HomeMy WebLinkAboutIS005_DEANE PROPERTY-UNIVERSITY DR I5o05
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❑ 500 newport center drive,suite 525
newport beach, california.92660
• phone (714) 640.6363
❑ 2927 newbury street, suite c
berk
Lsa Berkeley, California 94703
phone (415) 841.6840
• LARRY SEEMAN ASSOCIATES, INC.
s
SUPERIOR AVENUE WIDENING -
NEWPORT BEACH, CALIFORNIA
PREPARED BY
LARRY SEEMAN ASSOCIATES, INC.
500 NEWPORT CENTER DRIVE, SUITE 525
NEWPORT BEACH, CA 92660
• (714) 640-6363
NOVEMBER 21 , 1979
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INTRODUCTION
INITIAL STUDY
This Initial Study has been prepared in accordance with the requirements
• of State and City environmental guidelines. The intent of this study is to
provide the City with sufficient data to make an objective determination as to
whether or not the proposed project might have a significant impact on the
environment. If the City determines that the proposed project, together with
all recommended mitigation measures, will not have a significant impact, a
negative declaration can be issued.
PROJECT DESCRIPTION
The City of Newport Beach proposes to realign Superior Avenue from Coast
Highway to approximately 1 ,100 feet northerly of Coast Highway. Superior
Avenue in the vicinity of Coast Highway provides access to/from the Balboa
• Peninsula area, and access to Hoag Hospital and the industrial and business
areas northerly of Coast Highway and westerly of Newport Boulevard. Figure
1 is a vicinity map showing Superior Avenue and the major street system in
the vicinity.
The-proposed project will realign Superior Avenue at Coast Highway to
• create a nearly right angle intersection. The realigned roadway will be
constructed to provide two travel lanes in each direction separated. by a
raised median and a separate southbound Superior Avenue to westbound Coast
Highway right turn lane. The traffic signal at Coast Highway and Superior
Avenue/Balboa Boulevard intersection will be modified to accommodate the
realigned roadway and intersection geometrics. Figures 2 and 3 show existing
Superior Avenue and the location of the proposed project and its relation-
ship to the surrounding area.
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BASMACIYAN-DARNELL, INC. VICINITY MAP
4262 Campus Drive,Suite B-1
Newport Beach,California 92660
• (714)549-9940
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• LEGEND
—CUT SLOPE
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_ASPHALT CONCRETE FIGURE 3
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ENVIRONMENTAL ASSESSMENT
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SOILS/GEOLOGY/GRADING
• Existing Conditions. For purposes of this Initial Study we have assumed
that the geologic ologic conditions are similar throughout .the coastal bluff north of
Coast Highway. We have reviewed the Preliminary Soils and Geologfcal Investiga
tion for Tentative Map Tract 8336. This report, dated April 25, 1978 was pre-
pared by Geosoils, Inc. for Versailles Associates. It covers the second phase
of Versailles and the adjacent park site. A copy of this report Is on file in
•
the Building Department, City of Newport Beach. The following discussion of the
Superior Avenue site is based on the Geosoils_Report•.
Generally, the site consists of an ancient marine terrace. The westerly
edge of the site is formed by a cut slope approximately 30 feet in height and
• the southerly edge is formed by the cut slopes above and below the existing
Superior Avenue roadway, with a combined height of approximately 60 feet. The
west facing slope is graded at a 1 .6:1 slope, while the south-facing slope
above Superior Avenue is steeper and ranges from 1,.2:1 to 1 .4:1 .
A moderately well-developed topsoil consisting of clayey sands and sand
• clays overlies the terrace deposits. The terrace deposits are present through-
out the site. These deposits are composed of fine to coarse grained sands,
clayey sands, and clayey silts with occasional layers of shell fragments and
rounded pebbles and cobbles. Bedrock underlying the site consists of sediment
and deposits representing a portion of the Monterey Formation. Strata consist
of medium brown to gray clayey siltstones.
• Bedding orientations within the terrace deposits indicate a near hori-
zontal to gently dipping pattern. The bedding observed in the Monterey
Formation at the base of the bluffs indicates a northeast to northwest trend
with dips of 20 to 30 degrees towards the west.
• Indications of fault movement are present on the site. The faults are
exposed in the cut slopes above and below Superior Avenue. This faulting is '
probably related to the Newport-Inglewood structural zone which is tentatively
mapped as passing southwest of this area. Although the faulting exposed in -
the cut slopes does not appear to be one of the main branches of the Newport=
Inglewood Fault Zone, they do seem to represent tensional fracturing and
• displacement as related to regional upwarping caused by the •Newport-Inglewood
Fault Zone. Evidence explored on the Versaille site indicates that these
fractures to be older than Holocene time.
Impacts. The primary impact of the proposed project will be related to
the grading. Cuts of up to 50 feet in depth will be required. Approximately
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• .Two hundred and fifteen thousand (215,000) cubic yards of cut will occur.
However, tests performed on the Versaille Tract indicate that the cut slopes
should remain stable since the terrace sands lack bedding and/or well-developed
planar surfaces and the sandy materials are dense.
There are several. alternatives for the disposal of the 215,000 cubic
• yards of cut material . One is to deposit a portion of it on the residual
right-of-way parcel containing existing Superior Avenue. A second similar
alternative would be to deposit a portion of it on the existing right-of-way
and on the Cal Trans parcel to the east. This alternative could result in a
buildable pad at an elevation of approximately 50 feet. While this approach
could make the existing right-of-way parcel usable access would be diffi-
cult and would probably have to be from Coast Highway east of the Superior
intersection. A third alternative is to export.the excess fill to some
suitable disposal area off-site. No specific disposal area and hence no
specific haul routes have been identified at this point.
No significant impacts are anticipated from any of these disposal
• alternatives, provided that standard engineering practices are followed.
Mitigation. The following mitigation measures are recommended to
ensure that no adverse impacts occur due to the proposed grading.
1. Specific on-site soils and geologic studies will be performed
• during the engineering design phases.
2. Geologic inspection will be required during the grading operation
• to verify that the bedding planes are oriented favorably with
respect to the proposed slopes.
• 3. All of the existing improvements along Superior Avenue should
be removed prior to placing fill material on the parcel.
4. Final grading plans for the project shall inolude a complete
system of temporary and permanent drainage faci4iti'es• and
erosion control devices. The plans shall include desi4ting
• facilities and other appropriate measures designed to prevent
a significant amount of sediment, silt and debris escaping from
the site. Final plans shall be approved by the Directors of
.Conmmity Development and Public Florks and by the Santa Ana
RegionaZ Plater Quality Control Board.
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LAND USE
• Existing Conditions. The two parcels immediately to the east and west of
the project are vacant. They are owned by CalTrans having been originally ,
acquired as right-of-way for the late Coastal Freeway. The property to the
northeast of the project is developed with residential development. The
Newport Crest development is• on the westerly side of•Superior and the Ver-
• saille development is on the easterly. Full improvements on Superior
Avenue were installed adjacent to these two developments at the -time of
construction.
Across Pacific Coast Highway, the property west of Balboa Boulevard
is residential , and the property east of Balboa Boulevard is a neighborhood
• commercial center.
Impact. The improvement of Superior Avenue will not have any significant
impacts on existing or proposed land uses within the area. Superior Avenue is
designated as a four-lane road in both Newport Beach and Costa Mesa. The
roadway has been fully improved within Newport Beach except for the proposed
• project. Improvements are scheduled to be completed next year for the portion
within Costa Mesa.
The project will affect the adjacent CalTrans parcels. The upper site
northwest of Superior will be reduced in size, but will not be otherwise
affected. The lower site will be increased by the addition of the residual
• parcel containing the current right-of-way for Superior Avenue. There are
several alternatives for this site. In order to make the residual parcel
usable as an independent site, or as part of the existing lower site, con-
siderable fill would have to occur. The final configuration of the fill
cannot be determined at this time.
• Mitigation. None are required.
ARCHAEOLOGY
A complete archaeological records search and field survey were conducted
for the proposed project. A complete report of these activities is contained
• in Appendix A.
Existing Conditions. No archaeological sites have been recorded within
the project boundaries. The field survey identified a light shellfish scatter
along the western periphery of the project. However, the sparce, non-local--
ized distribution together with the lack of other associated artifacts indi-
• cates a non-archaeological origin.
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Impacts. No significant resources have been identified and no signifi-
cant impacts are anticipated.
Mitigation Measures. The following mitigation measure should be in-
cluded in the project.
• 5. If archaeoZogicaZ materials are uncovered during grading operations,
a quaZified archaeoZogist should inspect the site and recommend
necessary mitigation measures prior to the continuation of grading.
AU work wiZZ be done in accordance with Council PoZicy K-S,.
PALEONTOLOGY
A complete paleontological record search and field survey were con-
ducted for the proposed project. A letter report on the results of these
studies is contained in Appendix B.
Existing Conditions. No record paleontological sites have been recorded
• within the project boundaries. However, the field survey revealed the presence
of fossils. Moderately abundant shells of bivalve moll-uses (clams) occur in
a 1/2 meter thick sandy gravel layer approximately 10m below the top level in
the marine terrace deposits. The shells are moderately well preserved, in-
cluding broken fragments as well as complete valves, and comprise a moderately
diverse shallow marine fauna.
In addition, the marine terrace unconformably overlies tilted mudstone
beds of the upper'Miocene Monterey Formation. The Monterey Formation is a
marine deposit which has locally produced abundant and• significant marine
vertebrate fossils.
• Impacts. Where the required excavation cuts through the fossil bearing
sandy gravel layer, and into the Monterey Formation, there is a high proba-
bility that fossils will be encountered.
Mitigation Measures. The following mitigation measure should be in-
cluded in the project.
6. A quaZified PaZeontologist shouZd be retained to monitor the grading
operation. Salvage of fossiZs should be reasonabZy accomplished
during the grading operation. All work wiU be done• in accordance _
with CounciZ PoZicy K-6..
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TRAFFIC
A complete traffic analysis has been prepared by.a qualified traffic
engineering firm. This analysis is contained in Appendix C. The following
material- has been extracted from that material .
• Existing Conditions.
Roadway Characteristics. Superior Avenue from Coast Highway
to approximately 1 ,100 feet northerly-of Coast Highway is constructed to
provide one travel lane in each direction and an additional northbound
• Superior Avenue travel lane for approximately. 200 feet northerly of Coast
Highway. The horizontal curvature of the existing roadway consists of a
southerly to westerly curve with a radius of about 500 feet, then reverses
•to intersect Coast Highway at an acute angle, thus creating the Coast
Highway/Superior Avenue/Balboa Boulevard intersection.
