Road Hewes Street to Cannon Street Major Arterial (Divided 6-lane) Primary Arterial (Divided 5-lane) Villa Park Road Wanda Street to Hewes Street Primary Arterial (Divided 4-lane) Primary Arterial (Divided 4-lane) Note: Proposed designation that differ from the current MPAH designation is highlighted in bold.
Source: Fehr & Peers, 2023.
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6 1. Introduction
Study Area
Through coordination with Orange County Transportation Authority (OCTA), Orange County Public Works, and the cities of Villa Park and Orange, 15 study intersections and 15 study roadway segments were identified for this assessment (Figure 1). This study evaluated parallel roadway segments and intersections along the corridor to better understand traffic operations in the area and to help guide recommendations along Villa Park Road.
Study Intersections
1. Wanda Road and Villa Park Road (Signalized)
2. Kathleen Lane and Villa Park Road (Side-Street Stop Control [SSSC])1
3. Morrow Circle and Villa Park Road (SSSC)
4. Prado Woods Drive and Villa Park Road (SSSC)
5. Kenwick Drive and Villa Park Road (SSSC)
6. Radec Court and Villa Park Road (SSSC)
7. Center Drive and Villa Park Road (Signalized)
8. Park Villa Lane and Villa Park Road (SSSC)
9. Lemon Street and Villa Park Road (Signalized)
10. Hewes Street and Villa Park Road (Signalized)
11. Linda Vista Street and Villa Park Road (SSSC)
12. Cannon Street and Santiago Canyon Road (Signalized)
13. Cannon Street and Taft Avenue (Signalized)
14. Cannon Street and Serrano Avenue (Signalized)
15. Cannon Street and Loma Street (SSSC)
Study Segments
1. Villa Park Road between Wanda Road and Center Drive
2. Villa Park Road between Center Drive and Hewes Street
3. Villa Park Road between Hewes Street and Cannon Street
4. Santiago Canyon Road east of Cannon Street
5. Taft Avenue between Santiago Boulevard and Center Drive
6. Taft Avenue between Center Drive and Cannon Street
1 In the HCM methodology, Side-Street Stop Controlled (SSSC) intersection is analyzed as Two-Way Stop Control (TWSC).
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7 7. Serrano Avenue east of Cannon Road
8. Santiago Boulevard north of Taft Avenue
9. Wanda Road between Villa Park Road and Taft Avenue
10. Wanda Road south of Villa Park Road
11. Hewes Street south of Villa Park Road
12. Cannon Street north of Serrano Avenue
13. Cannon Street between Taft Avenue and Serrano Avenue
14. Cannon Street between Santiago Canyon Road and Taft Avenue
15. Cannon Street south of Santiago Canyon Road
Analysis Scenarios
To determine the existing and future needs of the transportation network, Fehr & Peers considered the following scenarios in the analysis:
• Existing (2023) Conditions – Consists of traffic counts collected on April 26, 2023, a typical weekday during an event at Angels Stadium.
• Future Year (2045) Conditions – Consists of traffic forecasts estimated using the County of Orange’s travel demand forecasting model, OCTAM.
Report Outline
The remainder of this report contains the following chapters:
• Chapter 2 – Analysis Methodology
• Chapter 3 – Existing (2023) Conditions
• Chapter 4 – Future Year (2045) Conditions
• Chapter 5 – Recommendations
• Chapter 6 – Vehicle Miles Traveled (VMT) Assessment
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! !! ! ! ! ! ! !
!
!
!
!
!
!
Taft Ave
Wanda Rd
Cannon St
Santiago Cyn Rd
Serrano Ave
Mesa Dr
Center Dr
Lemon St
Santiago Blvd
Villa Park Rd
Hewes St
Katella Ave
Loma St
Santiago Blvd
Orange
∙55
1 2 3 4 5 6 7 8 9
10 12
13 11
14 15
13 3
14 8
9 1
5 12
10 2
4 7
11 15
6 ! Study Intersections
Study Segments
City of Villa Park
City of Orange
Unincorporated Orange County
OC23-0971.01
#
#
Figure 1: Study Intersections and Segments
Villa Park Road MPAH Amendment
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9 2. Analysis Methodology
This study provides a review of vehicle and multi-modal traffic operations through the corridor.
Roadway LOS Methodology
Study segments were evaluated based on V/C ratios, which were calculated by comparing Average Daily Traffic (ADT) to the theoretical daily capacity. This calculation does not indicate the service level throughout the course of the day, but rather provides a rough estimate of what the service level will be at the primary intersections during peak hours. Roadway capacities for all existing and planned facilities were referenced from the Guidance for Administration of Orange County Master Plan of Arterial Highways, Orange County Transportation Authority (2017), which documents capacities necessary to achieve LOS A through LOS E for various roadway classifications. A threshold of LOS E was utilized for all V/C calculations in conformance with the MPAH. The LOS grades and descriptions for segments are summarized in Table
2. Per each jurisdiction’s requirements, LOS C is used as the limit of acceptable performance.
Intersection LOS Methodology
Consistent with the County’s Transportation Implementation Manual (2020), all signalized study intersections within the study area were analyzed utilizing the ICU methodology. ICU methodology reports the volume-to-capacity (V/C) ratio for signalized intersections. The V/C ratio is determined by evaluating the critical movements for each intersection and comparing them to the critical movement capacity of the intersection. For all ICU calculations, a saturation flow rate of 1,700 vehicles per hour per lane (vphpl) and 5% lost time was used.
As the ICU methodology doesn’t account for signal timing parameters and several other factors, all signalized intersections were also analyzed using the Transportation Research Board (TRB) Highway Capacity Manual, 7th Edition (HCM) methodology. HCM methodology uses signal timing inputs to estimate the average control delay for vehicles at signalized intersections.
All unsignalized intersections were analyzed using HCM methodology, which estimates the worst-case lane delay for side-street stop-controlled intersections. Traffic signal warrants were conducted for unsignalized intersections operating worse than the LOS standards.
After the quantitative V/C or delay estimates are complete, the methodologies assign a qualitative letter grade which represents the operations of the intersection. These grades range from level of service (LOS) A (minimal delay) to LOS F (excessive congestion). LOS E represents at-capacity operations. Descriptions of the LOS letter grades for intersections are provided in Table 2.
All ICU and HCM intersection operation analysis was performed using the PTV Vistro 2020 and Synchro 11 software, respectively. Per each jurisdiction’s requirements, LOS D is used as the limit of acceptable performance.
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10 Table 2: Intersection LOS Grades
Level Of
Service Description
Signalized
Volume-toCapacity (V/C)
Signalized
Delay
(Seconds)
Unsignalized
Delay
(Seconds)
A Operations with very low delay occurring with favorable progression and/or short cycle length 0.000-0.600 < 10.0 < 10.0 B Operations with low delay occurring with good
progression and/or short cycle lengths 0.601-0.700 > 10.0 to 20.0 > 10.0 to 15.0 C
Operations with average delays resulting from fair
progression and/or longer cycle lengths. Individual cycle failures begin to appear
0.701-0.800 > 20.0 to
35.0 > 15.0 to 25.0
D
Operations with longer delays due to a combination of
unfavorable progression, long cycle lengths, or high V/C ratios. Many vehicles stop and individual cycle failures are noticeable
0.801-0.900 > 35.0 to
55.0 > 25.0 to 35.0
E
Operations with high delay values indicating poor
progression, long cycle lengths, and high V/C ratios.
Individual cycle failures are frequent occurrences
0.901-1.000 > 55.0 to
80.0 > 35.0 to 50.0
F
Operation with delays unacceptable to most drivers
occurring due to over saturation, poor progression, or
very long cycle lengths
Greater than
1.000 > 80.0 > 50.0
Source: Fehr & Peers, 2023.
Signalized Intersection Queueing Methodology
The HCM methodology was also used to evaluate signalized intersection turn-lane storage capacities.
Storage capacities were compared against 95th percentile queue estimates using the Synchro 11 software.
Peak Hour Traffic Signal Warrants
The Peak Hour Traffic Signal Warrant (California Manual on Uniform Traffic Control Devices (MUTCD) 2014 Edition) is intended to examine whether a signal is justifiable, but it does not mandate that a signal be installed. Peak hour traffic signal warrants were conducted for all unsignalized intersections operating below acceptable LOS standards.
Multi-modal LOS Methodology
In an effort to provide quantitative data for all user groups, Fehr & Peers developed PersonDelay+, a tool utilizing HCM methodology that provides a more complete picture of how all users are affected by intersection operations. PersonDelay+ reports person delay for all users: vehicle drivers and passengers, pedestrians, and bicyclists for signalized intersections. The data needed is routinely collected as part of the traffic analyses and Complete Streets studies, including capacity, average passenger occupancy, cycle length and effective green time. The LOS grades and descriptions are consistent with the information Attachment 5
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11 provided in Table 2. None of the jurisdictions have adopted standards for multi-modal LOS analysis.
Therefore, we assumed that LOS D is used as the limit of acceptable performance.
LOS grades below LOS D indicate that on average each person waits over a minute to cross the intersection on foot or by bike. Generally, bike delays are similar to vehicle delays, but that average intersection delay is weighted by measured bicycle counts. Pedestrian delay is a factor of the intersection cycle length and green times that cause the pedestrians to wait for a walk signal.
Collision Review
Vehicle collisions with bicycles and pedestrians along the corridor were reviewed to evaluate potential trends. Data was pulled from the last five years from the Transportation Injury Mapping System (TIMS) database which summarizes reported California crash data from the Statewide Integrated Traffic Records System (SWITRS).
Data Collection
Turning movement and daily traffic counts were collected on Wednesday, April 26th, 2023. Counts were collected on this day to represent peak travel demand in the area. On this day school was in session and a special event (baseball game) was happening at Angels Stadium. This later condition, an event at Angels Stadium or Honda Center, occurs on over a third of the days per calendar year.
Turning movement counts were collected during typical peak commute periods (7:00 AM – 9:00 AM and 4:00 PM to 6:00 PM), and vehicle classifications and bicycle and pedestrian counts were collected at select roadway segments and intersections, respectively. Signal timings were obtained from appropriate jurisdictions.
Future Year Forecasting Methodology
The Orange County Transportation Analysis Model (OCTAM) version 5.0 was utilized to prepare traffic forecasts. OCTAM is consistent with the 2020 SCAG Regional Transportation Plan/Sustainable Communities Strategy (2020 RTP/SCS) with a 2016 base year and a 2045 future year and is the most appropriate model for use in this project because it includes the most recent land use and roadway information for the area. Pending development proposals in the surrounding study area were confirmed with the City of Orange, City of Villa Park, and County staff to account for major pending and approved land use projects (Table 3).
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12 Table 3: Pending/Approved Developments
Project
Name Jurisdictions Location Quantity Units
Milan
Property
City of
Orange
North of Santiago Canyon Road
between Cannon Street and
Orange Park Boulevard
200 Dwelling Units
Orange
Heights
City of
Orange
South of Santiago Canyon Road,
east of Jamboree Road 1,180 Dwelling Units
Villa Park
RV
Parking
Orange
County
Southeast Corner of Hewes Street
and Villa Park Road 69,095 Square Feet
Source: Fehr & Peers, 2023.
Traffic forecasts for study intersections and segments were developed using the Difference Method which is consistent with methodologies delineated in the National Cooperative Highway Research Program Report (NCHRP) 765 published by the Transportation Research Board (TRB): Analytical Travel Forecasting Approaches for Project Level Planning and Design (Transportation Research Board, 2014). In this study, the Base Year and Future Year model outputs were used to calculate a model growth for the study area, which was then applied to existing traffic volumes to develop 2045 forecasts. Bicycle and pedestrian volumes were assumed to be similar in future conditions.
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13 3. Existing (2023) Conditions
LOS Analysis
The existing turning movements and daily traffic volumes are summarized in Attachment A. Existing volumes were utilized along with existing lane configurations to conduct the ICU and HCM analysis. The existing segment, intersection LOS, and multi-modal LOS results are summarized in Attachment B, respectively. LOS worksheets are provided in Attachment C.
All roadway segments operate at LOS C or better except the following:
13. Cannon Street between Taft Avenue and Serrano Avenue (LOS E)
14. Cannon Street between Santiago Canyon Road and Taft Avenue (LOS D) All unsignalized intersections operate at LOS E or F, except Trenton Avenue and Villa Park Road. These intersections have stop control for the side-street, and HCM uses the worst-case movement delay to estimate the intersection LOS. All side-streets have relatively low volumes, which results in only a few vehicles experiencing high delays at the intersections. Since adjacent traffic signals typically meter traffic and provide gaps for stop-controlled movements to be made, gaps in traffic are likely resulting in less delay for the stop-controlled movements than reflected in the LOS analysis.
The following three signalized intersections operate at worse than LOS D in the ICU and/or HCM analysis:
12. Cannon Street and Santiago Canyon Road (HCM PM LOS E)
13. Cannon Street and Taft Avenue (ICU PM LOS E and HCM AM LOS E)
14. Cannon Street and Serrano Avenue (ICU PM LOS E)
The following two signalized intersections along the Villa Park Road operate at worse than LOS D in the multi-modal LOS analysis. The intersection Wanda Road and Villa Park Road has the highest pedestrian and bike volumes in the corridor (26 at the peak in the AM and 21 at the peak in the PM). Pedestrians on average wait approximately a minute to cross the intersection. The intersection of Hewes Street and Villa Park Road has fewer bikes and peds (5 at the peak in the AM and 9 at the peak in the PM) with the greatest delays for those crossing Villa Park Road.
1. Wanda Road and Villa Park Road (Pedestrian AM and PM LOS E)
10. Hewes Street and Villa Park Road (Bike and Pedestrian AM and PM LOS E) Queuing Analysis
The queuing analysis was prepared for the intersection of Cannon Street and Villa Park Road since it is the only signalized intersection along Villa Park Road that doesn’t meet the County’s LOS standard. The intersections queuing analysis is summarized in Attachment B and detailed queueing worksheets are Attachment 5
459
14 provided in Attachment D. The northbound left and southbound left exceed the available storage, and the eastbound left is at capacity.
Signal Warrants
We evaluated the signal warrants for the seven unsignalized intersections which don’t meet the County’s LOS standards along Villa Park Road. Only the intersection of Linda Vista Street and Villa Park Road meets the peak hour signal warrant2 (Attachment E).
Collision Review
The bicyclist and pedestrian collisions were reviewed from 2018 to 2022, acquired from the Transportation Injury Mapping System (TIMS), which is the most recent data available. There were three reported bike collisions and one pedestrian-involved collision along Villa Park Road between Wanda Road and Cannon Road from 2018 to 2022, which accounts for 29% of the total 14 collisions (Attachment F). The three bike collisions all occurred at the Villa Park Road and Wanda Road intersection, while the pedestrian involved collision occurred at Villa Park Road, 225 feet west of Cannon Street. The severity level of the four collisions was “visible injury”.
2 Traffic Signal Warrant Disclaimer: This analysis is intended to examine the general correlation between the planned level of existing facility and the need to install new traffic signals. It estimates existing traffic compared against a sub-set of the standard traffic signal warrants recommended in the Federal Highway Administration Manual on Uniform Traffic Control Devices and associated State guidelines. This analysis should not serve as the only basis for deciding whether and when to install a signal. To reach such a decision, the full set of warrants should be investigated based on field-measured, rather than forecast, traffic data and a thorough study of traffic and roadway conditions by an experienced engineer. Furthermore, the decision to install a signal should not be based solely upon the warrants, since the installation of signals can lead to certain types of collisions. The responsible state or local agency should undertake regular monitoring of actual traffic conditions and accident data, and timely reevaluation of the full set of warrants in order to prioritize and program intersections for signalization.
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15 4. Future Year (2045) Conditions
LOS Analysis
To accurately model the future year roadway network, Fehr & Peers referenced the OCTA 2023 MPAH, 2020 SCAG Regional Transportation Plan and Sustainable Communities Strategy (RTP/SCS), and coordinated with relevant jurisdictions to identify roadway improvements in the study area. The following roadway improvements were assumed in the future year assessment:
• Wanda Road south of Villa Park Road is widened from three to four lanes (MPAH) • Cannon Street between Santiago Canyon Road and Serrano Avenue is widened in the northbound direction from two to three lanes (City of Orange)
The MPAH identifies Villa Park Road, between Hewes Street and Cannon Street, as six lanes (currently four lanes). The widening was assumed in the modeling and forecasting efforts to analyze unconstrained demand but was not assumed in the intersection and segment operations analysis.
Future year turning movements and daily traffic volumes are provided in Attachment A and were utilized along with future year lane configurations to conduct the ICU and HCM analysis. Consistent with standard practice, the HCM analysis assumes routine traffic signal maintenance would occur, and signal timing parameters would be optimized to accommodate future traffic volumes.
The future year roadway segment, intersection LOS, and multi-modal LOS results are summarized in Attachment B. LOS worksheets are provided in Attachment C.
The following roadway segments are forecast to operate below County’s LOS C standard:
3. Villa Park Road between Hewes Street and Cannon Street (LOS D)
4. Santiago Canyon Road east of Cannon Street (LOS D)
13. Cannon Street between Taft Avenue and Serrano Avenue (LOS D) The roadways surrounding Villa Park Road have sufficient capacity to accommodate increased traffic, but Villa Park Road provides the most desirable east/west street in the area and is forecast to have high demand. The segments between Hewes Street and Cannon Street are estimated to not meet the County’s LOS standard. There is a significant demand for northbound/southbound traffic on Cannon Street north of Villa Park Road and Hewes Street south of Villa Park Road. This analysis confirms widening Villa Park Road between Hewes Street and Cannon Street is necessary for it to operate within the County’s LOS standards.
The side street movements for all unsignalized intersections are forecast to operate at LOS E or F or worse. However, all the side-streets have relatively low volumes, which results in only a few vehicles experiencing high delays at the intersections. Since adjacent traffic signals typically meter traffic and Attachment 5
461
16 provide gaps for stop-controlled movements to be made, gaps in traffic are likely being underestimated and conditions will be better than the analysis suggests.
The following four signalized intersections are forecast to operate at LOS E or F in the ICU and/or HCM analysis:
10. Hewes Street and Villa Park Road (ICU and HCM AM LOS E)
12. Cannon Street and Santiago Canyon Road (ICU AM and PM LOS E)
13. Cannon Street and Taft Avenue (ICU and HCM AM LOS E)
14. Cannon Street and Serrano Avenue (ICU AM LOS F)
The following three signalized intersections along the Villa Park Road are forecast to operate at LOS E using a multi-modal LOS analysis. Similar to existing conditions, the pedestrian wait time to cross is on average over a minute at Wanda Street and Hewes Street. The wait times to cross at the intersection of Villa Park Road and Cannon Street is also forecast to be over a minute on average which is worse than existing conditions.
1. Wanda Road and Villa Park Road (Pedestrian AM and PM LOS E)
10. Hewes Street and Villa Park Road (Bike and Pedestrian AM and PM LOS E)
12. Cannon Street and Santiago Canyon Road (Bike and Pedestrian PM LOS E) Queueing Analysis
The intersections of Hewes Street/Villa Park Road and Cannon Street/Villa Park Road are the only signalized intersections along Villa Park Road that will fail to meet the County’s LOS standards. The queuing analysis is summarized in Attachment B and detailed queueing worksheets are provided in Attachment D. The queues at the following movements exceed available storage capacities:
• Hewes Street and Villa Park Road: westbound left-turn • Cannon Street and Santiago Canyon Road: eastbound left-turn, northbound left-turn and southbound right-turn
Signal Warrants
Peak hour signal warrants for the unsignalized intersections which operate below County’s standards along Villa Park Road are provided in Attachment E. Only the intersection of Linda Vista Street and Villa Park Road meets peak hour signal warrant.
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17 5. Recommendations
The recommendations below will provide acceptable operating conditions within the existing right-of-way and built curb-to-curb width.
The future forecasts along Villa Park Road indicate that more capacity is needed between Hewes Street and Cannon Street to effectively serve the future demand. This assessment concluded that an additional westbound through lane on Villa Park Road between Hewes Street and Cannon Street would be the best use of the available right-of-way to increase capacity, meet operational goals, and limit impacts to adjacent properties.
In addition to capacity improvements, we recommend bicycle and pedestrian treatments to improve conditions along the corridor.
Villa Park Road Between Wanda Street and Hewes Street
This segment of Villa Park Road has sufficient capacity to meet future traffic demands. While the unsignalized intersections are not forecast to meet the County’s standards, they are also not anticipated to meet the warrants for a signal. The analysis does not consider the effects of upstream signals in creating gaps, and the County should monitor the unsignalized intersections for potential signalization if delays become unreasonable.
To improve bicyclist and pedestrian safety and comfort, we recommend restriping the corridor to provide a three-foot buffer between the bike lane and travel lanes, narrowing the two vehicle lanes to 12 feet and 11 feet. The recommended restriping can occur within the available right-of-way and existing curb-tocurb width, without affecting the exiting raised median. This design would provide a six-foot bike lane between Wanda Street and Lemon Street and an eight-foot bike lane between Lemon Street and Hewes Street. The recommended roadway cross-section for Villa Park Road between Wanda Street and Lemon Street is shown on Figure 2, and the recommended cross-section for Villa Park Road between Lemon Street and Hewes Street is shown on Figure 3.
The buffer will enhance the visibility of the bike lane and increase the separation between motor vehicles and bicyclists. The buffered bike lane also provides space for bicyclists to pass another bicyclist without encroaching into the adjacent motor vehicle lane. According to the guidelines from U.S. Department of Transportation Federal Highway Administration (FHWA), the range of lane widths for urban arterials and collectors ranges from 10 to 12 feet.3 The Orange County Highway Design Manual Section 1003.2 requires a Class II bike lane on a curbed street to be a minimum of five feet. 3 Table 3: Range for Lane Width, U.S. Department of Transportation Federal Highway Administration, https://safety.fhwa.dot.gov/geometric/pubs/mitigationstrategies/chapter3/3_lanewidth.cfm Attachment 5
463
10' 6' 3' 12' 11' 16' 11' 12' 3' 6' 10'
100'
Figure 2: Roadway Cross-section for Villa Park Road Between Wanda Street and Lemon Street 10' 6' 14' 12' 16' 12' 14' 6' 10'
WB Side EB Side
Recommended
Existing
Attachment 5
464
8' 8' 3' 12' 11' 14' 11' 12' 3' 8' 10'
100'
Figure 3: Recommended Roadway Cross-section for Villa Park Road Between Lemon Street and Hewes Street 8' 8' 14' 12' 14' 12' 14' 8' 10'
WB Side EB Side
Existing
Recommended
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20 Villa Park Road Between Hewes Street and Cannon Street This segment of Villa Park Road will degrade to LOS D, which is below the County’s standard. The signalized intersection of Hewes Street and Villa Park Road will not meet the County’s standard, and conditions are forecast to worsen at the signalized intersection of Cannon Street and Villa Park Road and unsignalized intersection of Linda Vista Street and Villa Park Road. Vehicle queues at each of these intersections are forecast to extend past available storage, in some cases as far as to adjacent intersections.
To provide conditions that meet the County’s operating standards, we recommend the westbound direction of the segment be restriped from two to three lanes between Hewes Street and Cannon Street.
This recommendation requires the narrowing of through travel lanes and the center median to 11 feet each to accommodate a third 11-foot westbound vehicle lane. Further, we recommend extending the bike buffer to Cannon Street from Hewes Street by modifying the existing eight-foot Class II bike lane to a five-foot bike lane and a three-foot striped buffer. The recommended cross-section for Villa Park Road between Hewes Street and Cannon Street is shown on Figure 4.
In addition to the broader recommendations of a third westbound through lane and bike buffer, these elements should be included in future plans which are shown in Attachment G:
Hewes Street and Villa Park Road
• Restripe the westbound approach to add a trap westbound left-turn lane (two total left-turn lanes)
• Extend the westbound left-turn pocket to 450 feet
Linda Vista Street and Villa Park Road
• Signalize the intersection
• Restripe the intersection to add a westbound through lane (three total through lanes) Cannon Street and Santiago Canyon Road
• Stripe a westbound through lane (three total through lanes) • Add a westbound receiving lane (three total through lanes) • Restripe one southbound through lane into a trap right-turn lane (two total right-turn lanes) • Restripe shared southbound through/left lane into a southbound through lane (one total through lane)
• Restripe the existing Class II bike lane between the southbound left-most right-turn lane and the through lane
• Update northbound and southbound signal phasing from split to protected phasing.
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21 The recommended improvement above would meet operational goals and balance multimodal needs along the corridor without requiring roadway widening or additional right-of-way. The recommended cross section provides fewer lanes than what is currently planned in the City of Orange’s General Plan Circulation Element. This improvement would not prevent a future project from consideration if future traffic conditions warranted three lanes in each direction.
Fehr & Peers considered other alternatives for the Cannon Street and Santiago Canyon Road intersection but found them to operate inadequately during the PM peak hour. These alternatives were similar to the recommended improvement with a reduction in westbound through lanes and a southbound channelized right turn lane (that would provide a free southbound right movement). A focused alternatives analysis that summarizes average delay results for these alternatives is provided in Table 8 and was used to screen these alternatives for further consideration.
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467
5' 5' 8' 5' 3' 11' 11' 11' 11' 11' 11' 3' 5' 10'
110'
Figure 4: Recommended Roadway Cross-section for Villa Park Road Between Hewes Street and Cannon Street 5' 5' 8' 8' 14' 12' 14' 12' 14' 8' 10'
110'
WB Side EB Side
Existing
Recommended
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23 LOS Results with Recommended Improvements
The recommended improvements above will provide acceptable daily roadway LOS, peak hour LOS and queues within provided storage. The bicycle and pedestrian delays will also be reduced by the capacity improvements, though not to better than LOS D conditions. Table 4 summarizes the daily roadway segment LOS results with the improvement. The intersection peak hour LOS and queueing results for the proposed improvements are summarized in Tables 5, 6, and 7, and LOS and queuing worksheets are provided in Attachments C and D.
Additional directional traffic volume and capacity calculations are provided for Villa Park Road between Hewes Street and Cannon Street. The westbound direction ADT volumes are approximately 1,700 vehicles higher in the existing condition traffic counts and the future forecast westbound ADT is approximately 2,600 vehicles higher than the eastbound direction. As shown, the capacity assessment for the 5-lane cross section as well as the eastbound or westbound isolated direction capacity assessment all result in LOS C or better conditions, further justifying the recommendation for the additional lane in only the westbound direction.
Table 4: Future Year Roadway LOS with Improvements
Segment Lanes ADT Capacity V/C LOS
No Improvements
Villa Park Road between Hewes Street and Cannon Street 4 30,400 37,500 0.81 D With Improvements
Villa Park Road between Hewes Street and Cannon Street 5 30,400 46,900 0.65 B Villa Park Road between Hewes Street and Cannon Street (Eastbound) 2 13,900 18,760 0.74 C Villa Park Road between Hewes Street and Cannon Street (Westbound) 3 16,500 28,140 0.59 A Note(s):
1. Bold symbolizes segment operates below Jurisdictions' LOS standards.
2. Capacities for LOS E were referenced for arterial types from the MPAH.
3. The MPAH does not list capacities for five-lane facilities. The five-lane capacity was estimated by interpolating between the four-lane and 6-lane divided arterial types.
Source: Fehr & Peers, 2023.
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24 Table 5: Future Year Intersection LOS with Improvements Intersection Control Methodology Peak
Hour
Future Year without
Improvements
Future Year with
Improvements
V/C / Delay LOS V/C / Delay LOS
10. Hewes Street and
Villa Park Road Signalized ICU / HCM AM
PM
0.955 / 70
0.889 / 25
E / E
D / C
0.733 / 41
0.791 / 19
C / D
C / B
11. Linda Vista Street
and Villa Park Road
TWSC/
Signalized HCM AMPM
>100
>100
F
F
0.495 / 14
0.526 / 6
A / B
A / A
12. Cannon Street and
Santiago Canyon
Road
Signalized ICU / HCM AM
PM
0.914 / 49
0.935 / 47
E / D
E / D
0.768 / 36
0.828 / 54
C / D
D / D
Note(s):
1. “>100” is reported for highly congested movements where more than 100 seconds is reported.
2. Bold symbolizes segment operates below Jurisdictions' LOS standards.
Source: Fehr & Peers, 2023.
Table 6: Future Year Multi-modal LOS with Improvements
Intersection Mode Peak
Hour
Future Year without
Improvements
Future Year with
Improvements
Delay LOS Delay LOS
1. Wanda Road and Villa Park Road Bike/
Pedestrian
AM 14.2 / 73.0 B / E 14.2 / 73.0 B / E
PM 47.8 / 60.4 D / E 47.8 / 60.4 D / E
9. Lemon Street and Villa Park Road Bike/
Pedestrian
AM 5.8 / 8.3 A / A 5.8 / 8.3 A / A
PM 6.2 / 9.6 A / A 6.2 / 9.6 A / A
10. Hewes Street and Villa Park Road Bike/
Pedestrian
AM 62.7 / 63.9 E / E 62.6 / 63.9 E / E
PM 58.7 / 65.6 E / E 47.1 / 50.6 D / D
12. Cannon Street and Santiago Canyon
Road
Bike/
Pedestrian
AM 22.8 / 42.2 B / D 19.8 / 41.0 B / D
PM 64.3 / 76.8 E / E 39.5 / 49.5 D / D
Source: Fehr & Peers, 2023.
