YULA Boys High School Expansion

Transcription

1 Environmental Review Section City Hall 200 N. Spring Street, Room 750 Los Angeles, CA RECIRCULATED TRAFFIC/TRANSPORTATION/PARKING CHAPTER WEST LOS ANGELES COMMUNITY PLAN AREA YULA Boys High School Expansion SCH No Case No. ENV EIR Council District No. 5 Project Description: Project Address: 9760 West Pico Boulevard, Los Angeles, CA The project substantially implements the campus expansion authorized by the existing Conditional Use Permit (CUP) issued in 1999 (Case Number ZA CU-ZV-PA1), (and accompanying Mitigated Negative Declaration, MND ), while requesting amendments to specific permit conditions. Among the specific amendments requested is the alteration of the enrollment composition, including an increase in the number of high school students, while retaining the total enrollment cap established by the 1999 CUP. The applicant also requests amendments to specific operating conditions in order to provide increased flexibility for typical high school activities. The project also includes a reduction of the site to eliminate approximately 7,153 square feet on the second and third floors of the project site known as the West Wing. The West Wing will be the subject of separate applications filed by the Simon Wiesenthal Center. The project proposes a subterranean parking garage that would provide 100 parking spaces, and a total of approximately 19,953 square feet of new construction. The project Applicant is requesting the following discretionary approvals: Site Plan Review Findings pursuant to LAMC Section E; Conditional Use Permit/Modification; Parking Variance/Modification; and Haul Route(s) approval, as necessary. APPLICANT: YULA Boys High School PREPARED BY: Christopher A. Joseph & Associates May 2010

2 RECIRCULATED TRAFFIC/TRANSPORTATION/PARKING CHAPTER YULA Boys High School Expansion Project 9760 West Pico Boulevard Los Angeles, CA Prepared for: The City of Los Angeles Department of City Planning Prepared By: May 2010

3 TABLE OF CONTENTS Section Page I. INTRODUCTION/SUMMARY...I-1 II. ENVIRONMENTAL IMPACT ANALYSIS... II-1 FIGURES Figure Figure II-1, Study Intersections and Street Segments... Figure II-2, Existing (2008) Traffic Volumes AM Peak Hour... Figure II-3, Existing (2008) Traffic Volumes PM Peak Hour... Figure II-4, Project Trip Distribution Percentages... Figure II-5, Project Traffic Volumes (Net) AM Peak Hour... Figure II-6, Project Traffic Volumes (Net) PM Peak Hour... Figure II-7, Related Projects Location Map... Figure II-8, Total Related Projects Traffic Volumes AM Peak Hour... Figure II-9, Total Related Projects Traffic Volumes PM Peak Hour... Figure II-10, Future (2012) Traffic Volumes Without Project AM Peak Hour... Figure II-11, Future (2012) Traffic Volumes Without Project PM Peak Hour... Figure II-12, Future (2012) Traffic Volumes With Project AM Peak Hour... Figure II-13, Future (2012) Traffic Volumes With Project PM Peak Hour... Page II-6 II-12 II-13 II-26 II-27 II-28 II-34 II-35 II-36 II-39 II-40 II-41 II-42 YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter Table of Contents Page i

4 City of Los Angeles May 2010 TABLES Table Page Table II-1, Critical Movement Analysis Volume Ranges for Determining Levels of Service... II-7 Table II-2, Level of Service as a Function of CMA Values... II-7 Table II-3, Construction Trip Generation Rates and Equations... II-9 Table II-4, Project Trip Generation Rates and Equations Based Upon At Site Generation Rate Counts... II-10 Table II-5, CMA and LOS Summary - Existing (2008) Conditions... II-11 Table II-6, City of Los Angeles Significant Traffic Impact Criteria... II-18 Table II-7, Neighborhood Traffic Impact Criteria... II-18 Table II-8, Construction Workers Per Day Per Project Construction Phase... II-20 Table II-9, Construction-Related Trip Generation... II-20 Table II-10, Critical Movement Analysis (CMA) Summary, Existing (2008) Traffic Conditions - Without and With Project Construction Trips... II-21 Table II-11, Neighborhood Construction Traffic Impact Analysis Summary... II-22 Table II-12, Project Trip Generation... II-22 Table II-13, Directional Trip Distribution... II-23 Table II-14, Related Projects Trip Generation Estimates... II-29 Table II-15, Critical Movement Analysis (CMA) Summary, Future (2012) Traffic Conditions - Without and With Project Conditions and With Mitigation... II-38 Table II-16, Neighborhood Traffic Impact Analysis Summary... II-43 Table II-17, Parking Demand Estimate... II-44 Table II-18, Los Angeles Municipal Code Parking Requirement... II-45 Table II-19, On-Street Parking Occupancy Summary... II-46 Table II-20, Related Project No. 53 Construction-Related Trip Generation... II-47 YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter Table of Contents Page ii

5 City of Los Angeles May 2010 Table II-21, Critical Movement Analysis (CMA) Summary Existing (2008) and Future (2012) Traffic Conditions Without and With Project Construction Trips... II-47 Table II-22, Critical Movement Analysis (CMA) Summary Without Cul-de-Sac Future (2012) Traffic Conditions - Without and With Project Conditions... II-49 Table II-23, Residential Street Impact Analysis for Without Cul-de-Sac Scenario... II-49 APPENDICES APPENDIX A: TRAFFIC STUDY dated February 2009 APPENDIX B: APPENDIX C: APPENDIX D: Letter regarding the Yeshiva High School Traffic Monitoring Report to the LADOT dated July 1, 2009 Letter regarding the Yeshiva High School Traffic Report for Without Cul-de- Sac Scenario to the LADOT dated November 30, 2009 Interdepartmental Correspondence from the LADOT to the Department of City Planning dated December 17, 2009 YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter Table of Contents Page iii

6 I. INTRODUCTION TO RECIRCULATED TRAFFIC/TRANSPORTATION/PARKING CHAPTER INTRODUCTION The City of Los Angeles (City) is the lead agency under the California Environmental Quality Act (CEQA) for the proposed YULA Boys High School Expansion Project (Proposed Project) (Case No. CPC ZV-CU-PAD). A Draft EIR (Case No. ENV EIR/State Clearinghouse No ) was prepared for the Proposed Project and made available for public review for a 45-day period, from February 26, 2009 through April 13, The Draft EIR was also circulated to State agencies for review through the State Clearinghouse of the Governor s Office of Planning and Research. The NOA was published in the Los Angeles Times and copies of the Draft EIR were available for review at the City of Los Angeles Department of City Planning, Central Library, Robertson Branch Library, West Los Angeles Branch Library, and via internet at In response to the questions and comments received during the circulation period for the Draft EIR, additional traffic analysis was prepared for the Proposed Project. The additional traffic analysis included the study of traffic generation from the existing school, revaluation of projected traffic based upon the actual traffic generation of the existing school, and recommended new mitigation. As requested by the Los Angeles Department of Transportation, the additional traffic analysis included analysis of potential traffic impacts of both the Proposed Project and the Without Cul-de-Sac scenario (to update the previous analysis included as Appendix E to the Traffic Study in the Draft EIR). After reviewing the foregoing information, the Department of Transportation determined that such analysis and mitigation recommendations should supersede the previous traffic analysis and mitigation recommendations presented in the Draft EIR. Section of the State CEQA Guidelines (Guidelines) requires a lead agency to recirculate an EIR when significant new information is added to the EIR after notice is given as to the availability of the Draft EIR for public review, but before certification. Guidelines Section (c) provides that, if the revision is limited to a few chapters or portions of the EIR, only the chapters or portions of the EIR that have been modified need be recirculated. To allow the public opportunity to comment upon the revised traffic analysis and mitigation recommendations summarized above, it was determined that the Traffic/Transportation/Parking chapter of the Draft EIR should be revised to present the revised traffic analysis and mitigation recommendations and that such revised Traffic/Transportation/Parking chapter should be recirculated ("Recirculated Traffic/Transportation/Parking Chapter"). No other chapters of the Draft EIR are being recirculated. There are no changes to the Proposed Project as described in the Draft EIR. YULA Boys High School Expansion I. Introduction Recirculated Traffic/Transportation/Parking Chapter Page I-1

7 City of Los Angeles May 2010 ENVIRONMENTAL REVIEW PROCESS The Recirculated Traffic/Transportation/Parking Chapter will be circulated for public and agency review and comment for a period of 45 days, in accordance with CEQA Guidelines Sections and During this review period written comments on the scope and adequacy of this Recirculated Traffic/Transportation/Parking Chapter can be submitted to the City Planning Department. All comments on the Recirculated Traffic/Transportation/Parking Chapter should be sent no later than May, 2010 to the attention of: Diana Kitching City Planning Department, EIR Unit 200 North Spring Street, City Hall, Room 750 Los Angeles, CA Pursuant to CEQA Guidelines Section (f)(2), the City requests that reviewers limit their comments to this Recirculated Traffic/Transportation/Parking Chapter. Please be advised that pursuant to CEQA Guidelines Section (f)(2), responses to new comments that relate to chapters or portions of the Draft EIR that are not being recirculated will not be responded to. Following the 45-day public review period for this Recirculated Traffic/Transportation/Parking Chapter, the City will prepare a Final EIR, which will consist of the following documents: The Original Draft EIR (including Appendices); The Recirculated Traffic/Transportation/Parking Chapter (including Appendices); Comments and Responses to Comments on the original Draft EIR received during the public comment period, February 26, 2009 through April 13, 2009; Responses to Comments on the Recirculated Traffic/Transportation/Parking Chapter; and Corrections and Additions, if any, to the original Draft EIR and the Recirculated Traffic/Transportation/Parking Chapter. The Final EIR will provide the basis for City decision-makers, such as the Deputy Advisory Agency, the City Planning Commission and the City Council to consider the environmental implications of the Proposed Project as well as possible ways to mitigate any identified potentially significant environmental impacts. Prior to making a decision on the Proposed Project, the City must certify that the Final EIR has been completed in compliance with CEQA, was presented to the City s decision making body, that the decision-making body reviewed and considered the information contained in the Final EIR and that the information in the Final EIR reflects the lead Agency s independent judgment and analysis. YULA Boys High School Expansion I. Introduction Recirculated Traffic/Transportation/Parking Chapter Page I-2