• Coast Highway (State Route 1 ) is a state highway and westerly
of Superior Avenue/Balboa Boulevard is constructed to provide two travel
lanes in each direction, two left turn lanes for eastbound Coast Highway
to northbound Superior Avenue and a .right turn lane for eastbound to
southbound Balboa Boulevard. Easterly of Superior Avenue/Balboa Boulevard
the roadway is improved to provide two travel lanes in each direction, a
• westbound Coast Highway to southbound Balboa Boulevard left turn lane and
a westbound Coast Highway to northbound Superior Avenue right turn lane.
Balboa Boulevard is fully improved from approximately 44th
Street to Coast Highway to' provide two inbound lanes and three outbound
lanes.
The existing roadway geometries are shown in Figure 4.
Existing Traffic Volumes. Existing traffic volume data was
obtained from the City of Newport Beach Traffic Department. The winter
1978 daily, AM and PM peak hour traffic volumes on Superior Avenue, Coast
• Highway, Balboa Boulevard, and Newport Boulevard are as follows:
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• FIUURE 4
EX 6T I NG ROADWAY aaMET01645 BASMACIYAN-DARNb-L,INC.
4262 Campus Drive,Saite 8-1
_ Newport Beach,Gllfornia 92"D
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• Daily AM PM
Traffic Peak Hour Peak Hour
Volume two way) ' (two way)
Superior Avenue
North of Coast Highway 19,265 1 ,260 .1 ,490
Coast Highway
West of Superior Avenue/
• Balboa Boulevard 41 ,000 12,550 3,249
East of Superior Avenue/
Balboa Boulevard 31 ,000 1 ,550 2,450
East of Newport Boulevard 47,000 --- ---
Balboa Boulevard
South of Coast Highway 18,500 860 1 ,210
Newport Boulevard
North of Coast Highway 40,000 --- ---
South of Coast Highway 44,000 --- ---
Roadway Capacity/ICU Analysis. The capacity of the roadways in this
area is controlled by the capacity of the intersection of Superior, Coast
Highway and Balboa Boulevard. The peak demands at this intersection occur
during the PM peak hour. An ICU analysis of this intersection for present
• roadway geometrics and winter traffic volumes indicate that the intersection
is operating at level of service "E" with an ICU = 0.9813.
Accident History. The accident characteristics on Superior Avenue. and
for the Coast Highway/Superior Avenue/Balboa Boulevard intersection were evalu-
ated. An accident summary for the period January 1 , 1976 to September 16,_ 1979
• includes a total of 239 accidents for Superior Avenue northerly of Coast High-
way and for the subject intersection. These accidents are detailed in the full
traffic report in Appendix C.
The intersection accident rates and the midblock accident rates
exceed the average rates expected. The expected intersection rate is 0.68
• accidents per million vehicles and the expected midblock rate is 2.02 accidents
per million vehicle miles. The expected rates are based on studies of urban
roadways in Los Angeles County.
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• Review of data shows the intersection accident rate ranges from 3.2
to 4.4 times greater than the average expected rate. Further review of the
data indicates•a•high incidence of nighttime accidents and a significant number
of southbound Superior Avenue to westbound Coast Highway right turn accidents.
The latter accident patterns primarily involve rear-end collisions that are
caused by length of• merging distance for vehicles entering Coast Highway
• through the free right turn lane.
The midblock accident history on Superior Avenue shows the accident
rate is increasing each year and that a major portion of the accidents are
occurring at nighttime and generally are located on the curve coming down •
the hill . Additionally, it should be noted a high percentage of these
• accidents are occurring at nighttime and involve loss of control and running
off the roadway. Preliminary review of the accident history and area indi-
cates the need for roadway safety lighting and physical separation of the
northbound and southbound traffic movements.
• Future Conditions.
1995 Traffic Volume Forecasts. Future volumes on Coast Highway,.
Balboa Boulevard, Superior Avenue and Newport Boulevard were obtained from the
Newport Beach Traffic Model and are based on future land use conditions dated
December, 1978. The daily traffic volume forecasts for winter 1995 conditions
! are:
ADT
Balboa Boulevard
South of Coast Highway 20,000
Coast Highway
West of Balboa 'Boulevard/Superior Avenue 46,000
! East of Balboa Boulevard/Superior Avenue 37,000
Newport Boulevard
North of Coast Highway 52,000
South of Coast Highway 54,000
Superior Avenue
North of Coast Highway 20,000
!
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These forecasts assume that the Master Plan network is constructed
and specifically Balboa Boulevard is extended northerly of Coast Highway,
15th Street is extended to Balboa Boulevard, and 19th Street (Costa Mesa)
is extended across the Santa Ana River to Brookhurst Street.
• Future Roadway Capacities. The capacity of the planned roadways
will be capable of accommodating the anticipated traffic volumes. Specific-
ally, the daily .traffic volume capacities are estimated to be 45,000 to
50,000 vehicles per day for Coast Highway westerly of Newport Boulevard,
50,000 to 60,000 vehicles per day for Newport Boulevard, and 20 ,000 to 30,000
vehicles per day for Superior Avenue and Balboa Boulevard. Within the immed-
iate vicinity of the Superior Avenue project the Coast.Highway/Superior Avenue/
Ba16oa Boulevard intersection will govern the capacity and levels of service
for these roadways.
An ICU analysis was conducted for the intersection using peak hour
volumes and the future roadway geometrics. The results of the anal-ysis in-
dicate the level of service would be level "D" with an ICU = 0.8174.
From this analysis it can be seen that Superior Avenue and Coast
Highway would be severely overloaded during peak traffic periods without
the Superior Avenue improvements and the future Coast Highway improvements.
Geometrics. The proposed Superior Avenue improvements have been
developed to be compatible with both the existing and ultimate conditions
. on Coast Highway. Figure 5 presents the proposed improvements on -Superior
Avenue with the existing geometrics of Coast Highway. Figure 6 shows the
ultimate conditions with full improvements to- both Superior Avenue and
Coast Highway.
Impacts. The primary impacts of this project will be in terms of
improving safety and minimizing conflicts at the Superior Avenue/Coast
Highway/Balboa Boulevard intersection. The improvements to Superior will
reduc.. the ICU of this intersection from 0.9
813 to 0.9537. The ultimate
• improvements of Coast Highway coupled with the improvements of Superior
Avenue will reduce the ICU to 0.8174. This is a significant improvement.
Since there will be only a minimal increase- in traffic on Superior _
Avenue under ultimate conditions, no long term adverse impacts will occur.
There may however be a greater increase in traffic until other elements of
1 the circulation system are completed.
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ULTIMATE ROADWAY 6EOMET K IG5
AMP GNANN 4262 Campus B� CIYANDARSuite6INC
mpus Drive,Suite 8-1
Newport Beach,California 9?660
(714)549-9940
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MOP05 E P RO A D W A Y G EO M E TRIG5
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Owrp m cowr ION5) Newport(714)5 9-9940u �
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Construction impacts will involve a minimal disruption of traffic.
During the excavation of the new roadway, hauling operations. may cross
Superior Avenue. I'n addition, it will be necessary to close Superior
Avenue for a few days in order to complete the -final improvements connecting
the new roadway to the existing improvements.
Mitzi at�ion Measures: The proposed project is in itself a mitigation
measure for Mimate .traffic conditions and for existing accident
and geometric problems. However, in order to mitigate any potential adverse
impacts, the•following mitigation measures are recommended,
• • 7. Construct Superior Avenue to conform with Figure 4 and be com—
patible with ultimate improvements shown on Figure 6
8. The southbound Superior Avenue to westbound Coast Highway right
turn Zane should be constructed to provide a minimum Length of _ -
300 feet after ultimate Coast Highway improvements are installed.
9. Safety Lighting on Superior Avenue from Coast Highway to approxi-
mately Ticonderoga Street be installed with the proposed project.
The street Light standards should be located in ,the sidewaZk area.
• 10. Access to the property on the westerly side of Superior Avenue has
been Located to allow full access without turning movement restric-
tions. Tlowever, to•provide the full access provisions the access
is Located at the northerly boundary of the CaZTrans parcel and
the median has been modified to provide storage and an acceZera-
tion Zane for vehicles turning Zeft from the property to north-
bound Superior Avenue.
11. Access to the CaLTrans property along the easterly side of Superior
Avenue is dependent on the future grading of the residual site, and
its proximity to the Coast Highway/BaZboa BouZevard/Superior Avenue
intersection. Also, the horizontaL and vertical curvature requires
! that access be Limited to right turns in and right turns out. Addi-
tionaZZy, this access Location should be Located a minimum of 500
feet northerly of Coast Highway. Depending on the type of develop-
ment that occurs, it may be necessary to widen Superior Avenue ad-,
jacent to the site to provide deceleration and acceleration lanes
at this access Location. In general, future access to this parcel
• should consider the following:
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a. Locate the access at least 500 feet northerly of Coast
Highway.
b. Site should be graded to accommodate a proper driveway
design.
• c. Access to/from the site should be restricted to right
turns in and right turns out.
d. Acceleration and deceleration lanes may be necessary
depending on the amount of traffic generated to/from
• the site.
. 12. In the event the excess materials generated by the grading opera-
tion are used on the CalTrans property along the easterly side of
Superior Avenue, it will be necessary to regulate traffic on
Superior Avenue to allow the earth moving equipment to cross
• _ 'Superior Avenue. Other than during the AM and PM peak hours _
this can be accommodated without unreaso ly affecting Superior
Avenue traffic. . To safely accommodate this operation it is
recommended that the contract specifications include:
a. Crossing of Superior Avenue be located as far north as
• possible. -
b. That flagmen and/or other approved traffic control
measures be utilized to stop Superior Avenue traffic,
thus allowing earth moving equipment to cross Superior
Avenue.
•
c. Stopping Superior Avenue traffic should not be.permitted
during peak traffic hours.
13. Phase 2 construction will involve the necessary construction to
connect the realigned roadway to existing Superior Avenue. To
! accomplish this work it will be necessary to either partially or '
entirely close Superior Avenue for two or three days. Should it
be necessary to effect a complete closure, the contract specifi-
cations should include the following provisions:
a. The closure of Superior Avenue be permitted for a
• maximum number of days.
b. Superior Avenue not be closed on weekends.
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c. Provisions be made to aZZow emergency access at aZZ times
through the area for Fire, PoZice and rnnbulances.
d. Advance notice to motorists, Fire, PoZice, emergency
services, Hoag Hospital, Orange County Transit District ,
• be provided two weeks prior to the actual. road cZosure.
NOISE
A complete noise analysis has been prepared by an Acoustical Engineer.