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25 Notes:
1. Queues were calculated using HCM 7th methodologies and are rounded up to the nearest 25-foot increment.
2. “EB” = eastbound, “WB” = westbound, “NB” = northbound, “SB” = southbound, “L” = left, “T” = through, “R” = right.
3. Hewes Street and Villa Park Road WBL turn pocket is proposed to be widened to 450’ under Future Year with Improvements conditions.
4. Bold symbolizes movement is at or exceeds available storage capacity.
5. Underlined symbolizes movement is at capacity.
Source: Fehr & Peers, 2023.
Table 7: Future Year 95th Percentile Queues with Improvements Intersection Movement Storage (ft) Peak Hour
Future Year
without
Improvements
Future Year with
Improvements
Queue (ft) Queue (ft)
10. Hewes Street and
Villa Park Road
EBT >1,000 AM
PM
1,025
475
825
200
WBL 4253 AM
PM
1,075
350
425
200
WBT 550 AM
PM
425
175
425
150
NBL 550 AM
PM
450
275
425
225
NBR 550 AM
PM
125
225
125
200
12. Cannon Street and
Santiago Canyon Road
EBL 425 AM
PM
175
675
200
425
EBT 675 AM
PM
375
250
500
200
WBL 225 AM
PM
50 50
50 50
WBT >1,000 AM
PM
325
925
175
500
WBR 700 AM
PM
0 625
0 575
NBL 150 AM
PM
225
125
150
125
NBT 500 AM
PM
125
350
125
325
SBL 550 AM
PM
475
250
550
350
SBT >1,000 AM
PM
475
275
450
300
SBR 400 AM
PM
1,025
600
75 75
Attachment 5
471
26 Table 8 shows the forecasted intersection operations at Intersection 12: Cannon Street and Santiago Canyon Road under the three considered alternatives. Only Alternative 1 provides acceptable conditions during the PM peak hour.
Table 8: Cannon Street/Santiago Canyon Road Future Year Intersection LOS Alternative Results, PM Peak Hour
Alternative Methodology
Future Year with
Improvements
Delay (sec) LOS
Alternative 1 (Recommended):
Three WB Through Lanes
Two SB Right Turn Lanes
HCM 36 D
Alternative 2:
Two WB Through Lanes
Two SB Right Turn Lanes
HCM 59 E
Alternative 3:
Two WB Through Lanes
One SB Right Turn Lane (Channelized)
HCM 64 E
Source: Fehr & Peers, 2024.
Attachment 5
472
27 6. Vehicle Miles Traveled (VMT)
Assessment
Villa Park Road from Lemon Street to west of Cannon Street is planned to be a six-lane Major Arterial in the current MPAH. According to the operations and cross-section analysis, a five-lane design (three westbound lanes and two eastbound lanes) along Villa Park Road between Hewes Street and Cannon Street is sufficient to serve future traffic demand. The above recommendation won’t add additional capacity than what has been assumed in adopted Circulation Plans and EIRs for the County and City of Orange and Villa Park. Since no capacity is being added we can conclude that no VMT will be induced, and that the change to the MPAH designation would result in a less-than-significant transportation impact.
Attachment 5
473
28 Attachment A: Traffic Volume Data
Attachment 5
474
Peak Hour Traffic Volumes and Lane Configurations
Existing (2023)
69 (98)
1,093 (909)38 (42) 113 (61)
105 (102)
977 (1,313)
9. Lemon St/Villa Park Rd
202 (141)285 (312)
995 (838)
211 (132)
880 (1,274)
450 (240)
10. Hewes St/Villa Park Rd
9 (6)1 (0)
21 (6)
68 (8)
1,173 (1,120)
39 (22) 103 (19) 0 (0)
27 (9)
99 (13)
1,218 (1,489)
5 (2)
11. Linda Vista St/Villa Park Rd
139 (70)
109 (320)
36 (10)
364 (706)
766 (356)
91 (73) 714 (438) 319 (199)
1,294 (415)
366 (1,477)
469 (996)
16 (13)
12. Cannon St/Villa Park Rd
67 (134)
771 (2,369)
1 (0)
145 (263)
2 (0)
109 (42) 230 (193) 2,217 (1,010)
1 (0)
1 (0)
2 (1)
1 (0)
13. Cannon St/Taft Ave
561 (1,244)356 (1,388)
1,413 (704)51 (75)
145 (63)
1,035 (499)
14. Cannon St/Serrano Ave
28 (38)
678 (1,269)
34 (25)
45 (28)43 (29) 1,419 (751)
15. Cannon St/Mesa Dr
Villa Park Rd
Lemon St
Villa Park Rd
Hewes St
Villa Park Rd
Linda Vista St
Villa Park Rd
Cannon St
Taft Ave
Cannon St
Serrano Ave
Cannon St
Mesa Dr
Cannon St
212 (150)453 (532)
130 (60)
300 (376)
959 (895)
302 (232) 378 (279) 342 (366)
168 (114)
130 (317)
983 (953)
60 (59)
1. Wanda Rd/Villa Park Rd
8 (4)
1,249 (1,065)9 (2) 1 (0)
0 (0)
1,134 (1,347)
2. Trenton Ave/Villa Park Rd
4 (4)7 (1)
1,245 (1,064)
5 (1)
1,130 (1,343)
2 (2)
3. Morrow Cir/Villa Park Rd
14 (18)
1,238 (1,047)13 (4) 4 (2)
3 (4)
1,119 (1,341)
4. Prado Woods Dr/Villa Park Rd
4 (6)
1,238 (1,043)7 (8) 3 (0)
0 (3)
1,115 (1,337)
5. Kenwick Dr/Villa Park Rd
1 (1)2 (0)
1,240 (1,041)
1 (2)
1,115 (1,339)
1 (1)
6. Radec Ct/Villa Park Rd
59 (16)
102 (38)
55 (16)
61 (79)
1,067 (950)
114 (12) 136 (68) 119 (30)
44 (44)
49 (85)
921 (1,256)
42 (17)
7. Center Dr/Villa Park Rd
2 (6)2 (2)
1,160 (1,005)
6 (5)
1,010 (1,352)
5 (3)
8. Park Villa Ln/Villa Park Rd
Villa Park Rd
Wanda Rd
Villa Park Rd
Trenton Ave
Villa Park Rd
Morrow Cir
Villa Park Rd
Prado Woods Dr
Villa Park Rd
Kenwick Dr
Villa Park Rd
Radec Ct
Villa Park Rd
Center Dr
Villa Park Rd
Park Villa Ln
STOP
P STO
STOP
P TO S
STOP
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STOP
STOP STOP
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ACF STOP
Lane Configuration
Signalized
LEGEND
Study Intersections
Roadway Widening
Stop Sign
# Study Segments
!#
Attachment 5
475
Future Year (2045)
Peak Hour Traffic Volumes and Lane Configurations
70 (100)
1,150 (1,110)40 (50) 120 (70)
110 (110)
1,160 (1,380)
9. Lemon St/Villa Park Rd
210 (150)310 (600)
1,050 (1,040)
220 (140)
1,060 (1,340)
700 (310)
10. Hewes St/Villa Park Rd
10 (10)
10 (0)
30 (10)
70 (10)
1,250 (1,600)
40 (30) 110 (20) 0 (0)
30 (10)
100 (20)
1,640 (1,620)
10 (10)
11. Linda Vista St/Villa Park Rd
150 (80)
190 (460)
40 (20)
400 (1,000)
810 (540)
100 (80) 1,040 (530) 480 (250)
1,300 (500)
500 (1,530)
560 (1,040)
20 (20)
12. Cannon St/Villa Park Rd
70 (140)
1,010 (2,840)
10 (10)
150 (270)
10 (10)
110 (50) 230 (200) 2,700 (1,220)
10 (10)
10 (10)
10 (10)
10 (10)
13. Cannon St/Taft Ave
800 (1,540)370 (1,580)
1,770 (890)60 (80)
150 (80)
1,170 (540)
14. Cannon St/Serrano Ave
30 (40)
920 (1,580)
40 (30)
60 (30)60 (30) 1,770 (940)
15. Cannon St/Mesa Dr
Villa Park Rd
Lemon St
Villa Park Rd Villa Park Rd
Linda Vista St
Villa Park Rd
Cannon St
Taft Ave
Cannon StCannon St
Mesa Dr
Cannon St
230 (150)460 (540)
130 (60)
310 (430)
980 (1,080)
310 (250) 380 (290) 390 (380)
200 (150)
160 (330)
1,140 (1,010)
60 (60)
1. Wanda Rd/Villa Park Rd
10 (10)
1,300 (1,280)10 (10) 10 (0)
0 (0)
1,310 (1,420)
2. Trenton Ave/Villa Park Rd
10 (10)10 (10)
1,300 (1,270)
10 (10)
1,300 (1,410)
10 (10)
3. Morrow Cir/Villa Park Rd
20 (20)
1,290 (1,260)20 (10) 10 (10)
10 (10)
1,290 (1,410)
4. Prado Woods Dr/Villa Park Rd
10 (10)
1,290 (1,260)10 (10) 10 (0)
0 (10)
1,290 (1,410)
5. Kenwick Dr/Villa Park Rd
10 (10)
10 (0)
1,290 (1,250)
10 (10)
1,290 (1,410)
10 (10)
6. Radec Ct/Villa Park Rd
60 (20)
110 (40)
60 (20)
70 (90)
1,110 (1,140)
120 (20) 140 (80) 120 (30)
50 (50)
50 (90)
1,100 (1,320)
50 (20)
7. Center Dr/Villa Park Rd
10 (10)10 (10)
1,210 (1,200)
10 (10)
1,190 (1,420)
10 (10)
8. Park Villa Ln/Villa Park Rd
Villa Park Rd
Wanda Rd
Villa Park Rd
Trenton Ave
Villa Park Rd Villa Park Rd
Prado Woods Dr
Villa Park Rd
Kenwick Dr
Villa Park Rd Villa Park Rd
Center Dr
Villa Park Rd
STOP
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ACF STOP
Lane Configuration
Signalized
LEGEND
Study Intersections
Roadway Widening
Stop Sign
!#
# Study Segments
Attachment 5
476
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 1
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 120 1 1122112 1
7:00 AM 31 44 14 26 41 60 43 176 37 3 158 20 653
7:15 AM 30 49 16 31 35 79 55 168 39 9 169 20 700
7:30 AM 41 90 25 45 78 81 79 267 65 7 263 34 1,075
7:45 AM 51 127 34 38 105 104 54 270 74 19 251 24 1,151
8:00 AM 62 145 32 39 88 102 76 221 102 18 253 33 1,171
8:15 AM 58 91 39 46 71 91 91 201 61 16 216 39 1,020
8:30 AM 58 74 19 28 70 57 53 147 51 32 194 52 835
8:45 AM 41 66 14 28 53 64 53 153 47 29 144 50 742
VOLUMES 372 686 193 281 541 638 504 1,603 476 133 1,648 272 7,347 APPROACH % 30% 55% 15% 19% 37% 44% 20% 62% 18% 6% 80% 13% APP/DEPART 1,251 / 1,462 1,460 / 1,150 2,583 / 2,077 2,053 / 2,658 0
BEGIN PEAK HR
VOLUMES 212 453 130 168 342 378 300 959 302 60 983 130 4,417 APPROACH % 27% 57% 16% 19% 39% 43% 19% 61% 19% 5% 84% 11% PEAK HR FACTOR 0.832 0.899 0.950 0.965 0.943
APP/DEPART 795 / 883 888 / 704 1,561 / 1,257 1,173 / 1,573 0 4:00 PM 39 107 25 29 74 75 70 201 62 16 206 63 967
4:15 PM 34 108 17 24 80 64 96 239 67 18 246 65 1,058
4:30 PM 36 112 19 25 80 58 94 202 78 21 246 59 1,030
4:45 PM 38 131 17 22 76 60 89 220 77 10 200 67 1,007
5:00 PM 37 130 16 24 94 64 93 237 70 20 259 76 1,120
5:15 PM 44 137 18 34 100 89 84 199 43 17 237 93 1,095
5:30 PM 31 134 9 34 96 66 110 204 42 12 257 81 1,076
5:45 PM 23 113 22 36 98 64 101 185 45 15 200 65 967
VOLUMES 282 972 143 228 698 540 737 1,687 484 129 1,851 569 8,320 APPROACH % 20% 70% 10% 16% 48% 37% 25% 58% 17% 5% 73% 22% APP/DEPART 1,397 / 2,278 1,466 / 1,311 2,908 / 2,058 2,549 / 2,673 0
BEGIN PEAK HR
VOLUMES 150 532 60 114 366 279 376 860 232 59 953 317 4,298 APPROACH % 20% 72% 8% 15% 48% 37% 26% 59% 16% 4% 72% 24% PEAK HR FACTOR 0.932 0.851 0.918 0.936 0.959
APP/DEPART 742 / 1,225 759 / 657 1,468 / 1,034 1,329 / 1,382 0 Wanda
NORTH SIDE
Villa Park WEST SIDE EAST SIDE Villa Park
SOUTH SIDE
Wanda
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Villa Park - Orange
Wanda
Villa Park
Wanda Wanda Katella Villa Park
AM
7:30 AM
PM
4:45 PM
Attachment 5
477
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 2
EAST & WEST: CONTROL: STOP S
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: XXX 0 X012XX2 0
7:00 AM 0 0 0 0 0 1 1 186 0 0 176 0 364
7:15 AM 0 0 0 0 0 3 0 219 0 0 195 0 417
7:30 AM 0 0 0 0 0 4 1 306 0 0 229 0 540
7:45 AM 0 0 0 0 0 3 3 374 0 0 290 0 670
8:00 AM 0 0 0 0 0 0 2 277 0 0 282 0 561
8:15 AM 0 0 0 1 0 2 2 287 0 0 280 0 572
8:30 AM 0 0 0 0 0 1 0 218 0 0 262 0 481
8:45 AM 0 0 0 0 0 0 1 188 0 0 217 1 407
VOLUMES 0 0 0 1 0 14 10 2,055 0 0 1,931 1 4,017
APPROACH % 0% 0% 0% 7% 0% 93% 0% 99% 0% 0% 100% 0%
APP/DEPART 0 / 11 15 / 0 2,070 / 2,056 1,932 / 1,950 0
BEGIN PEAK HR
VOLUMES 0 0 0 1 0 9 8 1,244 0 0 1,081 0 2,346
APPROACH % 0% 0% 0% 10% 0% 90% 1% 99% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.625 0.832 0.932 0.875
APP/DEPART 0 / 8 10 / 0 1,255 / 1,245 1,081 / 1,093 0
4:00 PM 0 0 0 0 0 1 5 255 0 0 262 0 523
4:15 PM 0 0 0 0 0 1 0 269 0 0 323 0 593
4:30 PM 0 0 0 0 0 0 1 268 0 0 302 0 571
4:45 PM 0 0 0 0 0 0 1 247 0 0 275 0 523
5:00 PM 0 0 0 0 0 1 1 255 0 0 331 0 588
5:15 PM 0 0 0 0 0 1 1 264 0 0 360 0 626
5:30 PM 0 0 0 0 0 4 2 228 0 0 320 0 554
5:45 PM 0 0 0 0 0 3 1 250 0 0 265 3 522
VOLUMES 0 0 0 0 0 11 12 2,036 0 0 2,438 3 4,506
APPROACH % 0% 0% 0% 0% 0% 100% 1% 99% 0% 0% 100% 0%
APP/DEPART 0 / 15 11 / 0 2,054 / 2,036 2,441 / 2,455 0
BEGIN PEAK HR
VOLUMES 0 0 0 0 0 2 4 1,034 0 0 1,268 0 2,310
APPROACH % 0% 0% 0% 0% 0% 100% 0% 99% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.500 0.963 0.881 0.921
APP/DEPART 0 / 42 / 0 1,040 / 1,034 1,268 / 1,272 0
Kathleen
NORTH SIDE
Villa Park WEST SIDE EAST SIDE Villa Park
SOUTH SIDE
Kathleen
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Villa Park
Kathleen
Villa Park
Kathleen Kathleen Katella Villa Park
AM
7:30 AM
PM
4:30 PM
Attachment 5
478
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 3
EAST & WEST: CONTROL: STOP N
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 0X0 X XXX2012 X
7:00 AM 3 0 0 0 0 0 0 186 0 1 173 0 363
7:15 AM 0 0 0 0 0 0 0 218 1 0 195 0 414
7:30 AM 2 0 2 0 0 0 0 305 1 1 227 0 538
7:45 AM 0 0 2 0 0 0 0 372 1 0 290 0 665
8:00 AM 0 0 2 0 0 0 0 276 1 1 282 0 562
8:15 AM 2 0 1 0 0 0 0 286 2 0 283 0 574
8:30 AM 1 0 1 0 0 0 0 217 1 0 261 0 481
8:45 AM 1 0 0 0 0 0 0 186 2 0 217 0 406
VOLUMES 9 0 8 0 0 0 0 2,046 9 3 1,928 0 4,003
APPROACH % 53% 0% 47% 0% 0% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 17 / 00 / 10 2,055 / 2,056 1,931 / 1,937 0
BEGIN PEAK HR
VOLUMES 4 0 7 0 0 0 0 1,239 5 2 1,082 0 2,339
APPROACH % 36% 0% 64% 0% 0% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.688 0.000 0.834 0.934 0.879
APP/DEPART 11 / 00 / 6 1,244 / 1,247 1,084 / 1,086 0
4:00 PM 0 0 1 0 0 0 0 254 1 1 262 0 519
4:15 PM 1 0 0 0 0 0 0 269 0 0 322 0 592
4:30 PM 1 0 0 0 0 0 0 268 0 0 301 0 570
4:45 PM 1 0 1 0 0 0 0 247 0 1 274 0 524
5:00 PM 1 0 0 1 0 0 0 254 1 0 330 0 587
5:15 PM 1 0 0 0 0 0 0 264 0 1 359 0 625
5:30 PM 0 0 0 0 0 0 0 217 1 0 327 0 545
5:45 PM 1 0 0 0 0 0 0 250 0 0 267 0 518
VOLUMES 6 0 2 1 0 0 0 2,023 3 3 2,442 0 4,480
APPROACH % 75% 0% 25% 100% 0% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 8 / 01 / 6 2,026 / 2,026 2,445 / 2,448 0
BEGIN PEAK HR
VOLUMES 4 0 1 1 0 0 0 1,033 1 2 1,264 0 2,306
APPROACH % 80% 0% 20% 100% 0% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.625 0.250 0.965 0.879 0.922
APP/DEPART 5 / 01 / 3 1,034 / 1,035 1,266 / 1,268 0
Morrow
NORTH SIDE
Villa Park WEST SIDE EAST SIDE Villa Park
SOUTH SIDE
Morrow
AM
7:30 AM
PM
4:30 PM
Morrow Morrow Villa Park Villa Park
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Villa Park
Morrow
Villa Park
Attachment 5
479
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 4
EAST & WEST: CONTROL: STOP S
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: XXX 0 X012XX2 0
7:00 AM 0 0 0 0 0 2 1 186 0 0 171 0 360
7:15 AM 0 0 0 1 0 3 2 216 0 0 192 0 414
7:30 AM 0 0 0 3 0 3 1 307 0 0 225 0 539
7:45 AM 0 0 0 1 0 4 3 371 0 0 290 3 672
8:00 AM 0 0 0 0 0 2 4 268 0 0 281 0 555
8:15 AM 0 0 0 0 0 4 6 281 0 0 277 0 568
8:30 AM 0 0 0 0 0 2 2 216 0 0 259 0 479
8:45 AM 0 0 0 0 0 2 3 183 0 0 215 0 403
VOLUMES 0 0 0 5 0 22 22 2,028 0 0 1,910 3 3,990
APPROACH % 0% 0% 0% 19% 0% 81% 1% 99% 0% 0% 100% 0%
APP/DEPART 0 / 22 27 / 0 2,050 / 2,033 1,913 / 1,935 0
BEGIN PEAK HR
VOLUMES 0 0 0 4 0 13 14 1,227 0 0 1,073 3 2,334
APPROACH % 0% 0% 0% 24% 0% 76% 1% 99% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.708 0.830 0.918 0.868
APP/DEPART 0 / 15 17 / 0 1,241 / 1,231 1,076 / 1,088 0
4:00 PM 0 0 0 1 0 3 1 254 0 0 266 2 527
4:15 PM 0 0 0 0 0 0 3 257 0 0 322 1 583
4:30 PM 0 0 0 0 0 1 7 261 0 0 300 0 569
4:45 PM 0 0 0 1 0 2 3 245 0 0 273 0 524
5:00 PM 0 0 0 1 0 0 2 253 0 0 330 1 587
5:15 PM 0 0 0 0 0 1 6 258 0 0 359 3 627
5:30 PM 0 0 0 0 0 0 3 214 0 0 327 0 544
5:45 PM 0 0 0 0 0 1 0 250 0 0 266 1 518
VOLUMES 0 0 0 3 0 8 25 1,992 0 0 2,443 8 4,479
APPROACH % 0% 0% 0% 27% 0% 73% 1% 99% 0% 0% 100% 0%
APP/DEPART 0 / 33 11 / 0 2,017 / 1,995 2,451 / 2,451 0
BEGIN PEAK HR
VOLUMES 0 0 0 2 0 4 18 1,017 0 0 1,262 4 2,307
APPROACH % 0% 0% 0% 33% 0% 67% 2% 98% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.500 0.965 0.874 0.920
APP/DEPART 0 / 22 6 / 0 1,035 / 1,019 1,266 / 1,266 0
Prado Woods
NORTH SIDE
Villa Park WEST SIDE EAST SIDE Villa Park
SOUTH SIDE
Prado Woods
AM
7:30 AM
PM
4:30 PM
Prado Woods Prado Woods Villa Park Villa Park
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Villa Park
Prado Woods
Villa Park
Attachment 5
480
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 5
EAST & WEST: CONTROL: STOP S
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: XXX 0 X012XX2 0
7:00 AM 0 0 0 0 0 1 0 186 0 0 170 0 357
7:15 AM 0 0 0 0 0 1 0 217 0 0 191 0 409
7:30 AM 0 0 0 1 0 2 0 304 0 0 223 0 530
7:45 AM 0 0 0 0 0 2 2 370 0 0 296 0 670
8:00 AM 0 0 0 2 0 1 0 268 0 0 280 0 551
8:15 AM 0 0 0 0 0 2 2 279 0 0 275 0 558
8:30 AM 0 0 0 0 0 0 0 216 0 0 259 0 475
8:45 AM 0 0 0 0 0 0 1 182 0 0 215 0 398
VOLUMES 0 0 0 3 0 9 5 2,022 0 0 1,909 0 3,949
APPROACH % 0% 0% 0% 25% 0% 75% 0% 100% 0% 0% 100% 0%
APP/DEPART 0 / 5 12 / 0 2,027 / 2,026 1,910 / 1,918 0
BEGIN PEAK HR
VOLUMES 0 0 0 3 0 7 4 1,221 0 0 1,074 0 2,309
APPROACH % 0% 0% 0% 30% 0% 70% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.833 0.823 0.907 0.862
APP/DEPART 0 / 4 10 / 0 1,225 / 1,224 1,074 / 1,081 0
4:00 PM 0 0 0 0 0 0 2 253 0 0 268 0 523
4:15 PM 0 0 0 0 0 0 1 256 0 0 323 0 580
4:30 PM 0 0 0 0 0 1 1 260 0 0 307 0 569
4:45 PM 0 0 0 0 0 4 2 244 0 0 269 1 520
5:00 PM 0 0 0 0 0 1 2 248 0 0 329 1 581
5:15 PM 0 0 0 0 0 2 1 256 0 0 359 1 619
5:30 PM 0 0 0 1 0 1 1 213 0 0 326 0 542
5:45 PM 0 0 0 1 0 1 2 248 0 0 266 1 519
VOLUMES 0 0 0 2 0 10 12 1,978 0 0 2,447 4 4,455
APPROACH % 0% 0% 0% 17% 0% 83% 1% 99% 0% 0% 100% 0%
APP/DEPART 0 / 16 12 / 0 1,992 / 1,980 2,451 / 2,459 0
BEGIN PEAK HR
VOLUMES 0 0 0 0 0 8 6 1,008 0 0 1,264 3 2,291
APPROACH % 0% 0% 0% 0% 0% 100% 1% 99% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.500 0.973 0.880 0.924
APP/DEPART 0 / 98 / 0 1,016 / 1,008 1,267 / 1,274 0
Kenwick
NORTH SIDE
Villa Park WEST SIDE EAST SIDE Villa Park
SOUTH SIDE
Kenwick
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Villa Park
Kenwick
Villa Park
Kenwick Kenwick Villa Park Villa Park
AM
7:30 AM
PM
4:30 PM
Attachment 5
481
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 6
EAST & WEST: CONTROL: STOP N
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 0X0 X XXX2012 X
7:00 AM 0 0 0 0 0 0 0 185 1 0 170 0 356
7:15 AM 0 0 0 0 0 0 0 206 1 0 191 0 398
7:30 AM 0 0 2 0 0 0 0 303 1 0 222 0 528
7:45 AM 1 0 0 0 0 0 0 370 0 1 295 0 667
8:00 AM 0 0 0 0 0 0 0 270 0 0 286 0 556
8:15 AM 0 0 0 0 0 0 0 279 0 0 275 0 554
8:30 AM 0 0 0 0 0 0 0 215 0 0 258 0 473
8:45 AM 1 0 0 0 0 0 0 183 0 0 215 0 399
VOLUMES 2 0 2 0 0 0 0 2,011 3 1 1,912 0 3,935
APPROACH % 50% 0% 50% 0% 0% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 4 / 00 / 4 2,016 / 2,015 1,915 / 1,916 0
BEGIN PEAK HR
VOLUMES 1 0 2 0 0 0 0 1,222 1 1 1,078 0 2,307
APPROACH % 33% 0% 67% 0% 0% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.375 0.000 0.827 0.912 0.865
APP/DEPART 3 / 00 / 2 1,224 / 1,225 1,080 / 1,080 0
4:00 PM 0 0 1 0 0 0 0 252 1 0 268 0 522
4:15 PM 0 0 0 0 0 0 0 256 0 0 323 0 579
4:30 PM 0 0 0 0 0 0 0 260 0 0 307 0 567
4:45 PM 1 0 0 0 0 0 0 242 2 1 279 0 525
5:00 PM 0 0 0 0 0 0 0 244 0 0 330 0 574
5:15 PM 0 0 0 0 0 0 0 256 0 0 360 0 616
5:30 PM 0 0 0 0 0 0 0 214 0 0 326 0 540
5:45 PM 0 0 0 0 0 0 0 249 0 0 267 0 516
VOLUMES 1 0 1 0 0 0 0 1,973 3 1 2,460 0 4,439
APPROACH % 50% 0% 50% 0% 0% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 2 / 00 / 4 1,976 / 1,974 2,461 / 2,461 0
BEGIN PEAK HR
VOLUMES 1 0 0 0 0 0 0 1,002 2 1 1,276 0 2,282
APPROACH % 100% 0% 0% 0% 0% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.250 0.000 0.965 0.887 0.926
APP/DEPART 1 / 00 / 3 1,004 / 1,002 1,277 / 1,277 0
Radec
NORTH SIDE
Villa Park WEST SIDE EAST SIDE Villa Park
SOUTH SIDE
Radec
INTERSECTION TURNING MOVEMENT COUNTS
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Villa Park
Radec
Villa Park
Radec Radec Villa Park Villa Park
AM
7:30 AM
PM
4:30 PM
Attachment 5
482
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 7
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 110 1 1012012 0
7:00 AM 1 1 2 6 2 14 11 165 6 4 154 1 367
7:15 AM 2 5 10 10 8 10 11 192 5 1 180 7 441