8 City of Los Angeles May 2010 This Recirculated Traffic/Transportation/Parking Chapter is available for review at the following locations: City of Los Angeles Department of City Planning, 200 N. Spring Street, Rm 720 Los Angeles Central Library, Robertson Branch Library, West Los Angeles Branch Library, and via internet at YULA Boys High School Expansion I. Introduction Recirculated Traffic/Transportation/Parking Chapter Page I-3

9 II. ENVIRONMENTAL IMPACT ANALYSIS TRAFFIC / TRANSPORTATION / PARKING The following section supersedes and replaces the corresponding Traffic/Transportation/Parking section found in the originally published Draft EIR. This section summarizes and incorporates by reference the information provided in the following documents; Traffic Impact Study for Yeshiva University of Los Angeles Boys High School Phase II Project at 9760 West Pico Boulevard, City of Los Angeles prepared by Crain & Associates in February 2009 (Traffic Study), a letter regarding the Yeshiva High School Traffic Monitoring Report to the Los Angeles Department of Transportation (LADOT) prepared by Crain & Associates dated July 1, 2009 (July 2009 Letter), a letter regarding the Yeshiva High School Traffic Report for Without Cul-de-Sac Scenario to the LADOT prepared by Crain & Associates dated November 30, 2009 (November 2009 Letter), and interdepartmental correspondence from the LADOT to the Department of City Planning dated December 17, 2009 (December 2009 LADOT Memo). These documents are provided as Appendices to this Recirculated Traffic/Transportation/Parking Chapter. ENVIRONMENTAL SETTING The proposed project is located in the West Los Angeles Community Plan Area of the City of Los Angeles. The project site is located at the southwest corner of Pico Boulevard and Castello Avenue. The project site is located in the vicinity of several major transportation corridors that connect the project area to the regional transportation system. Area Transportation Facilities The project area is served by both local and regional transportation facilities. The San Diego Freeway (I- 405) and the Santa Monica Freeway (I-10) are approximately two and one-half miles away, and one and three-quarter miles away, respectively, from the project site. Both freeways provide ramp connections to the surface street network in the project vicinity. In addition to the regional freeway facilities, several major and secondary arterials serve the project vicinity, as does a well-developed local street grid. The key transportation facilities in the project vicinity are discussed below. Freeways San Diego Freeway (Interstate 405) The San Diego Freeway (I-405) is a north-south oriented freeway located approximately two and one-half miles west of the project site. This facility typically provides four mainline travel lanes per direction, although additional auxiliary lanes are present between on- and off-ramps. A southbound high-occupancy vehicle (HOV) lane also exists in the Sepulveda Pass area, and a northbound HOV lane has been approved for construction. The San Diego Freeway provides a west side alternative route across the Santa Monica Mountains to the Ventura Freeway (US-101) and the Golden State Freeway (I-5). The San Diego Freeway also provides direct access to other area freeways, including an interchange with the Santa Monica Freeway (I-10) approximately two and one-half miles southwest of the project site. Access to the project area surface street network is provided by full sets of on- and off-ramps at Santa Monica YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-1

10 City of Los Angeles May 2010 Boulevard, a northward directed half set of ramps for Olympic/Pico Boulevards and a southward directed half set of ramps from National Boulevard. According to the most current (2007) data available through the Caltrans Website, the traffic volumes on the San Diego Freeway between Santa Monica Boulevard (State Route 2) and Wilshire Boulevard is approximately 291,000 vehicles per day (VPD). Santa Monica Freeway (Interstate 10) The Santa Monica Freeway (I-10) is the primary east-west freeway in Los Angeles County. This facility, located approximately one and three-quarter miles south of the project site, provides a continuous route from the City of Santa Monica through Downtown Los Angeles, continuing eastward as the San Bernardino Freeway through San Bernardino and Riverside counties. The Santa Monica Freeway provides four mainline travel lanes in each direction, with auxiliary lanes between some ramp locations. Surface street access is provided at Overland Avenue, National Boulevard and Robertson Boulevard. As previously mentioned, the Santa Monica Freeway has a full interchange with the San Diego Freeway approximately two and one-half miles southwest of the project site. Between National Boulevard and Robertson Boulevard, the traffic volume is approximately 276,000 VPD on the Santa Monica Freeway. Streets and Highways Major/Arterial Highways Pico Boulevard is an east-west Major Highway Class II that forms the northern boundary of the project site. This roadway provides access from the City of Santa Monica to Central Avenue in downtown Los Angeles. In the study vicinity, Pico Boulevard provides three through lanes in each direction and left-turn channelization at most intersections. On some portions of Pico Boulevard, on-street parking during nonpeak hours is permitted. However, some portions have parking restriction at all times. At Castello Avenue and Roxbury Drive, restrictions on Pico Boulevard prohibit right turns in the eastbound direction during the PM peak hour. Beverly Drive is designated as a Major Highway Class II north of Pico Boulevard and a Local Street south of Pico Boulevard. This north-south oriented roadway extends from Franklin Canyon Drive in the north to Harlow Drive in the south. In the project vicinity, one through lane in each direction is provided with left-turn channelization at most intersections. Olympic Boulevard is a major east-west Major Highway Class II that extends from the City of Montebello, through Downtown Los Angeles, to its western terminus in the City of Santa Monica. Olympic Boulevard is located less than one mile north of the project site. In the project vicinity, this roadway provides three through lanes in each direction with left-turn channelization. Some segments on Olympic Boulevard permit on-street parking during non-peak hours while others have parking restrictions at all times. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-2

11 City of Los Angeles May 2010 Secondary/Collector Highways Robertson Boulevard is a north-south Secondary Highway that extends from the City of Beverly Hills to the City of Culver City. Robertson Boulevard is located two miles east of the project site. In the project vicinity, this roadway provides two through lanes in each direction with left-turn channelization. Onstreet parking during non-peak hours is permitted along Robertson Boulevard. Century Park East, designated as a Secondary Highway, extends from Santa Monica Boulevard in the north to Pico Boulevard in the South. In the project vicinity, Century Park East has one to two through lanes in each direction, with left-turn channelization at major intersections. Roxbury Drive is designated as a Collector Street. This north-south oriented roadway transitions from Hartford Way in the City of Beverly Hills and extends discontinuously to just north of Sawyer Street. In the vicinity of the project site, Roxbury Drive has one through lane in each direction. On-street parking is allowed for vehicles with District No. 25 Permit, and 2-hour parking is allowed for other vehicles between 8:00 AM - 6:00 PM, Monday to Saturday. Beverwil Drive is a Collector Street located east of the project site. It is a north-south oriented street which connects with Beverly Drive in the north and eventually becomes Castle Heights Avenue at Kincardine Avenue. Near the project site, Beverwil Drive has two through lanes in each direction and left-turn channelization at key intersections. Local Streets Cashio Street is an east-west oriented Local Street located south of the project site. This roadway transitions from Roxbury Drive in the west to its eastern terminus at Crescent Heights Boulevard. East of Beverwil Drive, Cashio Street is designated a Collector Street. Near the project vicinity, this roadway provides one through lane in each direction. On-street parking is allowed for vehicles with District No. 25 Permit, and 2-hour parking is allowed for other vehicles between 8:00 AM - 6:00 PM, Monday to Saturday. Castello Avenue is a designated Local Street that forms the eastern boundary of the project site. This north-south roadway extends from Peck Drive and Newman Street in the north to Horner Street in the south. This roadway provides one travel lane in each direction. On-street parking is allowed for vehicles with District No. 25 Permit, and 2-hour parking is allowed for other vehicles between 8:00 AM - 6:00 PM, Monday to Saturday. Public Transportation The Los Angeles County Metropolitan Transportation Authority (Metro) provides an extensive system of bus lines throughout the project area. Current regional transit information available through Metro indicates that two bus routes have stops within a reasonable walking distance (approximately one-half mile or less) of the project site. In addition, Santa Monica also provides two Big Blue Bus routes near the project site. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-3

12 City of Los Angeles May 2010 In addition to the routes below, additional public bus and rail opportunities are available via transfers to other lines and/or transit providers. When transfer opportunities are considered, the greater Los Angeles region is readily accessible from the project site by the transit system. Although public transportation is available, to provide a conservative analysis, no project trip generation reduction due to public transit has been assumed. Metro Bus Service Line 28/328 provides east-west service between Century City and Downtown Los Angeles via Olympic Boulevard. In the project vicinity, a stop is provided on Olympic Boulevard at Camden Drive. Weekdays, Line 28/328 has headways of approximately 8 to 15 minutes. Saturday service on Line 28 has headways of approximately 7 to 18 minutes. Line 28 has headways of approximately 10 to 20 minutes on Sundays and holidays. Line 328 does not operate on weekends or holidays. Line 14 provides east-west service between Downtown Los Angeles and Beverly Hills via Beverly Boulevard. Near the project site, Line 14 travels on Pico Boulevard, with a stop at Beverly Drive. Weekday headways are approximately 10 to 12 minutes. Weekend and holiday service has headways of approximately 12 to 15 minutes. Santa Monica Big Blue Bus Line 5 provides service between Santa Monica, Century City and Rimpau Transit Center (at Rimpau Boulevard and Pico Boulevard) via Pico Boulevard, Olympic Boulevard and Colorado Avenue. In the project vicinity, Line 5 travels along Pico Boulevard with a stop provided at Beverly Drive. Service is provided Monday through Friday with headways of approximately 20 minutes. Saturday, Sunday and holiday services operate on longer headways of approximately 30 minutes. Line 7 operates between Santa Monica and Rimpau Transit Center, with limited-stop service provided by the express, Super 7 Line, during peak hours. Stops for Line 7 near the project site are provided along Pico Boulevard at Roxbury Drive and Beverwil Drive. Near the project site, a stop for the Super 7 Line is provided along Pico Boulevard at Beverly Drive. Line 7 buses operate on weekday headways of approximately 10 to 15 minutes while the Super 7 Line operates on weekday headways of approximately 20 minutes. Weekend and holiday schedules are provided with headways of approximately 15 to 20 minutes. The Super 7 Line does not operate on weekends or holidays. Study Intersections and Forecast Scenarios The following five study intersections and one street segment locations were selected in consultation with LADOT. Except as noted, all intersections are signalized. The locations of these study intersections and street segment are depicted in Figure II-1, Study Intersections and Street Segments. 1. Pico Boulevard and Roxbury Drive (Signalized); 2. Pico Boulevard and Castello Avenue (Two-Way Stop Controlled); YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-4