The analysis is contained in Appendix D and is summarized below.
Existing Conditions. Existing noise levels along Superior Avenue were
estimated by computer model based on existing traffic volumes, speeds, and
traffic distribution. The 65 CNEL is projected to extend 74 feet from the
centerline of Superior Avenue. This projection does not account for the
barrier effects which result from the topography of the site, A Table
• showing existing noise conditions is contained in the full noise analysis in
Appendix D. .
Impacts. The proposed project could have potential impacts from two
sources, namely an increase in traffic and relocating the roadway closer•
• to existing units. Due to the minimal increase in projected traffic, noise
levels are expected to increase by only 0.1 dBA. The impact of the reloca-
tion of the roadway will vary according to the location of the units. Table•
A indicates the impact on five units with varying locations. This table
indicates that the total increase in noise levels• will not exceed 1 .0 dBA
at any location. Therefore, it can be concluded that no significant• noise
• impact will occur.
Mitigation Measures. None are required.
AIR QUALITY
• A complete Air Quality Analysis has been conducted and is included in
Appendix E.
Existing Conditions. The climate of Newport Beach/Costa Mesa is charac-
terized by moderate temperatures and low rainfall . Except when polluted air
is transported out of heavily traveled or industrialized Los Angeles source .
• areas, a fresh influx of ocean air blowing toward the warmer interior for
much of the year maintains "clean" air with little pollution. However, in
winter, when the land is cooler than the water, tFte onshore winds reverse
19
Lsia
• and carry pollutants from inland sources toward Newport Beach. When these
offshore winds combine with low-level temperature inversions that trap pollu-
tants near sources such as freeways, major arterials, large intersections or-
parking lots,_ they cause local pollution "hot spots"- that are functions of the
local traffic concentration and the degree of contamination of the incoming
airstream.
Seasonal wind reversals are reflected in similarly seasonal pollution
distributions. Based on monitoring data from the nearest monitoring station
in Costa Mesa along Harbor Boulevard at Fairview State Hospital , air quality
in the area can be characterized as good, but still far ,from completely
healthful . While the wintertime pollutants such as CO, NO2 and lead (re-
lated principally to automobiles) have shown some improvement, summertime
ozone values have correspondingly become worse (not even counting the pro-
longed stagnation conditions of September, 1979) . The data in Table A
suggests -that the project area experiences exceedances of all air quality
standards except sulfur dioxide. Although summer ozone air quality is far
• better than perhaps the San Gabriel Valley and winter CO values are much
lower than around Los Angeles International Airport, the Newport Beach area
may still have levels of air quality that are two or more times worse than
the clean air standard.
Im_pacts. Air quality impacts from roadways are typically analyzed on
. two scales of motion. In a regional , or mesoscale sense, the construction
or modification of a traffic source may affect traffic distributions through-
out the surrounding surface traffic network. In the mesoscale, a project may
adversely impact air quality by increasing the.traffic volumes and creating
possible congestion. On the other hand, a project may alleviate congestion
and move more traffic at more energy efficient and correspondingly less
• polluting speeds. Mesoscale impacts are often associated with reactive
pollutants that undergo chemical transitions during the source/receptor
transport process.
Since the proposed project does not impact any cross-streets within the
area of the roadway project, the only mesoscale impact will ' occur from traffic
• volume changes on Superior and beyond the project end-points. Since further-
more the average traffic on Superior between 1978 and 1995 is forecast to
remain almost completely unchanged (from 19,265 in 1978 to 20,000 .in 1995)
for two decades, any regional traffic distributions will only be minimally
affected by the Superior Avenue project. Thus, in the following analysis,
only the microscale impacts are analyzed in detail .
• Microscale carbon monoxide (CO) concentrations have been analyzed by
combining the vehicular emissions calculated by the CalTrans Model EMFAC5
with worst-case dispersion meteorology (Pasquill Stability Class "F" and
20
lsa
light winds of 1 msec-1 ) in the CalTrans roadway Model CALINE2. CO levels were
calculated at the Superior Avenue/Coast Highway intersection and at a mid-point
along Superior Avenue near the Versailles Apartments. Traffic speeds along
Superior Avenue were assumed to be 35 mph, slowing down to 20 mph at the inter-
s'ect•ion to account for idling time of vehicles:waiting for the signal to change.
• Hourly background levels of 10 ppm in 1978 and 5 ppm in 1995, and 8-hourly
background• levels of 5 ppm in 1978 and 3 ppm were also assumed based on
future countywide emissions projections.
With current and projected configurations of roadway alignment, traffic
and 1978'emission factors, the only significantly high hourly- CO values occur
• within 25 -feet of the Pacific Coast Highway intersection. Since CO emission
rates are more than cut in half by 1995 over present rates, and since traffic
levels on Superior Avenue are predicted to change very little in the future,
1995 hourly CO levels are well below the 35 ppm standard.
The area of CO levels in excess of the 8-hour CO standard may extend
• for 100 feet away from the Pacific Coast Highway intersection, while mid-
block CO levels are high on the shoulder of Superior Avenue, but not for
any appreciable distance beyond the roadway edge. As with hourly values,
8-hour concentrations decrease in the future such that within the next few
years the Superior/Pacific Coast Highway intersection will cease to be a
potential CO "hot spot".
Mitigation Measures. None are proposed.
•
•
•
•
•
Lsa
• APPENDIX A
ARCHAEOLOGICAL RECORDS SEARCH
AND RECONNAISSANCE SURVEY
SUPERIOR AVENUE RE LIGNMENT ROUTE
•
•
•
•
•
•
I •
•
e. 5
❑ 500 newport center drive, suite 525
newport beach, california 92660
phone (714) 640-6743
•
❑ 1050'northgate drive, suite 554
san rafael, california 94903
ARCHAEOLOGICAL PLANNING COLLABORArM phone (415) 479-3370
ARCHAEOLOGICAL RESEARCH AND REPORTING
ARCHAEOLOGICAL RECORDS SEARCH
AND RECONNAISSANCE SURVEY
SUPERIOR AVENUE REALIGNMENT ROUTE
PREPARED BY
♦ ARCHAEOLOGICAL PLANNING COLLABORATIVE
500 NEWPORT CENTER DRIVE, SUITE 525
NEWPORT BEACH, CA 92660
(714) 640-6743
OCTOBER 5, 1979
•
fY{WRW PLAN" N'A• III
ARCHAEOLOGICAL RECORDS SEARCH •
AND RECONNAISSANCE SURVEY
SUPERIOR AVENUE REALIGNMENT ROUTE
INTRODUCTION
We are pleased to submit the following report of an archaeological
records search and reconnaissance survey on property located at Superior
Avenue and Pacific Coast Highway, Newport Beach, California.
The report was prepared at the request of Larry Seeman Associates,
Environmental Planning Consultants, Newport Beach, California. •
LOCATION
The project area is shown on USGS, Newport Beach, California,
Quadrangle, 7.5-minute series (topographic) , Township 6S, Range IOW,
N1/4 of section 28 (Figure 1). •
PERSONNEL
The survey was performed by Robert Helman and Jeff Dickman under
the direction of Theo Mabry, Principal Investigator for Archaeological
Planning Collaborative (APC). Ms. Mabry holds a Master's Degree in
anthropology from California State University, Fullerton and is Associate
Professor of Anthropology at Orange Coast College, Costa Mesa, California.
Mr. Helman and Mr. Dickman hold degrees from California State University,
Fullerton and are staff members of Archaeological Planning Collaborative.
RECORDS SEARCH •
An archaeological records search was conducted at the State Regional
Center located at Archaeological Survey, University of California, Los
Angeles. The results of that search indicate no archaeological sites
have been recorded within the project boundaries. •
FIELD SURVEY
Although a dense mat of alfalfa and barley obscured most of the
project area, an intense survey of the area was performed. The survey
technique involved lifting the overburden while noting the presence or •
absence of shellfish, bone, lithic tools, debitage, fire-cracked •rock or
soil color changes.
•
• II
FIGURE 1 2
• PROJECT AREA LOCATION
ARCH kEaOSCAL FLAW MG[OLLABORATIW
.iJ(/ ° ��s'\•%° -Nhi tip l a � � _ 1 � i r. �
• y S° �I; $i i ark � 1
• �' ti'7•� ° - .�� `\i\ ,; '� ,I �e� .-�_•-� Trailer �•f t
!1.• •O ���� �PaW.r, IIIIIh Parr
4.1
(cC •_'y \�� �Q�+�`s. / Z^ iili �F„ - % i� ,
�S h" � a.. j c\ • p ti Tanks I I17�.,f � �./ ••///
...,�rL�j. �/,/• `°t�.. •};"'�•/', o ..9� -1sY"t\ � :%/' • ter
• 'T`�y •� /. r- � A`� sVi'pri�� r ( 9< t�So�r
\-JPROJECT ARf.A, Y F '•. : �
t• iry �\\\ Bonn �,
ae
•
•
•
• 'I
3 •
ARC14AE0lAMAL PIArX"CUTA80RAVM
FINDINGS AND RECOMMENDATIONS
Along the western periphery of the project area a light shellfish
scatter was observed. However, the sparce, non-localized distribution
together with the. lack of other associated artifacts indicates a non-
archaeological origin. It is possible that the observed shellfish •
scatter is the remnant of a site (s)• destroyed in past grading or leveling
operations; however, no archaeological site (s) have been recorded within
the project area.
It is recommended that, if archaeological materials are uncovered
during grading operations that all grading or trenching operations be •
diverted to another portion of the project area while a qualified
archaeologist is returned to assess the archaeological materials and
develop appropriate mitigation measures.
•
•
•
I,I
•
Lsa
• APPENDIX 6
PALEONTOLOGIC ASSESSMENT OF
SUPERIOR AVENUE REALIGNMENT ROUTE
•
•
•
•
•
•
•
•
r
-2-
is judged to be required, the designated paleontologist should coordinate
• this activity within the framework of County of Orange guidelines.
surficial E.
W. colluvi
• Pleistocene, —
Marine ' . • . , '
Terrace . ` • . . + -= • • , . •.
Deposit ' . '• • . .' • • • . '• •• •'
';•Do; ;F?•d ' �:°CJ : : :'e .�fossiliferous
• (Qtm) G • O • ♦ ♦ •• • • ' • • • • • • ' • • • • • unit
i
O •
unconfo y
• Monterey Formation (Upper Miocene)
Figure 1. Schematic cross-section showing stratigraphic relationships and occurrence
of fossils within the area impacted by the realignment route.