7:30 AM 10 10 6 10 25 15 9 256 31 10 200 10 592
7:45 AM 27 49 28 6 49 25 23 286 65 23 250 13 844
8:00 AM 20 29 16 13 23 48 17 245 14 6 220 16 667
8:15 AM 2 14 5 15 22 48 12 262 4 3 227 10 624
8:30 AM 5 7 9 18 15 43 14 197 1 4 210 12 535
8:45 AM 5 2 6 6 6 19 10 170 6 4 190 11 435
VOLUMES 72 117 82 84 150 222 107 1,773 132 55 1,631 80 4,505 APPROACH % 27% 43% 30% 18% 33% 49% 5% 88% 7% 3% 92% 5%
APP/DEPART 271 / 302 456 / 336 2,012 / 1,940 1,766 / 1,927 0
BEGIN PEAK HR
VOLUMES 59 102 55 44 119 136 61 1,049 114 42 897 49 2,727 APPROACH % 27% 47% 25% 15% 40% 45% 5% 86% 9% 4% 91% 5%
PEAK HR FACTOR 0.519 0.879 0.818 0.864 0.808
APP/DEPART 216 / 211 299 / 275 1,224 / 1,148 988 / 1,093 0 4:00 PM 4 7 7 7 11 19 25 233 4 8 245 16 586
4:15 PM 5 8 9 10 6 18 18 242 3 12 313 10 654
4:30 PM 1 5 6 10 7 22 17 227 4 4 270 15 588
4:45 PM 5 9 6 10 8 11 24 222 2 6 277 28 608
5:00 PM 2 12 3 15 9 19 22 219 3 2 302 22 630
5:15 PM 8 12 1 9 6 16 16 241 3 5 346 20 683
5:30 PM 2 11 3 12 9 20 15 197 5 2 300 10 586
5:45 PM 5 6 2 12 7 20 21 202 4 5 244 9 537
VOLUMES 32 70 37 85 63 145 158 1,783 28 44 2,297 130 4,872 APPROACH % 23% 50% 27% 29% 22% 49% 8% 91% 1% 2% 93% 5%
APP/DEPART 139 / 358 293 / 134 1,969 / 1,906 2,471 / 2,474 0
BEGIN PEAK HR
VOLUMES 16 38 16 44 30 68 79 909 12 17 1,195 85 2,509
APPROACH % 23% 54% 23% 31% 21% 48% 8% 91% 1% 1% 92% 7%
PEAK HR FACTOR 0.833 0.826 0.962 0.874 0.918
APP/DEPART 70 / 202 142 / 59 1,000 / 969 1,297 / 1,279 0 Center
NORTH SIDE
Villa Park WEST SIDE EAST SIDE Villa Park
SOUTH SIDE
Center
AM
7:30 AM
PM
4:30 PM
Center Center Villa Park Villa Park
INTERSECTION TURNING MOVEMENT COUNTS
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Villa Park
Center
Villa Park
Attachment 5
483
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 8
EAST & WEST: CONTROL: STOP N
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 0X0 X XXX2012 X
7:00 AM 0 0 0 0 0 0 0 170 0 0 159 0 329
7:15 AM 1 0 0 0 0 0 0 216 0 0 189 0 406
7:30 AM 0 0 0 0 0 0 0 272 2 0 224 0 498
7:45 AM 0 0 1 0 0 0 0 305 0 1 286 0 593
8:00 AM 2 0 0 0 0 0 0 285 0 2 252 0 541
8:15 AM 0 0 1 0 0 0 0 283 4 2 223 0 513
8:30 AM 3 0 3 0 0 0 0 224 1 1 231 0 463
8:45 AM 3 0 3 0 0 0 0 184 0 0 197 0 387
VOLUMES 9 0 8 0 0 0 0 1,939 7 6 1,761 0 3,730
APPROACH % 53% 0% 47% 0% 0% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 17 / 00 / 10 1,946 / 1,950 1,767 / 1,770 0
BEGIN PEAK HR
VOLUMES 2 0 2 0 0 0 0 1,145 6 5 985 0 2,145
APPROACH % 50% 0% 50% 0% 0% 0% 0% 99% 1% 1% 99% 0%
PEAK HR FACTOR 0.500 0.000 0.943 0.862 0.904
APP/DEPART 4 / 00 / 8 1,151 / 1,150 990 / 987 0
4:00 PM 1 0 0 0 0 0 0 261 5 2 276 0 545
4:15 PM 2 0 3 0 0 0 0 255 2 1 337 0 600
4:30 PM 1 0 0 0 0 0 0 237 3 0 287 0 528
4:45 PM 2 0 2 0 0 0 0 241 1 2 332 0 580
5:00 PM 1 0 0 0 0 0 0 238 1 0 321 0 561
5:15 PM 2 0 0 0 0 0 0 242 0 1 359 0 604
5:30 PM 0 0 1 0 0 0 0 221 0 0 301 0 523
5:45 PM 0 0 0 0 0 0 0 208 0 1 260 0 469
VOLUMES 9 0 6 0 0 0 0 1,903 12 7 2,473 0 4,410
APPROACH % 60% 0% 40% 0% 0% 0% 0% 99% 1% 0% 100% 0%
APP/DEPART 15 / 00 / 15 1,915 / 1,913 2,480 / 2,482 0
BEGIN PEAK HR
VOLUMES 6 0 2 0 0 0 0 958 5 3 1,299 0 2,273
APPROACH % 75% 0% 25% 0% 0% 0% 0% 99% 1% 0% 100% 0%
PEAK HR FACTOR 0.500 0.000 0.995 0.904 0.941
APP/DEPART 8 / 00 / 7 963 / 961 1,302 / 1,305 0
Park Villa Ln
NORTH SIDE
Villa Park WEST SIDE EAST SIDE Villa Park
SOUTH SIDE
Park Villa Ln
AM
7:30 AM
PM
4:30 PM
Park Villa Ln Park Villa Ln Villa Park Villa Park
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Villa Park
Park Villa Ln
Villa Park
Attachment 5
484
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 9
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: X X X 1.5 X 0.5 1 2 X X 2 0
7:00 AM 0 0 0 12 0 6 13 163 0 0 152 4 350
7:15 AM 0 0 0 18 0 5 16 203 0 0 184 10 436
7:30 AM 0 0 0 20 0 4 13 261 0 0 228 11 537
7:45 AM 0 0 0 31 0 13 14 307 0 0 275 33 673
8:00 AM 0 0 0 34 0 10 19 251 0 0 242 35 591
8:15 AM 0 0 0 28 0 11 23 260 0 0 215 26 563
8:30 AM 0 0 0 19 0 15 27 201 0 0 217 12 491
8:45 AM 0 0 0 16 0 9 19 164 0 0 188 15 411
VOLUMES 0 0 0 178 0 73 144 1,810 0 0 1,701 146 4,052
APPROACH % 0% 0% 0% 71% 0% 29% 7% 93% 0% 0% 92% 8%
APP/DEPART 0 / 289 251 / 0 1,954 / 1,988 1,847 / 1,775 0
BEGIN PEAK HR
VOLUMES 0 0 0 113 0 38 69 1,079 0 0 960 105 2,364
APPROACH % 0% 0% 0% 75% 0% 25% 6% 94% 0% 0% 90% 10%
PEAK HR FACTOR 0.000 0.858 0.894 0.864 0.878
APP/DEPART 0 / 173 151 / 0 1,148 / 1,192 1,065 / 999 0
4:00 PM 0 0 0 7 0 5 12 225 0 0 278 28 555
4:15 PM 0 0 0 15 0 10 20 246 0 0 316 28 635
4:30 PM 0 0 0 14 0 11 25 213 0 0 267 24 554
4:45 PM 0 0 0 13 0 8 23 232 0 0 323 22 621
5:00 PM 0 0 0 15 0 15 20 223 0 0 303 22 598
5:15 PM 0 0 0 18 0 10 26 201 0 0 344 32 631
5:30 PM 0 0 0 15 0 9 29 208 0 0 292 26 579
5:45 PM 0 0 0 15 0 6 19 187 0 0 284 33 544
VOLUMES 0 0 0 112 0 74 174 1,735 0 0 2,407 215 4,717
APPROACH % 0% 0% 0% 60% 0% 40% 9% 91% 0% 0% 92% 8%
APP/DEPART 0 / 386 186 / 0 1,909 / 1,847 2,622 / 2,484 0
BEGIN PEAK HR
VOLUMES 0 0 0 61 0 42 98 864 0 0 1,262 102 2,429
APPROACH % 0% 0% 0% 59% 0% 41% 10% 90% 0% 0% 93% 7%
PEAK HR FACTOR 0.000 0.858 0.943 0.907 0.962
APP/DEPART 0 / 198 103 / 0 962 / 925 1,364 / 1,306 0
Lemon
NORTH SIDE
Villa Park WEST SIDE EAST SIDE Villa Park
SOUTH SIDE
Lemon
AM
7:30 AM
PM
4:45 PM
Lemon Lemon Villa Park Villa Park
INTERSECTION TURNING MOVEMENT COUNTS
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Villa Park - Orange
Lemon
Villa Park
Attachment 5
485
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 10
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 1X1 X XXX2012 X
7:00 AM 23 0 21 0 0 0 0 142 23 48 139 0 396
7:15 AM 29 0 40 0 0 0 0 191 32 71 168 0 531
7:30 AM 44 0 46 0 0 0 0 224 59 85 197 0 655
7:45 AM 60 0 74 0 0 0 0 257 52 129 267 0 839
8:00 AM 58 0 75 0 0 0 0 248 47 127 202 0 757
8:15 AM 40 0 90 0 0 0 0 247 53 109 200 0 739
8:30 AM 35 0 39 0 0 0 0 180 33 90 204 0 581
8:45 AM 29 0 39 0 0 0 0 164 22 53 170 0 477
VOLUMES 318 0 424 0 0 0 0 1,653 321 712 1,547 0 4,975
APPROACH % 43% 0% 57% 0% 0% 0% 0% 84% 16% 32% 68% 0%
APP/DEPART 742 / 00 / 1,033 1,974 / 2,077 2,259 / 1,865 0
BEGIN PEAK HR
VOLUMES 202 0 285 0 0 0 0 976 211 450 866 0 2,990
APPROACH % 41% 0% 59% 0% 0% 0% 0% 82% 18% 34% 66% 0%
PEAK HR FACTOR 0.909 0.000 0.960 0.831 0.891
APP/DEPART 487 / 00 / 661 1,187 / 1,261 1,316 / 1,068 0 4:00 PM 30 0 83 0 0 0 0 208 33 48 281 0 683
4:15 PM 37 0 62 0 0 0 0 238 32 61 336 0 766
4:30 PM 40 0 69 0 0 0 0 189 30 59 279 0 666
4:45 PM 38 0 82 0 0 0 0 176 42 64 292 0 694
5:00 PM 26 0 99 0 0 0 0 234 28 56 312 0 755
5:15 PM 33 0 95 0 0 0 0 189 33 61 327 0 738
5:30 PM 28 0 84 0 0 0 0 190 29 67 294 0 692
5:45 PM 46 0 71 0 0 0 0 170 34 54 252 0 627
VOLUMES 278 0 645 0 0 0 0 1,594 261 470 2,373 0 5,621
APPROACH % 30% 0% 70% 0% 0% 0% 0% 86% 14% 17% 83% 0%
APP/DEPART 923 / 00 / 731 1,855 / 2,239 2,843 / 2,651 0
BEGIN PEAK HR
VOLUMES 141 0 312 0 0 0 0 837 132 240 1,219 0 2,881
APPROACH % 31% 0% 69% 0% 0% 0% 0% 86% 14% 16% 84% 0%
PEAK HR FACTOR 0.906 0.000 0.897 0.919 0.940
APP/DEPART 453 / 00 / 372 969 / 1,149 1,459 / 1,360 0
Hewes
NORTH SIDE
Villa Park WEST SIDE EAST SIDE Villa Park
SOUTH SIDE
Hewes
AM
7:30 AM
PM
4:15 PM
Hewes Hewes Villa Park Villa Park
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Orange
Hewes
Villa Park
Attachment 5
486
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 11
EAST & WEST: CONTROL: STOP N/S
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 010 0 1012012 0
7:00 AM 3 0 2 1 0 1 3 165 1 1 182 2 361
7:15 AM 1 0 5 2 0 6 3 190 6 1 233 5 452
7:30 AM 2 0 4 5 0 6 7 249 9 1 292 12 587
7:45 AM 2 0 7 3 0 30 26 307 20 1 309 37 742
8:00 AM 2 0 3 5 0 37 17 293 6 1 332 16 712
8:15 AM 3 1 7 14 0 30 18 301 4 2 275 34 689
8:30 AM 4 0 6 8 0 14 10 229 2 1 262 8 544
8:45 AM 0 0 2 5 0 12 14 181 6 1 225 6 452
VOLUMES 17 1 36 43 0 136 98 1,915 54 9 2,110 120 4,539
APPROACH % 31% 2% 67% 24% 0% 76% 5% 93% 3% 0% 94% 5%
APP/DEPART 54 / 219 179 / 63 2,067 / 1,994 2,239 / 2,263 0
BEGIN PEAK HR
VOLUMES 9 1 21 27 0 103 68 1,150 39 5 1,208 99 2,730
APPROACH % 29% 3% 68% 21% 0% 79% 5% 91% 3% 0% 92% 8%
PEAK HR FACTOR 0.705 0.739 0.890 0.940 0.920
APP/DEPART 31 / 168 130 / 44 1,257 / 1,198 1,312 / 1,320 0 4:00 PM 0 0 4 6 0 12 2 278 4 1 311 3 621
4:15 PM 4 0 1 4 0 8 4 278 5 4 349 6 663
4:30 PM 3 0 3 3 0 13 4 273 3 0 330 6 638
4:45 PM 3 0 1 3 0 3 1 252 6 0 352 2 623
5:00 PM 0 0 1 2 0 1 0 323 7 1 394 3 732
5:15 PM 0 0 1 1 0 2 3 272 6 1 406 2 694
5:30 PM 4 0 3 1 0 3 0 261 3 3 339 1 618
5:45 PM 2 0 2 3 0 5 3 254 3 3 315 1 591
VOLUMES 16 0 16 23 0 47 17 2,191 37 13 2,796 24 5,180
APPROACH % 50% 0% 50% 33% 0% 67% 1% 98% 2% 0% 99% 1%
APP/DEPART 32 / 41 70 / 50 2,245 / 2,230 2,833 / 2,859 0
BEGIN PEAK HR
VOLUMES 6 0 6 9 0 19 8 1,120 22 2 1,482 13 2,687
APPROACH % 50% 0% 50% 32% 0% 68% 1% 97% 2% 0% 99% 1%
PEAK HR FACTOR 0.500 0.438 0.871 0.915 0.918
APP/DEPART 12 / 21 28 / 24 1,150 / 1,135 1,497 / 1,507 0 Linda Vista
NORTH SIDE
Villa Park WEST SIDE EAST SIDE Villa Park
SOUTH SIDE
Linda Vista
INTERSECTION TURNING MOVEMENT COUNTS
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Orange
Linda Vista
Villa Park
Linda Vista Santiago Villa Park Villa Park
AM
7:30 AM
PM
4:30 PM
Attachment 5
487
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 12
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 1 2 0 2.5 1.5 1 2 2 0 1 2 1
7:00 AM 14 14 2 245 66 117 33 129 6 1 54 37 718
7:15 AM 16 20 1 338 67 154 58 134 5 1 69 62 925
7:30 AM 29 23 9 325 86 172 70 160 19 5 104 87 1,089
7:45 AM 54 25 12 303 87 207 91 182 44 6 96 85 1,192
8:00 AM 38 36 7 321 54 182 95 194 12 2 129 85 1,155
8:15 AM 18 25 8 345 50 153 108 198 16 3 140 109 1,173
8:30 AM 17 19 4 270 72 157 85 148 10 0 97 106 985
8:45 AM 19 17 3 175 44 117 60 121 7 0 97 84 744
VOLUMES 205 179 46 2,322 526 1,259 600 1,266 119 18 786 655 7,981 APPROACH % 48% 42% 11% 57% 13% 31% 30% 64% 6% 1% 54% 45% APP/DEPART 430 / 1,434 4,107 / 663 1,985 / 3,635 1,459 / 2,249 0
BEGIN PEAK HR
VOLUMES 139 109 36 1,294 277 714 364 734 91 16 469 366 4,609 APPROACH % 49% 38% 13% 57% 12% 31% 31% 62% 8% 2% 55% 43% PEAK HR FACTOR 0.780 0.957 0.923 0.844 0.967
APP/DEPART 284 / 839 2,285 / 383 1,189 / 2,065 851 / 1,322 0 4:00 PM 20 53 4 96 27 95 202 61 25 2 200 283 1,068
4:15 PM 16 63 2 84 28 120 187 76 20 1 223 324 1,144
4:30 PM 16 55 0 84 33 106 192 67 20 2 218 334 1,127
4:45 PM 20 81 0 105 44 108 172 73 11 6 226 375 1,221
5:00 PM 18 81 5 94 30 126 204 97 21 2 254 373 1,305
5:15 PM 10 65 3 98 42 107 172 82 20 5 292 348 1,244
5:30 PM 22 93 2 118 44 97 158 86 21 0 224 381 1,246
5:45 PM 19 86 0 85 42 86 164 73 22 1 214 311 1,103
VOLUMES 141 577 16 764 290 845 1,451 615 160 19 1,851 2,729 9,458 APPROACH % 19% 79% 2% 40% 15% 44% 65% 28% 7% 0% 40% 59% APP/DEPART 734 / 4,757 1,899 / 469 2,226 / 1,395 4,599 / 2,837 0
BEGIN PEAK HR
VOLUMES 70 320 10 415 160 438 706 338 73 13 996 1,477 5,016 APPROACH % 18% 80% 3% 41% 16% 43% 63% 30% 7% 1% 40% 59% PEAK HR FACTOR 0.855 0.978 0.867 0.964 0.961
APP/DEPART 400 / 2,503 1,013 / 246 1,117 / 763 2,486 / 1,504 0 Cannon
NORTH SIDE
Santiago Canyon WEST SIDE EAST SIDE Santiago Canyon
SOUTH SIDE
Cannon
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Orange
Cannon
Santiago Canyon
Cannon Cannon Santiago Canyon Santiago Canyon
AM
7:30 AM
PM
4:45 PM
Attachment 5
488
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 13
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 1 2 0 1 2 0 0.5 0.5 1 0 1 0
7:00 AM 4 83 0 0 461 28 8 0 12 0 0 0 596
7:15 AM 3 132 0 0 577 38 13 1 17 0 0 0 781
7:30 AM 10 155 0 0 600 49 20 0 13 0 0 0 847
7:45 AM 11 198 1 1 560 57 36 0 27 0 0 1 892
8:00 AM 22 181 0 0 532 70 45 2 36 1 0 0 889
8:15 AM 24 212 0 0 504 54 44 0 33 0 2 0 873
8:30 AM 20 174 0 0 423 44 33 0 26 0 0 0 720
8:45 AM 24 146 1 0 305 40 28 0 14 0 0 0 558
VOLUMES 118 1,281 2 1 3,962 380 227 3 178 1 2 1 6,156
APPROACH % 8% 91% 0% 0% 91% 9% 56% 1% 44% 25% 50% 25%
APP/DEPART 1,401 / 1,508 4,343 / 4,141 408 / 64 / 501 0
BEGIN PEAK HR
VOLUMES 67 746 1 1 2,196 230 145 2 109 1 2 1 3,501
APPROACH % 8% 92% 0% 0% 90% 9% 57% 1% 43% 25% 50% 25%
PEAK HR FACTOR 0.862 0.935 0.771 0.500 0.981
APP/DEPART 814 / 891 2,427 / 2,306 256 / 44 / 300 0
4:00 PM 19 536 2 1 220 46 58 0 15 2 0 0 899
4:15 PM 40 533 0 0 232 51 73 0 12 0 0 0 941
4:30 PM 24 556 0 0 200 38 75 0 12 0 0 0 905
4:45 PM 40 567 0 0 271 55 64 0 9 0 0 0 1,006
5:00 PM 37 606 0 0 234 39 51 0 9 0 0 0 976
5:15 PM 26 566 0 0 251 51 79 0 12 0 1 0 986
5:30 PM 31 587 0 0 241 48 69 0 12 0 0 0 988
5:45 PM 25 521 0 0 183 53 65 1 14 0 0 0 862
VOLUMES 242 4,472 2 1 1,832 381 534 1 95 2 1 0 7,563
APPROACH % 5% 95% 0% 0% 83% 17% 85% 0% 15% 67% 33% 0%
APP/DEPART 4,716 / 5,006 2,214 / 1,929 630 / 43 / 624 0
BEGIN PEAK HR
VOLUMES 134 2,326 0 0 997 193 263 0 42 0 1 0 3,956
APPROACH % 5% 95% 0% 0% 84% 16% 86% 0% 14% 0% 100% 0%
PEAK HR FACTOR 0.956 0.913 0.838 0.250 0.983
APP/DEPART 2,460 / 2,589 1,190 / 1,039 305 / 01 / 328 0 Cannon
NORTH SIDE
Taft WEST SIDE EAST SIDE Taft
SOUTH SIDE
Cannon
INTERSECTION TURNING MOVEMENT COUNTS
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Cannon
Taft
Cannon Cannon Taft Taft
AM
7:30 AM
PM
4:45 PM
Attachment 5
489
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 14
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: X21 1 2XXXX2X 1
7:00 AM 0 56 35 5 243 0 0 0 0 246 0 10 595
7:15 AM 0 86 59 4 348 0 0 0 0 267 0 17 781
7:30 AM 0 115 60 9 384 0 0 0 0 276 0 26 870
7:45 AM 0 134 93 8 351 0 0 0 0 267 0 42 895
8:00 AM 0 129 96 13 339 0 0 0 0 263 0 50 890
8:15 AM 0 149 107 21 329 0 0 0 0 229 0 27 862
8:30 AM 0 130 77 15 252 0 0 0 0 215 0 27 716
8:45 AM 0 100 74 14 172 0 0 0 0 173 0 12 545
VOLUMES 0 899 601 89 2,418 0 0 0 0 1,936 0 211 6,154
APPROACH % 0% 60% 40% 4% 96% 0% 0% 0% 0% 90% 0% 10%
APP/DEPART 1,500 / 1,110 2,507 / 4,354 0 / 690 2,147 / 00
BEGIN PEAK HR
VOLUMES 0 527 356 51 1,403 0 0 0 0 1,035 0 145 3,517
APPROACH % 0% 60% 40% 4% 96% 0% 0% 0% 0% 88% 0% 12%
PEAK HR FACTOR 0.862 0.925 0.000 0.942 0.982
APP/DEPART 883 / 672 1,454 / 2,438 0 / 407 1,180 / 00
4:00 PM 0 270 324 21 146 0 0 0 0 121 0 13 895
4:15 PM 0 272 334 15 150 0 0 0 0 133 0 23 927
4:30 PM 0 267 364 21 129 0 0 0 0 109 0 15 905
4:45 PM 0 279 352 26 195 0 0 0 0 131 0 17 1,000
5:00 PM 0 292 365 14 155 0 0 0 0 118 0 13 957
5:15 PM 0 295 344 17 167 0 0 0 0 135 0 14 972
5:30 PM 0 329 327 18 184 0 0 0 0 115 0 19 992
5:45 PM 0 268 318 22 136 0 0 0 0 100 0 16 860
VOLUMES 0 2,272 2,728 154 1,262 0 0 0 0 962 0 130 7,508 APPROACH % 0% 45% 55% 11% 89% 0% 0% 0% 0% 88% 0% 12%
APP/DEPART 5,000 / 2,402 1,416 / 2,224 0 / 2,882 1,092 / 00
BEGIN PEAK HR
VOLUMES 0 1,195 1,388 75 701 0 0 0 0 499 0 63 3,921
APPROACH % 0% 46% 54% 10% 90% 0% 0% 0% 0% 89% 0% 11%
PEAK HR FACTOR 0.983 0.878 0.000 0.943 0.980
APP/DEPART 2,583 / 1,258 776 / 1,200 0 / 1,463 562 / 00 Cannon
NORTH SIDE
Serrano WEST SIDE EAST SIDE Serrano
SOUTH SIDE
Cannon
AM
7:30 AM
PM
4:45 PM
Cannon Cannon Serrano Serrano
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Orange
Cannon
Serrano
Attachment 5
490
DATE: LOCATION: PROJECT #: SC3962
Wed, Apr 26, 23 NORTH & SOUTH: LOCATION #: 15
EAST & WEST: CONTROL: STOP E
NOTES: AM ▲
PM N
MD ◄ W E ►
OTHER S
OTHER ▼
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 12X X 200X0XX X
7:00 AM 3 63 0 0 242 5 5 0 6 0 0 0 324
7:15 AM 1 90 0 0 347 5 9 0 5 0 0 0 457
7:30 AM 5 136 0 0 379 8 7 0 14 0 0 0 549
7:45 AM 11 160 0 0 352 14 10 0 7 0 0 0 554
8:00 AM 5 174 0 0 350 13 7 0 12 0 0 0 561
8:15 AM 7 169 0 0 338 8 10 0 12 0 0 0 544
8:30 AM 11 146 0 0 256 5 10 0 11 0 0 0 439
8:45 AM 10 102 0 0 188 6 8 0 8 0 0 0 322
VOLUMES 53 1,040 0 0 2,452 64 66 0 75 0 0 0 3,750
APPROACH % 5% 95% 0% 0% 97% 3% 47% 0% 53% 0% 0% 0%
APP/DEPART 1,093 / 1,106 2,516 / 2,527 141 / 00 / 117 0
BEGIN PEAK HR
VOLUMES 28 639 0 0 1,419 43 34 0 45 0 0 0 2,208
APPROACH % 4% 96% 0% 0% 97% 3% 43% 0% 57% 0% 0% 0%
PEAK HR FACTOR 0.932 0.944 0.898 0.000 0.984
APP/DEPART 667 / 673 1,462 / 1,464 79 / 00 / 71 0
4:00 PM 11 272 0 0 159 4 1 0 7 0 0 0 454
4:15 PM 8 287 0 0 153 7 7 0 11 0 0 0 473
4:30 PM 6 276 0 0 150 11 4 0 6 0 0 0 453
4:45 PM 10 286 0 0 212 6 8 0 7 0 0 0 529
5:00 PM 10 295 0 0 170 4 6 0 6 0 0 0 491
5:15 PM 9 300 0 0 174 12 9 0 9 0 0 0 513
5:30 PM 9 330 0 0 195 7 2 0 6 0 0 0 549
5:45 PM 12 272 0 0 151 8 1 0 6 0 0 0 450
VOLUMES 75 2,318 0 0 1,364 59 38 0 58 0 0 0 3,912
APPROACH % 3% 97% 0% 0% 96% 4% 40% 0% 60% 0% 0% 0%
APP/DEPART 2,393 / 2,356 1,423 / 1,430 96 / 00 / 126 0
BEGIN PEAK HR
VOLUMES 38 1,211 0 0 751 29 25 0 28 0 0 0 2,082
APPROACH % 3% 97% 0% 0% 96% 4% 47% 0% 53% 0% 0% 0%
PEAK HR FACTOR 0.921 0.894 0.736 0.000 0.948
APP/DEPART 1,249 / 1,236 780 / 784 53 / 00 / 62 0
Cannon
NORTH SIDE
Loma WEST SIDE EAST SIDE Loma
SOUTH SIDE
Cannon
AM
7:30 AM
PM
4:45 PM
Cannon Cannon Loma Loma
INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Villa Park - Orange
Cannon
Loma
Attachment 5
491
CITY: Villa Park PROJECT:
AM Period EB WB PM Period EB WB
0:00 25 12 12:00 166 166
0:15 12 10 12:15 182 215
0:30 13 7 12:30 165 232
0:45 7 57 6 35 92 12:45 149 662 184 797 1459
1:00 5 7 13:00 150 169
1:15 9 7 13:15 183 194
1:30 5 4 13:30 149 204
1:45 5 24 2 20 44 13:45 165 647 175 742 1389
2:00 3 3 14:00 171 220
2:15 5 3 14:15 159 169
2:30 5 4 14:30 185 202
2:45 5 18 7 17 35 14:45 180 695 252 843 1538
3:00 1 5 15:00 186 248
3:15 4 4 15:15 203 348
3:30 2 13 15:30 209 288
3:45 3 10 8 30 40 15:45 238 836 349 1233 2069
4:00 7 9 16:00 255 285
4:15 6 13 16:15 280 329
4:30 5 16 16:30 246 326
4:45 7 25 30 68 93 16:45 259 1040 277 1217 2257
5:00 12 41 17:00 277 355
5:15 17 52 17:15 251 347
5:30 27 62 17:30 247 350
5:45 26 82 93 248 330 17:45 243 1018 280 1332 2350
6:00 51 80 18:00 234 281
6:15 72 125 18:15 210 250
6:30 104 139 18:30 224 220
6:45 142 369 175 519 888 18:45 172 840 147 898 1738
7:00 216 181 19:00 160 176
7:15 215 198 19:15 168 130
7:30 337 304 19:30 148 111
7:45 342 1110 294 977 2087 19:45 156 632 95 512 1144
8:00 292 304 20:00 152 102
8:15 286 271 20:15 156 82
8:30 194 278 20:30 139 70
8:45 195 967 223 1076 2043 20:45 157 604 50 304 908
9:00 154 203 21:00 127 70
9:15 143 205 21:15 121 52
9:30 156 205 21:30 106 56
9:45 151 604 209 822 1426 21:45 97 451 40 218 669
10:00 167 168 22:00 82 29
10:15 146 218 22:15 47 42
10:30 144 178 22:30 56 26
10:45 159 616 197 761 1377 22:45 38 223 21 118 341
11:00 135 187 23:00 29 20
11:15 184 162 23:15 28 18
11:30 152 174 23:30 17 14
11:45 157 628 202 725 1353 23:45 19 93 13 65 158
Total Vol. 4510 5298 9808 7741 8279 16020
EB WB Combined
12251 13577 25828
Split % 46.0% 54.0% 38.0% 48.3% 51.7% 62.0%
Peak Hour 7:30 7:30 7:30 16:15 17:00 16:45
Volume 1257 1173 2430 1062 1332 2363
P.H.F. 0.92 0.96 0.95 0.95 0.94 0.93
Wednesday, April 26, 2023 SC3962
ADT4 Villa Park Rd from N Wanda Rd to Center Dr.