13 City of Los Angeles May Pico Boulevard and Beverwil Drive (Signalized); 4. Pico Boulevard and Beverly Drive (Signalized); and 5. Cashio Street and Beverwil Drive (Signalized). All of the four signalized study intersections are currently operated under the City s Automated Traffic Surveillance and Control (ATSAC) system and ATCS (Adaptive Traffic Control System). The ATSAC and ATCS signal enhancements, which provide computer monitoring of traffic demand and modify traffic signal timing in real time to maximize capacity and decrease delay, have been recognized to increase intersection capacities by approximately seven to ten percent, respectively, at installed locations. Methodology The traffic analysis was performed through the use of established traffic engineering techniques. The methodology used to determine the Critical Movement Analysis (CMA) and evaluate traffic operations at the study intersections is based on procedures outlined in Circular Number 212 of the Transportation Research Board, consistent with LADOT policies. This methodology describes the operating characteristics of an intersection in terms of the Level of Service, which is based on intersection traffic volume and other variables such as number and type of signal phasing, lane geometrics, and other factors which determine both the quantity of traffic that can move through an intersection (Capacity) and the quality of that traffic flow (Level of Service). Capacity represents the maximum total hourly volume of vehicles in the critical lanes, which has a reasonable expectation of passing through an intersection under prevailing roadway and traffic conditions. Critical lanes are defined generally as those intersection movement or groups of movements which exhibit the highest per lane volumes, thus, defining the maximum amount of vehicles attempting to negotiate through the intersection during a specific time period. The capacity of an intersection also varies based on the number of signal phases for the location. The intersection capacities for various levels of service, based on the number of traffic signal phases, are show in Table II-1, Critical Movement Analysis Volume Ranges for Determining Levels of Service. For intersection evaluation and planning purposes, the capacity of an intersection equates to the value of LOS E, which represents the highest level of traffic through urban area intersections that can be adequately accommodated without a breakdown in operation resulting in stop-and-go conditions. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-5

14 Legend Source: Crain & Associates, February Figure II-1 Study Intersections and Street Segments

15 City of Los Angeles May 2010 Table II-1 Critical Movement Analysis Volume Ranges for Determining Levels of Service a Maximum Sum of Critical Volumes (VPH) Level of Service Four or More 2 Way Stop Two Phase Three Phase Phases Controlled A B 1,050 1, C 1,200 1,140 1, D 1,350 1,275 1,225 1, a: 4 Way Stop Controlled E 1,500 1,425 1,375 1,200 1,000 F Not Applicable For planning applications only, i.e., not appropriate for operations and design applications. Capacity equates to the value of LOS E. Source: Crain & Associates, February The Critical Movement indices at an intersection are determined by first identifying the sum of all critical movement volumes at that intersection. This value is then divided by the appropriate capacity value for the type of signal control at the study intersection to arrive at the CMA value for the intersection, which is roughly equivalent to the volume-to-capacity ratio for the location. Intersections operating at LOS A through LOS C provide good traffic flow characteristics, with little or no congestion or vehicle delay. LOS D typically is the level for which a metropolitan area street system is designed, and represents the highest level of smooth traffic flow. LOS E represents volumes at or near the capacity of the intersection and can result in stoppages of momentary duration and unstable traffic flow at the upper reaches of this condition. LOS F occurs when a roadway is overloaded and is characterized by stop-and-go traffic with stoppages of long duration. The LOS definitions do not represent a single intersection operation condition, but rather correspond to a range of CMA values, as shown in Table II-2, Level of Service as a Function of CMA Value. Level of Service Table II-2 Level of Service as a Function of CMA Values Description of Operating Characteristics Range of CMA Values A Uncongested operations; all vehicles clear in a single cycle. < 0.60 B Same as above >0.60 <0.70 C Light congestion; occasional backups on critical approaches. >0.70 <0.80 D Congestion on critical approaches, but intersection functional. Vehicles required to wait through more than one cycle during short peaks. No >0.80 <0.90 long-standing lines formed. E Severe congestion with some long-standing lines on critical approaches. Blockage of intersection may occur if traffic signal does not provide for >0.90 <1.00 protected turning movements. F Forced flow with stoppages of long duration. >1.00 Notes: CMA = Critical Movement Analysis; LOS = Level of Service Source: Crain and Associates, February YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-7

16 City of Los Angeles May 2010 The basic CMA calculations for each forecast scenario were adjusted to account for traffic signal enhancements that are not considered in the CMA methodology. As noted, the City s ATSAC system has been implemented at all of the signalized intersections in the study area. This system monitors traffic volumes and demands at a network of intersections, and adjusts signal phasing programs and timing in real time to maximize the capacity of the intersections in the system. The LADOT has determined that intersections connected to the ATSAC system experience an approximate seven percent increase in capacity as compared to non-atsac locations. Therefore, per LADOT policy, the basic CMA value calculated using the standard methodology was reduced by for intersections equipped with ATSAC (existing signalized study intersections), and 0.10 for the signalized intersections with ATSAC and ATCS where appropriate, in order to estimate the effectiveness of the resulting increase in intersection capacity. In addition to the intersection impacts discussed above, it is possible that construction traffic may utilize some of the local neighborhood streets surrounding the project as alternative travel routes to and from the project site (although construction parking is prohibited on neighborhood streets). Therefore, a residential street traffic analysis was also conducted to determine the potential impact of project construction traffic on the residential street segment listed below. This selected location is considered the most appropriate indicator of traffic impacts that project construction could have on the surrounding residential street system. 1. Castello Avenue between Alcott Street and Cashio Street. Per LADOT policy, the determination of a residential street traffic impact is based on daily traffic volumes traversing the study street segment. Daily traffic counts for the residential street segment were conducted on May 30, 2007 (while local schools were in session). An annual ambience growth factor of 1.0 percent was compounded and applied to the 2007 volume to represent existing volume for the year The traffic count data is provided in Appendix A of the Traffic Study. These daily traffic volumes were used as the basis for the residential street impact analysis. For the analysis of future traffic volume on residential streets, future traffic volume was estimated using the same procedures and assumptions described previously in the development of future intersection volumes. The Future Without Project Daily Traffic Volume (VPD) was based on the ambient traffic growth and related projects volumes. The Future With Project VPD included the addition of maximum project construction traffic. The 1999 CUP (Condition 75) includes installation of a cul-de-sac along Castello Avenue south of the project driveway as a condition of Phase 2. The applicant proposes no change to Condition 75, and the Traffic Study therefore assumed the cul-de-sac would be constructed before the proposed project, and did not assume any project trips along Castello Avenue south of the project driveway, between Alcott Street and Cashio Street. However, because members of the public have expressed an interest in understanding the potential effects of eliminating the cul-de-sac, Appendix E of the Traffic Study provided a "without" cul-de-sac scenario, which has been updated to reflect revised project trip generation rates in the November 2009 Letter. The traffic-generating characteristics of various land uses have been surveyed and documented in many studies conducted under the auspices of the Institute of Transportation Engineers (ITE). The most recent YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-8

17 City of Los Angeles May 2010 information is provided in the 7th Edition of the ITE Trip Generation manual which was used as the basis for calculating the vehicle trips associated with the construction of this project. The daily, AM and PM peak hour trip rates used for determining the project s construction trip generating potential are established to be approximately the same or less than that for General Light Industrial worker with the rates shown in Table II-3. Land Use General Light Industrial (per worker) Table II-3 Construction Trip Generation Rates and Equations ITE Land Use Code Daily Trip Ends AM Peak Hour b I/B % O/B % Trip Ends PM Peak Hour a I/B % O/B % Trip Ends % 17% % 79% 0.42 Notes: I/B = inbound, O/B = outbound. Daily and PM peak hour rates are based on Trip Generation, 7th Edition, ITE, Source: Crain & Associates, September 2008 The Traffic Study for the original DEIR utilized ITE Land Use Code 530 to calculate daily and PM peak hour project trips, and West Los Angeles Transportation Improvement and Mitigation Specific Plan (TIMP) trip generation rates for the AM peak hour. Based on comments received during the public comment period for the original DEIR, additional traffic analyses were conducted to determine the actual current site generation for the school. Count surveys were conducted by Crain & Associates on Thursday, April 23, 2009 which represented a typical general school day at Yeshiva High School. The 15-minute interval counts were collected from 7:00 AM to 9:00 AM and from 4:00 PM to 6:00 PM in order to cover the periods for the ITE manual trip generation rates which were used in the DEIR Traffic Study. The counts established that the actual trip generation for the school exceeded that predicted by ITE Land Use Code 530 and TIMP trip generation rates. Accordingly, it was determined that the actual trip generation rates should be utilized to project trips in the revised impact analysis which is presented in this recirculated Traffic/Transportation/Parking chapter. The daily, and AM and PM peak hour trip rates and equations used for determining the project s trip generation are shown in Table II-4. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-9