•
Submitted by,
/ . IUAI
• John D. Cooper, PhD
Paleontological Consultant
16737 Francis Drive
Chino, California 91710
• References Cited
Bruff, S. C., 1946, The paleontology of the Pleistocene Molluscan Fauna of the
Newport Bay area, California: Univ. Calif. Public. Geol. Sci. Bull., Vol 27,
p. 213 - 240.
Howard, H. 1958, Further Records from the Pleistocene of Newport Bay Mesa,
• California: Condor, Vol. 60, pp. 136.
Kanakoff, G. P. , and Emerson, W. K. , 1959, Late Pleistocene invertebrates of
the Newport Bay area,, California: Los Angeles County Mus. , Contrib. Sci. ,
No. 31, p. 1-47.
• Miller, W. E., 1971, Pleistocene vertebrates of the Los Angeles Basin and .
Vicinity (exclusive of Rancho La Brea) : Los Angeles County Mus. Nat. Hist. ,
Science No. 10.
Morton, P. K. , and Miller, R. V. , 1973, Geologic Map of Orange County, Scale
1;48,000, in Geoenvironmental Maps of Orange County: Calif. Div. Mines
• and Geology, spec. Pub. 15.
•Peska, F. 1975, A Late Pleistocene Molluscan Fauna from Costa Mesa, California-
Prelim. Rept: Bull of So. Calif. Paleontol. Soc. , Vol. 7, No. 11, pp. 141-145.
October 3, 1979
Theo N. Mabry
Archaeological Planning Collaborative
500 Newport Center Drive, Suite 525
Newport Beach,, California 92660
Subject:, Paleoutologic assessment of Superior Avenue Realignment Route
Dear Ms. Mabry:
This letter presents the results of a paleontologic survey conducted
October 3, 1979, on the proposed realignment route for the western end of
Superior Avenue, Newport Beach, California. Literature and records search
indicate no previously recorded paleontologic localities1sites for the sub-
ject area; however, field walkover survey and examination of sedimentary '
exposures revealed the presence of fossils.
The flat terrace level across, which the realignment will pass is immediately,
underlain by a thin (several meters) soil and colluvial cover, which in turn
is underlain by a succession of marine terrace deposits (Fig. 1) of Late Pleis-
tocene age (Morton and :tiller, 1973) . The terrace puccession consists of an
approximately 10 to 15 m thick sequence of medium to coarse sand containing
pebble and cobble beds and lenses in the lower portion grading upward into
finer sands and mottled silts that cap the section. Moderately abundant shells
of bivalve molluscs (clams) occur in a 1/2 meter thick sandy gravel layer
approximately 3 m stratigraphically above the base of the terrace sequence
and approximately 10 m below the top level of the terrace (Fig. 1) . The shells
are moderately well preserved, including broken fragments as well as complete
valves, and comprise a moderately diverse shallow marine fauna.
This fauna is part of a regional faunal assemblage that occurs in the
Palos Verdes Sand, an important marine terrace unit of regional extent with
exposures along much of the southern California coastline, particularly in
the Costa Mesa-Newport Mesa-Newport Back Bay area. Several publications have
documented this fauna and its scientific significance (Bruff, 1946; Howard,
1958; Kanakoff and Emerson, 1959; Miller, 1971; and Peska, 1975) . Abundant
localities from these publications as well as those on file at UCLA, the 0,
Natural History Museum of Los Angeles County, and the 'Natural History Foun-
dation of Orange County, attest to the paleontologic richness of Pleistocene
terrace deposits in the Costa Mesa-Newport Beach area. Some of these localities
have produced marine mammals and terrestri•:1 vertebrate fossils ina addition
to the marine invertebrates.
The Palos Verdes Sand terrace package unconformably overlies (Fig. 1) 0
tilted mudstone beds of the Upper Miocene Monterey Formation. The uncon-
formity contact lies some dozen meters or so below the terrace level and
will likely be cut at least in the lower reaches of the realignment route.
The Monterey Formation is a marine deposit that has locally produced abundant
and significant marine vertebrate fossils. The Natural History Museum of Los
10
Angeles County has several vertebrate fossil localities on file for the New-
port Beach area.
In my judgement, a qualified paleontologist should be retained to monitor
the grading operation for this project. Salvage of fossils should be reason-
ably accomplished during the grading operation and specimens should be donated
to the most appropriate educational/research institutions(s) as dictated by the 0
significance of the fossils. If more complex salvaging and /or other mitigation
•
a
• Lsa
APPENDIX C
TRAFFIC ANALYSIS
•
•
•
•
•
•
•
•
• II
TRAFFIC STUDY FOR
• SUPERIOR AVENUE
IN THE CITY OF NEWPORT BEACH
•
•
•
Prepared for:
• Larry Seeman Associates, Inc.
500 Newport Center Drive
Suite 525
Newport Beach, CA 92660
•
Prepared by:
• Basmaciyan-Darnell, Inc.
4262 Campus Drive
Suite B-1
Newport Beach, CA 92660
• (714) 549-9940
November 1979
•
! I
TRAFFIC STUDY FOR
SUPERIOR AVENUE
IN THE CITY OF NEWPORT BEACH !
CONTENTS !
Page
INTRODUCTION 1
EXISTING CONDITIONS 1
Roadway Characteristics 1
Existing Traffic Volumes 2
Roadway Capacity 2
Accident History 3
Public Transit 4
FUTURE CONDITIONS 5
` Roadway Classifications 5 !
1995 Traffic Volume Forecasts 5
Future Roadway Capacities 6
Costa Mesa Freeway (State Route 55) 6
PROJECT-RELATED IMPACTS 7 ,
Interim Conditions 7
Ultimate Roadway Conditions 7
Access to CALTRANS Property 8
Safety Considerations 8
Construction Impacts 9
MITIGATION MEASURES 10
APPENDIX
•
TRAFFIC STUDY FOR
SUPERIOR AVENUE
!, IN THE CITY OF NEWPORT BEACH
INTRODUCTION
The City of Newport Beach proposes to realign Superior Avenue
from Coast Highway to approximately 1100 feet northerly of
Coast Highway. Superior Avenue in the vicinity of Coast High-
way provides access to/from the Balboa Peninsula area, and
access to Hoag Hospital and the industrial and business areas
northerly of Coast Highway and westerly of Newport Boulevard.
Figure 1 is a vicinity map showing Superior Avenue and the
major street system in the vicinity.
The proposed project will realign Superior Avenue at Coast
Highway to create a nearly right angle intersection. - The
realigned roadway will be constructed to provide two travel
lanes in each direction separated by a raised median and a
separate southbound Superior Avenue to westbound Coast Highway
right turn lane. The traffic signal at Coast Highway and
Superior Avenue/Balboa Boulevard intersection will be modified
to accommodate the realigned roadway and intersection geometrics.
Figure 2 shows existing Superior Avenue and the location of the
proposed project and its relationship to the surrounding area.
• EXISTING CONDITIONS
Roadway Characteristics
Superior Avenue from Coast Highway to approximately 1100 feet
northerly of Coast Highway is constructed to provide one travel
! lane in each direction and an additional northbound Superior
Avenue travel lane for approximately 200 feet northerly of Coast
Highway. The horizontal curvature of the existing roadway
consists of a southerly to westerly curve with a radius of
about 500 feet, then reverses to intersect Coast Highway at
an acute angle, thus creating the Coast Highway/Superior Avenue/
! Balboa Boulevard intersection.
Coast Highway (State Route 1) is a state highway and westerly
of Superior Avenue/Balboa Boulevard is constructed to provide
two travel lanes in each direction, two left turn lanes for
eastbound Coast Highway to northbound Superior Avenue and a
right turn lane for eastbound to southbound Balboa Boulevard.
Easterly of Superior Avenue/Balboa Boulevard the roadway is
improved to provide two travel lanes in each direction, a
westbound Coast Highway to southbound Balboa Boulevard left
turn lane and a westbound Coast Highway to northbound Superior
Avenue right turn lane.
! Balboa Boulevard is fully improved from approximately 44th
Street to Coast Highway to provide two inbound lanes and three
outbound lanes.
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Newport Boulevard (State Route 55) is a state highway and is
constructed as a six lane divided facility northerly of Coast
Highway. Southerly of Coast Highway to 30th Street, Newport .1
Boulevard is constructed as a four lane divided facility.
Existing Traffic Volumes
Existing traffic volume data was obtained from the City of
Newport Beach Traffic Department. The winter 1978 daily, AM
and PM peak hour traffic volumes on Superior Avenue, Coast
Highway, Balboa Boulevard, and Newport Boulevard are as follows:
Daily AM PM
Traffic Peak Hour Peak Hour
Volume (two way) (two way)
Superior Avenue
North of Coast Highway 19,265 11260 1,490
Coast Highway
West of Superior Avenue/ i
Balboa Boulevard 41,000 2,550 3,249
East of Superior Avenue/
Balboa Boulevard 31,000 11550 2,450
East of Newport Boulevard 47,000 -- --
Balboa Boulevard 1
South of Coast Highway 18 ,500 860 1,210
Newport Boulevard
North of Coast Highway 40,000 --
South of Coast Highway 44,000 -- --
Figures 3 , 4, 5, and 6 depict the hourly fluctuation of traffic
volumes on Superior Avenue, Balboa Boulevard and Coast Highway
respectively. On Superior Avenue there is relatively uniform
traffic flow with northbound traffic peaking during the AM and
southbound traffic peaking during the PM. Also, it should be •
noted that southbound traffic does not have a normal AM peak
but steadily builds to a noontime peak. In the late evening
hours the traffic is evenly distributed.
On Coast Highway traffic volumes are oriented eastbound during
the morning peak hour and westbound during the evening peak hour.
Balboa Boulevard traffic volumes are fairly uniform throughout
the day with peaking occuring for northbound (outbound) traffic
at noon and during the PM. A review of the hourly fluctuations
indicate that the evening peak hour has the highest volume
demands.
Roadway Capacity
The capacity of urban arterial highways is governed by the
capacity at the street intersections. Therefore the capacity
of Superior Avenue, Coast Highway and Balboa Boulevard is
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(714)549.9940
governed by the operating characteristics of the intersection
of these three roadways. The City of Newport Beach utilizes
r the Intersection Capacity Utilization (ICU) -methodology to
identify intersection capacity. The ICU method evaluates the
ratio of demand to roadway capacity for the critical movements
and consists of (a) determining the proportion of the signal
time needed to serve each conflicting traffic movement, (b)
summing the times for the critical movements, (c) and expressing
• the ICU in terms of Levels of Service as defined by the
"Highway Capacity Manual, " Special Report 87, Highway Research
Board, 1965. An ICU approaching 1. 0 means that the capacity
of the intersection has been reached and 71 to 100 percent of
the signal cycles have one or more vehicles which wait through
more than one signal cycle during peak traffic periods. The
various levels of service (A through F) are described in the
appendix.