Daily Totals
AM PM
[email protected] Tell. 714 253 7888
Attachment 5
492
A32223
DATE: CITY# Orange
JOB #: SC3962 CLASS5 Villa Park Rd from Center Dr to Hewes St
AM COMBINED PM COMBINED
TIME 1 2 3 4 5 6 7 8 9 10 11 12 13 TOTAL Time 1 2 3 4 5 6 7 8 9 10 11 12 13 TOTAL 0:00 0 28 1 0 1 0 0 0 0 0 0 0 0 30 12:00 2 245 24 0 8 2 0 0 2 0 1 0 0 284 0:15 0 19 1 0 0 0 0 0 0 0 0 0 0 20 12:15 0 279 37 0 13 3 0 0 2 0 1 0 0 335 0:30 0 17 0 0 0 0 0 0 0 0 0 0 0 17 12:30 0 285 26 0 13 2 0 0 0 0 0 0 0 326 0:45 0 9 00000000000 9 12:45 1 251 41 1 6 1 0 0 0 0 0 0 0 301 1:00 0 11 0 0 0 0 0 0 0 0 0 0 0 11 13:00 1 249 33 0 16 4 0 0 0 0 0 0 0 303 1:15 0 10 0 0 1 0 0 0 0 0 0 0 0 11 13:15 1 295 30 1 10 1 0 0 1 0 0 0 0 339 1:30 0 9 30000000000 12 13:30 0 255 27 0 7 5 0 0 1 0 0 0 0 295 1:45 0 5 00000000000 5 13:45 0 313 20 0 6 2 0 0 0 0 0 0 0 341 2:00 0 6 10000000000 7 14:00 2 281 35 1 12 1 0 0 2 0 0 0 0 334 2:15 0 6 00000000000 6 14:15 3 242 31 0 10 3 0 1 1 0 2 0 0 293 2:30 0 5 10000000000 6 14:30 0 304 39 4 14 3 0 0 0 0 0 0 0 364 2:45 0 7 20100000000 10 14:45 0 351 40 0 15 3 0 0 1 0 0 0 0 410 3:00 0 7 10000000000 8 15:00 0 392 52 1 21 3 0 0 0 0 0 0 0 469 3:15 0 6 00100000000 7 15:15 4 425 45 0 20 3 0 0 0 0 3 0 0 500 3:30 0 8 00100000000 9 15:30 4 501 34 0 26 0 0 0 0 0 0 0 0 565 3:45 0 10 0 0 0 0 0 0 0 0 0 0 0 10 15:45 0 439 45 0 16 2 0 1 1 0 1 0 0 505 4:00 0 7 10000000000 8 16:00 0 474 55 1 15 4 0 1 2 0 0 0 0 552 4:15 0 15 1 0 1 0 0 0 0 0 0 0 0 17 16:15 3 567 63 1 7 2 0 0 0 0 0 0 0 643 4:30 0 17 2 0 1 0 0 0 0 0 0 0 0 20 16:30 4 468 47 1 18 0 0 0 0 0 0 0 0 538 4:45 0 23 4 0 2 0 0 0 0 0 0 0 0 29 16:45 2 472 56 1 14 2 0 0 1 0 0 0 0 548 5:00 0 26 4 0 4 0 0 0 0 0 0 0 0 34 17:00 3 542 50 0 5 0 0 0 0 0 0 0 0 600 5:15 0 52 9 0 1 0 0 0 0 0 0 0 0 62 17:15 2 522 49 1 8 0 0 0 0 0 0 0 0 582 5:30 0 68 8 0 2 0 0 0 0 0 0 0 0 78 17:30 1 498 31 0 10 0 0 1 0 0 0 0 0 541 5:45 1 67 10 0 1 2 0 0 1 0 0 0 0 82 17:45 4 443 47 0 6 2 0 0 0 0 0 0 0 502 6:00 0 93 19 0 2 0 0 0 0 0 0 0 0 114 18:00 2 498 52 0 6 1 0 0 0 0 0 0 0 559 6:15 0 146 23 0 15 1 0 0 0 0 0 0 0 185 18:15 1 373 31 0 4 1 0 0 0 0 0 0 0 410 6:30 1 179 33 0 21 1 0 0 1 1 0 0 0 237 18:30 2 377 37 0 3 0 0 1 0 0 0 0 0 420 6:45 0 209 43 1 25 6 0 0 0 0 1 0 0 285 18:45 2 303 38 0 5 0 0 0 0 0 0 0 0 348 7:00 0 271 28 1 25 2 0 0 0 0 0 0 0 327 19:00 1 258 28 0 1 0 0 0 0 0 0 0 0 288 7:15 2 350 37 2 28 0 0 0 0 1 0 0 0 420 19:15 2 245 11 0 4 0 0 0 0 0 0 0 0 262 7:30 1 443 46 0 31 3 0 0 0 0 0 0 0 524 19:30 1 210 16 0 0 0 0 0 0 0 0 0 0 227 7:45 0 542 65 0 26 1 0 0 1 0 1 0 0 636 19:45 0 211 23 0 0 0 0 0 0 0 0 0 0 234 8:00 3 465 62 0 20 3 0 0 0 0 2 0 0 555 20:00 2 167 20 0 1 0 0 0 0 0 0 0 0 190 8:15 0 469 56 0 13 2 0 0 0 0 0 0 0 540 20:15 0 162 13 0 0 0 0 0 0 0 0 0 0 175 8:30 2 371 49 1 28 1 0 0 0 0 0 0 0 452 20:30 0 155 17 0 1 0 0 0 0 0 0 0 0 173 8:45 0 317 36 4 23 1 0 1 1 1 1 0 0 385 20:45 0 165 16 0 1 0 0 0 0 0 0 0 0 182 9:00 2 266 39 1 12 2 0 0 0 1 0 0 0 323 21:00 1 153 17 0 1 0 0 0 0 0 0 0 0 172 9:15 0 283 38 4 11 3 0 0 1 0 1 0 0 341 21:15 0 146 16 0 0 0 0 0 0 0 0 0 0 162 9:30 0 248 49 1 11 2 0 1 0 0 0 0 0 312 21:30 0 135 8 0 1 0 0 0 0 0 0 0 0 144 9:45 0 251 46 1 8 4 0 0 1 0 1 0 0 312 21:45 0 103 5 0 0 0 0 0 0 0 0 0 0 108 10:00 0 276 44 1 17 1 0 0 0 0 0 0 0 339 22:00 0 91 8 0 0 0 0 0 0 0 0 0 0 99 10:15 0 240 46 1 19 2 0 0 0 0 0 0 0 308 22:15 0 77 8 0 0 0 0 0 0 0 0 0 0 85 10:30 0 202 39 2 10 2 0 0 0 0 0 0 0 255 22:30 2 58 7 0 1 0 0 0 0 0 0 0 0 68 10:45 1 244 43 0 7 3 0 0 0 0 0 0 0 298 22:45 0 47 9 0 0 0 0 0 0 0 0 0 0 56 11:00 0 244 47 0 13 2 0 0 0 0 0 0 0 306 23:00 0 42 3 0 0 0 0 0 0 0 0 0 0 45 11:15 0 253 27 1 16 2 0 0 0 0 0 0 0 299 23:15 0 29 4 0 1 0 0 0 0 0 0 0 0 34 11:30 0 248 38 1 11 4 0 1 1 0 0 0 0 304 23:30 0 17 3 0 0 0 0 0 0 0 0 0 0 20 11:45 0 259 45 0 9 1 0 0 0 0 0 0 0 314 23:45 0 28 1 0 1 0 0 0 0 0 0 0 0 30 TOTAL 13 7,307 1,047 22 418 51 0374700 8,879 TOTAL 53 13,143 1,348 13 327 50 0 5 14 0800 14,961 AM PEAK HOUR 7:30 AM PM PEAK HOUR 4:15 PM
AM PEAK VOLUME 2,255 PM PEAK VOLUME 2,329
CLASS 1 Class 1 — Motorcycles CLASS 8 3 to 4 Axles, Single Trailer TOTAL: AM+PM 66 20,450 2,395 35 745 101 0 8 21 4 15 0 0 23,840 CLASS 2 Passenger Cars CLASS 9 5 Axles, Single Trailer % OF TOTAL 0.3% 85.8% 10.0% 0.1% 3.1% 0.4% 0.0% 0.0% 0.1% 0.0% 0.1% 0.0% 0.0% 100.0% CLASS 3 2 Axles, 4-Tire Single Units CLASS 10 6 or More Axles, Single Trailer CLASS 4 Buses CLASS 11 5 or Less Axles, Multi-Trailers
CLASS 5 2 Axles, 6-Tire Single Units CLASS 12 6 Axles, Multi-Trailers CLASS 6 3 Axles, Single Unit CLASS 13 7 or More Axles, Multi-Trailers CLASS 7 4 or More Axles, Single Unit
24-HOUR ROADWAY SEGMENT COUNTS (WITH FHWA CLASSIFICATION) PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Wednesday, April 26, 2023
Attachment 5
493
CITY: Orange PROJECT:
AM Period EB WB PM Period EB WB
0:00 19 11 12:00 140 174
0:15 13 10 12:15 169 193
0:30 11 8 12:30 174 199
0:45 5 48 10 39 87 12:45 138 621 184 750 1371
1:00 4 6 13:00 154 169
1:15 5 7 13:15 172 182
1:30 9 2 13:30 144 176
1:45 3 21 2 17 38 13:45 159 629 181 708 1337
2:00 3 5 14:00 154 210
2:15 2 3 14:15 164 172
2:30 5 1 14:30 199 220
2:45 4 14 8 17 31 14:45 203 720 247 849 1569
3:00 1 4 15:00 219 316
3:15 1 4 15:15 231 341
3:30 2 5 15:30 258 377
3:45 3 7 9 22 29 15:45 251 959 355 1389 2348
4:00 2 3 16:00 291 329
4:15 4 16 16:15 300 397
4:30 2 15 16:30 258 338
4:45 8 16 22 56 72 16:45 258 1107 356 1420 2527
5:00 10 25 17:00 333 368
5:15 22 42 17:15 284 388
5:30 25 58 17:30 274 361
5:45 25 82 59 184 266 17:45 241 1132 306 1423 2555
6:00 44 82 18:00 286 302
6:15 76 114 18:15 192 223
6:30 110 148 18:30 244 211
6:45 137 367 184 528 895 18:45 189 911 186 922 1833
7:00 163 187 19:00 147 140
7:15 231 239 19:15 161 120
7:30 270 282 19:30 123 109
7:45 331 995 396 1104 2099 19:45 147 578 101 470 1048
8:00 323 329 20:00 114 81
8:15 337 309 20:15 117 72
8:30 219 294 20:30 122 58
8:45 203 1082 223 1155 2237 20:45 133 486 73 284 770
9:00 169 202 21:00 119 66
9:15 138 214 21:15 119 59
9:30 147 175 21:30 110 55
9:45 138 592 184 775 1367 21:45 72 420 38 218 638
10:00 161 195 22:00 64 26
10:15 140 189 22:15 50 40
10:30 113 166 22:30 45 28
10:45 128 542 184 734 1276 22:45 34 193 17 111 304
11:00 155 179 23:00 32 17
11:15 152 181 23:15 19 13
11:30 157 168 23:30 17 6
11:45 153 617 199 727 1344 23:45 16 84 17 53 137
Total Vol. 4383 5358 9741 7840 8597 16437
EB WB Combined
12223 13955 26178
Split % 45.0% 55.0% 37.2% 47.7% 52.3% 62.8%
Peak Hour 7:30 7:45 7:30 16:15 16:45 16:45
Volume 1261 1328 2577 1149 1473 2622
P.H.F. 0.94 0.84 0.89 0.86 0.95 0.94
Wednesday, April 26, 2023 SC3962
ADT7 Villa Park Rd from Hewes St to Cannon St.
Daily Totals
AM PM
[email protected] Tell. 714 253 7888
Attachment 5
494
A32223
DATE: CITY# Orange
JOB #: SC3962 CLASS8 Santiago Canyon Rd from Cannon St to Orange Park Blvd
AM COMBINED PM COMBINED
TIME 1 2 3 4 5 6 7 8 9 10 11 12 13 TOTAL Time 1 2 3 4 5 6 7 8 9 10 11 12 13 TOTAL 0:00 0 11 1 0 3 0 0 0 0 0 0 0 0 15 12:00 3 241 26 3 6 1 1 0 2 0 1 0 0 284 0:15 0 14 1 0 0 0 0 0 0 0 0 0 0 15 12:15 0 254 35 0 10 1 1 0 2 0 1 0 0 304 0:30 0 12 0 0 0 0 0 0 0 0 0 0 0 12 12:30 1 251 26 1 9 3 1 0 0 0 0 0 0 292 0:45 0 5 10000000000 6 12:45 4 283 36 2 7 0 1 0 0 0 0 0 0 333 1:00 0 10 0 0 0 0 0 0 0 0 0 0 0 10 13:00 3 261 32 1 13 2 0 0 0 0 0 0 0 312 1:15 0 3 00100000000 4 13:15 3 350 42 1 7 1 0 0 0 0 0 0 0 404 1:30 0 6 00000000000 6 13:30 2 291 29 1 8 2 0 0 1 0 0 0 0 334 1:45 0 2 00000000000 2 13:45 0 279 26 0 7 1 0 0 1 0 0 0 0 314 2:00 1 4 00000000000 5 14:00 1 303 41 1 9 1 0 0 1 0 0 0 0 357 2:15 0 3 00000000000 3 14:15 3 289 32 0 7 2 1 1 1 0 2 0 0 338 2:30 0 10 0 0 0 0 0 0 0 0 0 0 0 10 14:30 1 325 46 3 18 1 0 1 0 0 0 0 0 395 2:45 0 6 10000000000 7 14:45 2 454 41 1 20 3 1 0 0 0 1 0 0 523 3:00 0 4 00000000000 4 15:00 2 596 52 0 19 2 1 0 1 0 0 0 0 673 3:15 0 7 00000000000 7 15:15 8 552 51 0 22 2 1 0 0 0 3 0 0 639 3:30 0 8 00000000000 8 15:30 7 642 49 0 25 0 0 0 0 0 0 0 0 723 3:45 0 2 00000000000 2 15:45 1 582 56 0 23 2 1 0 2 0 1 0 0 668 4:00 0 8 10000000000 9 16:00 1 581 42 0 16 3 1 0 2 0 0 0 0 646 4:15 0 23 0 0 0 0 0 0 0 0 0 0 0 23 16:15 6 660 35 0 8 1 0 0 0 0 0 0 0 710 4:30 0 16 1 0 0 0 0 0 0 0 0 0 0 17 16:30 4 652 31 1 12 3 0 0 0 0 2 0 0 705 4:45 0 32 0 0 0 0 0 0 0 0 0 0 0 32 16:45 1 728 35 0 16 1 0 0 2 0 1 0 1 785 5:00 0 28 1 0 0 0 0 0 0 0 0 0 0 29 17:00 5 769 42 0 9 0 0 0 0 0 0 0 0 825 5:15 0 72 1 0 0 0 0 0 0 0 0 0 0 73 17:15 3 776 36 1 11 0 0 0 0 0 0 0 1 828 5:30 1 79 10 0 2 0 0 0 1 0 0 0 0 93 17:30 3 767 30 0 10 1 0 0 0 0 0 0 0 811 5:45 0 71 5 1 1 1 0 0 1 0 0 0 0 80 17:45 5 645 25 0 6 1 1 0 0 0 1 0 0 684 6:00 0 95 8 0 3 0 0 0 0 0 0 0 0 106 18:00 3 589 28 0 4 0 1 0 0 0 0 0 0 625 6:15 4 140 17 0 5 0 1 0 1 0 0 0 0 168 18:15 1 534 25 0 7 1 0 0 0 0 0 0 0 568 6:30 3 239 22 1 8 1 0 0 1 0 1 0 0 276 18:30 2 397 23 0 3 0 0 0 1 0 0 0 0 426 6:45 1 314 33 0 13 3 2 0 1 0 1 0 0 368 18:45 2 348 26 0 5 0 0 0 0 0 0 0 0 381 7:00 0 426 24 0 14 3 0 0 0 0 1 0 0 468 19:00 2 266 18 0 0 0 0 0 0 0 0 0 0 286 7:15 2 536 44 1 19 0 0 0 1 0 1 0 1 605 19:15 3 237 15 0 2 0 0 0 0 0 0 0 0 257 7:30 1 631 35 0 18 3 1 0 0 0 0 0 1 690 19:30 2 218 8 0 0 0 0 0 0 0 0 0 0 228 7:45 1 623 34 1 21 1 0 0 1 0 2 0 0 684 19:45 0 162 8 0 1 0 0 0 0 0 0 0 0 171 8:00 2 677 42 0 12 3 0 0 1 0 2 0 0 739 20:00 2 179 6 0 1 0 0 0 0 0 0 0 0 188 8:15 1 747 40 3 6 5 0 0 0 0 1 0 0 803 20:15 0 166 3 0 0 0 0 0 0 0 0 0 0 169 8:30 3 570 30 0 20 1 1 0 0 0 0 0 0 625 20:30 0 113 6 0 0 0 0 0 0 0 0 0 0 119 8:45 0 424 34 3 14 2 0 0 3 0 0 0 0 480 20:45 0 124 1 0 1 0 0 0 0 0 0 0 0 126 9:00 2 350 38 0 11 2 0 0 0 0 2 0 0 405 21:00 1 132 4 0 1 0 0 0 0 0 0 0 0 138 9:15 2 268 39 6 15 4 0 0 1 0 0 0 0 335 21:15 1 138 0 0 1 0 0 0 0 0 0 0 0 140 9:30 1 267 41 1 8 1 1 0 0 0 0 0 0 320 21:30 1 120 0 0 1 0 0 0 0 0 0 0 0 122 9:45 1 296 27 1 6 1 3 0 1 0 1 0 0 337 21:45 0 78 2 0 0 0 0 0 0 0 0 0 0 80 10:00 0 310 36 1 5 0 1 0 0 0 0 0 0 353 22:00 1 87 4 0 0 0 0 0 0 0 0 0 0 92 10:15 0 271 32 3 7 2 0 0 0 0 0 0 0 315 22:15 0 47 3 0 0 0 0 0 0 0 0 0 0 50 10:30 0 233 32 3 7 0 3 0 0 0 0 0 0 278 22:30 2 41 1 0 0 0 0 0 0 0 0 0 0 44 10:45 1 198 27 0 8 0 1 0 0 0 1 0 0 236 22:45 0 44 2 0 0 0 0 0 0 0 0 0 0 46 11:00 4 216 36 0 3 0 1 0 0 0 0 0 0 260 23:00 0 43 2 0 0 0 0 0 0 0 0 0 0 45 11:15 0 249 36 1 9 1 1 0 0 0 0 0 0 297 23:15 0 26 0 0 0 0 0 0 0 0 0 0 0 26 11:30 2 316 38 0 2 1 0 1 0 0 0 0 0 360 23:30 1 17 0 0 0 0 0 0 0 0 0 0 0 18 11:45 0 319 47 1 8 1 0 0 0 0 0 0 0 376 23:45 0 22 0 0 0 0 0 0 0 0 0 0 0 22 TOTAL 33 9,151 815 27 249 36 16 1 13 0 13 0 2 10,356 TOTAL 93 15,659 1,081 16 325 35 12 2 16 0 13 0 2 17,254 AM PEAK HOUR 7:30 AM PM PEAK HOUR 4:45 PM
AM PEAK VOLUME 2,916 PM PEAK VOLUME 3,249
CLASS 1 Class 1 — Motorcycles CLASS 8 3 to 4 Axles, Single Trailer TOTAL: AM+PM 126 24,810 1,896 43 574 71 28 3 29 0 26 0 4 27,610 CLASS 2 Passenger Cars CLASS 9 5 Axles, Single Trailer % OF TOTAL 0.5% 89.9% 6.9% 0.2% 2.1% 0.3% 0.1% 0.0% 0.1% 0.0% 0.1% 0.0% 0.0% 100.0% CLASS 3 2 Axles, 4-Tire Single Units CLASS 10 6 or More Axles, Single Trailer CLASS 4 Buses CLASS 11 5 or Less Axles, Multi-Trailers
CLASS 5 2 Axles, 6-Tire Single Units CLASS 12 6 Axles, Multi-Trailers CLASS 6 3 Axles, Single Unit CLASS 13 7 or More Axles, Multi-Trailers CLASS 7 4 or More Axles, Single Unit
24-HOUR ROADWAY SEGMENT COUNTS (WITH FHWA CLASSIFICATION) PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Wednesday, April 26, 2023
Attachment 5
495
CITY: Villa Park - Orange PROJECT:
AM Period EB WB PM Period EB WB
0:00 8 1 12:00 71 63
0:15 4 4 12:15 94 60
0:30 0 1 12:30 119 85
0:45 0 12 0 6 18 12:45 162 446 57 265 711
1:00 1 0 13:00 195 107
1:15 1 0 13:15 146 182
1:30 1 1 13:30 151 149
1:45 1401 5 13:45 125 617 135 573 1190
2:00 1 2 14:00 78 89
2:15 0 0 14:15 84 65
2:30 0 0 14:30 76 66
2:45 0102 3 14:45 80 318 81 301 619
3:00 0 1 15:00 130 88
3:15 0 4 15:15 180 87
3:30 0 0 15:30 157 181
3:45 0005 5 15:45 117 584 130 486 1070
4:00 0 2 16:00 99 93
4:15 0 2 16:15 108 91
4:30 0 5 16:30 114 94
4:45 0 0 6 15 15 16:45 161 482 102 380 862
5:00 0 5 17:00 182 103
5:15 4 8 17:15 160 122
5:30 4 8 17:30 127 121
5:45 5 13 10 31 44 17:45 156 625 109 455 1080
6:00 12 13 18:00 119 121
6:15 34 32 18:15 96 99
6:30 27 28 18:30 96 86
6:45 40 113 34 107 220 18:45 89 400 89 395 795
7:00 59 44 19:00 82 90
7:15 104 76 19:15 50 83
7:30 135 99 19:30 50 86
7:45 224 522 127 346 868 19:45 52 234 57 316 550
8:00 309 198 20:00 40 47
8:15 326 183 20:15 41 31
8:30 123 147 20:30 26 22
8:45 101 859 93 621 1480 20:45 24 131 17 117 248
9:00 178 97 21:00 38 17
9:15 175 126 21:15 28 52
9:30 82 78 21:30 25 44
9:45 48 483 56 357 840 21:45 21 112 9 122 234
10:00 46 49 22:00 9 1
10:15 45 79 22:15 11 8
10:30 44 62 22:30 13 9
10:45 71 206 57 247 453 22:45 9 42 4 22 64
11:00 72 70 23:00 9 6
11:15 55 102 23:15 7 5
11:30 57 73 23:30 4 2
11:45 70 254 69 314 568 23:45 4 24 0 13 37
Total Vol. 2467 2052 4519 4015 3445 7460
EB WB Combined
6482 5497 11979
Split % 54.6% 45.4% 37.7% 53.8% 46.2% 62.3%
Peak Hour 7:30 7:45 7:45 12:45 13:00 13:00
Volume 994 655 1637 654 573 1190
P.H.F. 0.76 0.83 0.80 0.84 0.79 0.91
Wednesday, April 26, 2023 SC3962
ADT15 Taft Ave from Center Dr to Santiago Blvd.
Daily Totals
AM PM
[email protected] Tell. 714 253 7888
Attachment 5
496
CITY: Villa Park PROJECT:
AM Period EB WB PM Period EB WB
0:00 5 1 12:00 37 54
0:15 5 2 12:15 49 52
0:30 1 1 12:30 39 55
0:45 0 11 0 4 15 12:45 58 183 52 213 396
1:00 2 0 13:00 62 37
1:15 0 0 13:15 62 61
1:30 1 0 13:30 57 57
1:45 0 3 0 0 3 13:45 61 242 40 195 437
2:00 1 2 14:00 60 48
2:15 0 0 14:15 51 64
2:30 0 0 14:30 51 55
2:45 0 1 0 2 3 14:45 39 201 62 229 430
3:00 0 0 15:00 54 67
3:15 0 3 15:15 57 65
3:30 0 0 15:30 100 65
3:45 0 0 1 4 4 15:45 53 264 63 260 524
4:00 0 1 16:00 69 65
4:15 1 3 16:15 69 79
4:30 0 4 16:30 77 68
4:45 0 1 7 15 16 16:45 58 273 96 308 581
5:00 1 4 17:00 51 79
5:15 2 5 17:15 81 73
5:30 2 5 17:30 65 77
5:45 6 11 7 21 32 17:45 71 268 77 306 574
6:00 11 11 18:00 61 61
6:15 14 20 18:15 53 58
6:30 13 17 18:30 65 47
6:45 14 52 29 77 129 18:45 57 236 38 204 440
7:00 20 27 19:00 48 31
7:15 27 41 19:15 44 32
7:30 31 59 19:30 51 35
7:45 68 146 83 210 356 19:45 32 175 35 133 308
8:00 74 81 20:00 44 24
8:15 69 76 20:15 30 17
8:30 52 72 20:30 25 10
8:45 35 230 65 294 524 20:45 20 119 18 69 188
9:00 37 50 21:00 25 12
9:15 41 49 21:15 23 14
9:30 43 47 21:30 24 9
9:45 37 158 52 198 356 21:45 17 89 4 39 128
10:00 32 53 22:00 10 2
10:15 30 55 22:15 13 6
10:30 30 49 22:30 9 7
10:45 31 123 50 207 330 22:45 11 43 4 19 62
11:00 46 48 23:00 7 2
11:15 30 53 23:15 5 2
11:30 36 47 23:30 5 0
11:45 39 151 57 205 356 23:45 4 21 0 4 25
Total Vol. 887 1237 2124 2114 1979 4093
EB WB Combined
3001 3216 6217
Split % 41.8% 58.2% 34.2% 51.6% 48.4% 65.8%
Peak Hour 7:45 7:45 7:45 15:30 16:45 16:30
Volume 263 312 575 291 325 583
P.H.F. 0.89 0.94 0.93 0.73 0.85 0.95
Wednesday, April 26, 2023 SC3962
ADT14 Taft Ave from Cannon St to Center Dr.