18 City of Los Angeles May 2010 Land Use High School Table II-4 Project Trip Generation Rates and Equations Based Upon At Site Generation Rate Counts ITE Land Use Code 1 Daily Trip Ends a I/B % AM Peak Hour O/B % Trip Ends I/B % PM Peak Hour O/B % Trip Ends % 40% % 65% Junior/Community College c % 0% 0 0% 0% 0 Notes: I/B = inbound, O/B = outbound. Daily, AM and PM peak hour rates are based on traffic counts conducted by Crain & Associates on April 23, The Junior/Community College rates were modified to reflect the University that classes are currently restricted to the evening hours and the proposed project would not modify class start times. Thus, the University portion of the project would not generate any AM or PM peak hour trips. This was conservatively assumed to as one-half of the usual decrease in daily trips. Source: Crain & Associates, July Existing (Year 2008) Traffic Volumes In order to determine the existing baseline traffic conditions in the project area, an analysis of existing (2008) weekday AM and PM peak-hour traffic conditions was performed at the five study intersections and one street segment locations. Peak-hour traffic counts at four of the study intersections were conducted in May 2007 by National Data & Surveying Services and Crain & Associates, during the weekday AM and PM peak periods. The remaining study intersection (Pico Boulevard and Castello Avenue) was counted in February 2008 by Traffic Solutions during the weekday AM and PM peak periods. All weekday counts were gathered manually from 7:00 AM to 9:00 AM in the morning and 4:00 PM to 6:00 PM in the afternoon and were conducted when local schools were in session. The peak-hour and corresponding traffic volumes for both AM and PM peak periods were identified individually for each intersection based on the combined four highest consecutive 15-minute volumes for all vehicular movements at the intersection. An annual ambience growth factor of 1.0 percent was compounded and applied to the 2007 volumes to represent existing volumes for the year Existing peak-hour volumes at the five study intersections are illustrated in Figures II-2, Existing (2008) Traffic Volumes AM Peak Hour, and II-3, Existing (2008) Traffic Volumes PM Peak Hour. The traffic count data sheets and the lane configurations and traffic controls are included in Appendix A and B, respectively, of the Traffic Study. Analysis of Existing (Year 2008) Traffic Conditions The existing (2008) AM and PM CMA values and corresponding LOS are shown in Table II-5. As indicated by the values in Table II-2, most study intersections in the project vicinity are experiencing 1 AM and PM peak hour trip generation is based on generation factors derived from actual counts of existing school operation. See July 2009 Letter and December 2009 LADOT Memo. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-10

19 City of Los Angeles May 2010 relatively good LOS (LOS A to C). The intersection of Pico Boulevard and Beverly Drive is currently operating at LOS D during the AM peak hour and LOS E during the PM peak hour. Table II-5 CMA and LOS Summary - Existing (2008) Conditions No. Intersection AM Peak Hour PM Peak Hour CMA LOS CMA LOS 1 Pico Boulevard and Roxbury Drive C B 2 Pico Boulevard and Castello Avenue C C 3 Pico Boulevard and Beverwil Drive C C 4 Pico Boulevard and Beverly Drive D E 5 Cashio Street and Beverwil Drive B A Source: Crain & Associates, February Regulatory Framework As discussed in Section IV.D, Land Use Planning of the DEIR, the project site is located in the West Los Angeles community of the City of Los Angeles. As such, the project site is subject to the applicable transportation policies of several local and regional plans. Regional Plans and Regulations 1996 Regional Comprehensive Plan and Guide (RCPG) The Southern California Association of Governments (SCAG) Regional Comprehensive Plan and Guide (RCPG) was adopted in 1996 by the member agencies of SCAG to set broad goals for the Southern California region and identify strategies for agencies at all levels of government to use in guiding their decision-making. It includes input from each of the 13 subregions that make up the Southern California region (comprised of Los Angeles, Orange, San Bernardino, Riverside, Imperial and Ventura Counties). The RCPG serves as a policy document that sets broad goals for the Southern California region and identifies strategies for agencies at all levels of government to use in guiding their decision-making with respect to the significant issues and changes, including growth management, that can be anticipated by the year 2015 and beyond. Adopted RCPG policies related to land use are contained primarily in Chapter 2 of the RCPG, entitled Growth Management. The purpose of the Growth Management Chapter is to present forecasts which establish the socio-economic parameters for the development of the Regional Mobility and Air Quality Chapters of the RCPG, and to address issues related to growth and land consumption by encouraging local land use actions that would help minimize development costs, save natural resources, and enhance the quality of life in the region. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-11

20 Source: Crain & Associates, February Figure II-2 Existing (2008) Traffic Volumes AM Peak Hour

21 Source: CA Crain & Associates, February Figure II-3 Existing (2008) Traffic Volumes PM Peak

22 City of Los Angeles May Regional Comprehensive Plan In response to SCAG s Regional Council s 2002 directive in the 2002 Strategic Plan to develop a regional, holistic, strategic plan for defining and solving the region s inter-related housing, traffic, water, air quality, and other challenges, the 2008 Regional Comprehensive Plan (RCP) was drafted by SCAG and other key stakeholders. 2 The RCP was designed to consider additional steps required to further promote policies that would assist in greening the region, thereby laying the framework for a more robust update of the scheduled 2012 update of the Regional Transportation Plan. The 2008 RCP is closely linked to SCAG s Compass Blueprint and Regional Transportation Plan. The RCP recommends goals, policies, and objectives designed to further integrate resource planning, and is designed to assist local governments with General Plan updates, municipal code amendments, design guidelines, incentive programs, and other actions. The RCP features nine chapters that focus on specific areas of planning and resource management: Land Use and Housing; Open Space and Habitat; Water, Energy; Air Quality, Solid Waste; Transportation; Security and Emergency Preparedness; and Economy. SCAG took action in October 2008 to accept the RCP, which will serve as an advisory document for local governments within the SCAG region. However, it should be noted that while accepted, the RCP has not yet been adopted by SCAG. Making the Connections: 2008 Regional Transportation Plan Making the Connections is the 2008 Regional Transportation Plan (RTP) for the SCAG region. The RTP is a multi-modal plan to address the region s transportation system and growth pattern beyond the year The RTP provides the basic policy and program framework for long-term investment in the SCAG region s transportation system. The goals of the RTP are to maximize mobility and accessibility, ensure safety and reliability, preserve the existing transportation system, maximize productivity of the transportation system, protect the environment, and encourage land use and growth patterns that complement the transportation system. The RTP also includes policies which reflect the transportation priorities for the SCAG region, and serve to guide plan development. The 2008 RTP ended its public comment period, which commenced in December 2007 and ended on February 19, The Final 2008 RTP was adopted by the Regional Council on May 8, Congestion Management Program (CMP) To address the increasing public concern that traffic congestion was impacting the quality of life and economic vitality of the State of California, the Congestion Management Program (CMP) was enacted by Proposition 111. The intent of the CMP is to provide the analytical basis for transportation decisions through the State Transportation Improvement Program (STIP) process. A countywide approach has been established by the Metropolitan Transportation Authority (MTA), the local CMP agency, designating a highway network that includes all state highways and principal arterials within the County. The Level of 2 3 Southern California Association of Governments, Regional Comprehensive Plan, Southern California Association of Governments, Making the Connections: 2008 Regional Transportation Plan, website: May YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-14

23 City of Los Angeles May 2010 Service at each CMP monitoring station is supervised by local jurisdictions in order to implement the statutory requirements of the CMP. If Level of Service standards deteriorate, then local jurisdictions must prepare a deficiency plan to meet conformance standards outlined by the countywide plan. The CMP for Los Angeles County is intended to address vehicular congestion relief by linking land use, transportation, and air quality decisions. The CMP also seeks to develop a partnership among transportation decision-makers to devise appropriate transportation solutions that include all modes of travel, and to propose transportation projects which are eligible to compete for state gas tax funds. Within Los Angeles, Metro is the designated congestion management agency responsible for coordinating the CMP. The proposed project s potential impacts with respect to the CMP are analyzed later in this section. Local Plans and Regulations City of Los Angeles General Plan State law requires that every city and county prepare and adopt a long-range comprehensive General Plan to guide future development and to identify the community s environmental, social, and economic goals. The City of Los Angeles General Plan (General Plan) addresses community development goals and policies relative to the distribution of public and private land use. The General Plan integrates the citywide elements and community plans, and gives policy direction to the planning regulatory and implementation programs. Transportation Element The Transportation Element of the General Plan sets forth goals, objectives, and policies which establish a City-wide strategy to achieve long-term mobility and accessibility within the City of Los Angeles. The General Plan states that not all of the policies set forth in the Transportation Element can be achieved in any given action, and in relation to any specific decision on a proposed project. 4 City decision-makers are to decide how to best implement the adopted policies of this element so as to best serve the health, safety, mobility, and general welfare of the public on a case-by-case basis. General Plan Framework Element The City of Los Angeles General Plan Framework Element (the Framework Element ) is a strategy for long-term growth that sets a citywide context to guide the update of the community plan and citywide elements. Transportation Chapter 8, Transportation, of the Framework Element has a vision that includes a multimodal transportation system that provides choices and accessibility to everyone in Los Angeles. Though 4 City of Los Angeles General Plan, Transportation Element, first page of Chapter IV. Objectives and Policies. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-15

24 City of Los Angeles May 2010 this chapter identifies transportation issues; transportation goals, objectives, and policies as well as related implementation programs are set forth in the Transportation Element of the City of Los Angeles General Plan. West Los Angeles Transportation Improvement and Mitigation Specific Plan (TIMSP) The project site is located within the West Los Angeles TIMSP area. The West Los Angeles TIMSP is intended, in part, to provide a mechanism to fund specific transportation improvements due to transportation impacts generated by the projected new development within the area. ENVIRONMENTAL IMPACTS Thresholds of Significance As discussed earlier, the 1999 CUP was approved following the approval of the 1999 MND, which concluded that with mitigation the campus expansion and operation authorized by the 1999 CUP would result in less than significant traffic and transportation impacts. As the previously approved project was subject to final CEQA review, and the existing facilities constructed to date are actively operating under the conditions of the 1999 CUP and MND, CEQA directs that the analysis should identify the impact differences between the project approved under the 1999 CUP and MND and the modifications proposed by the Applicant. However, although not required by CEQA, for simplicity of analysis this Section evaluates the traffic and transportation impacts of the project from the existing baseline conditions, rather than the incremental difference between approved project and the modifications proposed by the Applicant. Therefore, the traffic and transportation analysis of this chapter overstates the impact of the modifications proposed by the Applicant. As discussed in the Project Description Chapter of this Draft EIR, with respect to evaluation for traffic and transportation purposes, the primary features of the proposed modifications are as follows: 1) The additional construction activity required by the modifications proposed by the Applicant; 2) The proposed alteration of the permitted 450 student enrollment mix: 350 high school students (100 more high school students than permitted by the 1999 CUP); and 100 JSI/YOLA University students (100 less adult education students than permitted by the 1999 CUP); 3) The proposed increase in parking supply from 85 surface and subterranean spaces to 100 subterranean parking spaces; and 4) The foreseeable increase total daily trips resulting from the amendments to specific permit conditions requested by the Applicant, including but not limited to, increased flexibility as to the number and nature of events conducted at the project site, extended evening hours for various activities, extended use of the facilities by YULA Girls High School, and extended use of the facilities for orthodox religious services. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-16