As previously discussed, the peak demands at the Coast Highway/
Superior Avenue/Balboa Boulevard intersection occurs during the
PM peak hour. ICU analysis of this intersection for present
roadway geometrics and 1979 winter traffic volumes indicate the
intersection is operating at capacity, level of service "E"
with an ICU = 0. 9813.
Accident History
The accident characteristics on Superior Avenue and for the
Coast Highway/Superior Avenue/Balboa Boulevard intersection
were evaluated. An accident summary for the period January 1,
1976 to September 16 , 1979 includes a total of 239 accidents
for Superior Avenue northerly of Coast Highway and for the
subject intersection. Tables 1 and 2 lists the number of
. accidents, accident rates, nighttime accidents and pertinent
accident history.
Table 1
Intersection
Coast Highway/Superior Avenue/Balboa Boulevard
Accident Summary
Number Number Number Accidents
Intersection Accident Nighttime SB Superior to
Year Accidents Rate (a) Accidents WB Coast Highway
1976 64 2.98 23 8
1977 57 2.17 25 7
1978 67 2.97 35 6
1979 (b) 51 2.47 24 9
(a) Accidents per million vehicles
(b) January 1, 1979 to September 16 , 1979
-3-
Table 2
Superior Avenue
Coast Highway to Ticonderoga Street r
Midblock Accident Summary
Runoff Roadway
Number Number and
Midblock Accident Nighttime Loss of Control
Year Accidents Rate (a) Accidents Accidents
1976 7 3. 77 4 5
1977 7 3.70 5 6
1978 8 4.14 3 3
1979 (b) 9 6. 30 6 3
(a) Accidents per million vehicle miles
(b) January i, 1979 to September 16 , 1979
The intersection accident rates and the midblock accident rates
exceed the average rates expected. The expected intersection
rate is 0. 68 accidents per million vehicles and the expected
midblock rate is 2. 02 accidents per million vehicle miles.
The expected rates are based on studies of urban roadways in
Los Angeles County.
Review of Table 1 shows the intersection accident rate ranges
from 3. 2 to 4.4 times greater than the average expected rate. `
Further review of the table indicates a high incidence of night-
time accidents and a significant number of southbound Superior
Avenue to westbound Coast Highway right turn accidents. The
latter accident patterns primarily involve rearend collisions
that are caused by length of merging distance for vehicles
entering Coast Highway through the free right turn lane.
41
The midblock accident history on Superior Avenue shows the
accident rate is increasing each year and that a major portion
of the accidents are occuring at nighttime and generally are
located on the curve coming down the hill. Additionally, it
should be noted a high percentage of these accidents are occur-
ing at nighttime and involve loss of control and running off the
roadway. Preliminary review of the accident history and area
indicates the need for roadway safety lighting and physical
separation of the northbound and southbound traffic movements.
Public Transit
The Orange County Transit District is currently operating bus
routes within the area of the project. Route 1 operates on
Coast Highway. Route 82 operates on Balboa Boulevard and Coast
Highway. Routes 41, 43 and 43A operate on Superior Avenue.
The present roadway geometrics limit the placement of proper
bus stops. For examplef Route 1 westbound on Coast Highway, the
bus stop is located approximately 400 feet westerly of Superior
Avenue. This stop cannot be located closer to the intersection
without a major roadway improvement.
-4-
1
FUTURE CONDITIONS
Roadway Classifications
The planned roadway network in the City of Newport Beach is
identified in the Circulation Element of the General Plan.
Figure 7 shows the adopted circulation system for the City of
Newport Beach.
Coast Highway (State Route 1) is planned as a Major Road, 6-lane
divided from the Santa Ana_ River to MacArthur Boulevard (State
Route 73) .
Superior Avenue is designated a Primary Road, 4-lane divided
from Coast Highway to Industrial Avenue.
Balboa Boulevard is designated a Primary Road, 4-lane divided
southerly of Coast Highway. Northerly of Coast Highway, Balboa
Boulevard is also designated a Primary Road, 4-lane .divided.
At the present time this roadway does not exist and future
extension inland will depend on when development occurs.
Newport Boulevard (State Route 55) is classified a Major Road,
6-lane divided from 32nd Street to the northerly City limit near
Industrial Way.
1995 Traffic Volume Forecasts
Future volumes on Coast Highway, Balboa Boulevard, Superior
Avenue and Newport Boulevard were obtained from the Newport
Beach Traffic Model and are based on future land use conditions
dated December, 1978. The daily traffic volume forecasts for
Winter 1995 conditions are:
ADT
Balboa Boulevard
South of Coast Highway 20,000
Coast Highway
West of Balboa Blvd/Superior Avenue 46 ,000
East of Balboa Blvd/Superior Avenue 37 ,000
Newport Boulevard
North of Coast Highway 52, 000
South of Coast Highway 54 ,000
Superior Avenue
North. of Coast Highway 20,000
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•
These forecasts assume that the Master Plan network is con-
structed and specifically Balboa Boulevard is extended northerly
of Coast Highway, 15th Street is extended to Balboa Boulevard, and
19th Street (Costa Mesa) is extended across the Santa Ana River
to Brookhurst Street.
Future Roadway Capacities
• The capacity of the planned roadways will be capable of accom-
modating the anticipated traffic volumes. Specifically, the
daily traffic volume capacities are estimated to be 45,000 to
50,000 vehicles per day for Coast Highway westerly of Newport
Boulevard, 50,000 to 60,000 vehicles per day for Newport Boule-
vard, and 20,000 to 30,000 vehicles per day for Superior Avenue
and Balboa Boulevard. Within the immediate vicinity of the
Superior Avenue project the Coast Highway/Superior Avenue/
Balboa Boulevard intersection will govern the capacity and
levels of service for these roadways.
As previously discussed under existing conditions, the PM peak
hour is expected to be the critical time of the day. Therefore
• the PM peak hour turning movements were estimated using existing
hourly fluctuations and anticipated turning movements. An ICU
analysis was then conducted for the intersection using these
peak hour volumes and the future roadway geometrics. The
results of the analysis indicate the level of service would be
level "D" with an ICU = 0. 8174. The worksheet for the ICU
7 calculation is contained in the appendix.
From this analysis it can be seen that Superior Avenue and Coast
Highway would be severly overloaded during peak traffic periods
without the Superior Avenue improvements and the future Coast
Highway improvements.
•
Costa Mesa Freeway (State Route 55)
The California Department of Transportation is in the process
of preparing an Environmental Impact Report and Transportation
Study to determine the location and type of facility to be
constructed in the City .of Costa Mesa. The study contains
rfine alternatives ranging from no project to a complete free-
way. Figure 9 shows the study area and the three corridor align-
ments being studied.
Corridor alignment 1 shown on Figure 8 is the original alignment
L♦ for the Costa Mesa Freeway (State Route 55) prior to the deletion
of the Coast Freeway. Discussions with CALTRANS indicates that
this alignment is included in their study because of the currently
adopted route. The probability that a freeway or high capacity
roadway would be built within this corridor is not anticipated.
Specifically, residents of the area oppose this alignment and
flit would have to be approved
the facility PP
• an agreement to constructy
by a vote of the Newport Beach residents.
-6-
•
N � . � ace'`�,t�t`a� .A •�� ^�// \O, E 4 �(r/ 1
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, — —�
V—r_-.AY. r � , -- ,T:�rtrrr ��R�l�►1 try°r•�wsrY lriaat %_aJ
:__
�r Superior 1, ...
4j o�� Oran e ` _f� !Lve ii55
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1 _
S Aye•1^1,d
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0ASMACIYA1FaAltNELL•lW_ - 605TA MESA F K E E WAY - ROUTE 55
.LZl:.uy u.m,3•.0 41 TRANSPORTATION STUDY
W./wt Wr1,4WuwY1KG
17111319h110
to w 0 � 14 `o
PROJECT-RELATED IMPACTS
. The proposed Superior Avenue improvements have been developed to
accommodate existing traffic volumes , to be compatible with future
Coast Highway improvements and to improve safety and operating
characteristics on Superior Avenue. Figure 9 shows the existing
roadways, Figure 10 shows the proposed project and Figure 11
shows the recommended geometrics for ultimate Coast Highway and
Superior Avenue conditions.
•
Interim Conditions
Figure 10 presents the proposed project geometrics/channelization
and as stated has been developed to be compatible with the future
improvements on Coast Highway. Primary benefits of this project
i will be in terms of improved safety and minimizing conflicts at
the Coast Highway/Balboa Boulevard/Superior Avenue intersection.
On Superior Avenue the project proposes two travel lanes in each
direction and a raised median. Southbound on Superior Avenue at
Coast Highway additional lanes for left turns and right turns
will be provided. To accommodate the heavy southbound to west-
bound right turn movement an exclusive right turn lane and an
optional right turn lane is recommended. The length of this tight
turn lane should extend a minimum of 300 feet northerly to insure
adequate storage and access to the lane.
t As previously discussed, the capacity of Superior Avenue is gov-
erned by the capacity of the Coast Highway/Balboa Boulevard/
Superior Avenue intersection. At the present time this inter-
section is operating at level of service "E" with an ICU = 0 .9813.
With the proposed improvements depicted in Figure 10 the level of
service will remain at level "E" and the ICU will be reduced to
9. 9537, an improvement of approximately 3 percent. A 3 percent
improvement'is not normally considered significant but when an
intersection is operating near its capacity level, any improve-
ment would be considered beneficial.
Ultimate Roadway Conditions
Figure 11 shows the recommended ultimate geometrics for Coast
Highway and for Superior Avenue. The recommended geometrics are
based on a review of existing and anticipated future traffic
demands. As previously discussed, the capacity of the Coast
Highway/Balboa Boulevard/Superior Avenue intersection governs
the capacity of the roadways.
Based on 1995 traffic volume projections and anticipated turning
movements during the PM peak hour, it is estimated that the level
of service at this intersection will be level "D" with an ICU =
0.8174 . This compares with the existing level of service "E"
with an ICU = 0.9813, approximately a 16 percent improvement
in overall efficiency.
-7-
Access to CALTRANS Property
The proposed realignment and widening of Superior Avenue will
impact the parcels of land owned by the California Department of
Transportation (CALTRANS) . CALTRANS currently owns the parcels
on each side of the existing and proposed roadway except for
property located at the northerly end of the project being devel-
oped to complete the Versaille Development. The location of the
recommended access points to these parcels are shown on Figures
10 and 11. These access locations were determined after a careful
review of traffic volumesi sight distance and roadway geometrics.