Daily Totals
AM PM
[email protected] Tell. 714 253 7888
Attachment 5
497
A32223
DATE: CITY# Orange
JOB #: SC3962 CLASS12 Serrano Ave from Cannon St to Orange Park Blvd
AM COMBINED PM COMBINED
TIME 1 2 3 4 5 6 7 8 9 10 11 12 13 TOTAL Time 1 2 3 4 5 6 7 8 9 10 11 12 13 TOTAL 0:00 0 21 1 0 0 0 0 0 0 0 0 0 0 22 12:00 0 187 20 1 1 1 1 0 0 0 0 0 0 211 0:15 0 11 0 0 0 0 0 0 0 0 0 0 0 11 12:15 0 216 23 2 7 1 1 0 0 0 0 0 0 250 0:30 0 8 10000000000 9 12:30 1 211 29 1 2 1 0 0 0 0 0 0 0 245 0:45 0 5 00000000000 5 12:45 1 196 19 1 3 0 0 0 0 0 0 0 0 220 1:00 0 8 00000000000 8 13:00 3 189 17 0 5 2 0 0 0 0 0 0 0 216 1:15 0 4 00000000000 4 13:15 3 234 24 0 3 0 0 0 0 0 0 0 0 264 1:30 0 7 00000000000 7 13:30 1 192 33 0 4 0 1 0 0 0 0 0 0 231 1:45 0 3 00000000000 3 13:45 0 191 18 0 6 0 0 0 0 0 0 0 0 215 2:00 0 3 00000000000 3 14:00 4 221 29 0 2 0 0 0 0 0 0 0 0 256 2:15 0 4 00000000000 4 14:15 0 235 28 0 5 0 0 0 0 0 0 0 0 268 2:30 0 8 10100000000 10 14:30 1 233 34 1 7 0 0 0 0 0 0 0 0 276 2:45 0 3 00000000000 3 14:45 1 236 28 3 6 0 0 0 0 0 0 0 0 274 3:00 0 3 00000000000 3 15:00 0 273 32 0 5 1 0 0 0 0 0 0 0 311 3:15 0 3 30000000000 6 15:15 0 316 43 2 3 1 0 0 0 0 0 0 0 365 3:30 0 7 00000000000 7 15:30 2 377 44 2 7 0 0 0 0 0 0 0 0 432 3:45 0 4 00000000000 4 15:45 1 376 34 5 9 0 0 0 0 0 0 0 0 425 4:00 1 6 10000000000 8 16:00 1 438 29 3 8 0 0 0 0 0 0 0 0 479 4:15 0 11 2 0 0 0 0 0 0 0 0 0 0 13 16:15 1 458 41 1 3 1 0 0 0 0 0 0 0 505 4:30 1 17 4 0 0 0 0 0 0 0 0 0 0 22 16:30 3 467 31 0 6 0 0 0 0 0 2 0 0 509 4:45 0 24 1 0 0 0 0 0 0 0 0 0 0 25 16:45 0 477 39 1 7 0 0 0 1 0 1 0 0 526 5:00 0 32 0 0 1 0 0 0 0 0 0 0 0 33 17:00 0 473 33 0 4 0 0 0 0 0 0 0 0 510 5:15 0 39 3 0 2 0 0 0 0 0 0 0 0 44 17:15 0 471 38 0 1 0 0 0 0 0 0 0 0 510 5:30 0 46 2 0 0 0 0 0 0 0 0 0 0 48 17:30 0 448 27 0 4 0 0 0 0 0 0 0 0 479 5:45 0 60 3 0 0 0 0 0 0 0 0 0 0 63 17:45 1 417 35 0 3 0 0 0 0 0 0 0 0 456 6:00 0 94 10 0 0 0 0 0 0 0 0 0 0 104 18:00 0 417 35 0 3 0 0 0 0 0 0 0 0 455 6:15 2 143 6 0 1 0 0 0 0 0 0 0 0 152 18:15 1 371 23 0 5 0 1 0 0 0 0 0 0 401 6:30 1 167 12 3 3 0 0 0 0 0 0 0 0 186 18:30 1 332 12 0 4 0 0 0 0 0 0 0 0 349 6:45 0 198 9 2 3 0 0 0 1 0 0 0 0 213 18:45 2 341 14 0 1 0 0 0 0 0 0 0 0 358 7:00 1 281 8 3 3 0 0 0 0 0 0 0 0 296 19:00 0 225 10 0 1 0 0 0 0 0 0 0 0 236 7:15 1 326 18 1 1 0 0 0 0 0 0 0 0 347 19:15 0 210 11 0 0 0 0 0 0 0 0 0 0 221 7:30 1 342 22 2 3 1 0 0 0 0 0 0 0 371 19:30 0 189 12 0 0 0 0 0 0 0 0 0 0 201 7:45 0 369 32 3 6 0 0 0 0 0 0 0 0 410 19:45 0 191 8 0 3 0 0 0 0 0 0 0 0 202 8:00 3 399 14 2 4 0 0 0 0 0 0 0 0 422 20:00 0 180 4 0 2 0 0 0 0 0 0 0 0 186 8:15 2 350 23 1 7 1 0 0 0 0 0 0 0 384 20:15 0 125 7 0 0 0 0 0 0 0 0 0 0 132 8:30 0 306 19 1 8 0 0 0 0 0 0 0 0 334 20:30 0 125 7 0 2 0 0 0 0 0 0 0 0 134 8:45 1 244 19 2 7 0 0 0 0 0 0 0 0 273 20:45 0 144 8 0 0 0 0 0 0 0 0 0 0 152 9:00 0 197 24 2 4 1 0 0 0 0 0 0 0 228 21:00 0 113 7 0 0 0 0 0 0 0 0 0 0 120 9:15 0 186 23 0 4 0 0 0 0 0 0 0 0 213 21:15 1 121 4 0 0 0 0 0 0 0 0 0 0 126 9:30 2 215 21 0 9 0 0 0 0 0 0 0 0 247 21:30 1 134 1 0 0 0 0 0 0 0 0 0 0 136 9:45 0 190 30 0 6 1 0 0 0 0 0 0 0 227 21:45 0 81 2 0 0 0 0 0 0 0 0 0 0 83 10:00 0 215 30 0 7 0 2 0 0 0 0 0 0 254 22:00 0 59 5 0 0 0 0 0 0 0 0 0 0 64 10:15 1 183 29 0 6 0 0 0 0 0 0 0 0 219 22:15 0 60 4 0 0 0 0 0 0 0 0 0 0 64 10:30 0 169 22 0 6 2 0 0 0 0 0 0 0 199 22:30 0 55 2 0 0 0 0 0 0 0 0 0 0 57 10:45 0 171 27 0 10 0 0 0 0 0 0 0 0 208 22:45 0 32 1 0 0 0 0 0 0 0 0 0 0 33 11:00 3 186 19 0 7 0 1 0 0 0 0 0 0 216 23:00 0 30 2 0 0 0 0 0 0 0 0 0 0 32 11:15 3 194 22 0 9 1 0 0 0 0 0 0 0 229 23:15 0 31 1 0 0 0 0 0 0 0 0 0 0 32 11:30 3 219 26 2 12 0 1 0 0 0 0 0 0 263 23:30 0 13 1 0 0 0 0 0 0 0 0 0 0 14 11:45 0 188 26 2 3 1 0 0 0 0 0 0 0 220 23:45 0 23 2 0 0 0 0 0 0 0 0 0 0 25 TOTAL 26 5,869 513 26 133 84010000 6,580 TOTAL 30 11,134 911 23 132 84010300 12,246 AM PEAK HOUR 7:30 AM PM PEAK HOUR 4:30 PM
AM PEAK VOLUME 1,587 PM PEAK VOLUME 2,055
CLASS 1 Class 1 — Motorcycles CLASS 8 3 to 4 Axles, Single Trailer TOTAL: AM+PM 56 17,003 1,424 49 265 16 8020300 18,826 CLASS 2 Passenger Cars CLASS 9 5 Axles, Single Trailer % OF TOTAL 0.3% 90.3% 7.6% 0.3% 1.4% 0.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% CLASS 3 2 Axles, 4-Tire Single Units CLASS 10 6 or More Axles, Single Trailer CLASS 4 Buses CLASS 11 5 or Less Axles, Multi-Trailers
CLASS 5 2 Axles, 6-Tire Single Units CLASS 12 6 Axles, Multi-Trailers CLASS 6 3 Axles, Single Unit CLASS 13 7 or More Axles, Multi-Trailers CLASS 7 4 or More Axles, Single Unit
24-HOUR ROADWAY SEGMENT COUNTS (WITH FHWA CLASSIFICATION) PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Wednesday, April 26, 2023
Attachment 5
498
A32223
DATE: CITY# Orange
JOB #: SC3962 CLASS1 Santiago Blvd from Meats Ave to Taft Ave
AM COMBINED PM COMBINED
TIME 1 2 3 4 5 6 7 8 9 10 11 12 13 TOTAL Time 1 2 3 4 5 6 7 8 9 10 11 12 13 TOTAL 0:00 0 15 3 0 0 0 0 0 0 0 0 0 0 18 12:00 0 206 38 1 4 1 0 0 1 0 0 0 0 251 0:15 0 12 0 0 0 0 0 0 0 0 0 0 0 12 12:15 0 245 39 1 4 1 0 0 0 0 0 0 0 290 0:30 0 6 00000000000 6 12:30 1 241 42 0 1 0 0 1 0 0 0 0 0 286 0:45 0 7 00000000000 7 12:45 0 304 63 1 6 1 0 0 0 0 0 0 0 375 1:00 0 8 20000000000 10 13:00 1 274 48 1 1 0 0 0 0 0 0 0 0 325 1:15 0 4 10000000000 5 13:15 2 302 38 2 7 0 0 0 0 0 0 0 0 351 1:30 0 0 00000000000 0 13:30 0 315 34 0 7 0 0 0 0 0 0 0 0 356 1:45 0 9 00100000000 10 13:45 0 282 51 0 7 0 0 0 0 0 0 0 0 340 2:00 0 4 00000000000 4 14:00 2 219 45 1 3 0 0 0 0 0 0 0 0 270 2:15 0 6 00000000000 6 14:15 3 233 44 1 9 1 0 0 0 0 0 0 0 291 2:30 0 4 00000000000 4 14:30 1 208 49 1 5 1 0 0 0 0 0 0 0 265 2:45 0 5 20000000000 7 14:45 0 272 36 0 9 0 0 0 1 0 0 0 0 318 3:00 0 2 10000000000 3 15:00 0 242 55 1 7 0 0 0 0 0 0 0 0 305 3:15 0 2 10000000000 3 15:15 0 268 59 0 8 0 0 0 0 0 0 0 0 335 3:30 0 1 00000000000 1 15:30 1 346 76 1 8 0 0 0 0 0 0 0 0 432 3:45 0 2 20000000000 4 15:45 0 298 57 0 4 0 0 0 0 0 0 0 0 359 4:00 0 3 20000000000 5 16:00 0 314 61 1 4 0 0 0 0 0 0 0 0 380 4:15 0 11 3 0 0 0 0 0 0 0 0 0 0 14 16:15 0 318 71 1 6 1 0 0 0 0 0 0 0 397 4:30 0 10 2 0 0 0 0 0 0 0 0 0 0 12 16:30 0 359 56 0 7 1 0 0 0 0 0 0 0 423 4:45 1 15 5 0 1 0 0 0 0 0 0 0 0 22 16:45 0 359 62 0 10 0 0 0 0 0 0 0 0 431 5:00 0 13 7 0 0 0 0 0 0 0 0 0 0 20 17:00 0 379 63 1 5 0 0 0 0 0 0 0 0 448 5:15 0 28 4 1 0 1 0 0 0 0 0 0 0 34 17:15 1 381 63 1 4 1 0 0 0 0 0 0 0 451 5:30 0 31 4 0 0 0 0 0 0 0 0 0 0 35 17:30 0 377 54 0 7 0 0 0 0 0 0 0 0 438 5:45 0 39 17 0 0 0 0 0 0 0 0 0 0 56 17:45 2 379 67 1 5 1 0 0 0 0 0 0 0 455 6:00 0 61 17 1 1 0 0 0 0 0 0 0 0 80 18:00 0 355 43 1 3 0 0 1 0 0 0 0 0 403 6:15 0 70 19 1 2 0 0 0 0 0 0 0 0 92 18:15 2 287 53 0 4 0 0 0 0 0 0 0 0 346 6:30 0 75 27 0 6 0 0 0 1 0 0 0 0 109 18:30 0 265 35 1 3 0 0 1 0 0 0 0 0 305 6:45 0 100 25 0 7 0 0 0 0 0 0 0 0 132 18:45 3 248 37 0 3 0 0 0 0 0 0 0 0 291 7:00 0 152 24 1 6 0 0 0 0 0 0 0 0 183 19:00 1 233 29 1 2 0 0 0 0 0 0 0 0 266 7:15 1 167 30 1 8 0 0 0 0 0 0 0 0 207 19:15 0 207 29 1 2 0 0 0 0 0 0 0 0 239 7:30 0 236 41 0 5 0 0 0 0 0 0 0 0 282 19:30 0 191 27 0 2 0 0 0 0 0 0 0 0 220 7:45 0 295 46 2 2 0 0 0 0 0 0 0 0 345 19:45 0 159 27 0 2 0 0 0 0 0 0 0 0 188 8:00 0 324 58 1 2 1 0 0 0 0 0 0 0 386 20:00 0 131 24 1 2 0 0 0 0 0 0 0 0 158 8:15 0 266 41 0 0 0 0 0 0 0 0 0 0 307 20:15 0 133 16 1 2 0 0 0 0 0 0 0 0 152 8:30 0 243 38 1 5 0 0 0 0 0 0 0 0 287 20:30 0 108 15 1 0 0 0 0 0 0 0 0 0 124 8:45 1 226 38 1 6 2 0 0 0 0 0 0 0 274 20:45 0 103 13 0 0 0 0 0 0 0 0 0 0 116 9:00 2 174 29 1 6 0 0 0 0 0 0 0 0 212 21:00 0 97 13 0 0 0 0 0 0 0 0 0 0 110 9:15 2 232 55 1 5 0 0 0 0 0 0 0 0 295 21:15 0 92 14 1 0 0 0 0 0 0 0 0 0 107 9:30 1 180 36 0 8 0 0 0 1 0 0 0 0 226 21:30 0 87 10 0 0 0 0 0 0 0 0 0 0 97 9:45 1 187 36 0 7 0 0 0 0 0 0 0 0 231 21:45 0 77 7 0 0 0 0 0 0 0 0 0 0 84 10:00 0 171 42 1 1 0 0 0 0 0 0 0 0 215 22:00 0 54 8 0 0 0 0 0 0 0 0 0 0 62 10:15 0 179 42 1 2 0 0 0 0 0 0 0 0 224 22:15 0 62 13 0 0 0 0 0 0 0 0 0 0 75 10:30 0 167 35 0 6 2 0 0 0 0 0 0 0 210 22:30 0 37 4 0 0 0 0 0 0 0 0 0 0 41 10:45 0 183 43 0 1 0 0 0 0 0 0 0 0 227 22:45 0 31 7 0 0 0 0 0 0 0 0 0 0 38 11:00 1 172 46 1 7 0 0 0 0 0 0 0 0 227 23:00 0 29 3 0 0 0 0 0 0 0 0 0 0 32 11:15 1 185 44 1 0 0 0 0 0 0 0 0 0 231 23:15 0 17 4 0 0 0 0 0 0 0 0 0 0 21 11:30 0 175 36 0 7 0 0 0 0 0 0 0 0 218 23:30 1 12 1 0 0 0 0 0 0 0 0 0 0 14 11:45 0 219 37 0 9 0 0 1 0 0 0 0 0 266 23:45 0 19 2 0 0 0 0 0 0 0 0 0 0 21 TOTAL 11 4,676 941 16 111 60120000 5,764 TOTAL 21 10,155 1,705 24 163 90320000 12,082 AM PEAK HOUR 7:45 AM PM PEAK HOUR 5:00 PM
AM PEAK VOLUME 1,325 PM PEAK VOLUME 1,792
CLASS 1 Class 1 — Motorcycles CLASS 8 3 to 4 Axles, Single Trailer TOTAL: AM+PM 32 14,831 2,646 40 274 15 0440000 17,846 CLASS 2 Passenger Cars CLASS 9 5 Axles, Single Trailer % OF TOTAL 0.2% 83.1% 14.8% 0.2% 1.5% 0.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% CLASS 3 2 Axles, 4-Tire Single Units CLASS 10 6 or More Axles, Single Trailer CLASS 4 Buses CLASS 11 5 or Less Axles, Multi-Trailers
CLASS 5 2 Axles, 6-Tire Single Units CLASS 12 6 Axles, Multi-Trailers CLASS 6 3 Axles, Single Unit CLASS 13 7 or More Axles, Multi-Trailers CLASS 7 4 or More Axles, Single Unit
24-HOUR ROADWAY SEGMENT COUNTS (WITH FHWA CLASSIFICATION) PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Wednesday, April 26, 2023
Attachment 5
499
CITY: Villa Park - Orange PROJECT:
AM Period NB SB PM Period NB SB
0:00 13 10 12:00 136 166
0:15 10 8 12:15 164 168
0:30 4 5 12:30 242 157
0:45 7 34 5 28 62 12:45 244 786 186 677 1463
1:00 10 2 13:00 174 167
1:15 3 4 13:15 229 232
1:30 0 0 13:30 190 177
1:45 7 20 2 8 28 13:45 185 778 229 805 1583
2:00 2 4 14:00 163 163
2:15 5 1 14:15 187 180
2:30 0 1 14:30 143 157
2:45 3 10 6 12 22 14:45 162 655 161 661 1316
3:00 2 1 15:00 222 167
3:15 2 3 15:15 256 169
3:30 2 1 15:30 250 225
3:45 4 10 3 8 18 15:45 220 948 205 766 1714
4:00 4 4 16:00 240 178
4:15 8 16 16:15 269 168
4:30 9 8 16:30 265 163
4:45 10 31 11 39 70 16:45 287 1061 158 667 1728
5:00 11 14 17:00 299 182
5:15 17 20 17:15 314 223
5:30 14 46 17:30 325 196
5:45 41 83 39 119 202 17:45 279 1217 198 799 2016
6:00 38 48 18:00 280 171
6:15 64 69 18:15 231 165
6:30 57 70 18:30 202 164
6:45 73 232 90 277 509 18:45 169 882 140 640 1522
7:00 107 127 19:00 178 156
7:15 124 145 19:15 120 122
7:30 203 204 19:30 104 136
7:45 205 639 247 723 1362 19:45 96 498 102 516 1014
8:00 254 229 20:00 90 100
8:15 221 208 20:15 95 107
8:30 179 155 20:30 94 77
8:45 169 823 145 737 1560 20:45 63 342 72 356 698
9:00 166 133 21:00 79 62
9:15 180 162 21:15 68 73
9:30 109 157 21:30 57 64
9:45 137 592 143 595 1187 21:45 61 265 38 237 502
10:00 115 158 22:00 39 36
10:15 122 138 22:15 41 40
10:30 129 123 22:30 24 23
10:45 153 519 138 557 1076 22:45 19 123 16 115 238
11:00 130 148 23:00 16 23
11:15 126 132 23:15 7 9
11:30 119 161 23:30 10 11
11:45 151 526 138 579 1105 23:45 10 43 8 51 94
Total Vol. 3519 3682 7201 7598 6290 13888
NB SB Combined
11117 9972 21089
Split % 48.9% 51.1% 34.1% 54.7% 45.3% 65.9%
Peak Hour 7:30 7:30 7:30 16:45 13:00 17:00
Volume 883 888 1771 1225 805 2016
P.H.F. 0.87 0.90 0.92 0.97 0.87 0.94
Wednesday, April 26, 2023 SC3962
ADT2 Santiago Blvd from Taft Ave to Villa Park Rd.
Daily Totals
AM PM
[email protected] Tell. 714 253 7888
Attachment 5
500
CITY: Villa Park - Orange PROJECT:
AM Period NB SB PM Period NB SB
0:00 4 17 12:00 125 166
0:15 8 18 12:15 135 149
0:30 4 5 12:30 174 183
0:45 2 18 4 44 62 12:45 189 623 163 661 1284
1:00 7 2 13:00 137 140
1:15 1 9 13:15 176 180
1:30 1 1 13:30 130 152
1:45 3 12 0 12 24 13:45 123 566 202 674 1240
2:00 0 4 14:00 116 134
2:15 4 6 14:15 127 169
2:30 2 2 14:30 119 149
2:45 1 7 1 13 20 14:45 110 472 141 593 1065
3:00 1 4 15:00 141 161
3:15 1 1 15:15 146 146
3:30 2 4 15:30 163 190
3:45 3 7 3 12 19 15:45 115 565 181 678 1243
4:00 5 2 16:00 171 152
4:15 9 6 16:15 159 165
4:30 17 4 16:30 167 179
4:45 13 44 5 17 61 16:45 186 683 163 659 1342
5:00 16 7 17:00 183 184
5:15 15 8 17:15 199 160
5:30 28 13 17:30 174 150
5:45 41 100 12 40 140 17:45 158 714 158 652 1366
6:00 48 35 18:00 150 145
6:15 61 31 18:15 123 154
6:30 54 43 18:30 106 142
6:45 72 235 54 163 398 18:45 111 490 131 572 1062
7:00 89 81 19:00 110 130
7:15 95 83 19:15 61 107
7:30 156 150 19:30 61 117
7:45 212 552 198 512 1064 19:45 63 295 85 439 734
8:00 239 208 20:00 56 82
8:15 188 148 20:15 59 92
8:30 151 153 20:30 60 83
8:45 121 699 129 638 1337 20:45 43 218 79 336 554
9:00 129 116 21:00 43 64
9:15 139 114 21:15 40 63
9:30 109 121 21:30 35 61
9:45 116 493 119 470 963 21:45 33 151 42 230 381
10:00 105 118 22:00 23 41
10:15 109 114 22:15 17 51
10:30 119 103 22:30 12 32
10:45 113 446 128 463 909 22:45 9 61 14 138 199
11:00 120 132 23:00 10 22
11:15 99 125 23:15 7 11
11:30 92 137 23:30 5 19
11:45 124 435 146 540 975 23:45 3 25 10 62 87
Total Vol. 3048 2924 5972 4863 5694 10557
NB SB Combined
7911 8618 16529
Split % 51.0% 49.0% 36.1% 46.1% 53.9% 63.9%
Peak Hour 7:30 7:45 7:30 16:45 16:15 16:30
Volume 795 707 1499 742 691 1421
P.H.F. 0.83 0.85 0.84 0.96 0.94 0.97
Wednesday, April 26, 2023 SC3962
ADT3 N Wanda Rd from E Garfield Ave to E Collins Ave.
Daily Totals
AM PM
[email protected] Tell. 714 253 7888
Attachment 5
501
CITY: Orange PROJECT:
AM Period NB SB PM Period NB SB
0:00 3 5 12:00 65 55
0:15 4 3 12:15 56 53
0:30 0 2 12:30 73 66
0:45 1 8 5 15 23 12:45 73 267 72 246 513
1:00 0 1 13:00 73 69
1:15 1 2 13:15 70 81
1:30 2 1 13:30 67 64
1:45 0 3 0 4 7 13:45 65 275 96 310 585
2:00 0 3 14:00 59 73
2:15 1 0 14:15 63 56
2:30 2 0 14:30 99 84
2:45 1 4 1 4 8 14:45 97 318 95 308 626
3:00 2 1 15:00 102 96
3:15 1 1 15:15 115 90
3:30 2 0 15:30 118 98
3:45 3 8 3 5 13 15:45 124 459 117 401 860
4:00 1 2 16:00 113 81
4:15 1 4 16:15 99 93
4:30 3 2 16:30 109 89
4:45 6 11 3 11 22 16:45 120 441 106 369 810
5:00 7 2 17:00 125 84
5:15 3 5 17:15 128 94
5:30 7 16 17:30 112 96
5:45 16 33 6 29 62 17:45 117 482 88 362 844
6:00 17 19 18:00 116 67
6:15 24 27 18:15 92 73
6:30 45 42 18:30 85 66
6:45 52 138 56 144 282 18:45 65 358 72 278 636
7:00 44 71 19:00 53 56
7:15 69 103 19:15 52 47
7:30 90 144 19:30 49 50
7:45 134 337 181 499 836 19:45 43 197 41 194 391
8:00 133 174 20:00 38 35
8:15 130 162 20:15 22 34
8:30 74 123 20:30 53 30
8:45 68 405 75 534 939 20:45 34 147 38 137 284
9:00 66 70 21:00 32 25
9:15 71 74 21:15 41 31
9:30 41 55 21:30 32 21
9:45 44 222 58 257 479 21:45 18 123 22 99 222
10:00 38 67 22:00 14 17
10:15 55 66 22:15 12 11
10:30 45 55 22:30 8 15
10:45 51 189 55 243 432 22:45 12 46 7 50 96
11:00 56 47 23:00 7 7
11:15 49 66 23:15 4 8
11:30 49 64 23:30 7 4
11:45 60 214 47 224 438 23:45 5 23 8 27 50
Total Vol. 1572 1969 3541 3136 2781 5917
NB SB Combined
4708 4750 9458
Split % 44.4% 55.6% 37.4% 53.0% 47.0% 62.6%
Peak Hour 7:30 7:30 7:30 16:45 15:00 16:45
Volume 487 661 1148 485 401 865
P.H.F. 0.91 0.91 0.91 0.98 0.86 0.96
Wednesday, April 26, 2023 SC3962
ADT6 Hewes St from Villa Park Rd to E Spring St.