25 City of Los Angeles May 2010 In accordance with Appendix G to the State CEQA Guidelines, a significant traffic impact may occur if the Project would result in any of the following conditions: (a) Cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections); (b) Exceed, either individually or cumulatively, a level of service standard established by the county congestion management agency for designated roads or highways; (c) Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks; (d) Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment); (e) Result in inadequate emergency access; (f) Result in inadequate parking capacity; and (g) Conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks). As discussed in Section IV.A, Impacts Found to be Less Than Significant in the Draft EIR, the project would have no potential impacts with respect to Thresholds (c) and (e) listed above. As such, the following analysis focuses on Thresholds (a), (b), (d), (f), (g), and (h). Intersection Impact Significance Criteria The LADOT defines a significant traffic impact attributable to a project based on a stepped scale, with intersections at high volume-to-capacity ratios being more sensitive to additional traffic than those operating with available surplus capacity. A significant impact is identified as an increase in the CMA value, due to project-related traffic, of or more when the final (with project) Level of Service (LOS) is E or F, a CMA increase of or more when the final LOS is LOS D, or an increase of or more at LOS C. No significant impacts are deemed to occur at LOS A or B, as these operating conditions exhibit sufficient surplus capacities to accommodate large traffic increases with little effect on traffic delays. These criteria are summarized in Table II-6, City of Los Angeles Significant Traffic Impact Criteria. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-17

26 City of Los Angeles May 2010 Table II-6 City of Los Angeles Significant Traffic Impact Criteria LOS Final (With Project) CMA Value Project-Related Increase in CMA Value A or B No Impacts C > D > E or F > Source: Crain & Associates, February Neighborhood Traffic Impact Significance Criteria Neighborhood traffic impacts, unlike the intersection analyses, are based on daily traffic volumes. City of Los Angeles guidelines for the evaluation of project traffic impacts on local streets uses a variable scale to determine the significance of potential traffic additions (see Table II-7, Neighborhood Traffic Impact Criteria). Table II-7 Neighborhood Traffic Impact Criteria a Projected Future ADT Project-Related Increase in (With Project) Final ADT 0 to trips or more 1,000 to 1, percent or more 2,000 to 2, percent or more 3,000 or more 8 percent or more a West LA Transportation Improvement and Mitigation Specific Plan (TIMSP) adopted March 8, Source: Crain & Associates, February Neighborhood Traffic Construction Impact Significance Criteria Construction impacts are relatively short-term effects, but there may be situations where such impacts could, nevertheless, be considered significant and should be quantitatively assessed. The LADOT construction traffic impact criterion is as follows: A quantitative analysis of construction-related traffic impacts attributable to a project shall be required, provided all of the following criteria have been determined to be applicable: o o The project is a hillside development where hillside residential streets proximate to the construction site are expected to provide primary access for construction-related traffic; That the duration of the construction period, including site preparation, clearance and/or grading, is expected to exceed 12 months; and YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-18

27 City of Los Angeles May 2010 o That a total of 120 or more average construction-related trips per day (in Passenger Car Equivalents or PCE) are expected to be generated at the site driveway(s) or on the street(s) abutting the site, prior to any mitigation. The construction period for the project is expected to exceed 12 months; therefore, a residential street construction trip traffic impact analysis was prepared. With exception of impacts to residential streets, neither the LADOT nor the Los Angeles CEQA Thresholds Guide have established significance thresholds for traffic impacts resulting from construction activity. Therefore, for the purposes of this analysis, the impact criteria cited above shall also be utilized for impacts associated with traffic generated during construction of the proposed project. Project Impacts Construction Traffic Haul Route The haul location (destination of exported site materials) has not been determined at this time. However, once determined, it is anticipated that haul vehicles would travel to the specified landfill via Pico Boulevard, through the City, to eventually arrive at and utilize I-10 as the regional haul route. Haul trucks would also utilize this route to deliver construction and other materials to the project site. Staging Areas Staging areas are locations where vehicles await access to a construction site. These vehicles are typically summoned to the construction site by radio when needed. Staging areas for project construction and haul vehicles, as well as the final haul route itself, are subject to a hearing conducted by the Department of Building and Safety. Approximately 12 haul trucks per day (based on trucks with a haul capacity of 20 cubic yards, hauling for 66 days) are anticipated to be used for soil export activities for the proposed project with a maximum of three truck trips arriving on site during the AM peak hour and a maximum of three truck trips departing the site in the PM peak hour. The location of the staging area has not been determined at this time. It will be determined once construction plans are prepared and contractors are identified. The staging area would be reviewed prior to approval by the Department of Building and Safety at the time a haul route permit is applied for. Trip Generation and Traffic Impacts To reflect the maximum construction traffic generation at the site and on the surrounding streets, it was assumed that all construction-related vehicles, including construction worker vehicles, would access and park, or be stored, on-site throughout the construction process. As discussed in Section II, Project Description, of the Draft EIR, the construction activities for the project involve three phases: grading/site prep, building construction, and finishing/paving. The number of construction workers on-site per day per construction phase is shown in Table II-8. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-19

28 City of Los Angeles May 2010 Although it is expected that on-site construction activity would fluctuate on a weekly basis, depending largely on the number of workers and trucks needed for the activities during each construction phase, to remain conservative, the phase that resulting in the highest daily construction-related traffic was assumed to represent all other phases. Therefore, as the building construction and finishing/paving phases may overlap resulting in a maximum of approximately 30 workers on-site daily, the trip generation of these two phases combined was used to analyze the impact during all phases. Table II-8 Construction Workers Per Day Per Project Construction Phase Construction Phase Workers/Per Duration of Day Phase* Grading/Site Prep Building Construction Finishing/Paving * - Approximate number of work days per construction phase. Source: Crain & Associates, September 2008 Construction Trip Generation In order to categorize the traffic impacts of construction trucks, each truck trip was given a Passenger Car Equivalent (PCE) via a standardized multiplier. According to Interim Materials on Highway Capacity, Circular Number 212, the type of truck trips anticipated during project construction have a PCE multiplier of 2.0. Using all of the above assumptions, a construction-related trip generation estimate was calculated and is illustrated in Table II-9. Table II-9 Construction-Related Trip Generation Type Size Unit Daily AM Peak Hour PM Peak Hour I/B O/B Total I/B O/B Total Building Construction & Finishing/Paving Phases 30 workers Delivery Trucks a 5 trucks Total Maximum Daily Construction Trips Notes: I/B = inbound, O/B = outbound. Assumes 2 peak hour passenger car equivalent (PCE) trips per day in addition to 3 truck trips per day. Source: Crain & Associates, September 2008 Trip Distribution Since construction workers are expected to live throughout the Los Angeles region, they are also expected to arrive to the project site from all directions. As such, the construction trip distribution is assumed to be YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-20

29 City of Los Angeles May 2010 the same as the project distribution (as discussed subsequently), as school students and employees are also assumed to live throughout the Los Angeles region. Construction Impacts The project s construction impacts on the existing conditions were calculated and are summarized in Table II-10. Based on the LADOT thresholds, impacts associated with construction-related traffic generated during project construction would be less than significant at all study intersections. Table II-10 Critical Movement Analysis (CMA) Summary Existing (2008) Traffic Conditions - Without and With Project Construction Trips No. Intersection Without Project Peak With Project Construction Construction Hour CMA LOS CMA LOS Impact 1 Pico Boulevard and AM C C No Roxbury Drive PM B B No 2 Pico Boulevard and AM C C No Castello Avenue PM C C No 3. Pico Boulevard and AM C C No Beverwil Drive PM C C No 4 Pico Boulevard and AM D D No Beverly Drive PM E E No 5 Cashio Street and AM B B No Beverwil Drive PM A A No Source: Crain & Associates, September 2008 Neighborhood Traffic Construction Impact Analysis As noted, the 1999 CUP and the project include the cul-de-sac along Castello Avenue south of the project driveway, which would be constructed before the proposed project. Therefore, no project trips were assumed along Castello Avenue south of the project driveway, between Alcott Street and Cashio Street. Therefore, impacts to the residential street segment analyzed would be less than significant. The results of the residential street impact analysis are summarized in Table II-11, Neighborhood Traffic Impact Analysis Summary. (Note: because members of the public have expressed an interest in understanding the potential effects of eliminating the cul-de-sac, Appendix E of the Traffic Study provided a "without" cul-de-sac scenario, which has been updated to reflect revised project trip generation rates in the November 2009 Letter. The analysis of this condition can be found immediately following the Neighborhood Traffic Impact Analysis section.) YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-21

30 City of Los Angeles May 2010 Street Segment Table II-11 Neighborhood Construction Traffic Impact Analysis Summary Existing (2008) Without Construction Future (2012) ADT Construction With Traffic Construction % Project Significant Impact? Castello Ave between Alcott St and Cashio St % No Note: vpd = vehicles per day Source: Crain & Associates, September 2008 Parking During Construction In accordance with the 1999 CUP and MND construction parking would be in a project provided off-site facility with shuttles or other connections or on site (as the subterranean garage is completed). There would be no parking or storage of construction equipment, or construction worker parking on local residential streets. A maximum of 30 workers is anticipated on-site at any one time. For a conservative analysis of construction impacts, an analysis was prepared assuming that all construction-related vehicles, including construction worker vehicles, would access and park, or be stored, on-site. Operational Traffic and Transportation Trip Generation For the purpose of assessing the project's traffic and transportation impacts, 200 students (the enrollment permitted by the 1999 CUP) is assumed as the existing baseline. As shown in Table II-12, the enrollment amendments proposed by the project (i.e. increased enrollment to 350 high school students) would generate approximately 820 net daily trips, including 164 AM peak hour trips and 99 PM peak hour trips. Table II-12 Project Trip Generation Land Use Size Unit Daily AM Peak Hour PM Peak Hour I/B O/B Total I/B O/B Total Proposed Use High School 350 students 1, Junior/Community College a 100 students Synagogue Expansion a 100 persons Total Proposed Project 2, Less Existing Use High School 200 students 1, Junior/Community College a 200 students Synagogue Expansion a 25 persons Total Existing Uses 1, Net Project Trips Notes: I/B = inbound, O/B = outbound. a - Operates in the evening only during weekdays. Source: Crain & Associates, November YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-22