Access to the property on the westerly side of Superior Avenue has
been located to allow full access without turning movement restric-
tions. However, to provide the full access provisions the access
is located at the northerly boundary of the CALTRANS parcel and !
the median has been modified to provide storage and an accelera-
tion lane for vehicels turning left from the property to northbound
Superior Avenue.
Access to the CALTRANS property along the easterly side of Superior
Avenue is dependent on the future grading of the residual site, and
its proximity to the Coast Highway/Balboa Boulevard/Superior Avenue
intersection. Also, the horizontal and vertical curvature requires
that access be limited to right turns in and right turns out.
Additionally, this access location should be located a minimum of
500 feet northerly of Coast Highway, Depending on the type of
development that occurs, it may be necessary to widen Superior
Avenue adjacent to the site to provide deceleration and accelera-
tion lanes at this access location. In general, future access to
this parcel should consider the following:
1. Locate the access at least 500 feet northerly of Coast
Highway.
2. Site should be graded to accommodate a proper driveway
design.
3. Access to/from the site should be restricted to right
turns in and right turns out.
4. Acceleration and deceleration lanes may be necessary a
depending on the amount of traffic generated to/from
the site.
Safety Considerations
The accident rates on Superior Avenue and at the Coast Highway/
Balboa Boulevard/Superior Avenue intersection are considerably
higher than is normally expected on urban streets. Specifically
there is a high incidence of nighttime, loss of control and running
` off the roadway accidents.
The proposed improvements to Superior Avenue should significantly
reduce these type of accidents provided continuous safety lighting
is installed on Superior Avenue from Coast Highway to approxi-
mately Ticonderoga Street. Additionally it is recommended that
raised pavement markers, reflective and ceramic, be used for
channelization.
-8- i
•
At the Coast Highway/Balboa Boulevard/Superior Avenue intersection,
certain types of accidents should be minimized due to the improved
• alignments and geometrics. Specifically the elimination of the
southbound Superior Avenue to westbound Coast Highway free right
turn lane will reduce and/or eliminate the accidents involving
this movement.
Construction Impacts
Construction of the proposed project involves grading and construc-
ting the realigned roadway, connecting the realigned roadway to the
existing roadway, removing the excess materials from the job site
and/or stockpiling the excess materials to be used for rough
grading the CALTRANS parcels of land. In general , construction
of the project can be accomplished in two phases with a minimum
of interruption to traffic on existing Superior Avenue.
Phase 1 would entail grading and constructing the realigned road-
way except for the connections to existing Superior Avenue at each
end of the project. During this phase, minor impacts to Superior
Avenue traffic may result depending on whether the excess soil is
removed from the area and/or stockpiled for use on the CALTRANS
property along the easterly side of Superior Avenue. If the excess
materials are exported from the area, hauling operations should be
designed to take access to Superior Avenue near the northerly bound-
ary of the project. At this location there is adequate pavement to
provide a left turn storage lane for northbound Superior Avenue
trucks turning left into the project site. Also, trucks exiting
the project site will be able to safely enter Superior Avenue.
In the event the excess materials generated by the grading opera-
tion are used on the CALTRANS property along the easterly side of
Superior Avenue, it will be necessary to regulate traffic on
• Superior Avenue to allow the earth moving equipment to cross
Superior Avenue. Other than during the AM and PM peak hours this
can be accommodated without unreasonably affecting Superior Avenue
traffic. To safely accommodate this operation it is recommended
that the contract specifications include:
i 1. Crossing of Superior Avenue be located as far north
as possible.
2. That flagmen and/or other approved traffic control
measures be utilized to stop Superior Avenue traffic,
thus allowing earth moving equipment to cross Superior
Avenue.
3. Stopping Superior Avenue traffic not be permitted only
between the hours of 8 :00 AM and 3: 30 PM.
Phase 2 construction will involve the necessary construction to
* connect the realigned roadway to existing Superior Avenue. To
accomplish this work it will be necessary to either partially or
entirely close Superior Avenue for two or three days. Should it
be necessary to effect a complete closure, the contract specifi-
cations should include the following provisions:
-9-
i
1. The closure of Superior Avenue be permitted for a
maximum number of days.
2. Superior Avenue not be closed on weekends, it
3. Provisions be made to allow emergency access at all
times through the area for Fire, Police and ambulances.
4. Advance notice to motorists, Fire, Police, emergency
services, Hoag Hospital, Orange County Transit District
be provided two weeks prior to the actual road closure.
MITIGATION MEASURES
The proposed project is in itself a mitigation measure for ultimate
traffic conditions and to improve existing accident and geometric i
problems. The following summarize recommended mitigation measures
to be incorporated in the project:
- Construct Superior Avenue to conform with Figure 10
and be compatible with ultimate improvements shown on
Figure 11.
- The southbound Superior Avenue to westbound Coast
Highway right turn lane should be constructed to
provide a minimum length of 300 feet after ultimate
Coast Highway improvements are installed.
- Access to the CALTRANS parcels of land should be +
located as shown on Figure 10.
Full access to the parcel on the westerly
side of Superior Avenue can be permitted
provided adequate storage and the accelera-
tion lane shown is constructed.
Access to the parcel on the easterly side of
Superior Avenue should be restricted to right
turns in and right turns out and should be
located approximately 500 feet northerly of
Coast Highway.
- Short term construction impacts to traffic on
Superior Avenue can be minimized by incorporating
in the specifications specific regulations for
operations affecting Superior Avenue. Suggested
requirements are listed in the Construction Impacts
section of this report.
- Safety lighting on Superior Avenue from Coast
Highway to approximately Ticonderoga Street be
installed with the proposed project. The street
light standards should be located in the sidewalk
area.
-10- i
•
APPENDIX
1. Description o£ Leyel of Sexyice
•
2. ICU Worksheets
•
•
LEVEL OF SERVICE DESCRIPTIONS
LEVEL OF NOMINAL RANGE
SERVICE TRAFFIC QUALITY OF ICU (a) i
Low volumes, high speeds, speed not restricted
A by other vehicles, all signal cycles clear with 0.00 - 0.60
no vehicles waiting through more than one
signal cycle.
Operating speeds beginning to be affected by
B other traffic; between one and ten percent of 0.60 - 0.70
the signal cycles have one or more vehicles
which wait through more than one signal cycle
during peak traffic periods.
Operating speeds and maneuverability closely
controlled by other traffic; between 11 and 30
C percent of the signal cycles have one or more 0.7.0 - 0.80
vehicles which wait through more than one sig-
nal cycle during peak traffic periods; recom-
mended ideal design standard.
Tolerable operating speeds; 31 to 70 percent of
the signal cycles have one or more vehicles
D which wait through more than one signal cycle 0.80 - 0.90
during peak traffic periods; often used as de-
sign standard in urban areas.
Capacity; the maximum traffic volume an inter-
section can accommodate; restricted speeds; 71
E to 100 percent of the signal cycles have one or 0.90 - 1.00
,more vehicles which wait through more than one
signal cycle during peak traffic periods.
Long queues of traffic; unstable flow; stop-
pages of long duration; traffic volume and
F traffic speed can drop to zero; traffic vol- Not Meaning-
ume will be less than the volume which occurs £ul
at Level of Service E.
(a) ICU (Intersection Capacity Utilization) at various levels of
service versus level of service E for urban arterial streets.
t,J
Intersection Capacity Utilization Computations
• Intersection C'o4s'c l-`r i ���waY 6A I.E'� FL 61r�D j 5 uPEt2 t02 A�l�
. EXIST E1(lST \I /G 1R95 iQQ,5
Movement Lanes Capacity Voq'Q E Ra.> 10 VO uv1�SQ-10T10
RL 43o19 505 0 •loq 1 �` 341 0,12?.i a
.HT 2 cl 2 4j
'NR
3L 2 2Z00 kilo 0 244 4 ISlo S ,11ot3 '
St 4S4 ^^�10�
SR I N S ro 41-1
EL 3100 Zit 0 . O Q I i�03 0 .08ZZ
EI 1 zZoO 0 .2'141 71Z �J•241
ER 1 1(p 0 o 3 Zz o.ZO 3
• 'VIL 1 tfoo o , 0450
:Mrt Z ZOO 4141#` t S 51 .48 b'i
•WR IbOU '► 1 0444 $!0 0 ,0538
. ( Yell ow Time 0. l000 # 0 , 1000
i Intersection Capacity Utilization (ICU) q V5 0 tR5Z1
10 is sum of critical movements, denoted by asterisk (*)
WV rthbound, S=Southbound, E=Eastbound, W=Westbound, L=Left, T=Through, Wight
lr
e:x MSS iNb co ��T�DUS i�ti1D
Baas -- =cu ptJF}1<�(5 �S
' y.t:T4� tJ C)-- SMk�O.A�1F1•/S vtJTS nTO _ ,
•
Intersection Capacity Utilization Computations
Intersection CbhST 141Ckw4y//3,4e.004 gLP P .SUPSelOAe .4V r
j�2pPOSt� HX�S'T. v� C "•
Flvff
Lanes Capacity
3 N F0o
3L l /G 00
ST 3 o0
3R
EL 421 3zoa ,2% , 073 /
TT 3a00
TR l / 604 3/5 . 2� si
.WT 3,Z00 /3Z7
wR l /6001
Yellow'Time p, 10p0 •
Intersection Capacity Utilization ICU 953�
d> U is sum of critical movements, denoted by asterisk (*)
WRi rthbound, S=Southbound, E=Eastbound, W=Westbound, L=Left, T=Through, Wight
�x ISTWra CO iT 10t.�s
�Cu P�t�Rti..YS1S ,
1 �'1q Wf1JT.t2 Uo�.uMES �
W 1T44 TM� }ZD� AENCs TO SU.�E12�'J2 A�l�
Lt y
1
Intersection Capacity Utilization Computations n .
'1 Intersection CWST 41&14u1A-1 /BAL OA, -GWD /Su?ED'OR—
19 Ct
Movement Lanes Capacity y0I..IkV6- Rywria
EL 3 Z//
Wr 3 �{So0 ay5 bay 1300 ,�,
• WR 3?