Daily Totals
AM PM
[email protected] Tell. 714 253 7888
Attachment 5
502
A32223
DATE: CITY# Orange
JOB #: SC3962 CLASS13 Cannon St from Serrano Ave to Via Escola
AM COMBINED PM COMBINED
TIME 1 2 3 4 5 6 7 8 9 10 11 12 13 TOTAL Time 1 2 3 4 5 6 7 8 9 10 11 12 13 TOTAL 0:00 0 17 1 0 0 0 0 0 0 0 0 0 0 18 12:00 1 196 8 0 2 1 0 0 0 0 0 0 0 208 0:15 0 13 0 0 0 0 0 0 1 0 0 0 0 14 12:15 0 184 14 0 3 0 0 0 0 0 0 0 0 201 0:30 0 8 00000000000 8 12:30 1 223 26 1 5 0 0 0 0 0 0 0 0 256 0:45 0 5 00000000000 5 12:45 2 224 16 0 1 0 0 0 0 0 0 0 0 243 1:00 0 4 00000000000 4 13:00 0 215 14 5 9 0 0 0 0 0 0 0 0 243 1:15 0 3 00000000000 3 13:15 1 247 18 1 4 0 0 0 0 0 0 0 0 271 1:30 0 3 00000000000 3 13:30 1 204 12 1 3 1 0 0 0 0 0 0 0 222 1:45 0 2 00000000000 2 13:45 0 215 27 1 3 0 0 0 0 0 0 0 0 246 2:00 0 7 00000000000 7 14:00 1 207 28 3 7 0 0 0 0 0 0 0 0 246 2:15 0 2 00000000000 2 14:15 0 217 22 0 5 0 0 0 0 0 0 0 0 244 2:30 0 6 10000000000 7 14:30 0 208 36 2 6 0 0 0 0 0 0 0 0 252 2:45 0 6 00000000000 6 14:45 1 300 18 0 8 1 0 0 0 0 0 0 0 328 3:00 0 3 00000000000 3 15:00 3 354 28 1 2 1 0 0 0 0 1 0 0 390 3:15 0 8 00000000000 8 15:15 1 307 15 0 3 1 0 0 0 0 0 0 0 327 3:30 0 5 00000000000 5 15:30 3 410 23 0 7 0 0 0 0 0 0 0 0 443 3:45 0 6 00000000000 6 15:45 0 422 24 0 9 0 0 0 0 0 0 0 0 455 4:00 1 9 00000000000 10 16:00 1 418 21 1 9 0 0 0 0 0 0 0 0 450 4:15 0 18 0 0 0 0 0 0 0 0 0 0 0 18 16:15 5 433 19 0 3 0 0 0 0 0 0 0 0 460 4:30 0 17 0 0 0 0 0 0 0 0 0 0 0 17 16:30 2 409 17 0 4 0 0 0 0 0 0 0 0 432 4:45 0 38 0 0 0 0 0 0 0 0 0 0 0 38 16:45 1 492 22 0 2 0 0 0 0 0 0 0 0 517 5:00 0 34 0 0 2 0 0 0 0 0 0 0 0 36 17:00 3 457 12 0 2 0 0 0 0 0 0 0 0 474 5:15 0 54 2 0 1 0 0 0 0 0 0 0 0 57 17:15 3 469 20 0 1 0 0 0 0 0 0 0 0 493 5:30 0 54 5 0 1 0 0 0 0 0 0 0 0 60 17:30 4 526 14 1 5 0 0 0 0 0 0 0 0 550 5:45 0 61 2 0 1 0 0 0 0 0 0 0 0 64 17:45 2 420 17 1 2 0 0 0 0 0 0 0 0 442 6:00 0 79 1 0 0 0 0 0 0 0 0 0 0 80 18:00 1 400 12 0 0 0 0 0 0 0 0 0 0 413 6:15 2 118 5 0 2 0 0 0 0 0 0 0 0 127 18:15 1 374 14 0 1 0 0 0 0 0 0 0 0 390 6:30 1 193 10 0 3 0 0 0 0 0 0 0 0 207 18:30 1 331 5 1 1 1 0 0 0 0 0 0 0 340 6:45 0 266 14 2 7 0 0 0 0 0 0 0 0 289 18:45 1 270 10 0 0 0 0 0 0 0 0 0 0 281 7:00 0 299 9 1 5 0 0 0 0 0 0 0 0 314 19:00 2 209 9 0 0 0 0 0 0 0 0 0 0 220 7:15 1 423 21 0 9 1 0 0 0 0 0 0 0 455 19:15 0 190 12 0 1 0 0 0 0 0 0 0 0 203 7:30 1 498 25 1 8 1 0 0 0 0 0 0 0 534 19:30 1 161 5 0 1 0 0 0 0 0 0 0 0 168 7:45 1 492 28 3 11 0 0 0 0 0 0 0 0 535 19:45 0 131 5 0 2 0 0 0 0 0 0 0 0 138 8:00 0 492 29 2 8 0 0 0 0 0 0 0 0 531 20:00 0 136 4 0 0 0 0 0 0 0 0 0 0 140 8:15 2 481 30 0 11 2 0 0 0 0 0 0 0 526 20:15 0 143 3 0 1 0 0 0 0 0 0 0 0 147 8:30 3 391 19 1 10 0 0 0 0 0 0 0 0 424 20:30 0 110 6 1 0 0 0 0 0 0 0 0 0 117 8:45 0 275 10 1 10 1 0 0 0 0 1 0 0 298 20:45 1 111 3 0 0 0 0 0 0 0 0 0 0 115 9:00 1 278 26 0 3 1 0 0 0 0 1 0 0 310 21:00 1 114 0 0 0 0 0 0 0 0 0 0 0 115 9:15 0 238 29 3 4 0 0 0 0 0 0 0 0 274 21:15 1 106 1 0 1 0 0 0 0 0 0 0 0 109 9:30 1 223 24 1 3 0 0 0 0 0 0 0 0 252 21:30 1 81 3 0 0 0 0 0 0 0 0 0 0 85 9:45 1 225 14 0 9 0 0 0 0 0 0 0 0 249 21:45 0 56 1 0 0 0 0 0 0 0 0 0 0 57 10:00 0 210 26 0 7 0 0 0 0 0 0 0 0 243 22:00 0 70 1 0 0 0 0 0 0 0 0 0 0 71 10:15 0 197 22 1 8 0 0 0 0 0 0 0 0 228 22:15 0 52 1 0 0 0 0 0 0 0 0 0 0 53 10:30 0 196 22 1 3 0 0 0 0 0 0 0 0 222 22:30 1 46 2 0 0 0 0 0 0 0 0 0 0 49 10:45 1 168 25 0 10 0 0 0 0 0 0 0 0 204 22:45 0 26 0 0 0 0 0 0 0 0 0 0 0 26 11:00 2 198 20 0 4 0 0 0 0 0 0 0 0 224 23:00 0 33 1 0 0 0 0 0 0 0 0 0 0 34 11:15 1 185 31 0 7 0 0 0 0 0 0 0 0 224 23:15 0 22 0 0 0 0 0 0 0 0 0 0 0 22 11:30 1 213 16 3 1 0 0 0 0 0 0 0 0 234 23:30 0 18 0 0 0 0 0 0 0 0 0 0 0 18 11:45 0 214 22 2 3 0 0 0 0 0 0 0 0 241 23:45 0 15 0 0 0 0 0 0 0 0 0 0 0 15 TOTAL 20 6,935 489 22 151 60010200 7,626 TOTAL 48 10,962 569 20 113 60000100 11,719 AM PEAK HOUR 7:30 AM PM PEAK HOUR 4:45 PM
AM PEAK VOLUME 2,126 PM PEAK VOLUME 2,034
CLASS 1 Class 1 — Motorcycles CLASS 8 3 to 4 Axles, Single Trailer TOTAL: AM+PM 68 17,897 1,058 42 264 12 0010300 19,345 CLASS 2 Passenger Cars CLASS 9 5 Axles, Single Trailer % OF TOTAL 0.4% 92.5% 5.5% 0.2% 1.4% 0.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% CLASS 3 2 Axles, 4-Tire Single Units CLASS 10 6 or More Axles, Single Trailer CLASS 4 Buses CLASS 11 5 or Less Axles, Multi-Trailers
CLASS 5 2 Axles, 6-Tire Single Units CLASS 12 6 Axles, Multi-Trailers CLASS 6 3 Axles, Single Unit CLASS 13 7 or More Axles, Multi-Trailers CLASS 7 4 or More Axles, Single Unit
24-HOUR ROADWAY SEGMENT COUNTS (WITH FHWA CLASSIFICATION) PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Wednesday, April 26, 2023
Attachment 5
503
CITY: Orange PROJECT:
AM Period NB SB PM Period NB SB
0:00 22 12 12:00 176 185
0:15 9 12 12:15 199 212
0:30 13 4 12:30 211 230
0:45 5 49 5 33 82 12:45 218 804 197 824 1628
1:00 5 7 13:00 201 208
1:15 3 4 13:15 256 211
1:30 6 4 13:30 177 210
1:45 2 16 3 18 34 13:45 225 859 196 825 1684
2:00 3 5 14:00 238 200
2:15 2 4 14:15 238 202
2:30 6 9 14:30 250 214
2:45 5 16 2 20 36 14:45 314 1040 236 852 1892
3:00 1 5 15:00 403 234
3:15 1 7 15:15 424 206
3:30 3 9 15:30 556 241
3:45 3 8 7 28 36 15:45 518 1901 272 953 2854
4:00 4 14 16:00 594 267
4:15 7 22 16:15 606 283
4:30 5 30 16:30 631 238
4:45 18 34 37 103 137 16:45 631 2462 326 1114 3576
5:00 17 42 17:00 657 273
5:15 20 75 17:15 639 302
5:30 25 77 17:30 656 299
5:45 28 90 93 287 377 17:45 586 2538 236 1110 3648
6:00 38 128 18:00 545 240
6:15 59 196 18:15 508 193
6:30 67 304 18:30 416 187
6:45 90 254 388 1016 1270 18:45 350 1819 201 821 2640
7:00 91 489 19:00 275 119
7:15 145 615 19:15 246 144
7:30 175 660 19:30 187 138
7:45 227 638 618 2382 3020 19:45 184 892 106 507 1399
8:00 225 602 20:00 169 91
8:15 256 558 20:15 153 76
8:30 207 467 20:30 144 65
8:45 174 862 345 1972 2834 20:45 141 607 76 308 915
9:00 169 293 21:00 124 85
9:15 166 265 21:15 140 71
9:30 159 292 21:30 145 46
9:45 160 654 272 1122 1776 21:45 74 483 48 250 733
10:00 160 287 22:00 76 43
10:15 174 233 22:15 58 49
10:30 135 242 22:30 56 30
10:45 146 615 212 974 1589 22:45 33 223 16 138 361
11:00 174 222 23:00 45 15
11:15 168 247 23:15 33 19
11:30 217 222 23:30 18 12
11:45 225 784 194 885 1669 23:45 21 117 17 63 180
Total Vol. 4020 8840 12860 13745 7765 21510
NB SB Combined
17765 16605 34370
Split % 31.3% 68.7% 37.4% 63.9% 36.1% 62.6%
Peak Hour 7:45 7:15 7:30 16:45 16:45 16:45
Volume 915 2495 3321 2583 1200 3783
P.H.F. 0.89 0.95 0.98 0.98 0.92 0.99
Wednesday, April 26, 2023 SC3962
ADT11 Cannon St from Santiago Taft Ave to Serrano Ave.
Daily Totals
AM PM
[email protected] Tell. 714 253 7888
Attachment 5
504
A32223
DATE: CITY# Orange
JOB #: SC3962 CLASS10 Cannon St from Santiago Canyon Rd to Taft Ave
AM COMBINED PM COMBINED
TIME 1 2 3 4 5 6 7 8 9 10 11 12 13 TOTAL Time 1 2 3 4 5 6 7 8 9 10 11 12 13 TOTAL 0:00 0 31 1 0 0 0 0 0 0 0 0 0 0 32 12:00 1 276 22 1 4 0 2 0 0 0 0 0 0 306 0:15 0 12 1 0 0 0 0 0 0 0 0 0 0 13 12:15 0 314 36 1 10 1 1 0 0 0 0 0 0 363 0:30 0 15 1 0 0 0 0 0 0 0 0 0 0 16 12:30 1 354 33 1 3 1 0 0 0 0 0 0 0 393 0:45 0 12 0 0 0 0 0 0 0 0 0 0 0 12 12:45 3 315 31 3 4 0 0 0 0 0 0 0 0 356 1:00 0 9 00000000000 9 13:00 2 281 32 4 8 2 0 0 0 0 0 0 0 329 1:15 0 9 00000000000 9 13:15 3 389 40 1 4 0 0 0 0 0 0 0 0 437 1:30 0 8 00000000000 8 13:30 2 312 32 1 5 0 1 0 0 0 0 0 0 353 1:45 0 6 00000000000 6 13:45 0 345 36 1 7 0 0 0 0 0 0 0 0 389 2:00 0 7 00000000000 7 14:00 3 339 36 2 8 0 0 0 0 0 0 0 0 388 2:15 0 7 00000000000 7 14:15 0 344 48 1 6 0 0 0 0 0 0 0 0 399 2:30 0 8 00000000000 8 14:30 1 367 51 1 17 0 0 0 0 0 0 0 0 437 2:45 0 11 0 0 0 0 0 0 0 0 0 0 0 11 14:45 2 478 35 2 10 1 0 0 0 0 0 0 0 528 3:00 0 5 00000000000 5 15:00 2 585 58 1 6 2 1 0 0 0 0 0 0 655 3:15 0 7 00100000000 8 15:15 3 617 54 2 7 0 0 0 0 0 0 0 0 683 3:30 0 11 0 0 0 0 0 0 0 0 0 0 0 11 15:30 3 699 54 1 11 0 0 0 0 0 0 0 0 768 3:45 0 10 0 0 0 0 0 0 0 0 0 0 0 10 15:45 1 682 52 3 12 0 0 0 0 0 0 0 0 750 4:00 1 12 1 0 0 0 0 0 0 0 0 0 0 14 16:00 2 701 43 4 5 0 0 0 0 0 0 0 1 756 4:15 0 31 0 0 0 0 0 0 0 0 0 0 0 31 16:15 5 764 32 0 4 1 0 0 0 0 0 0 0 806 4:30 0 29 1 0 0 0 0 0 0 0 0 0 0 30 16:30 3 754 40 1 4 0 0 0 0 0 2 0 0 804 4:45 0 50 0 0 0 0 0 0 0 0 0 0 0 50 16:45 1 839 38 1 2 0 0 0 1 0 1 0 2 885 5:00 1 46 1 0 0 0 0 0 0 0 0 0 0 48 17:00 2 859 43 0 4 0 0 0 0 0 0 0 0 908 5:15 0 90 2 0 1 0 0 0 0 0 0 0 0 93 17:15 3 794 29 0 6 0 0 0 0 0 0 0 0 832 5:30 0 88 10 0 1 0 0 0 1 0 0 0 0 100 17:30 5 847 35 1 3 0 0 0 0 0 0 0 0 891 5:45 1 106 4 0 1 0 0 0 0 0 0 0 0 112 17:45 3 734 31 1 5 0 0 0 0 0 0 0 0 774 6:00 0 137 8 0 1 0 0 0 0 0 0 0 0 146 18:00 1 698 36 0 2 0 0 0 0 0 0 0 0 737 6:15 3 213 10 0 1 0 0 0 1 0 0 0 0 228 18:15 2 626 42 0 4 1 0 0 0 0 0 0 0 675 6:30 2 330 22 3 4 0 0 0 0 0 0 0 0 361 18:30 0 515 29 2 2 0 0 0 0 0 0 0 0 548 6:45 0 417 29 3 7 0 0 0 1 0 0 0 0 457 18:45 1 444 29 0 1 0 0 0 0 0 0 0 0 475 7:00 0 482 21 2 7 0 0 0 0 0 0 0 0 512 19:00 2 350 22 0 0 0 0 0 0 0 0 0 0 374 7:15 4 656 26 3 9 0 0 0 0 0 1 0 0 699 19:15 1 308 24 0 1 0 0 0 0 0 0 0 0 334 7:30 0 721 28 2 11 0 0 0 0 0 1 0 0 763 19:30 1 252 15 0 1 0 0 0 0 0 0 0 0 269 7:45 1 745 40 3 9 0 0 0 0 0 0 0 0 798 19:45 0 254 10 0 1 0 0 0 0 0 0 0 0 265 8:00 2 716 40 4 8 0 0 0 1 0 0 0 2 773 20:00 0 219 4 0 1 0 0 0 0 0 0 0 0 224 8:15 2 734 42 2 7 3 0 0 0 0 0 0 0 790 20:15 0 201 6 0 1 0 0 0 0 0 0 0 0 208 8:30 3 666 29 1 10 0 0 0 0 0 0 0 0 709 20:30 0 176 11 1 0 0 0 0 0 0 0 0 0 188 8:45 1 454 30 4 6 1 0 0 0 0 1 0 0 497 20:45 0 189 5 0 0 0 0 0 0 0 0 0 0 194 9:00 1 391 36 1 7 0 0 0 0 0 1 0 0 437 21:00 1 172 2 0 0 0 0 0 0 0 0 0 0 175 9:15 0 336 38 3 4 0 0 0 0 0 0 0 0 381 21:15 2 193 2 0 1 0 0 0 0 0 0 0 0 198 9:30 2 356 38 0 9 0 0 0 0 0 0 0 0 405 21:30 1 175 2 0 0 0 0 0 0 0 0 0 0 178 9:45 1 342 32 0 12 2 0 0 0 0 0 0 0 389 21:45 0 114 1 0 0 0 0 0 0 0 0 0 0 115 10:00 0 368 40 0 7 0 2 0 0 0 0 0 0 417 22:00 1 105 5 0 0 0 0 0 0 0 0 0 0 111 10:15 0 337 36 1 7 0 0 0 0 0 0 0 0 381 22:15 0 87 6 0 0 0 0 0 0 0 0 0 0 93 10:30 0 280 32 1 7 0 1 0 0 0 0 0 0 321 22:30 2 74 1 0 0 0 0 0 0 0 0 0 0 77 10:45 2 283 31 0 13 1 0 0 0 0 0 0 0 330 22:45 0 47 1 0 0 0 0 0 0 0 0 0 0 48 11:00 5 309 33 0 7 0 1 0 0 0 0 0 0 355 23:00 0 58 1 0 0 0 0 0 0 0 0 0 0 59 11:15 1 311 35 0 9 0 0 0 0 0 0 0 0 356 23:15 0 45 0 0 0 0 0 0 0 0 0 0 0 45 11:30 2 364 32 6 8 1 1 0 0 0 0 0 0 414 23:30 0 29 0 0 0 0 0 0 0 0 0 0 0 29 11:45 0 329 37 2 11 0 1 0 0 0 0 0 0 380 23:45 0 33 1 0 0 0 0 0 0 0 0 0 0 34 TOTAL 35 10,897 767 41 185 86040402 11,949 TOTAL 66 18,353 1,196 37 170 95010303 19,843 AM PEAK HOUR 7:30 AM PM PEAK HOUR 4:45 PM
AM PEAK VOLUME 3,124 PM PEAK VOLUME 3,516
CLASS 1 Class 1 — Motorcycles CLASS 8 3 to 4 Axles, Single Trailer TOTAL: AM+PM 101 29,250 1,963 78 355 17 11 050705 31,792 CLASS 2 Passenger Cars CLASS 9 5 Axles, Single Trailer % OF TOTAL 0.3% 92.0% 6.2% 0.2% 1.1% 0.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% CLASS 3 2 Axles, 4-Tire Single Units CLASS 10 6 or More Axles, Single Trailer CLASS 4 Buses CLASS 11 5 or Less Axles, Multi-Trailers
CLASS 5 2 Axles, 6-Tire Single Units CLASS 12 6 Axles, Multi-Trailers CLASS 6 3 Axles, Single Unit CLASS 13 7 or More Axles, Multi-Trailers CLASS 7 4 or More Axles, Single Unit
24-HOUR ROADWAY SEGMENT COUNTS (WITH FHWA CLASSIFICATION) PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Wednesday, April 26, 2023
Attachment 5
505
CITY: Orange PROJECT:
AM Period NB SB PM Period NB SB
0:00 2 6 12:00 38 42
0:15 0 4 12:15 58 52
0:30 4 0 12:30 52 58
0:45 1 7 0 10 17 12:45 42 190 36 188 378
1:00 0 2 13:00 33 23
1:15 1 1 13:15 38 40
1:30 0 0 13:30 34 43
1:45 0 1 1 4 5 13:45 53 158 38 144 302
2:00 2 1 14:00 47 42
2:15 1 1 14:15 35 39
2:30 0 0 14:30 42 43
2:45 1 4 1 3 7 14:45 41 165 48 172 337
3:00 0 0 15:00 57 32
3:15 0 0 15:15 72 53
3:30 2 1 15:30 72 57
3:45 2 4 0 1 5 15:45 61 262 43 185 447
4:00 2 4 16:00 77 54
4:15 2 1 16:15 81 49
4:30 2 2 16:30 71 55
4:45 8 14 5 12 26 16:45 101 330 61 219 549
5:00 8 1 17:00 104 53
5:15 6 2 17:15 78 67
5:30 9 7 17:30 117 65
5:45 5 28 7 17 45 17:45 105 404 65 250 654
6:00 8 9 18:00 101 42
6:15 20 25 18:15 64 37
6:30 28 47 18:30 47 58
6:45 29 85 48 129 214 18:45 54 266 35 172 438
7:00 30 73 19:00 39 31
7:15 37 73 19:15 30 42
7:30 61 110 19:30 22 31
7:45 91 219 137 393 612 19:45 30 121 26 130 251
8:00 81 67 20:00 29 23
8:15 51 69 20:15 26 31
8:30 40 82 20:30 26 29
8:45 39 211 52 270 481 20:45 19 100 27 110 210
9:00 45 46 21:00 19 19
9:15 42 39 21:15 16 26
9:30 36 46 21:30 11 30
9:45 34 157 35 166 323 21:45 7 53 17 92 145
10:00 34 32 22:00 14 13
10:15 31 33 22:15 8 22
10:30 38 42 22:30 12 8
10:45 40 143 36 143 286 22:45 3 37 9 52 89
11:00 35 35 23:00 6 7
11:15 33 34 23:15 4 3
11:30 30 44 23:30 4 6
11:45 36 134 50 163 297 23:45 3 17 4 20 37
Total Vol. 1007 1311 2318 2103 1734 3837
NB SB Combined
3110 3045 6155
Split % 43.4% 56.6% 37.7% 54.8% 45.2% 62.3%
Peak Hour 7:30 7:00 7:30 17:00 17:00 17:00
Volume 284 393 667 404 250 654
P.H.F. 0.78 0.72 0.73 0.89 0.93 0.90
Wednesday, April 26, 2023 SC3962
ADT9 N Cannon St from Santiago Canyon Rd to E Avenida Palmar.
Daily Totals
AM PM
[email protected] Tell. 714 253 7888
Attachment 5
506
A2
Attachment B: Analysis Results
Attachment 5
507
Attachment B Analysis Results
Existing Roadway Segment LOS
Segment Lanes ADT Capacity2 V/C LOS
1. Villa Park Road between Wanda Road and Center Drive 4 25,828 37,500 0.69 B
2. Villa Park Road between Center Drive and Hewes Street 4 23,840 37,500 0.64 B
3. Villa Park Road between Hewes Street and Cannon Street 4 26,178 37,500 0.7 B
4. Santiago Canyon Road east of Cannon Street 4 27,610 37,500 0.74 C
5. Taft Avenue between Santiago Boulevard and Center Drive 2 11,979 22,000 0.54 A
6. Taft Avenue between Center Drive and Cannon Street 2 6,217 22,000 0.28 A
7. Serrano Avenue east of Cannon Road 4 18,826 37,500 0.5 A
8. Santiago Boulevard north of Taft Avenue 4 17,846 37,500 0.48 A
9. Wanda Road between Villa Park Road and Taft Avenue 4 21,089 37,500 0.56 A
10. Wanda Road south of Villa Park Road 3 16,529 25,000 0.66 B
11. Hewes Street south of Villa Park Road 4 9,458 25,000 0.38 A
12. Cannon Street north of Serrano Avenue 4 19,345 37,500 0.52 A
13. Cannon Street between Taft Avenue and Serrano Avenue 4 34,370 37,500 0.92 E
14. Cannon Street between Villa Park Road and Taft Avenue 4 31,792 37,500 0.85 D
15. Cannon Street south of Santiago Canyon Road 4 6,155 25,500 0.25 A Note(s):
1. Bold symbolizes segment operates below OCTA MPAH LOS standards.
2. Capacities for LOS E were referenced for arterial types from the MPAH.
Source: Fehr & Peers, 2023.
Attachment 5
508
Existing Intersection LOS
Intersection Control Methodology Peak
Hour V/C / Delay LOS
1. Wanda Road and Villa Park Road Signalized ICU / HCM AM PM
0.743 / 44
0.731 / 44
C / D
C / D
2. Kathleen Lane and Villa Park Road TWSC HCM AM
PM
21 15
C
B
3. Morrow Circle and Villa Park Road TWSC HCM AM
PM
43 56
E
F
4. Prado Woods Drive and Villa Park
Road TWSC HCM AMPM
32 40
D
E
5. Kenwick Drive and Villa Park Road TWSC HCM AM
PM
35 15
E
C
6. Radec Court and Villa Park Road TWSC HCM AM
PM
36 59
E
F
7. Center Drive and Villa Park Road Signalized ICU / HCM AM PM
0.533 / 15
0.511 / 6
A / B
A / A
8. Park Villa Lane and Villa Park Road TWSC HCM AM
PM
39 48
E
E
9. Lemon Street and Villa Park Road Signalized ICU / HCM AM PM
0.390 / 5
0.497 / 5
A / A
A / A
10. Hewes Street and Villa Park Road Signalized ICU / HCM AM PM
0.767 / 46
0.605 / 20
C / D
B / B
11. Linda Vista Street and Villa Park
Road TWSC HCM AM
PM
>100
>100
F
F
12. Cannon Street and Santiago
Canyon Road Signalized ICU / HCM AMPM
0.694 / 45
0.758 / 61
B / D
C / E
13. Cannon Street and Taft Avenue Signalized ICU / HCM AM PM
0.893 / 63
0.900 / 55
D / E
E / D
14. Cannon Street and Serrano
Avenue Signalized ICU / HCM AMPM
0.758 / 23
0.909 / 29
C / C
E / C
15. Cannon Street and Loma Street TWSC HCM AM
PM
85 33
F
D
Note(s):
1. “>100” is reported for highly congested movements where more than 100 seconds is reported.
2. Bold symbolizes segment operates below Jurisdictions' LOS standards.
Source: Fehr & Peers, 2023.
Attachment 5
509
Existing Multimodal LOS
Intersection Mode Peak
Hour Delay LOS
1. Wanda Rod and Villa Park Road Bike/Pedestrian
AM 52.4/56 D / E
PM 38.7/60.4 D / E
9. Lemon Street and Villa Park Road Bike/Pedestrian
AM 5.8/7.7 A / A
PM 5.7/9.3 A / A
10. Hewes Street and Villa Park Road Bike/Pedestrian
AM 56.9/56.5 E / E
PM 60.6/68.1 E / E
12. Cannon Street and Santiago
Canyon Road Bike/Pedestrian
AM 15.6/45.1 B / D
PM 36.5/49.5 D / D
Source: Fehr & Peers, 2023.
Existing 95th Percentile Queues
Intersection Movement Storage (ft) Peak
Hour Queue (ft)
12. Cannon Street and Santiago Canyon Road
EBL 425 AM
PM
225
425
EBT 675 AM
PM
550
200
WBL 225 AM
PM
50 50
WBT >1000 AM
PM
275
750
WBR 700 AM
PM
0 500
NBL 150 AM
PM
200
125
NBT 500 AM
PM
100
250
SBL 550 AM
PM
600
200
SBT >1000 AM
PM
450
200
SBR 400 AM
PM
300
150
Notes:
1. Queues were calculated using HCM 7th methodologies and are rounded up to the nearest 25-foot increment.
2. “EB” = eastbound, “WB” = westbound, “NB” = northbound, “SB” = southbound, “L” = left, “T” = through, “R” = right.
3. Bold symbolizes movement exceeds available storage capacity.
4. Underlined symbolizes movement is at capacity.
Source: Fehr & Peers, 2023.
Attachment 5
510
Future Year Roadway Segment LOS
Segment Lanes ADT Capacity2 V/C LOS
1. Villa Park Road between Wanda Road and Center Drive 4 27,670 37,500 0.74 C
2. Villa Park Road between Center Drive and Hewes Street 4 25,700 37,500 0.69 B
3. Villa Park Road between Hewes Street and Cannon Street 4 30,400 37,500 0.81 D
4. Santiago Canyon Road east of Cannon Street 4 30,170 37,500 0.8 D
5. Taft Avenue between Santiago Boulevard and Center Drive 2 11,700 22,000 0.53 A
6. Taft Avenue between Center Drive and Cannon Street 2 5,530 22,000 0.25 A
7. Serrano Avenue east of Cannon Road 4 19,270 37,500 0.51 A
8. Santiago Boulevard north of Taft Avenue 4 18,250 37,500 0.49 A
9. Wanda Road between Villa Park Road and Taft Avenue 4 21,910 37,500 0.58 A
10. Wanda Road south of Villa Park Road 4 16,160 25,000 0.65 B
11. Hewes Street south of Villa Park Road 4 11,770 25,000 0.47 A
12. Cannon Street north of Serrano Avenue 4 22,660 37,500 0.6 B
13. Cannon Street between Taft Avenue and Serrano Avenue 5 39,120 46,900 0.83 D
14. Cannon Street between Villa Park Road and Taft Avenue 5 36,890 46,900 0.79 C
15. Cannon Street south of Santiago Canyon Road 4 7,800 25,500 0.31 A Note(s):
1. Bold symbolizes segment operates below County’s LOS standards.
2. Capacities for LOS E were referenced for arterial types from the MPAH.
Source: Fehr & Peers, 2023.
Attachment 5
511
Future Year Intersection LOS
Intersection Control Methodology Peak
Hour V/C / Delay LOS
1. Wanda Rod and Villa Park Road Signalized ICU / HCM AM PM
0.836 / 37
0.774 / 45
D / D
C / D
2. Kathleen Lane and Villa Park Road TWSC HCM AM
PM
64 15
F
C
3. Morrow Circle and Villa Park Road TWSC HCM AM
PM
63 64
F
F
4. Prado Woods Drive and Villa Park
Road TWSC HCM AMPM
50 79
F
F
5. Kenwick Drive and Villa Park Road TWSC HCM AM
PM
63 15
F
C
6. Radec Court and Villa Park Road TWSC HCM AM
PM
60 >100
F
F
7. Center Drive and Villa Park Road Signalized ICU / HCM AM PM
0.585 / 11
0.547 / 7
A / B
A / A
8. Park Villa Lane and Villa Park Road TWSC HCM AM
PM
49 57
E
F
9. Lemon Street and Villa Park Road Signalized ICU / HCM AM PM
0.450 / 5
0.524 / 6
A / A
A / A
10. Hewes Street and Villa Park Road Signalized ICU / HCM AM PM
0.955 / 70
0.889 / 25
E / E
D / C
11. Linda Vista Street and Villa Park
Road TWSC HCM AM
PM
>100
>100
F
F
12. Cannon Street and Santiago
Canyon Road Signalized ICU / HCM AMPM
0.914 / 49
0.935 / 47
E / D
E / D
13. Cannon Street and Taft Avenue Signalized ICU / HCM AM PM
1.064 / >100
0.783 / 39
F / F
C / D
14. Cannon Street and Serrano
Avenue Signalized ICU / HCM AMPM
0.910 / 39
0.696 / 13
E / D
B / B
15. Cannon Street and Loma Street TWSC HCM AM
PM
>100
83 F
F
Note(s):
1. “>100” is reported for highly congested movements where more than 100 seconds is reported.
2. Bold symbolizes segment operates below Jurisdictions' LOS standards.
Source: Fehr & Peers, 2023.
Attachment 5
512
Future Year Multi-modal LOS
Intersection Mode Peak
Hour Delay LOS
1. Wanda Rod and Villa Park Road Bike/Pedestrian
AM 14.2/73 B / E
PM 47.8/60.4 D / E
9. Lemon Street and Villa Park Road Bike/Pedestrian
AM 5.8/8.3 A / A
PM 6.2/9.6 A / A
10. Hewes Street and Villa Park Road Bike/Pedestrian
AM 62.7/63.9 E / E
PM 58.7/65.6 E / E
12. Cannon Street and Santiago Canyon Road Bike/Pedestrian AM 22.8/42.2 B / D
PM 64.3/76.8 E / E
Source: Fehr & Peers, 2023.
Attachment 5
513
Future Year 95th Percentile Queues
Intersection Movement Storage (ft) Peak
Hour Queue (ft)
10. Hewes Street and Villa Park Road
EBT >1000 AM
PM
1,025
475
WBL 250 AM
PM
1,075
350
WBT 550 AM
PM
425
175
NBL 550 AM
PM
450
275
NBR 550 AM
PM
125
225
12. Cannon Street and Santiago Canyon Road
EBL 425 AM
PM
175
675
EBT 675 AM
PM
375
250
WBL 225 AM
PM
50 50
WBT >1000 AM
PM
325
925
WBR 700 AM
PM
0 625
NBL 150 AM
PM
225
125
NBT 500 AM
PM
125
350
SBL 550 AM
PM
475
250
SBT >1000 AM
PM
475
275
SBR 400 AM
PM
1,025
600
Notes:
1. Queues were calculated using HCM 7th methodologies and are rounded up to the nearest 25-foot increment.
2. “EB” = eastbound, “WB” = westbound, “NB” = northbound, “SB” = southbound, “L” = left, “T” = through, “R” = right.
3. Bold symbolizes movement is at or exceeds available storage capacity.
Source: Fehr & Peers, 2023.