31 City of Los Angeles May 2010 Trip Distribution Estimation of the directional distribution of project trips was determined by considering the proposed land use, existing traffic movements, characteristics of the surrounding roadway system, the geographic location of the project site and its proximity to freeways and major travel routes. In addition, student enrollment data based on zip codes was used to estimate the directional distribution from the location of student residences. The 1999 CUP (Condition 75) includes installation of a cul-de-sac along Castello Avenue south of the project driveway as a condition of Phase 2. The applicant proposes no change to Condition 75, and the Traffic Study therefore assumed the cul-de-sac would be constructed before the proposed project, and did not assume any project trips along Castello Avenue south of the project driveway, between Alcott Street and Cashio Street. However, because members of the public have expressed an interest in understanding the potential effects of eliminating the cul-de-sac, Appendix E of the Traffic Study provided a "without" cul-de-sac scenario, which has been updated to reflect revised project trip generation rates in the November 2009 Letter. A neighborhood improvement at the intersection of Pico Boulevard/Beverwil Drive was approved and is currently under construction. This improvement measure includes median improvement that is being made as part of the Neighborhood Traffic Program. This improvement is proposed to decrease the size of the southbound travel lanes south of Pico Boulevard to reduce the cut-through traffic. In light of this improvement, Beverwil Drive is not treated as a main access route for project trips. Based on these factors, the generalized trip distribution shown in Table II-13 was estimated for the project. Table II-13 Directional Trip Distribution Direction Percentage of Project Trips North 15% South 15% East 40% West 30% Total 100% Source: Crain & Associates, February Project Traffic Generation The assignment of project traffic to the street and highway systems was accomplished in two steps. First, using the general geographic directional distribution percentages for the project area shown in Table II- 13, the number of trips in each direction was calculated. The next step was to assign these trips to specific routs within the project area, including surface streets and freeways, using the percentages shown in Figure II-4, Project Trip Distribution Percentages. The assignment of these trips to specific routes was based on traffic directly accessing the project site. Project traffic volumes at the study intersections for the AM and PM peak hour, based on the net volumes shown in Table II-12 and illustrated in Figures II-5, Project Traffic Volumes (Net) AM Peak Hour, and II-6, Project Traffic Volumes (Net) PM Peak Hour. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-23

32 City of Los Angeles May 2010 Future (Year 2012) Traffic Conditions To forecast year 2012 pre-project conditions, the Traffic Study utilizes two separate, though overlapping, techniques in accordance with LADOT practices and policy. First, the Traffic Study assumes that existing traffic volumes will grow by a factor of 1 percent each year until 2012 when the Project is completed. While the 1 percent factor is intended to account for all reasonably foreseeable traffic growth, in addition to the 1 percent annual growth factor, the Traffic Study also assumes the build-out of all identified related development projects proposed in the project area. The use of these two factors results in an overstatement of potential future conditions, as the 1 percent growth factor is intended to account for traffic growth from new development and other sources. Finally, in accordance with LADOT practice and policy, the Traffic Study assumes that the related projects will not be accompanied by any traffic mitigation measures. In actuality, however, most major projects are accompanied by traffic mitigation because of the requirements of CEQA. The intention of this methodology is to provide a worst case scenario against which to assess potential traffic impacts and identify mitigation measures. This methodology is likely to significantly overstate future traffic conditions in the vicinity of the project. Highway System Improvements Many traffic improvements have been implemented at key locations in the project area in order to utilize the existing street system more effectively and efficiently. For purposes of this study, no changes to the existing striping and traffic signal conditions were assumed for the future year analyses. The 1999 CUP (Condition 75) includes installation of a cul-de-sac along Castello Avenue south of the project driveway as a condition of Phase 2. The applicant proposes no change to Condition 75, and the Traffic Study therefore assumed the cul-de-sac would be constructed before the proposed project, and did not assume any project trips along Castello Avenue south of the project driveway, between Alcott Street and Cashio Street. The cul-de-sac would be constructed before the proposed project. The implementation of the cul-de-sac is therefore assumed for future conditions. The existing eastbound No- Right Turn 3:00 PM to 7:00 PM sign at the intersection of Pico Boulevard and Castello Avenue would no longer be necessary after construction of the cul-de-sac and would be removed to facilitate access to the project site from Pico Boulevard during the PM peak hour. The construction of a major transportation improvement to Santa Monica Boulevard within the City of Los Angeles was completed in January The dual roadway configuration of Santa Monica Boulevard and Little Santa Monica Boulevard was replaced by a single roadway as part of the Santa Monica Boulevard Transit Parkway Project. The reconstructed roadway configuration extends from the San Diego Freeway to Moreno Drive in the City of Beverly Hills. The Office of the Mayor of the City of Los Angeles released the Olympic-West Pico-East plan in November The plan proposes to ensure consistent rush hour parking restrictions along both Olympic and Pico Boulevards, to create preferential signal timing to allow commuters to move quickly along Olympic Boulevard heading west and Pico Boulevard heading east, and to add more westbound lanes on Olympic Boulevard and more eastbound lanes on Pico Boulevard. The three-phase project is intended to speed up the flow of traffic and reduce congestion on Olympic and Pico Boulevards along the YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-24

33 City of Los Angeles May 2010 seven-mile stretch between La Brea Boulevard and Centinela Avenue. The implementation of the plan is anticipated to increase the capacity of the street system in the project area, especially for eastbound and westbound traffic. The details of the plan, including lane configurations and the signal improvements have not been determined at the present time. In addition, the City's preliminary approval of the plan was set aside by the Los Angeles Superior Court on May 5, 2008 for failure to comply with CEQA. Therefore, it is anticipated that the Olympic-West Pico-East will be the subject of a separate traffic study and CEQA review that will assess cumulative conditions before such project is further considered or approved. Because none of the relevant details of the plan are known at this time, the plan is not assumed in the analysis of the future conditions. A neighborhood improvement at the intersection of Pico Boulevard/Beverwil Drive was approved and is currently under construction. This improvement measure is being made as part of the Neighborhood Traffic Program and includes the installation of a landscaped median on Beverwil Drive in order to reduce the southbound travel lanes south of Pico Boulevard to reduce the cut-through traffic. These improvements were assumed in the future traffic conditions for both the Without Project and With Project scenarios. Related Projects In addition to the use of the ambient growth rate, listings of potential projects located in the study area (related projects) that might be developed within the study time frame were obtained from the City of Los Angeles Department of Transportation, City of Beverly Hills, Los Angeles Unified School District (LAUSD), and recent studies of projects in the area. A review of this information indicated that 61 related projects (including, but not limited to the adjacent Related Project No. 53) could contribute significant traffic volumes to the five study intersections. As noted previously, the ambient traffic growth factor is expected to accurately represent all area traffic growth within the study period and, as such, the inclusion of the 61 related projects in addition to the assumed background traffic growth may tend to overstate cumulative traffic volumes. The locations of the related projects are illustrated in Figure II-7, Related Projects Location Map, with their descriptions and trip generations shown in Table II-14. Daily, AM, and PM peak hour trips were estimated by applying trip generation rates from the ITE manual, Trip Generation, 7th Edition. These trip generation rates and equations are included in Appendix C of the Traffic Study. The existing phase one entitlement allows enrollment of 200 high school students, however, during the 2007 school year, enrollment was 186 high school students. Therefore, the difference between the existing condition and the phase one entitlement condition was added as related project number 61. The Future (2012) Without Project condition traffic volumes were developed by assigning the related projects trip generation to the study area circulation system, using methodologies similar to those previously described for project trip assignment. The cul-de-sac would not generate any new trips. The total related projects traffic volumes assigned to the study intersections are illustrated in Figures II-8, Total Related Project Traffic Volumes AM Peak Hour, and II-9, Total Related Project Traffic Volumes PM Peak Hour. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-25

34 Legend Source: Crain & Associates, February Figure II-4 Project Trip Distribution Percentages

35 Source: Crain & Associates,12/16/2009. Figure II-5 Project Traffic Volumes (Net) AM Peak Hour

36 Source: Crain & Associates, 12/16/2009. Figure II-6 Project Traffic Volumes (Net) PM Peak Hour

37 City of Los Angeles May Constellation Avenue [3] Table II-14 Related Projects Trip Generation Estimates Map AM Peak Hour PM Peak Hour Location (Address) Size Unit Description Daily No. In Out Total In Out Total W. Pico Boulevard [1] 360,000 sf Studio (remainder estimate) 4, Avenue of the Stars 147 du Condominium (St. Regis) ,900 sf Office 16,012 sf High-turnover Restaurant 16,011 sf Quality Restaurant 19,214 sf Retail 10,675 sf Cultural Center (332,856) sf Office (to be removed) (1,751) st Cinema (to be removed) Avenue of the Stars [2] (2,250) st Shubert Theatre (to be removed) (11,357) 101 (181) (80) (683) (216) (899) (117,212) sf High-turnover Restaurant (to be removed) (39,071) sf Quality Restaurant (to be removed) (61,970) sf Retail (to be removed) (44,277) sf Health Club (to be removed) 483 du Condominium (9,150) sf Bank (to be removed) (6,700) sf Office (to be removed) (1,636) (37) (49) (105) (154) (19,754) sf Restaurant (to be removed) Santa Monica Boulevard Wilshire Boulevard [4] (220,000) sf Wilshire Boulevard 300 du Condominium 1, du Condominium 15,600 sf Retail 4,800 sf Quality Restaurant Department Store (to be removed) 50 rm Hotel (net change) 120 du Condominium (net change) 11,500 sf Restaurant 95,000 sf Office Wilshire Boulevard [5] (9,633) sf Retail (to be removed) (321) (6) (18) (24) 2, , (4) YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-29