SL l /boo /56
ST 3 -Z/800 360
SR 5/f
EL a 3'40 1 ,26,3 . 08aa
r 3800 � a . /608
TR l 1600 3aa a0/a
• /600 83 . 05/9
3 y800 /55/ 3a3./
•WR l 100 86 ,0538
I Tallow Time 0 . 1000 �
• il Intersection CaPacitY Utilization ICU 0' 8/;7y
:MU is sum of critical movements, denoted by asterisk (*)
WKi rthbound, S=Southbound, E=Eastbound, W=Westbound, L=Left, T=Through, R=Right
• IGas �cu ANAti�S� S .WITH
CIO Q VT
SUP=21"J2 �v c A t�D COAST :r `'s1J `i �yllft<��l=',
•
Lsa
APPENDIX D
NOISE ANALYSIS
•
•
•
•
•
Ua
ENVIRONMENTAL SETTING
INTRODUCTION
The project under consideration is the realignment of Superior Avenue
between Pacific Coast Highway and Ticonderoga Street in the City of Newport
Beach. The realignment, shifting that section of the roadway to the north,
includes upgrading the street to a four lane roadway. The purpose of this
study is to determine the impact the realignment will have on future noise
levels for developments adjacent to Superior. These predicted noise levels
will then be compared to applicable noise standards and, if necessary,
• feasible mitigation- measures will be suggested.
The noise environment at developments adjacent to Superior Avenue may
be affected through the following paths:
1 . Increased vehicular travel along Superior.
•
2. Shifting the effective location of the noise source (Superior) in
relation to the developments.
3. The resultant change in the performance of any existing acoustical
barriers due to the relocation of the source of (Superior) the
noise.
BACKGROUND
A quiet environment is necessary for the physical and psychological
well-being of the community. Therefore, noise levels have become impor-
41 indicators of environmental quality. Our ears, unlike our eyes have
no device to reject unwanted stimuli . Therefore, people are exposed to a
vast array of sound in the acoustical environment. The major effects of
noise are annoyance, sleep interference, speech interference, inconvenience,
and temporary or permanent hearing loss.
Several rating •scales have been developed for the measurement of
community noise. These account for:
1 . The parameters of noise that have been shown to contribute
to the effects of noise on man.
2. The variety of noises found in the environment.
3. The variations in noise levels that occur as a person moves
through the environment.
•
2
LCM
i
4. The variations associated with the time of day.
The predominant rating scales now in use in California are: Equivalent
Noise Level (Leq) and Community Noise Equivalent Level (CNEL). Len is the
sound level corresponding to a steady-state sound level containing the same
total energy as a time-varying signal over a given sample period. Leq is the •
"energy" average noise level . CNEL is similar to Leq but applies a weighting
factor which places greater significance on noise events occurring at night
(10:00 p.m. to 7:00 a.m.) and evening (7;00 p.m. to 10:00 p.m.) than during
the day (7:00 a.m. to 10:00 p.m.).
Communities within the State of California are required, by law, to use
a 24-hour weighted noise level criteria such as CNEL for land use planning
purposes. As such CNEL is the most common noise descriptor used for land
Because CNEL is a 24-hour weighted average, it is
use Tanninpurposes. g 9
P 9
best suited for determining potential noise conflicts for residential areas.
In general , an, outdoor noise level of 615 CNEL is regarded as the maximum noise
level permissible in residential areas.
EXISTING ENVIRONMENT
The existing noise environment along Superior Avenue was determined
through the use of a computer model . The reason for modeling the existing
noise environment was to establish a baseline case against which future
project alternative can be compared. The noise model used to make these •
estimates is described in the impact section of this report. The traffic
data used to model existing conditions is shown in Table A. This data was
obtained from the City of Newport Beach.
The results of the modeling effort are shown in Table B as distances
to the 60, 65, and 70 CNEL contours from the roadway centerline. The 65
CNEL is projected to extend 74 feet from the centerline of Superior Avenue.
These noise levels do not take into account barrier effects, if any, that
result from the topography or barriers existing at the site.
•
•
See for example the "Noise Element of the General Plan", County
of Orange.
•
• TABLE A 3
TRAFFIC DATA USED TO MODEL EXISTING
NOISE LEVELS ON SUPERIOR AVENUE LM
Average Daily Trips 19265 ADT
Vehicle Speeds
• Automobile 40 mph
Medium Trucks 35 mph
Heavy Trucks 25 mph
Day-Evening-Night Split 77%-12%-ll%
• Orange County Vehicle Mix
•
•
•
•
•
•
TABLE B 4
DISTANCE TO CNEL CONTOURS FROM
CENTERLINE OF SUPERIOR AVEN E
FOR EXISTING CONDI IONS
Distance to CNEL Contour eet
Roadway, 60 6 0
Superior Avenue 160 74 34
•
•
•
•
•
1 '
5
•
Lsa
• ENVIRONMENTAL IMPACT
NOISE PREDICTION METHODOLOGY
• The impact of the project was estimated by estimating noise levels for
the future using accepted noise modeling techniques. The method used to
predict noise levels incorporated mathematical modeling of highway noise
sources and the propagation of noise through the surrounding community.
There are many noise models available today for modeling highway noise.
In December of 1977 the Federal Highway Administration (FHWA) introduced
• the "FHWA Highway Traffic Noise Prediction Model ."1 This FHWA approved
model represents the most comprehensive, well-documented, and reliable
highway noise prediction model yet developed. It is felt that this model
represents the most accurate method available today to establish traffic
noise impacts and therefore was used throughout this study.
• NOISE IMPACT
The impact of the project was assessed in terms of the change in noise
levels at adjacent developments due to the changes in traffic volumes and
due to the realignment of Superior Avenue with respect to these developments.
The traffic data used to project future noise levels along Superior is shown
. in Table C. This traffic data represents 1995 predicted traffic levels and
was provided by the City of Newport Beach.
The future noise levels for Superior Avenue were determined in terms
of CNEL contours. Table D presents the distances to the CNEL noise contours
for future traffic conditions.
In comparing these results with the existing noise level-s it can be seen
that the change in the noise levels due to the change in traffic conditions
will be negligible. The future noise levels will increase by only 0.1 dBA.
However this does not take into account the change in the noise environment
due to the relocation of the roadway. This is best examined by picking
selected sites adjacent to the study area and determining the change in the
• noise environment these sites will experience. Thus the difference in
existing and future noise levels will be due to, the differences in traffic
conditions as well as the realignment of the noise source, Superior Avenue.
The sites to be examined were selected for a worst-case analysis, meaning they
•
U.S. D� epartment of Transportation, FHWA, "Highway Noise Prediction Model",
FHWA-RD-77-108, Final Report December 1978.
•
TABLE C 6 •
TRAFFIC DATA USED TO PREDICT
FUTURE NOIS LEVELS LONG
SUPERIOR AVENUE LM
Average Daily Trips 20,000 ADT
Vehicle Speed
Automobile 40 mph
Medium Trucks 35 mph
Heavy Trucks 25 mph
Day-Evening-Night Split 77%-12%-11%
Orange County Vehicle Mix
•
a
♦
•
TABLE D 7
• DISTANCE TO CNEL CONTOURS FROM
CENTERLINE OF SUPERIOR AVENUE
FOR FUTURE TRAFFIC CONDITIONS Lsa
Distance to CNEL Contour Feet
Roadway 60 65 70—
Superior Avenue 164 76 35
•
•
•
•
•
•
•
8 •
Wa
were selected because they would be exposed to the largest change in noise
levels. All other units would be subject to a lessor degree of potential
impact.
The new alignment of Superior Avenue joins the present alignment at
approximately the ocean side of the Newport Crest Townhomes. To the north
of this point the roadway alignment will not change (see below for discussion
of change in vertical profile so all developments north of there will only
experience a change in noise levels due to the changes in traffic volumes
(increase by .1 dBA). To the south, the developments that will experience
a change in the noise environment are the Newport Crest Townhomes that face
the ocean and the planned units at Lot 11 . The new alignment will be closer
to the Newport Crest Townhomes and be farther away from Lot 11 .
For analysis purposes, three sites were selected from the Newport Crest
Townhomes that face the ocean to determine their change in noise levels. (The
first site is the corner unit, southeast corner; the second site is the unit
150 feet in from Superior and the third site is the unit 300 feet in). In •
addition one site was selected from Lot 11 and another site from Newport Crest
Townhomes but farther to the north along Superior. The results of the analysis
are depicted in Table E.
For a distance of 125 feet the existing improvement will be regraded to
a lower elevation. This will lower the source with respect to the receivers
enhancing barrier effects. This reprofiling of the existing improvement will •
not increase noise levels but will probably reduce noise levels.
The results from Table E indicate that the realignment of Superior
Avenue will not have a significant impact on the noise levels of adjacent
developments. The noise levels will change by less than 0.8 dBA and it is
generally assumed that it takes a 9 to 3 dBA change in a noise level to be •
detected by the human ear. The greatest change in noise levels were for the
Newport Crest Townhomes (that face the ocean) that are farthest from
Superior and thus are exposed to a lower noise level . The units closer
to Superior will experience a lessor change in their noise environment.
The results also show that those units from Newport Crest that border •
Superior are exposed to noise levels equal to the 65 CNEL criteria for
acceptability for residential developments. However these results do not
'r Make into consideration the noise attenuation these units would receive from
the five to six foot wall that surrounds the property. Also there are no
windows in the development that face Superior. Therefore, it is felt that
the Newport Crest Townhomes do not currently exceed 65 CNEL, nor will this
project cause noise levels to exceed 65 CNEL.
•
•
TABLE E 9
• CNEL NOISE LEVELS AT SELECTED SITES
ADJACENT TO THE SUPERIOR AVENUE
REALIGNMENT USM
Increase Or
Existing CNEL future CNELI Decrease In
Location Noise Levell Noise Level CNEL Noise Levels
• Newport Crest Townhomes
(facing ocean)
SE corner unit 65.4 65.8 +0.4
150 feet to west 58.7 59.2 +0.5
300 feet to west 54.9 55.7 +0.8
Newport Crest Townhomes
(along Superior)
Corner of Ticonderoga
Street 65.4 65.5 +0.1
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Lot 11 63.9 62.3 -0.6
Does not include any barrier effects that topography may cause.
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• APPENDIX E
AIR QUALITY ANALYSIS
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• ATMOSPHERIC SETTING
The climate of Newport Beach/Costa Mesa is characterized by moderate
temperatures and low rainfall . Except when polluted air is transported out
of heavily traveled or industrialized Los Angeles source areas, a fresh influx
• of ocean air blowing toward the warmer interior for much of the year maintains
"clean" air with little pollution. However, in winter, when the land is cool-
er than the water, the onshore winds reverse and carry pollutants from inland
sources toward Newport Beach. When these offshore winds combine with low-level
temperature inversions that trap pollutants near sources such as freeways, major
arterials, large intersections or parking lots, they cause local pollution "hot
• spots" that are functions of the local traffic concentration and the degree of
contamination of the incoming airstream.