Attachment 5
514
A3
Attachment C: Intersection Level of
Service Analysis Worksheets
Attachment 5
515
HCM 6th Signalized Intersection Summary MPAH Amendment Study - Villa Park Rd 1: Wanda Rd & Villa Park Rd Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 300 959 302 60 983 130 212 453 130 168 342 378 Future Volume (veh/h) 300 959 302 60 983 130 212 453 130 168 342 378 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.97 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1634 1634 1634 1634 1634 1634 1687 1687 1687 1687 1687 1687 Adj Flow Rate, veh/h 319 1020 198 64 1046 100 226 482 118 179 364 352 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 555555111111
Cap, veh/h 471 1406 867 114 1113 699 277 710 172 233 426 592 Arrive On Green 0.16 0.45 0.45 0.07 0.36 0.36 0.17 0.28 0.25 0.15 0.25 0.25 Sat Flow, veh/h 3018 3104 1382 1556 3104 1384 1606 2538 617 1606 1687 1424 Grp Volume(v), veh/h 319 1020 198 64 1046 100 226 303 297 179 364 352 Grp Sat Flow(s),veh/h/ln 1509 1552 1382 1556 1552 1384 1606 1602 1553 1606 1687 1424 Q Serve(g_s), s 13.0 34.8 8.1 5.2 42.4 2.7 17.6 21.8 22.3 13.9 26.7 6.5 Cycle Q Clear(g_c), s 13.0 34.8 8.1 5.2 42.4 2.7 17.6 21.8 22.3 13.9 26.7 6.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.40 1.00 1.00
Lane Grp Cap(c), veh/h 471 1406 867 114 1113 699 277 448 434 233 426 592 V/C Ratio(X) 0.68 0.73 0.23 0.56 0.94 0.14 0.82 0.68 0.68 0.77 0.86 0.59 Avail Cap(c_a), veh/h 485 1406 867 227 1113 699 282 448 434 271 432 598 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.8 29.0 10.6 58.3 40.3 6.7 51.8 41.6 42.4 53.4 46.3 12.4 Incr Delay (d2), s/veh 2.9 3.3 0.6 1.6 15.9 0.4 15.4 3.3 3.7 8.8 14.5 1.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.0 13.1 2.5 2.1 18.1 1.0 8.2 8.9 8.9 6.2 12.8 4.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 54.7 32.3 11.2 59.9 56.3 7.1 67.2 44.9 46.1 62.3 60.9 13.5 LnGrp LOS D C BEEAEDDEEB
Approach Vol, veh/h 1537 1210 826 895
Approach Delay, s/veh 34.2 52.4 51.4 42.5
Approach LOS CDDD
Timer - Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 22.9 49.0 23.6 34.5 10.5 61.4 20.0 38.1 Change Period (Y+Rc), s 5.5 * 5.5 4.0 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 18.0 * 44 20.0 29.5 16.0 45.5 19.0 30.5 Max Q Clear Time (g_c+I1), s 15.0 44.4 19.6 28.7 7.2 36.8 15.9 24.3 Green Ext Time (p_c), s 0.2 0.0 0.0 0.2 0.0 2.1 0.1 0.7 Intersection Summary
HCM 6th Ctrl Delay 44.0
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Attachment 5
516
HCM 6th TWSC MPAH Amendment Study - Villa Park Rd
2: Kathleen Ln & Trenton Ave Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Intersection
Int Delay, s/veh 0.1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 8 1249 1134 0 1 9
Future Vol, veh/h 8 1249 1134 0 1 9
Conflicting Peds, #/hr 5 00500
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 70 - - 100 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 0 55000
Mvmt Flow 9 1419 1289 0 1 10
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 1294 0 - 0 2022 650
Stage 1 - - - - 1294 -
Stage 2 - - - - 728 -
Critical Hdwy 4.1 - - - 6.8 6.9
Critical Hdwy Stg 1 - - - - 5.8 -
Critical Hdwy Stg 2 - - - - 5.8 -
Follow-up Hdwy 2.2 - - - 3.5 3.3
Pot Cap-1 Maneuver 542 - - - 52 417
Stage 1 - - - - 225 -
Stage 2 - - - - 444 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 539 - - - 51 415
Mov Cap-2 Maneuver - - - - 51 -
Stage 1 - - - - 220 -
Stage 2 - - - - 442 -
Approach EB WB SB
HCM Control Delay, s 0.1 0 20.6
HCM LOS C
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1
Capacity (veh/h) 539 - - - 242
HCM Lane V/C Ratio 0.017 - - - 0.047
HCM Control Delay (s) 11.8 - - - 20.6
HCM Lane LOS B - - - C
HCM 95th %tile Q(veh) 0.1 - - - 0.1
Attachment 5
517
HCM 6th TWSC MPAH Amendment Study - Villa Park Rd
3: Morrow Cir & Villa Park Rd Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Intersection
Int Delay, s/veh 0.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 1245 5 2 1130 4 7
Future Vol, veh/h 1245 5 2 1130 4 7
Conflicting Peds, #/hr 0 55000
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 100 100 - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 5 00500
Mvmt Flow 1415 6 2 1284 5 8
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 1426 0 2066 713
Stage 1 - - - - 1420 -
Stage 2 - - - - 646 -
Critical Hdwy - - 4.1 - 6.8 6.9
Critical Hdwy Stg 1 - - - - 5.8 -
Critical Hdwy Stg 2 - - - - 5.8 -
Follow-up Hdwy - - 2.2 - 3.5 3.3
Pot Cap-1 Maneuver - - 483 - 48 379
Stage 1 - - - - 193 -
Stage 2 - - - - 489 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 481 - 48 377
Mov Cap-2 Maneuver - - - - 48 -
Stage 1 - - - - 192 -
Stage 2 - - - - 487 -
Approach EB WB NB
HCM Control Delay, s 0 0 42.7
HCM LOS E
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 108 - - 481 -
HCM Lane V/C Ratio 0.116 - - 0.005 -
HCM Control Delay (s) 42.7 - - 12.5 -
HCM Lane LOS E - - B -
HCM 95th %tile Q(veh) 0.4 - - 0 -
Attachment 5
518
HCM 6th TWSC MPAH Amendment Study - Villa Park Rd
4: Villa Park Rd & Prado Woods Dr Existing AM Peak Hour Fehr & Peers Synchro 11 Report
Intersection
Int Delay, s/veh 0.3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 14 1238 1119 3 4 13
Future Vol, veh/h 14 1238 1119 3 4 13
Conflicting Peds, #/hr 5 00500
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 100 - - 100 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 87 87 87 87 87 87
Heavy Vehicles, % 0 55000
Mvmt Flow 16 1423 1286 3 5 15
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 1294 0 - 0 2035 648
Stage 1 - - - - 1291 -
Stage 2 - - - - 744 -
Critical Hdwy 4.1 - - - 6.8 6.9
Critical Hdwy Stg 1 - - - - 5.8 -
Critical Hdwy Stg 2 - - - - 5.8 -
Follow-up Hdwy 2.2 - - - 3.5 3.3
Pot Cap-1 Maneuver 542 - - - 51 418
Stage 1 - - - - 226 -
Stage 2 - - - - 436 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 539 - - - 49 416
Mov Cap-2 Maneuver - - - - 49 -
Stage 1 - - - - 218 -
Stage 2 - - - - 434 -
Approach EB WB SB
HCM Control Delay, s 0.1 0 32.4
HCM LOS D
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1
Capacity (veh/h) 539 - - - 151
HCM Lane V/C Ratio 0.03 - - - 0.129
HCM Control Delay (s) 11.9 - - - 32.4
HCM Lane LOS B - - - D
HCM 95th %tile Q(veh) 0.1 - - - 0.4
Attachment 5
519
HCM 6th TWSC MPAH Amendment Study - Villa Park Rd
5: Villa Park Rd & Kenwick Dr Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Intersection
Int Delay, s/veh 0.1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 4 1238 1115 0 3 7
Future Vol, veh/h 4 1238 1115 0 3 7
Conflicting Peds, #/hr 5 00500
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 150 - - 100 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 86 86 86 86 86 86
Heavy Vehicles, % 0 55000
Mvmt Flow 5 1440 1297 0 3 8
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 1302 0 - 0 2032 654
Stage 1 - - - - 1302 -
Stage 2 - - - - 730 -
Critical Hdwy 4.1 - - - 6.8 6.9
Critical Hdwy Stg 1 - - - - 5.8 -
Critical Hdwy Stg 2 - - - - 5.8 -
Follow-up Hdwy 2.2 - - - 3.5 3.3
Pot Cap-1 Maneuver 539 - - - 51 414
Stage 1 - - - - 223 -
Stage 2 - - - - 443 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 536 - - - 50 412
Mov Cap-2 Maneuver - - - - 50 -
Stage 1 - - - - 220 -
Stage 2 - - - - 441 -
Approach EB WB SB
HCM Control Delay, s 0 0 35.4
HCM LOS E
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1
Capacity (veh/h) 536 - - - 130
HCM Lane V/C Ratio 0.009 - - - 0.089
HCM Control Delay (s) 11.8 - - - 35.4
HCM Lane LOS B - - - E
HCM 95th %tile Q(veh) 0 - - - 0.3
Attachment 5
520
HCM 6th TWSC MPAH Amendment Study - Villa Park Rd
6: Radec Ct & Villa Park Rd Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Intersection
Int Delay, s/veh 0
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 1240 1 1 1115 1 2
Future Vol, veh/h 1240 1 1 1115 1 2
Conflicting Peds, #/hr 0 55000
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 100 125 - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 86 86 86 86 86 86
Heavy Vehicles, % 5 00500
Mvmt Flow 1442 1 1 1297 0 2
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 1448 0 2098 726
Stage 1 - - - - 1447 -
Stage 2 - - - - 651 -
Critical Hdwy - - 4.1 - 6.8 6.9
Critical Hdwy Stg 1 - - - - 5.8 -
Critical Hdwy Stg 2 - - - - 5.8 -
Follow-up Hdwy - - 2.2 - 3.5 3.3
Pot Cap-1 Maneuver - - 474 - 46 372
Stage 1 - - - - 186 -
Stage 2 - - - - 486 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 472 - 46 370
Mov Cap-2 Maneuver - - - - 46 -
Stage 1 - - - - 185 -
Stage 2 - - - - 485 -
Approach EB WB NB
HCM Control Delay, s 0 0 36.1
HCM LOS E
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 119 - - 472 -
HCM Lane V/C Ratio 0.028 - - 0.002 -
HCM Control Delay (s) 36.1 - - 12.6 -
HCM Lane LOS E - - B -
HCM 95th %tile Q(veh) 0.1 - - 0 -
Attachment 5
521
HCM 6th Signalized Intersection Summary MPAH Amendment Study - Villa Park Rd 7: Center Dr & Villa Park Rd Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 61 1067 114 42 921 49 59 102 55 44 119 136 Future Volume (veh/h) 61 1067 114 42 921 49 59 102 55 44 119 136 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 0.99 0.99 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1700 1634 1700 1700 1634 1700 1700 1700 1700 1700 1700 1700 Adj Flow Rate, veh/h 75 1317 119 52 1137 40 73 126 48 54 147 126 Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Percent Heavy Veh, % 050050000000
Cap, veh/h 138 1672 758 108 1615 747 293 363 138 387 260 223 Arrive On Green 0.09 0.54 0.54 0.07 0.52 0.52 0.31 0.31 0.27 0.31 0.31 0.31 Sat Flow, veh/h 1619 3104 1408 1619 3104 1435 1119 1169 445 1223 836 717 Grp Volume(v), veh/h 75 1317 119 52 1137 40 73 0 174 54 0 273 Grp Sat Flow(s),veh/h/ln 1619 1552 1408 1619 1552 1435 1119 0 1615 1223 0 1553 Q Serve(g_s), s 2.9 22.3 2.8 2.0 18.2 0.9 3.8 0.0 5.5 2.3 0.0 9.6 Cycle Q Clear(g_c), s 2.9 22.3 2.8 2.0 18.2 0.9 13.5 0.0 5.5 7.9 0.0 9.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.28 1.00 0.46
Lane Grp Cap(c), veh/h 138 1672 758 108 1615 747 293 0 501 387 0 482 V/C Ratio(X) 0.54 0.79 0.16 0.48 0.70 0.05 0.25 0.00 0.35 0.14 0.00 0.57 Avail Cap(c_a), veh/h 541 2046 928 541 2046 946 635 0 995 761 0 957 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 28.7 12.1 7.6 29.5 11.9 7.8 24.5 0.0 17.7 20.5 0.0 18.9 Incr Delay (d2), s/veh 1.2 1.7 0.1 1.2 0.8 0.0 0.6 0.0 0.6 0.2 0.0 1.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 6.2 0.7 0.8 5.0 0.2 1.0 0.0 2.0 0.7 0.0 3.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 30.0 13.8 7.7 30.7 12.7 7.8 25.2 0.0 18.3 20.7 0.0 20.4 LnGrp LOS C B A C B A C A B C A C
Approach Vol, veh/h 1511 1229 247 327
Approach Delay, s/veh 14.2 13.3 20.3 20.4
Approach LOS B B C C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 5.5 37.6 22.5 6.7 36.4 22.5
Change Period (Y+Rc), s 3.0 5.5 4.5 3.0 5.5 4.5
Max Green Setting (Gmax), s 20.0 40.0 38.0 20.0 40.0 38.0 Max Q Clear Time (g_c+I1), s 4.0 24.3 15.5 4.9 20.2 11.6 Green Ext Time (p_c), s 0.0 7.8 1.8 0.0 7.7 2.8
Intersection Summary
HCM 6th Ctrl Delay 14.9
HCM 6th LOS B
Attachment 5
522
HCM 6th TWSC MPAH Amendment Study - Villa Park Rd
8: Park Villa Ln & Villa Park Rd Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Intersection
Int Delay, s/veh 0.1
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 1160 6 5 1010 2 2
Future Vol, veh/h 1160 6 5 1010 2 2
Conflicting Peds, #/hr 0 55000
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 100 140 - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 5 00500
Mvmt Flow 1289 7 6 1122 2 2
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 1301 0 1867 650
Stage 1 - - - - 1294 -
Stage 2 - - - - 573 -
Critical Hdwy - - 4.1 - 6.8 6.9
Critical Hdwy Stg 1 - - - - 5.8 -
Critical Hdwy Stg 2 - - - - 5.8 -
Follow-up Hdwy - - 2.2 - 3.5 3.3
Pot Cap-1 Maneuver - - 539 - 66 417
Stage 1 - - - - 225 -
Stage 2 - - - - 533 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 536 - 65 415
Mov Cap-2 Maneuver - - - - 65 -
Stage 1 - - - - 224 -
Stage 2 - - - - 527 -
Approach EB WB NB
HCM Control Delay, s 0 0.1 38.5
HCM LOS E
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 112 - - 536 -
HCM Lane V/C Ratio 0.04 - - 0.01 -
HCM Control Delay (s) 38.5 - - 11.8 -
HCM Lane LOS E - - B -
HCM 95th %tile Q(veh) 0.1 - - 0 -
Attachment 5
523
HCM 6th Signalized Intersection Summary MPAH Amendment Study - Villa Park Rd 9: Villa Park Rd & Lemon St Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 69 1093 977 105 113 38
Future Volume (veh/h) 69 1093 977 105 113 38
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1700 1634 1634 1700 1700 1700
Adj Flow Rate, veh/h 78 1242 1110 94 86 89
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Percent Heavy Veh, % 055000
Cap, veh/h 171 2206 1786 808 284 253
Arrive On Green 0.11 0.71 0.58 0.58 0.18 0.18
Sat Flow, veh/h 1619 3186 3186 1404 1619 1441
Grp Volume(v), veh/h 78 1242 1110 94 86 89
Grp Sat Flow(s),veh/h/ln 1619 1552 1552 1404 1619 1441
Q Serve(g_s), s 1.7 7.3 8.9 1.1 1.7 2.0
Cycle Q Clear(g_c), s 1.7 7.3 8.9 1.1 1.7 2.0
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 171 2206 1786 808 284 253
V/C Ratio(X) 0.46 0.56 0.62 0.12 0.30 0.35
Avail Cap(c_a), veh/h 940 3556 3556 1608 1610 1433
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 15.8 2.6 5.3 3.6 13.5 13.7
Incr Delay (d2), s/veh 0.7 0.2 0.4 0.1 0.8 1.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.5 0.1 0.7 0.1 0.6 0.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 16.5 2.9 5.6 3.7 14.4 14.9
LnGrp LOS BAAABB
Approach Vol, veh/h 1320 1204 175
Approach Delay, s/veh 3.7 5.5 14.6
Approach LOS A A B
Timer - Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 5.1 24.0 8.6 29.1
Change Period (Y+Rc), s 3.0 5.5 4.5 5.5
Max Green Setting (Gmax), s 20.0 40.0 35.0 40.0
Max Q Clear Time (g_c+I1), s 3.7 10.9 4.0 9.3
Green Ext Time (p_c), s 0.0 7.6 0.9 10.6
Intersection Summary
HCM 6th Ctrl Delay 5.2
HCM 6th LOS A
Notes
User approved volume balancing among the lanes for turning movement.
Attachment 5
524
HCM Signalized Intersection Capacity Analysis MPAH Amendment Study - Villa Park Rd 10: Hewes St & Villa Park Rd Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 995 211 450 880 202 285
Future Volume (vph) 995 211 450 880 202 285
Ideal Flow (vphpl) 1700 1700 1700 1700 1700 1700
Total Lost time (s) 2.5 2.5 1.0 2.5 1.5 1.5
Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00
Frpb, ped/bikes 1.00 0.98 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3076 1355 1538 3076 1568 1403
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3076 1355 1538 3076 1568 1403
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 1118 237 506 989 227 320
RTOR Reduction (vph) 0 43 0 0 0 270
Lane Group Flow (vph) 1118 194 506 989 227 50
Confl. Peds. (#/hr) 2 1
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 5% 5% 5% 5% 3% 3%
Turn Type NA Perm Prot NA Prot Prot
Protected Phases 2 1644
Permitted Phases 2
Actuated Green, G (s) 49.7 49.7 34.0 89.7 15.5 15.5
Effective Green, g (s) 54.7 54.7 39.0 94.7 20.5 20.5
Actuated g/C Ratio 0.42 0.42 0.30 0.73 0.16 0.16
Clearance Time (s) 7.5 7.5 6.0 7.5 6.5 6.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 2.0 2.0
Lane Grp Cap (vph) 1294 570 461 2240 247 221
v/s Ratio Prot c0.36 c0.33 0.32 c0.14 0.04
v/s Ratio Perm 0.14
v/c Ratio 0.86 0.34 1.10 0.44 0.92 0.23
Uniform Delay, d1 34.3 25.5 45.5 7.1 53.9 47.8
Progression Factor 1.00 1.00 1.14 0.71 1.00 1.00
Incremental Delay, d2 7.8 1.6 67.1 0.5 35.2 0.2
Delay (s) 42.1 27.1 119.0 5.5 89.2 48.0
Level of Service D C F A F D
Approach Delay (s) 39.5 43.9 65.1
Approach LOS D D E
Intersection Summary
HCM 2000 Control Delay 45.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.89
Actuated Cycle Length (s) 130.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 81.1% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Attachment 5
525
HCM 6th TWSC MPAH Amendment Study - Villa Park Rd
11: Linda Vista St & Villa Park Rd Existing AM Peak Hour Fehr & Peers Synchro 11 Report
Intersection
Int Delay, s/veh 21.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 68 1173 39 5 1218 99 9 1 21 27 0 103 Future Vol, veh/h 68 1173 39 5 1218 99 9 1 21 27 0 103
Conflicting Peds, #/hr 5 05505000000
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length 115 - 100 140 - 100 ------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 5 50055000333
Mvmt Flow 74 1275 42 5 1324 108 10 1 23 29 0 112
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1437 0 0 1322 0 0 2100 2875 643 2125 2809 667 Stage 1 - ----- 1428 1428 - 1339 1339 -
Stage 2 - - - - - - 672 1447 - 786 1470 -
Critical Hdwy 4.2 - - 4.1 - - 7.5 6.5 6.9 7.56 6.56 6.96 Critical Hdwy Stg 1 - - - - - - 6.5 5.5 - 6.56 5.56 -
Critical Hdwy Stg 2 - - - - - - 6.5 5.5 - 6.56 5.56 -
Follow-up Hdwy 2.25 - - 2.2 - - 3.5 4 3.3 3.53 4.03 3.33 Pot Cap-1 Maneuver 453 - - 529 - - 30 17 421 ~ 28 18 399 Stage 1 - - - - - - 144 203 - 160 218 -
Stage 2 - - - - - - 416 198 - 349 188 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 451 - - 526 - - 19 14 419 ~ 22 15 397 Mov Cap-2 Maneuver - - - - - - 19 14 - ~ 22 15 -
Stage 1 - - - - - - 120 169 - 133 215 -
Stage 2 - - - - - - 296 195 - 274 156 -
Approach EB WB NB SB
HCM Control Delay, s 0.8 0 157.7 $ 410.4
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 52 451 - - 526 - - 87
HCM Lane V/C Ratio 0.648 0.164 - - 0.01 - - 1.624
HCM Control Delay (s) 157.7 14.5 - - 11.9 - -$ 410.4
HCM Lane LOS F B - - B - - F
HCM 95th %tile Q(veh) 2.6 0.6 - - 0 - - 11.4
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Attachment 5
526
HCM 6th Signalized Intersection Summary MPAH Amendment Study - Villa Park Rd 12: Cannon St & Santiago Canyon Road Alt1 Existing AM Peak Hour Fehr & Peers Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 364 766 91 16 469 366 139 109 36 1294 319 714 Future Volume (veh/h) 364 766 91 16 469 366 139 109 36 1294 319 714 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1634 1634 1634 1660 1660 1660 1673 1673 1673 1673 1673 1673 Adj Flow Rate, veh/h 375 790 88 16 484 0 143 112 11 1334 329 636 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 555333222222
Cap, veh/h 507 863 96 86 621 217 398 39 2151 753 877
Arrive On Green 0.06 0.10 0.10 0.05 0.20 0.00 0.14 0.14 0.10 0.45 0.45 0.45 Sat Flow, veh/h 3018 2811 313 1581 3154 1407 1594 2924 283 4781 1673 1413 Grp Volume(v), veh/h 375 436 442 16 484 0 143 60 63 1334 329 636 Grp Sat Flow(s),veh/h/ln 1509 1552 1572 1581 1577 1407 1594 1590 1618 1594 1673 1413 Q Serve(g_s), s 15.9 36.2 36.2 1.3 18.9 0.0 11.1 4.4 4.6 27.7 17.5 40.4 Cycle Q Clear(g_c), s 15.9 36.2 36.2 1.3 18.9 0.0 11.1 4.4 4.6 27.7 17.5 40.4 Prop In Lane 1.00 0.20 1.00 1.00 1.00 0.18 1.00 1.00
Lane Grp Cap(c), veh/h 507 476 482 86 621 217 216 220 2151 753 877 V/C Ratio(X) 0.74 0.92 0.92 0.19 0.78 0.66 0.28 0.29 0.62 0.44 0.73 Avail Cap(c_a), veh/h 662 476 482 208 692 292 291 296 2151 753 877 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 58.6 56.7 56.8 58.7 49.5 0.0 53.3 50.4 50.8 27.3 24.5 17.1 Incr Delay (d2), s/veh 2.0 21.9 21.8 0.4 4.4 0.0 1.3 0.3 0.3 1.4 1.8 5.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.6 17.9 18.1 0.5 7.6 0.0 4.5 1.8 1.9 10.3 7.1 13.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 60.6 78.7 78.5 59.1 53.9 0.0 54.6 50.7 51.1 28.6 26.3 22.3 LnGrp LOS EEEED DDDCCC
Approach Vol, veh/h 1253 500 A 266 2299
Approach Delay, s/veh 73.2 54.1 52.9 26.6
Approach LOS E D D C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 23.3 27.1 60.7 8.4 42.0 18.9
Change Period (Y+Rc), s 5.0 5.5 6.0 5.5 * 6.5 5.5
Max Green Setting (Gmax), s 25.0 24.5 39.0 13.0 * 36 19.5 Max Q Clear Time (g_c+I1), s 17.9 20.9 42.4 3.3 38.2 13.1 Green Ext Time (p_c), s 0.4 0.7 0.0 0.0 0.0 0.3
Intersection Summary
HCM 6th Ctrl Delay 44.9
HCM 6th LOS D
Notes
User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [WBR] is excluded from calculations of the approach delay and intersection delay.
Attachment 5
527
HCM 6th Signalized Intersection Summary
12: Cannon St & Santiago Canyon Road Alt2 02/28/2024
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 1000 540 80 20 1040 1530 80 460 20 500 250 530 Future Volume (veh/h) 1000 540 80 20 1040 1530 80 460 20 500 250 530 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1673 1673 1673 1673 1673 1673 1687 1687 1687 1687 1687 1687 Adj Flow Rate, veh/h 1042 562 75 21 1083 0 83 479 19 521 260 492 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 222222111111
Cap, veh/h 804 2867 381 93 2573 139 625 25 623 541 1500 Arrive On Green 0.26 1.00 1.00 0.06 0.81 0.00 0.09 0.20 0.16 0.20 0.32 0.32 Sat Flow, veh/h 3092 2815 375 1594 3180 1418 1606 3140 124 3116 1687 2482 Grp Volume(v), veh/h 1042 317 320 21 1083 0 83 244 254 521 260 492 Grp Sat Flow(s),veh/h/ln 1546 1590 1600 1594 1590 1418 1606 1602 1662 1558 1687 1241 Q Serve(g_s), s 31.2 0.0 0.0 1.5 11.8 0.0 6.0 17.3 17.4 19.3 14.9 11.8 Cycle Q Clear(g_c), s 31.2 0.0 0.0 1.5 11.8 0.0 6.0 17.3 17.4 19.3 14.9 11.8 Prop In Lane 1.00 0.23 1.00 1.00 1.00 0.07 1.00 1.00
Lane Grp Cap(c), veh/h 804 1619 1629 93 2573 139 319 331 623 541 1500 V/C Ratio(X) 1.30 0.20 0.20 0.23 0.42 0.60 0.76 0.77 0.84 0.48 0.33 Avail Cap(c_a), veh/h 804 1619 1629 139 2573 139 320 332 623 541 1500 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.81 0.81 0.81 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 44.4 0.0 0.0 53.9 3.3 0.0 52.8 45.4 45.6 46.1 32.7 11.9 Incr Delay (d2), s/veh 140.8 0.2 0.2 0.5 0.5 0.0 4.8 9.5 9.3 9.1 0.2 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 27.1 0.1 0.1 0.6 2.3 0.0 2.6 7.6 7.9 8.0 5.9 3.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 185.2 0.2 0.2 54.3 3.8 0.0 57.6 54.9 54.9 55.2 33.0 12.0 LnGrp LOS F A A D A E D D E C B
Approach Vol, veh/h 1679 1104 581 1273
Approach Delay, s/veh 115.0 4.8 55.3 34.0
Approach LOS F A E C
Timer - Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 34.0 101.1 11.0 39.9 7.5 127.6 26.0 24.9 Change Period (Y+Rc), s 5.0 * 6.5 5.0 6.0 5.0 6.5 6.0 * 5.5 Max Green Setting (Gmax), s 29.0 * 31 6.0 33.0 6.0 52.5 20.0 * 20 Max Q Clear Time (g_c+I1), s 33.2 13.8 8.0 16.9 3.5 2.0 21.3 19.4 Green Ext Time (p_c), s 0.0 4.3 0.0 1.9 0.0 2.1 0.0 0.0 Intersection Summary
HCM 6th Ctrl Delay 59.0
HCM 6th LOS E
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [WBR] is excluded from calculations of the approach delay and intersection delay.