38 City of Los Angeles May 2010 Map No. 9. Table II-14 Related Projects Trip Generation Estimates Location (Address) Size Unit Description Daily AM Peak Hour PM Peak Hour In Out Total In Out Total 84,000 sf General Office Wilshire 9,000 sf Specialty Retail Boulevard [6] 7,000 sf Restaurant 1, (26,000) sf General Office (to be removed) N. Beverly Drive [9] S. Linden Drive 76 du Senior Congregate Care Facility SEC Wilshire Boulevard & 60 du Condominium Peck Drive [7] 12,000 sf Specialty Retail ,000 sf Office N. Canon Drive 15,000 sf Retail 1, ,000 sf Restaurant N. Beverly Drive [8] 214 rm Hotel du Condominium N. Canon Drive 27,000 sf Commercial/Retail 2, ,279 sf Public Garden 177,225 sf Office 22,875 sf Retail 4, ,000 sf Restaurant 54 du Condominium Wilshire Boulevard [10] 5,600 sf Quality Restaurant 8,400 sf Retail S. Oakhurst Drive 11 du Residential st Private School W. Pico Boulevard 9,615 sf Specialty Retail 1, du Apartment S. Beverly Green Drive 5 du Condominium 29 Nominal S. Fox Hills Drive 15 du Condominium N. Hillgreen Drive 9 du Condominium Smithwood Drive 1 du Apartment S. Beverly Drive 9,325 sf Church Expansion ,000 sf Synagogue Olympic Boulevard ,000 sf Private School N. La Peer Drive 16 du Condominium Reeves Drive 10 du Condominium YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-30

39 City of Los Angeles May 2010 Table II-14 Related Projects Trip Generation Estimates Map AM Peak Hour PM Peak Hour Location (Address) Size Unit Description Daily No. In Out Total In Out Total S. Reeves Drive 23 du Condominium (24) du Condominium (to be removed) (6) 0 (1) (1) S. Camden Drive 40 du Condominium El Camino 66 st Screening Room Nominal Reeves Drive 3 du Condominium N. Crescent Drive 88 du Residential Wilshire Blvd 40,000 sf Office/Retail 1, N. Crescent Drive 80 du Assisted Care Facility N. Beverly Drive 45,000 sf Office 1, N. Canon Drive 11,900 sf Retail Olympic Boulevard 14,996 sf Shopping Center 14,996 sf Office N. Camden Drive 1,750 sf Retail Expansion Wilshire Boulevard 204 rm Hotel 1, Lasky Drive 42 rm Hotel SWC Wilshire Boulevard/Santa Monica Boulevard [11] 120 du Condominium 522 du Condominium/Hotel 12,270 sf Restaurant Existing Hotel Credit Burton Way 14,570 sf Retail 1, Wilshire Boulevard [12] 7,285 sf Office 7,285 sf Retail 1, ,856 sf Office Wilshire Boulevard 11,260 sf Retail 2, ,000 sf Restaurant Wilshire Boulevard 4,800 sf Retail 25 du Residential Wilshire Boulevard 24,890 sf Medical Office Olympic Boulevard [13] 78 st Vehicle Service Center 1, du Apartment Pico Boulevard 1, ,327 sf Retail N. Crescent Drive 34,000 sf Cultural Center Wilshire Boulevard 30,000 sf Gym YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-31

40 City of Los Angeles May 2010 Table II-14 Related Projects Trip Generation Estimates Map AM Peak Hour PM Peak Hour Location (Address) Size Unit Description Daily No. In Out Total In Out Total N. Rodeo Drive 4,550 sf Retail Spalding Drive 4 du Condominium N. Swall Drive 3 du Condominium N. La Cienega Boulevard 14,000 sf Medical Office (14,000) sf Office (to be removed) Elm Drive 25 du Condominium (8) du Condominium (to be removed) Pico Boulevard [14] 100,000 sf Museum 500/800 st Special Events 1, ,477 sf Less Existing Uses Wetherly Drive [15] 140 du Condominium Durant Drive 11 du Condominium S. Hamilton Drive 3 du Condominium S. Hamilton Drive 23 du Condominium (16) du Apartment (to be removed) N. Rodeo Drive 120 st Private School N. Beverly Drive 2,500 sf Retail ,881 sf Shopping Center Santa Monica Blvd [16] 262 du Condominium (289,460) sf Office (to be removed) 5,922 (235) 58 (177) Pico Boulevard [17] 200 st 1999 CUP Phase One Entitled Enrollment 1, (186) st Existing Enrollment (2007) (1,017) (123) (81) (204) (43) (80) (123) Net change YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-32

41 City of Los Angeles May 2010 Table II-14 Related Projects Trip Generation Estimates Map AM Peak Hour PM Peak Hour Location (Address) Size Unit Description Daily No. In Out Total In Out Total Sources: [1] Trip generation rates based on Traffic Impact Analysis for the Renovation and Expansion of Fox Studio Facilities, Century City, Crain & Associates, Revised October [2] Traffic Impact Study for Office, Commercial and Cultural Use Project at 2000 Avenue of the Stars, Century City, Crain & Associates, June [3] Draft Traffic Study for Constellation Boulevard Residential Project, Century City, Kaku Associates, Inc., October [4] Draft EIR for 9900 Wilshire Boulevard, Impact Sciences, Inc., August [5] Draft Traffic Impact Study for the Proposed Beverly Hills Gateway Project at 9844 Wilshire Boulevard, City of Beverly Hills, Crain & Associates, December [6] Traffic Impact Study for the Proposed Mixed-Use Project at Wilshire Blvd. & Spalding Dr. of Beverly Hills, Crain & Associates, March [7] Traffic Impact Study for Proposed Mixed-Use Project at Southeast Corner of Wilshire Boulevard & Peck Drive, City of Beverly Hills, Crain & Associates, May [8] Traffic Impact Study for Beverly Hills Gardens and Montage Hotel, City of Beverly Hills, RBF Consulting, May [9] Traffic Impact Analysis for the Beverly/Wilshire Office Project, City of Beverly Hills, RBF Consulting, May [10] Traffic Impact Analysis for the 9200 Wilshire Boulevard Mixed-Use Project, City of Beverly Hills, Katz, Okitsu & Associates, January [11] The Beverly Hilton Revitalization Plan Draft EIR, Impact Sciences, Inc., August [12] Square footage per use not available. Assumed 50/50 split between office and retail uses. [13] Beverly Hills BMW Traffic Study, Katz, Okitsu & Associates, October 13, [14] Traffic Impact Study for Simon Wiesenthal Center Museum of Tolerance, Crain & Associates, July [15] Traffic Impact Report for the Proposed Condominium Development at 300 South Wetherly Drive, City of Los Angeles, Crain & Associates, June [16] Traffic Impact Study Westfield Century City New Century Plan, City of Los Angeles, Linscott, Law &Greenspan, Engineers, October 10, [17] Although the incremental impacts of the project could be compared to the phase two entitled enrollment of 250 high school students, to be conservative, the project is compared to the phase one entitled enrollment of 200 high school students. The difference between the existing enrollment and the phase one entitled enrollment is included as a related project. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-33

42 Source: Crain & Associates, February Figure II-7 Related Projects Location Map

43 Legend Source: Crain & Associates, 4/6/2010. Figure II-8 Total Related Projects Traffic Volumes AM Peak Hour

44 Legend Source: Crain & Associates, 4/6/2010. Figure II-9 Total Related Projects Traffic Volumes PM Peak Hour

45 City of Los Angeles May 2010 Analysis of Future (2012) Traffic Conditions, Without and With Project Using the same CMA procedures described previously in the analysis of the Existing (2008) traffic conditions, an analysis was conducted of the Future (2012) Without Project traffic volumes and the Future (2012) With Project traffic volumes. These analyses identified the future levels of service at the study intersections for both the Without Project and With Project scenarios. The analysis results of the With Project condition were then compared to the analysis results of the Without Project condition to determine the incremental traffic impacts directly attributable to the proposed development. The results of these analyses are summarized in Table II-15, Critical Movement Analysis Summary Future (2012) Without and With Project conditions. For the analysis of future project traffic impacts, the current roadway system s characteristics were assumed to prevail. As described previously, future (2012) baseline traffic volumes for the Without Project condition were determined by combining area ambient traffic growth with the total related projects traffic volumes. The Future (2012) Without Project traffic volumes are illustrated in Figures II-10, Future (2012) Traffic Volumes Without Project AM Peak Hour, and II-11, Future (2012) Traffic Volumes Without Project PM Peak Hour. Traffic volumes generated by the project, as determined earlier, were then added to these baseline volumes to develop the Future (2012) With Project condition to determine traffic impacts directly attributable to the proposed development. These traffic volumes are illustrated in Figures II-12, Future (2012) Traffic Volumes With Project AM Peak Hour, and II-13, Future (2012) Traffic Volumes With Project PM Peak Hour. The results of the CMA of future traffic conditions at the study intersections are summarized in Table II- 15. (The CMA calculation worksheets for future conditions are included as Appendix D to the Traffic Study.) As shown in Table II-15, with the addition of ambient traffic growth and related projects traffic, three of the five study intersections are projected to operate at acceptable levels of service (LOS A to D) during both the AM and PM peak hours. The intersection of Pico Boulevard and Beverwil Drive is projected to operate at LOS E during the AM peak hour and LOS F during the PM peak hour. The intersection of Pico Boulevard and Beverly Drive is projected to operate at LOS D during the AM peak hour and LOS E during the PM peak hour. With the addition of project traffic, only the intersection of Pico Boulevard and Castello Avenue s LOS would change from LOS C to LOS D during the AM and PM peak hours. Additionally, the project would result in a change in CMA that would exceed City of Los Angeles thresholds at three intersections (Pico Boulevard and Castello Avenue, Pico Boulevard and Beverwil Drive and Pico Boulevard and Beverly Drive) during one or both peak periods. Therefore, impacts would be significant prior to the implementation of mitigation measures. It should be noted that the foregoing analysis overstates potential peak hour impacts of the modifications proposed by the Applicant because it analyzes the potential impacts of increasing permitted enrollment YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-37