Seasonal wind reversals are reflected in similarly seasonal pollution
distributions. Based on monitoring data from the nearest monitoring station
in Costa Mesa along Harbor Boulevard at Fairview State Hospital , air quality
in the area can be characterized as good, but still far from completely health-
ful . Table A summarizes the last three years of data from near the proposed
project site. While the wintertime pollutants such as CO, NO2 and lead (re-
lated principally to automobiles) have shown some improvement, summertime
ozone values have correspondingly become worse (not even counting the pro-
longed stagnation conditions of September, 1979) . The data in Table A
suggests that the project area experiences exceedances of all air quality
• standards except sulfur dioxide, Although summer ozone air quality is far
better than perhaps t(e San Gabriel Valley and winter CO values are much
lower than around Los Angeles international Airport, the Newport Beach area
may still have levels of air quality that are two or more times worse than
the clean air standard.
• To bring the entire South Coast Air Basin into attainment of ambient
air quality standards by 1987 as required by the Clean Air Act Amendments
of 1977, an air quality management plan (AQMP) has been developed to
sufficiently reduce emissions throughout the basin to achieve that goal .
While there are serious questions that emissions can ever be reduced so
low that ozone will attain the standard by 1987, there should at least be
• some positive indications of progress toward that target within the next
several years.
Since transportation planning is an integral element of the AQMP, the
proposed project designed to streamline traffic flow appears to be well
consistent with AQMP tactics. Minimizing traffic congestion in the Superior
• Avenue, Newport Boulevard and Pacific Coast Highway corridor is particularly
important in terms of reducing pollutant levels around Hoag Hospital where
there are many pollution-sensitive receptors, The Superior Avenue improve-
TABLE A 2
COSTA MESA AMBIENT AIR QUALITY
MONITORING SUMMARY LM
rays Days Max.
Ozone (03)
1 hr.= 0.10 ppm 10 0.16 ppm 31 0.18 ppm 52 0.22 ppm ,
Carbon Monoxide (CO)
1 hr. 35 ppm 0 27 ppm 0 18 ppm 0 18 ppm
8 hrs. a 9 ppm 58 --- 20 12.4 ppm 9 --
12 hrs. : 10 ppm 29 --- 5 3 --
Nitrogen Dioxide (NO2)
1 hr._ 0.25 ppm 8 0.34 ppm 0 0.23 ppm 4 0.30 ppm
Sulfur Dioxide (5021 •
24 hrs. ; 0.05 ppm* 0 0.086 ppm 0 0.034 ppm 0 0.017 ppm
Particulates (TSP)
24 hrs. = 100 yg/m3 17/61 --- 13/61 202 yg/m3 10/61 175 yg/m3
Sulfates (SO4)
24 hrs. M 25 yg/m3 --- --- 3/61 37.8 Yg/m3 2/61 27.2 yg/m3 •
Lead (Pb)
1 mo. ? 1.5 yg/m3 --- --- 5/19 3.63 yg/m3 4/12 3.11 yg/m3
Data not reported in annual summaries
* in conjunction with ozone or TSP exceedance
x/x Fraction indicates number of exceedances/numbeh of samples analyzed .
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• ment project, if it does not of itself prevent attainment of standards along
the roadway from additional traffic, probably constitutes a minor incremental
regional air quality benefit.
AIR QUALITY IMPACTS
• Air quality impacts from roadways are typically analyzed on two scales of
motion. In a regional , or mesoscale sense, the construction or modification
of a traffic source may affect traffic distributions throughout the surround-
ing surface traffic network. In the mesoscale, a project may adversely impact
air quality by increasing the traffic volumes and creating possible congestion.
On the other hand, a project may alleviate congestion and move more traffic at
• more energy efficient and correspondingly less polluting speeds. Mesoscale
impacts are often associated with reactive pollutants that undergo chemical
transitions during the source/receptor transport process.
Within the immediate environs of the project, i .e. , within the highway
corridor itself, significant air quality impacts are usually confined to a
• few hundred feet from the roadway. Because of the short time scale between
emission and impact, adverse effects occur from non-reactive or slowly re-
active pollutants, especially carbon monoxide and lead. Whereas mesoscale
impact analysis either must use complex photochemically active dispersion
models or' simple qualitative relationships, the microscale process lends
itself to a somewhat more precise analytical approach through mathematical
• line-source dispersion models.
Since the proposed project does not impact any cross-streets within the
area of the roadway project, the only mesoscale impact will occur from traffic
volume changes on Superior and beyond the project end-points. Since further-
more the average traffic on Superior between 1978 and 1995 is forecast to
• remain almost completely unchanged (from 19,265 in 1978 to 20,000 in 1995)
for two decades, any regional traffic distributions will only be minimally
affected by the Superior Avenue project. Thus, in the following analysis,
only the microscale impacts are analyzed in detail .
Microscale carbon monoxide (CO) concentrations have been analyzed by com-
bining the vehicular emissions calculated by the CalTrans Model EMFAC5 with
worst-case dispersion meteorology (PasquillStability Class "F" and light winds
of 1 msec-1 ) in the CalTrans roadway Model CALINE2. CO levels were calculated
at the Superior Avenue/Coast Highway intersection and at a mid-point along
Superior Avenue near the Versailles Apartments. Traffic speeds along Superior
Avenue were assumed to be 35 mph, slowing down to 20 mph at the intersection
• to account for idling time of vehicles waiting for the signal to change.
Hourly background levels of 10 ppm in 1978 and 5 ppm in 1995, and 8-hourly
background levels of 5 ppm in 1978 and 3 ppm were also assumed based on
future countywide emissions projections.
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In the microscale, impact areas are defined as those where the public
would have reasonable access. EPR's definitions of reasonable locations are
shown in Table B. Although sidewalks and nearby lots are of concern, the
principal consideration of CO impact are locations occupied by persons most
sensitive to respiratory distress (sensitive receptors) in nearby residences
and especially Hoag Hospital . •
Hourly CO predictions from the roadway model are shown in Table C. With
current and projected configurations of roadway alignment, traffic and 1978
emission factors, the only significantly high hourly CO values occur within
25 feet of the Pacific Coast Highway intersection. Since CO emission rates
are more than cut in half by 1995 over present rates, and since traffic •
levels on Superior Avenue are predicted to change very little in the future,
1995 hourly CO levels are well below the 35 ppm standard.
Healthful hourly CO values are expected since the hourly CO standard is
usually not exceeded at any Orange County air quality monitoring station.
Rather, the standard that is often threatened or exceeded is the 9 ppm 8- •
hour standard. Since neither the rush hour traffic nor the worst-case meteor-
ological conditions last for eight hours, the 8-hour values need to be deter-
mined from eight runs of CALINE2 with variable imput conditions, or from a
scaling approximation of the form:
48 ' B8 + � 1 (7 )d S ) •
where N 8 is the 8-hour CO concentration
B8 is the 8-hour background concentration •
x'1 is the hourly CO concentration from Table C without
any background levels.
(A )4 is a scaling approximation to allow for changes in
meteorology over 8 hours. 4 is often taken to be 1/2.
(T8/T1 ) is the 8-hour mean traffic level divided by the rush
hour maximum.
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• TABLE B 5
APPLICABILITY OF AMBIENT
CO STANDARDS Lsa
Reasonable .Locations Unreasonable Locations
• All sidewalks where the general Median strips on roadways.
public has access on a continuous
basis.
A vacant lot in which a facility Locations within the right-of-way
is planned and in whose vicinity on limited access highways (e.g. ,
• the general public would have freeways) .
access.
Portions of a parking lot to Within intersections or on cross-
which pedestrians have access walks at intersections.
continuously.
• Property lines of all residences, Tunnel approaches.
hospitals, rest homes, schools,
playgrounds and the entrances and Within tollbooths.
air intakes to all other build-
ings.
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TABLE C 6 •
CALINE2 HOURLY CO CALCULATIONS
ALONG SUPERIOR AVENU
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1978
1995
inter-2 - Inter-4
Block Section Block Section
Vehicle Speed (mph) 35 20 35 20
Number of Vehicles/Hour 1 ,487 1 ,487+ 1 ,600 1600+
31280 PCH 3680 PCH
Emission Factor (Grams/
Mile 33.27 51 .06 15.38 32.78 •
CO Concentrations (ppm)
Distance from Roadway;
0' 26.3 40.73 13.1 19.8
25' 23.9 36.93 11 .9 18.0 •
50, 22.2 34.4 11 .1 16.8
75' 20.4 31 .7 10.2 15.5
100, 18.8 29.2 9.4 14.3 •
150' 15.9 24.6 7.9 12.1
200' 13.4 20.9 6.7 10.3
400' 10.2 15.9 5.1 7.9
2Standard = 35 ppm; Background Value = 10 ppm in 1978, 5 ppm in 1995.
Including a contribution from PCH traffic.
3Above Hourly CO Standard.'
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Applying the above scaling approximation to the values in Table C leads to
predicted 8-hour concentrations seen in Table 0. The area of CO levels in ex-
cess of the 8-hour CO standard may extend for 1.00 feet away from the Pacific
Coast Highway intersection, while mid-block CO levels are high on the shoulder
of Superior Avenue, but not for any appreciable distance beyond the roadway
• edge. As with hourly values, 8-hour concentrations decrease in the future
such that within the next few years the Superior/Pacific Coast Highway inter-
section will cease to be a potential CO "hot spot."
There are presently no adequate models to simulate lead particulate dis-
persion. While values near roadways may presently be high, the continued
• reduction of vehicles using leaded fuel will reduce future lead concentra-
tions. Thus, unhealthful levels of lead, as with CO concentrations, will
not result from the proposed Superior Avenue roadway project. Based on air
quality considerations, there is no reason why the proposed improvement should
not be constructed. Since the project will not adversely impact air quality,
there are no mitigation measures necessary to reduce such impact.
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TABLE D 8 •
CALINE2 8-HOUR CO EXTRAPOLATIONS
ALONG SUPERIOR AVENUE
Mid- Inter-2 Mid- n er-
Block Section Block Section
CO Concentrations (ppm) •
Distance from goadway
0' 9.13 12.73- 5.0 6.7
25' 8.5 11 .83 4.7 6.3 •
50, 8.1 11 .23 4.5 6.0
75' 7.6 10.53 4.3 5:6
100, 7.2 9.83 4.1 5.3 •
150, 6.5 8.7 3.7 4.8
200' 5.9 7.7 3.4 4.3
400' 5.0 6.5 3.0 3.7
Standard = 9 ppm; 8-hour Background Value = 5 ppm in 1978, 3 ppm in 1995.
21ncluding a contribution from PCH traffic.
3Above 8-hour CO standard.
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