Attachment 5
528
HCM 6th Signalized Intersection Summary
12: Cannon St & Santiago Canyon Road Alt3 02/28/2024
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 1000 540 80 20 1040 1530 80 460 20 500 250 530 Future Volume (veh/h) 1000 540 80 20 1040 1530 80 460 20 500 250 530 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1673 1673 1673 1673 1673 1673 1687 1687 1687 1687 1687 1687 Adj Flow Rate, veh/h 1042 562 75 21 1083 0 83 479 19 521 260 0 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 222222111111
Cap, veh/h 804 2867 381 93 2573 139 625 25 623 1028
Arrive On Green 0.26 1.00 1.00 0.06 0.81 0.00 0.09 0.20 0.16 0.20 0.32 0.00 Sat Flow, veh/h 3092 2815 375 1594 3180 1418 1606 3140 124 3116 3205 1429 Grp Volume(v), veh/h 1042 317 320 21 1083 0 83 244 254 521 260 0 Grp Sat Flow(s),veh/h/ln 1546 1590 1600 1594 1590 1418 1606 1602 1662 1558 1602 1429 Q Serve(g_s), s 31.2 0.0 0.0 1.5 11.8 0.0 6.0 17.3 17.4 19.3 7.2 0.0 Cycle Q Clear(g_c), s 31.2 0.0 0.0 1.5 11.8 0.0 6.0 17.3 17.4 19.3 7.2 0.0 Prop In Lane 1.00 0.23 1.00 1.00 1.00 0.07 1.00 1.00
Lane Grp Cap(c), veh/h 804 1619 1629 93 2573 139 319 331 623 1028 V/C Ratio(X) 1.30 0.20 0.20 0.23 0.42 0.60 0.76 0.77 0.84 0.25 Avail Cap(c_a), veh/h 804 1619 1629 139 2573 139 320 332 623 1028 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.81 0.81 0.81 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 44.4 0.0 0.0 53.9 3.3 0.0 52.8 45.4 45.6 46.1 30.1 0.0 Incr Delay (d2), s/veh 140.8 0.2 0.2 0.5 0.5 0.0 4.8 9.5 9.3 9.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 27.1 0.1 0.1 0.6 2.3 0.0 2.6 7.6 7.9 8.0 2.7 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 185.2 0.2 0.2 54.3 3.8 0.0 57.6 54.9 54.9 55.2 30.2 0.0 LnGrp LOS F A A D A E D D E C
Approach Vol, veh/h 1679 1104 581 781
Approach Delay, s/veh 115.0 4.8 55.3 46.9
Approach LOS F A E D
Timer - Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 34.0 101.1 11.0 39.9 7.5 127.6 26.0 24.9 Change Period (Y+Rc), s 5.0 * 6.5 5.0 6.0 5.0 6.5 6.0 * 5.5 Max Green Setting (Gmax), s 29.0 * 31 6.0 33.0 6.0 52.5 20.0 * 20 Max Q Clear Time (g_c+I1), s 33.2 13.8 8.0 9.2 3.5 2.0 21.3 19.4 Green Ext Time (p_c), s 0.0 4.3 0.0 0.9 0.0 2.1 0.0 0.0 Intersection Summary
HCM 6th Ctrl Delay 64.4
HCM 6th LOS E
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Attachment 5
529
HCM 6th Signalized Intersection Summary MPAH Amendment Study - Villa Park Rd 13: Cannon St & Taft Ave Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 145 2 109 1 2 1 67 771 1 1 2217 230 Future Volume (veh/h) 145 2 109 1 2 1 67 771 1 1 2217 230 Initial Q (Qb), veh 0 00000000000
Ped-Bike Adj(A_pbT) 1.00 0.97 0.99 1.00 1.00 1.00 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1700 1700 1700 1700 1700 1700 1700 1673 1700 1700 1673 1700 Adj Flow Rate, veh/h 148 2 97 1 2 1 68 787 1 1 2262 232 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, % 0 00000020020
Cap, veh/h 113 1 302 26 47 16 121 2565 3 44 2152 216
Arrive On Green 0.11 0.14 0.14 0.11 0.14 0.14 0.07 0.79 0.79 0.03 0.74 0.74 Sat Flow, veh/h 530 7 1404 0 345 115 1619 3258 4 1619 2910 292 Grp Volume(v), veh/h 150 0 97 4 0 0 68 384 404 1 1215 1279 Grp Sat Flow(s),veh/h/ln 538 0 1404 461 0 0 1619 1590 1673 1619 1590 1612 Q Serve(g_s), s 0.0 0.0 10.2 0.0 0.0 0.0 7.1 11.9 11.9 0.1 129.4 129.4 Cycle Q Clear(g_c), s 20.0 0.0 10.2 20.0 0.0 0.0 7.1 11.9 11.9 0.1 129.4 129.4 Prop In Lane 0.99 1.00 0.25 0.25 1.00 0.00 1.00 0.18
Lane Grp Cap(c), veh/h 102 0 302 78 0 0 121 1252 1317 44 1176 1192 V/C Ratio(X) 1.47 0.00 0.32 0.05 0.00 0.00 0.56 0.31 0.31 0.02 1.03 1.07 Avail Cap(c_a), veh/h 102 0 302 78 0 0 132 1252 1317 88 1176 1192 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 79.8 0.0 58.1 66.6 0.0 0.0 78.2 5.2 5.2 82.9 22.8 22.8 Incr Delay (d2), s/veh 255.2 0.0 0.6 0.3 0.0 0.0 2.0 0.6 0.6 0.1 35.2 47.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln12.0 0.0 3.7 0.2 0.0 0.0 3.0 3.7 3.8 0.0 52.6 57.6 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 335.0 0.0 58.7 66.8 0.0 0.0 80.2 5.9 5.8 83.0 58.0 70.7 LnGrp LOS F AEEAAFAAFFF
Approach Vol, veh/h 247 4 856 2495
Approach Delay, s/veh 226.5 66.8 11.7 64.5
Approach LOS F E B E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s5.2 144.8 25.0 13.8 136.2 25.0
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0
Max Green Setting (Gmax), s5.0 134.0 20.0 10.0 129.0 20.0 Max Q Clear Time (g_c+I1), s2.1 13.9 22.0 9.1 131.4 22.0 Green Ext Time (p_c), s 0.0 1.3 0.0 0.0 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 63.1
HCM 6th LOS E
Notes
User approved pedestrian interval to be less than phase max green.
Attachment 5
530
HCM 6th Signalized Intersection Summary MPAH Amendment Study - Villa Park Rd 14: Cannon St & Serrano Ave Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 1035 145 561 356 51 1413
Future Volume (veh/h) 1035 145 561 356 51 1413
Initial Q (Qb), veh 0 00000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1673 1673 1673 1673 1673 1673
Adj Flow Rate, veh/h 1056 106 572 308 52 1442
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 2 22222
Cap, veh/h 1181 690 1527 1247 142 1806
Arrive On Green 0.38 0.40 0.48 0.48 0.09 0.57
Sat Flow, veh/h 3092 1418 3263 1418 1594 3263
Grp Volume(v), veh/h 1056 106 572 308 52 1442
Grp Sat Flow(s),veh/h/ln1546 1418 1590 1418 1594 1590
Q Serve(g_s), s 32.1 4.1 11.4 3.4 3.1 35.8
Cycle Q Clear(g_c), s 32.1 4.1 11.4 3.4 3.1 35.8
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1181 690 1527 1247 142 1806
V/C Ratio(X) 0.89 0.15 0.37 0.25 0.37 0.80
Avail Cap(c_a), veh/h 1527 849 1527 1247 228 1806
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 29.0 14.2 16.5 0.9 42.9 17.1
Incr Delay (d2), s/veh 5.0 0.0 0.7 0.5 0.6 3.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln11.9 4.5 3.9 4.4 1.2 12.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 34.0 14.3 17.2 1.4 43.5 20.9
LnGrp LOS C B B A D C
Approach Vol, veh/h 1162 880 1494
Approach Delay, s/veh 32.2 11.7 21.6
Approach LOS C B C
Timer - Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s9.6 49.6 40.8 59.2
Change Period (Y+Rc), s 5.0 6.0 5.3 6.0
Max Green Setting (Gmax), s10.0 27.0 46.7 42.0
Max Q Clear Time (g_c+I1), s5.1 13.4 34.1 37.8
Green Ext Time (p_c), s 0.0 2.5 1.4 2.5
Intersection Summary
HCM 6th Ctrl Delay 22.6
HCM 6th LOS C
Attachment 5
531
HCM 6th TWSC MPAH Amendment Study - Villa Park Rd
15: Cannon St & Loma St Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Intersection
Int Delay, s/veh 3.1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 34 45 28 678 1419 43
Future Vol, veh/h 34 45 28 678 1419 43
Conflicting Peds, #/hr 0 05005
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - 200 - - 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 98 98 98 98 98 98
Heavy Vehicles, % 0 00220
Mvmt Flow 35 46 29 692 1448 44
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 1857 729 1497 0 - 0
Stage 1 1453 -----
Stage 2 404 -----
Critical Hdwy 6.8 6.9 4.1 - - -
Critical Hdwy Stg 1 5.8 -----
Critical Hdwy Stg 2 5.8 -----
Follow-up Hdwy 3.5 3.3 2.2 - - -
Pot Cap-1 Maneuver 67 370 454 - - -
Stage 1 185 -----
Stage 2 649 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 62 368 452 - - -
Mov Cap-2 Maneuver 62 -----
Stage 1 172 -----
Stage 2 646 -----
Approach EB NB SB
HCM Control Delay, s 84.5 0.5 0
HCM LOS F
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 452 - 118 - -
HCM Lane V/C Ratio 0.063 - 0.683 - -
HCM Control Delay (s) 13.5 - 84.5 - -
HCM Lane LOS B - F - -
HCM 95th %tile Q(veh) 0.2 - 3.6 - -
Attachment 5
532
HCM 6th TWSC MPAH Amendment Study - Villa Park Rd
108: Cannon St Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Intersection
Int Delay, s/veh 0
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 0 0 839 0 0 2327
Future Vol, veh/h 0 0 839 0 0 2327
Conflicting Peds, #/hr 0 00000
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 150 -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 0 01001
Mvmt Flow 0 0 912 0 0 2529
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 2177 456 0 0 912 0
Stage 1 912 -----
Stage 2 1265 -----
Critical Hdwy 6.8 6.9 - - 4.1 -
Critical Hdwy Stg 1 5.8 -----
Critical Hdwy Stg 2 5.8 -----
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 41 557 - - 755 -
Stage 1 357 -----
Stage 2 233 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 41 557 - - 755 -
Mov Cap-2 Maneuver 41 -----
Stage 1 357 -----
Stage 2 233 -----
Approach WB NB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - - 755 -
HCM Lane V/C Ratio -----
HCM Control Delay (s) - - 0 0 -
HCM Lane LOS - - A A -
HCM 95th %tile Q(veh) - - - 0 -
Attachment 5
533
HCM 6th TWSC MPAH Amendment Study - Villa Park Rd
109: Cannon St Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Intersection
Int Delay, s/veh 0
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 0 917 2448 0
Future Vol, veh/h 0 0 0 917 2448 0
Conflicting Peds, #/hr 0 00000
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - 150 - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 0 00110
Mvmt Flow 0 0 0 997 2661 0
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 3160 1331 2661 0 - 0
Stage 1 2661 -----
Stage 2 499 -----
Critical Hdwy 6.8 6.9 4.1 - - -
Critical Hdwy Stg 1 5.8 -----
Critical Hdwy Stg 2 5.8 -----
Follow-up Hdwy 3.5 3.3 2.2 - - -
Pot Cap-1 Maneuver 8 147 160 - - -
Stage 1 40 -----
Stage 2 581 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 8 147 160 - - -
Mov Cap-2 Maneuver 8 -----
Stage 1 40 -----
Stage 2 581 -----
Approach EB NB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 160 ----
HCM Lane V/C Ratio -----
HCM Control Delay (s) 0 - 0 - -
HCM Lane LOS A - A - -
HCM 95th %tile Q(veh) 0 ----
Attachment 5
534
HCM 6th TWSC MPAH Amendment Study - Villa Park Rd
110: Cannon St Existing AM Peak Hour
Fehr & Peers Synchro 11 Report
Intersection
Int Delay, s/veh 0
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 0 0 706 0 0 1464
Future Vol, veh/h 0 0 706 0 0 1464
Conflicting Peds, #/hr 0 00000
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - 125 - -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 0 02002
Mvmt Flow 0 0 767 0 0 1591
Major/Minor Minor1 Major1 Major2
Conflicting Flow All - 384 0 0 - -
Stage 1 - -----
Stage 2 - -----
Critical Hdwy - 6.9 ----
Critical Hdwy Stg 1 - -----
Critical Hdwy Stg 2 - -----
Follow-up Hdwy - 3.3 ----
Pot Cap-1 Maneuver 0 620 - - 0 -
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - 620 ----
Mov Cap-2 Maneuver - -----
Stage 1 - -----
Stage 2 - -----
Approach WB NB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt NBT NBRWBLn1 SBT
Capacity (veh/h) ----
HCM Lane V/C Ratio ----
HCM Control Delay (s) - - 0 -
HCM Lane LOS - - A -
HCM 95th %tile Q(veh) ----
Attachment 5
535
Intersection Analysis Summary
Report File: N:\...\01_EXAM.pdf 7/21/2023
Vistro File: N:\...\Villa Park_v6.vistro Scenario 1 Existing AM Peak Hour MPAH Amendment Study - Villa Park Rd
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. 14 Serrano Ave & Cannon St Signalized ICU 2 SB Thru 0.758 - C 13 Taft Ave & Cannon St Signalized ICU 2 SB Right 0.893 - D 12 Santiago Canyon Rd & Cannon St Signalized ICU 2 SB Right 0.694 - B 10 Villa Park Rd & Hewes St Signalized ICU 2 EB Thru 0.767 - C 9 Villa Park Rd & Lemon St Signalized ICU 2 EB Thru 0.390 - A 7 Villa Park Rd & Center Dr Signalized ICU 2 EB Thru 0.553 - A 1 Villa Park Rd & Wanda Rd Signalized ICU 2 WB Thru 0.743 - C ID Intersection Name Control Type Method Worst Mvmt V/C Delay (s/veh) LOS Version 2022 (SP 0-2)
Generated with
Attachment 5
536
Volume to Capacity (v/c): 0.743
Level Of Service: C
Delay (sec / veh): -
Analysis Period: 1 hour
Analysis Method: ICU 2
Control Type: Signalized
Intersection 1: Villa Park Rd & Wanda Rd
Intersection Level Of Service Report
Crosswalk Yes Yes Yes Yes
Grade [%] 0.00 0.00 0.00 0.00
Speed [mph] 30.00 30.00 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 175.00 100.00 100.00 225.00 100.00 300.00 150.00 100.00 175.00 No. of Lanes in Entry Pocket 1 0 0 1 0 0 2 0 1 1 0 1
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Configuration
Approach Northbound Southbound Eastbound Westbound
Name
Intersection Setup
Bicycle Volume [bicycles/h] 0 0 2 8
Pedestrian Volume [ped/h] 3 0 3 10
Total Analysis Volume [veh/h] 212 453 130 168 342 378 300 959 302 60 983 130 Total 15-Minute Volume [veh/h] 53 113 33 42 86 95 75 240 76 15 246 33 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total Hourly Volume [veh/h] 212 453 130 168 342 378 300 959 302 60 983 130 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 212 453 130 168 342 378 300 959 302 60 983 130 Name
Volumes
Version 2022 (SP 0-2)
Generated with
Attachment 5
537
Intersection V/C 0.743
Intersection LOS C
V/C, Movement V/C Ratio 0.12 0.17 0.17 0.10 0.20 0.13 0.09 0.28 0.05 0.04 0.29 0.00 Movement, Approach, & Intersection Results
Lead / Lag Lead - - Lead - - Lag - - Lead - -
Auxiliary Signal Groups 1,4 3,6 2,7
Signal Group 3 8 0 7 4 4 1 6 6 5 2 2
Control Type Protecte Permiss Permiss Protecte Permiss Overlap Protecte Permiss Overlap Protecte Permiss Overlap Phasing & Timing
Lost time [s] 7.00
Cycle Length [s] 130
Intersection Settings
Version 2022 (SP 0-2)
Generated with
Attachment 5
538
Volume to Capacity (v/c): 0.553
Level Of Service: A
Delay (sec / veh): -
Analysis Period: 1 hour
Analysis Method: ICU 2
Control Type: Signalized
Intersection 7: Villa Park Rd & Center Dr
Intersection Level Of Service Report
Crosswalk Yes Yes Yes Yes
Grade [%] 0.00 0.00 0.00 0.00
Speed [mph] 30.00 30.00 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 150.00 100.00 100.00 140.00 100.00 100.00 160.00 100.00 100.00 150.00 100.00 100.00 No. of Lanes in Entry Pocket 1 0 0 1 0 0 1 0 1 1 0 1
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Configuration
Approach Northbound Southbound Eastbound Westbound
Name
Intersection Setup
Bicycle Volume [bicycles/h] 3 0 1 0
Pedestrian Volume [ped/h] 1 4 9 1
Total Analysis Volume [veh/h] 59 102 55 44 119 136 61 1067 114 42 921 49 Total 15-Minute Volume [veh/h] 15 26 14 11 30 34 15 267 29 11 230 12 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total Hourly Volume [veh/h] 59 102 55 44 119 136 61 1067 114 42 921 49 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 59 102 55 44 119 136 61 1067 114 42 921 49 Name
Volumes
Version 2022 (SP 0-2)
Generated with
Attachment 5
539
Intersection V/C 0.553
Intersection LOS A
V/C, Movement V/C Ratio 0.03 0.09 0.09 0.03 0.15 0.15 0.04 0.31 0.07 0.02 0.27 0.03 Movement, Approach, & Intersection Results
Lead / Lag - - - - - - Lead - - Lead - -
Auxiliary Signal Groups
Signal Group 0 4 0 0 4 0 5 2 0 1 6 0
Control Type Permiss Permiss Permiss Permiss Permiss Permiss Protecte Permiss Permiss Protecte Permiss Permiss Phasing & Timing
Lost time [s] 6.00
Cycle Length [s] 111
Intersection Settings
Version 2022 (SP 0-2)
Generated with
Attachment 5
540
Volume to Capacity (v/c): 0.390
Level Of Service: A
Delay (sec / veh): -
Analysis Period: 1 hour
Analysis Method: ICU 2
Control Type: Signalized
Intersection 9: Villa Park Rd & Lemon St
Intersection Level Of Service Report
Crosswalk Yes Yes No
Grade [%] 0.00 0.00 0.00
Speed [mph] 30.00 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00
No. of Lanes in Exit Pocket 0 0 0 0 0 0
Entry Pocket Length [ft] 115.00 100.00 180.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 1 0 1 0 0 1
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00
Turning Movement Left Right Left Thru Thru Right
Lane Configuration
Approach Southbound Eastbound Westbound
Name
Intersection Setup
Bicycle Volume [bicycles/h] 2 2 0
Pedestrian Volume [ped/h] 5 5 0
Total Analysis Volume [veh/h] 113 38 69 1093 977 105
Total 15-Minute Volume [veh/h] 28 10 17 273 244 26
Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total Hourly Volume [veh/h] 113 38 69 1093 977 105
Other Volume [veh/h] 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0
Pass-by Trips [veh/h] 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 113 38 69 1093 977 105
Name
Volumes
Version 2022 (SP 0-2)
Generated with
Attachment 5
541
Intersection V/C 0.390
Intersection LOS A
V/C, Movement V/C Ratio 0.03 0.04 0.04 0.32 0.29 0.06
Movement, Approach, & Intersection Results
Lead / Lag Lag - Lead - - -
Auxiliary Signal Groups
Signal Group 4 0 1 6 2 0
Control Type Permissive Permissive Protected Permissive Permissive Permissive Phasing & Timing
Lost time [s] 5.00
Cycle Length [s] 108
Intersection Settings
Version 2022 (SP 0-2)
Generated with
Attachment 5
542
Volume to Capacity (v/c): 0.767
Level Of Service: C
Delay (sec / veh): -
Analysis Period: 1 hour
Analysis Method: ICU 2
Control Type: Signalized
Intersection 10: Villa Park Rd & Hewes St
Intersection Level Of Service Report
Crosswalk Yes No Yes No
Grade [%] 0.00 0.00 0.00 0.00
Speed [mph] 30.00 30.00 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 215.00 100.00 100.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 0 0 1 1 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Configuration
Approach Northbound Southbound Eastbound Westbound
Name
Intersection Setup
Bicycle Volume [bicycles/h] 1 0 0 0
Pedestrian Volume [ped/h] 2 0 1 0
Total Analysis Volume [veh/h] 202 0 285 0 1 0 0 995 211 450 880 0 Total 15-Minute Volume [veh/h] 51 0 71 0 0 0 0 249 53 113 220 0 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total Hourly Volume [veh/h] 202 0 285 0 1 0 0 995 211 450 880 0 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 202 0 285 0 1 0 0 995 211 450 880 0 Name
Volumes
Version 2022 (SP 0-2)
Generated with
Attachment 5
543
Intersection V/C 0.767
Intersection LOS C
V/C, Movement V/C Ratio 0.12 0.00 0.17 0.00 0.00 0.00 0.00 0.29 0.12 0.26 0.26 0.00 Movement, Approach, & Intersection Results
Lead / Lag Lead - - - - - - - - Lead - -
Auxiliary Signal Groups
Signal Group 4 0 0 0 8 0 0 2 0 1 6 0
Control Type Split Permiss Split Split Split Split Permiss Permiss Permiss Protecte Permiss Permiss Phasing & Timing
Lost time [s] 7.00
Cycle Length [s] 130
Intersection Settings
Version 2022 (SP 0-2)
Generated with
Attachment 5
544
Volume to Capacity (v/c): 0.694
Level Of Service: B
Delay (sec / veh): -
Analysis Period: 1 hour
Analysis Method: ICU 2
Control Type: Signalized
Intersection Level Of Service Report
Intersection 12: Santiago Canyon Rd & Cannon St
Crosswalk Yes No Yes No
Grade [%] 0.00 0.00 0.00 0.00
Speed [mph] 30.00 30.00 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 80.00 100.00 100.00 375.00 100.00 250.00 325.00 100.00 100.00 150.00 100.00 450.00 No. of Lanes in Entry Pocket 1 0 0 2 0 1 2 0 0 1 0 1
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Configuration
Approach Northbound Southbound Eastbound Westbound
Name
Intersection Setup
Bicycle Volume [bicycles/h] 3 0 0 1
Pedestrian Volume [ped/h] 0 0 6 0
Total Analysis Volume [veh/h] 139 109 36 1294 319 714 364 766 91 16 469 366 Total 15-Minute Volume [veh/h] 35 27 9 324 80 179 91 192 23 4 117 92 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total Hourly Volume [veh/h] 139 109 36 1294 319 714 364 766 91 16 469 366 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 139 109 36 1294 319 714 364 766 91 16 469 366 Name
Volumes
Version 2022 (SP 0-2)
Generated with
Attachment 5
545
Intersection V/C 0.694
Intersection LOS B
V/C, Movement V/C Ratio 0.08 0.04 0.04 0.25 0.19 0.31 0.11 0.25 0.25 0.01 0.14 0.00 Movement, Approach, & Intersection Results
Lead / Lag - - - - - - Lead - - Lag - -
Auxiliary Signal Groups 1,4
Signal Group 0 8 0 0 4 4 1 6 0 5 2 0
Control Type Split Split Split Split Split Overlap Protecte Permiss Permiss Protecte Permiss Unsigna Phasing & Timing
Lost time [s] 7.00
Cycle Length [s] 130
Intersection Settings
Version 2022 (SP 0-2)
Generated with
Attachment 5
546
Volume to Capacity (v/c): 0.893
Level Of Service: D
Delay (sec / veh): -
Analysis Period: 1 hour
Analysis Method: ICU 2
Control Type: Signalized
Intersection 13: Taft Ave & Cannon St
Intersection Level Of Service Report
Crosswalk Yes No Yes Yes
Grade [%] 0.00 0.00 0.00 0.00
Speed [mph] 30.00 30.00 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 225.00 100.00 100.00 150.00 100.00 100.00 100.00 100.00 200.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 1 0 0 1 0 0 0 0 1 0 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left Thru Right Left Thru Right Left Thru Right Left Thru Right Lane Configuration
Approach Northbound Southbound Eastbound Westbound
Name
Intersection Setup
Bicycle Volume [bicycles/h] 2 0 2 0
Pedestrian Volume [ped/h] 5 0 5 0
Total Analysis Volume [veh/h] 67 771 1 1 2217 230 145 2 109 1 2 1 Total 15-Minute Volume [veh/h] 17 193 0 0 554 58 36 1 27 0 1 0 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total Hourly Volume [veh/h] 67 771 1 1 2217 230 145 2 109 1 2 1 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 67 771 1 1 2217 230 145 2 109 1 2 1 Name
Volumes
Version 2022 (SP 0-2)
Generated with
Attachment 5
547
Intersection V/C 0.893
Intersection LOS D
V/C, Movement V/C Ratio 0.04 0.23 0.23 0.00 0.72 0.72 0.09 0.09 0.02 0.00 0.00 0.00 Movement, Approach, & Intersection Results
Lead / Lag Lead - - Lead - - - - - - - -
Auxiliary Signal Groups 4,5
Signal Group 5 2 0 1 6 0 0 4 4 0 4 0
Control Type Protecte Permiss Permiss Protecte Permiss Permiss Permiss Permiss Overlap Permiss Permiss Permiss Phasing & Timing
Lost time [s] 9.00
Cycle Length [s] 175
Intersection Settings
Version 2022 (SP 0-2)
Generated with
Attachment 5
548
Volume to Capacity (v/c): 0.758
Level Of Service: C
Delay (sec / veh): -
Analysis Period: 1 hour
Analysis Method: ICU 2
Control Type: Signalized
Intersection 14: Serrano Ave & Cannon St
Intersection Level Of Service Report
Crosswalk No Yes Yes
Grade [%] 0.00 0.00 0.00
Speed [mph] 30.00 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00
No. of Lanes in Exit Pocket 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 150.00 275.00 100.00 350.00 100.00 No. of Lanes in Entry Pocket 0 1 1 0 1 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00
Turning Movement Thru Right Left Thru Left Right
Lane Configuration
Approach Northbound Southbound Westbound
Name
Intersection Setup
Bicycle Volume [bicycles/h] 0 0 0
Pedestrian Volume [ped/h] 0 0 0
Total Analysis Volume [veh/h] 561 356 51 1413 1035 145
Total 15-Minute Volume [veh/h] 140 89 13 353 259 36
Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total Hourly Volume [veh/h] 561 356 51 1413 1035 145
Other Volume [veh/h] 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0
Pass-by Trips [veh/h] 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 561 356 51 1413 1035 145
Name
Volumes
Version 2022 (SP 0-2)
Generated with
Attachment 5
549
Intersection V/C 0.758
Intersection LOS C
V/C, Movement V/C Ratio 0.17 0.00 0.03 0.42 0.30 0.06
Movement, Approach, & Intersection Results
Lead / Lag - - Lead - Lag -
Auxiliary Signal Groups 2,4 1,4
Signal Group 2 2 1 6 4 4
Control Type Permissive Overlap Protected Permissive Split Overlap Phasing & Timing
Lost time [s] 5.00
Cycle Length [s] 100
Intersection Settings
Version 2022 (SP 0-2)
Generated with
Attachment 5
550
HCM 6th Signalized Intersection Summary MPAH Amendment Study - Villa Park Rd 1: Wanda Rd & Villa Park Rd Existing PM Peak Hour
Fehr & Peers Synchro 11 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 376 895 232 59 953 317 150 532 60 114 366 279 Future Volume (veh/h) 376 895 232 59 953 317 150 532 60 114 366 279 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.98 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1673 1673 1673 1673 1673 1673 1673 1673 1673 1673 1673 1673 Adj Flow Rate, veh/h 392 932 140 61 993 293 156 554 57 119 381 240 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 222222222222
Cap, veh/h 488 1274 729 245 1295 732 195 810 83 170 441 601 Arrive On Green 0.16 0.40 0.40 0.15 0.41 0.41 0.12 0.28 0.25 0.11 0.26 0.26 Sat Flow, veh/h 3092 3180 1399 1594 3180 1418 1594 2904 298 1594 1673 1400 Grp Volume(v), veh/h 392 932 140 61 993 293 156 303 308 119 381 240 Grp Sat Flow(s),veh/h/ln 1546 1590 1399 1594 1590 1418 1594 1590 1612 1594 1673 1400 Q Serve(g_s), s 17.1 34.8 4.1 4.7 37.7 17.6 13.3 23.7 23.9 10.1 30.4 16.6 Cycle Q Clear(g_c), s 17.1 34.8 4.1 4.7 37.7 17.6 13.3 23.7 23.9 10.1 30.4 16.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.18 1.00 1.00
Lane Grp Cap(c), veh/h 488 1274 729 245 1295 732 195 444 450 170 441 601 V/C Ratio(X) 0.80 0.73 0.19 0.25 0.77 0.40 0.80 0.68 0.69 0.70 0.86 0.40 Avail Cap(c_a), veh/h 629 1274 729 245 1295 732 195 444 450 249 512 660 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 56.9 35.6 7.1 52.2 35.8 20.7 59.8 44.9 45.3 60.4 49.1 27.7 Incr Delay (d2), s/veh 4.4 3.7 0.6 0.2 4.4 1.6 19.4 3.5 3.6 1.9 11.5 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.9 13.8 1.5 1.9 15.0 6.0 6.4 9.7 9.9 4.2 14.0 5.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 61.3 39.3 7.7 52.4 40.2 22.3 79.2 48.5 48.9 62.3 60.7 27.9 LnGrp LOS E D A D D C E D D E E C
Approach Vol, veh/h 1464 1347 767 740
Approach Delay, s/veh 42.2 36.8 54.9 50.3
Approach LOS DDDD
Timer - Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 23.6 59.3 18.0 39.1 23.9 59.0 16.0 41.1 Change Period (Y+Rc), s 4.0 5.5 4.0 5.5 5.5 * 5.5 4.0 5.5 Max Green Setting (Gmax), s 26.0 41.5 14.0 39.5 14.0 * 54 19.0 34.5 Max Q Clear Time (g_c+I1), s 19.1 39.7 15.3 32.4 6.7 36.8 12.1 25.9 Green Ext Time (p_c), s 0.5 0.7 0.0 1.2 0.0 2.3 0.1 0.9 Intersection Summary
HCM 6th Ctrl Delay 44.2
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.