46 City of Los Angeles May 2010 from 200 high school students to 350 high school students, rather than from 250 high school students (the level permitted by existing 1999 CUP for phase two) to 350 high school students. No Table II-15 Critical Movement Analysis (CMA) Summary Future (2012) Traffic Conditions Without and With Project Conditions Intersection Peak Hour Without With Project With Mitigation a Project CMA LOS CMA LOS Impact CMA LOS Impact Pico Boulevard and AM C C No C No Roxbury Drive PM B B No B No Pico Boulevard and AM C D Yes C No Castello Avenue PM C D Yes D No Pico Boulevard and AM E E Yes E No Beverwil Drive PM F F Yes F No Pico Boulevard and AM D D No D No Beverly Drive PM E E Yes E No Cashio Street and AM C C No C No Beverwil Drive PM A A No A No a With Project impacts following implementation of Mitigation Measures II-10 and II-13. Source: Crain & Associates, July 2009 Neighborhood Traffic Impact Analysis As noted, the 1999 CUP and the project include the cul-de-sac along Castello Avenue south of the project driveway, which would be constructed before the proposed project. Therefore, no project trips were assumed along Castello Avenue south of the project driveway, between Alcott Street and Cashio Street. Therefore, impacts to the residential street segment would be less than significant. The results of the residential street impact analysis are summarized in Table II-16, Neighborhood Traffic Impact Analysis Summary. (Note: because members of the public have expressed an interest in understanding the potential effects of eliminating the cul-de-sac, Appendix E of the Traffic Study provided a "without" culde-sac scenario, which has been updated to reflect revised project trip generation rates in the November 2009 Letter. The analysis of this condition can be found immediately following this section.) YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-38

47 Source: CA Crain & Associates, 12/16/2009. Figure II-10 Future (2010) Traffic Volumes Without Project AM Peak Hour

48 Source: CA Crain & Associates, 12/16/2009. Figure II-11 Future (2010) Traffic Volumes Without Project PM Peak Hour

49 Source: Crain & Associates, 12/17/2009. Figure II-12 Future (2012) Traffic Volumes With Project AM Peak Hour

50 Source: Crain & Associates, 12/17/2009. Figure II-13 Future (2012) Traffic Volumes With Project PM Peak Hour

51 City of Los Angeles May 2010 Street Segment Table II-16 Neighborhood Traffic Impact Analysis Summary Existing (2008) Without Project Project Traffic Future (2012) ADT With Project % Project Significant Impact? Castello Ave between Alcott St and Cashio St % No Note: vpd = vehicles per day Source: Crain & Associates, February If the cul-de-sac was not constructed and therefore not included in the future conditions, it is estimated that 398 project trips would travel along Castello Avenue, resulting in a significant impact. However, the cul-de-sac is proposed to be constructed as a part of the project as provided for in the 1999 CUP, and therefore no significant residential intrusion impact would occur. An updated analysis of impacts without construction of the cul-de-sac is included in the Appendix (November 2009 Letter) of this R-EIR. Congestion Management Program (CMP) Impact Analysis The local CMP requires that all CMP intersections be analyzed where a project would likely add 50 or more trips during the peak hours. The nearest arterial CMP monitoring stations are: Santa Monica Boulevard at Wilshire Boulevard approximately one mile northwest of the project site; Wilshire Boulevard at La Cienega Boulevard - less than one and three-quarter miles northeast of the project site; and Santa Monica Boulevard at Westwood Boulevard slightly more than two miles west of the project site. A review of the project trip distribution and net project traffic additions to the study vicinity shows that the proposed project will not add 50 or more trips per hour to any of these CMP intersections and no further CMP intersection analysis is warranted. According to the CMP, any freeway segment where a project is expected to add 150 or more trips in any direction during the peak hours is also to be analyzed. As shown in Table II-12, the maximum number of directional project trips will be 42 inbound trips during the AM peak hour. As the maximum peak hour trips are substantially less than the freeway threshold of 150 directional trips, no additional CMP freeway analysis is necessary and impacts would be less than significant. Project Parking and Access Currently, the school provides 65 parking spaces on site. 85 parking spaces are required upon completion of phase two in accordance with the 1999 CUP. The project proposes a total on site parking supply of 100 spaces following completion of the proposed improvements. Access to the project site will be provided via a full-service driveway along Castello Avenue located between Pico Boulevard and the proposed cul-de-sac to be implemented per the 1999 CUP. The drop off/loading zone would be accommodated within the project site and would not result in traffic congestion along Castello Avenue. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-43

52 City of Los Angeles May 2010 Table II-17 Parking Demand Estimate Weekday Daytime Parking Allocations Weekday Evening Parking Allocation Uses Parking Spaces Uses Parking Spaces Students Students 350 High School High School JSI/YOLA University JSI/YOLA University 10 Staff Staff 35 Full-time Faculty/Staff Full-time Faculty/Staff 9 14 Part-time Faculty/Staff Part-time Faculty/Staff 4 1 Maintenance 1 1 Maintenance 1 Subtotal 85 Subtotal 33 Visitor (approximately 10%) 9 Visitor (300 non-student gym seats) 60 Total Demand 94 Total Demand 93 Total Supply 100 Total Supply 100 Surplus 6 Surplus 7 Notes: Parking Assumptions Group Daytime Ratio Assumption Basis Evening Ratio Assumption Basis High School Students 1: CUP Analysis Method ¼ Day ULI Shared Parking University Students 0 Not Applicable 1: CUP Analysis Method Full-time Faculty/Staff 1: CUP Analysis Method ¼ Day ULI Shared Parking Part-time Faculty/Staff 1: CUP Analysis Method ¼ Day ULI Shared Parking Maintenance 1: CUP Analysis Method ¼ Day ULI Shared Parking Visitor 10% 1999 CUP Analysis Method 1:5 50% bus/walk; 1:2.5 auto Source: Crain & Associates, February In addition to the project requirements from the 1999 CUP, the project will continue to provide on-site parking free of charge to students, faculty and employees and to other visitors to the YULA Facilities. No parking spaces on the subject property shall be allocated or permitted to be used by any third party or by any staff or visitors to the Simon Wiesenthal Center or the Museum of Tolerance. All YULA students, faculty, employees and visitors will be required to park on the project premises except for special events where off-site parking is provided. Consistent with the 1999 CUP, each student, faculty member and employee who parks on the project premises is required to be issued, on an annual basis, an individually numbered parking permit which must be prominently displayed on the dashboard or rear view mirror of the car. Consistent with the 1999 CUP, parking on residential streets by YULA students, parents, faculty and employees will continue to be prohibited. The applicant is required to inform students, parents, faculty and employees of all regulations concerning restriction on parking and loading and unloading of students. The applicant is required to continue to maintain a progressive disciplinary system of enforcement. If any condition is violated, YULA will assess the violator a fine of $50.00 for the first offense, $ for the second offense. A third offense must also result in the temporary suspension of the involved student(s) from YULA. Security guard(s) are required to be responsible for reporting to the YULA Liaison, the license number of YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-44

53 City of Los Angeles May 2010 any car belonging to a student, family, faculty member or employee seen parking on a residential street or seen loading or unloading students off-site. If any type of event at YULA is expected to attract more vehicles than the available number of parking spaces on-site including the accounting of vehicles parked on-site belonging to students, faculty and employees, the applicant is required to provide free and conveniently accessible parking through the use of one or more of the following measures, as appropriate: (a) a complimentary valet service; (b) a stacking system using tandem parking on-site; (c) the use of parking at another location within 750 feet of the subject premises; and/or (d) an off-site shuttle system. If a shuttle system is used, shuttle vehicles must be of a capacity which will facilitate the transportation of persons to and from YULA so that time waiting for such shuttles is minimized and the use of shuttles is maximized. Signs shall be posted in highly visible locations, and security guard(s) and/or parking attendant(s) must be located at the entrance to the YULA parking lot, to direct vehicles to the designated parking areas(s) and to admonish drivers not to park in the residential areas. YULA is required to institute a program by which parking is assigned to students, parents, visitors, faculty and employees at a specific location on-site or off-site, prior to an event which is expected to exceed on-site parking capacity. Such a program shall be designed to avoid traffic congestion and circulation problems associated with drivers arriving at a parking location and being turned away due to the capacity of such parking area having been reached. In addition, the Los Angeles Municipal Code (LAMC) parking requirement was also analyzed for the proposed project. As shown in Table II-18, the LAMC parking requires a total of 265 parking spaces when the gym floor is used as seating (100 spaces for other evenings when the gym floor does not have seating). Compared to the proposed supply of 100 parking spaces, there is a shortage of 165 spaces per the LAMC parking requirement. However, given the nature of the proposed uses, these 100 spaces should be sufficient for typical daily uses. Table II-17 shows the approximate allocation of the proposed 100 spaces. These 100 spaces, combined with the various parking related conditions proposed by the applicant, will adequately protect the neighborhood from potential parking impacts from the educational and religious activities at the project site. Therefore, impacts would be less than significant. Table II-18 Los Angeles Municipal Code Parking Requirement Uses Parking Ratio Parking Required 400 seat Gymnasium 1:5 seats 80 5,760 Gym Floor 1:35 square feet JSI/YOLA University Students 1:5 students 20 Total 265 Source: Crain & Associates, February Neighborhood On-Street Parking Analysis As discussed above, on-street parking is prohibited and the project will provide sufficient parking spaces on the school site to meet normal operating needs, and with a combination of on-site and off-site parking for special events. For informational purposes, an on-street parking survey was conducted on Thursday, YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-45

54 City of Los Angeles May 2010 January 10 and Friday, January 11, 2008 (while local schools were in session) along the school adjacent streets. These street segments include Roxbury Drive and Castello Avenue between Pico Boulevard and Cashio Street, Alcott Street and Saturn Street between Castello Avenue and Beverwil Drive, and Cashio Street between Roxbury Drive and Beverwil Drive. As shown in Table II-19, On-Street Parking Occupancy Summary, during the adjacent streets peak parking period (12:30 PM - 1:30 PM), the survey shows a maximum of 66 percent of on-street parking occupancy along Roxbury Drive between Pico Boulevard and Cashio Street. Overall on-street parking occupancy along the school adjacent streets is approximately 33 percent during the peak parking period (12:30 PM - 1:30 PM). Therefore, the on-street parking occupancy is relatively low and the parking demand is under the capacity along the school adjacent neighborhood streets. No. Table II-19 On-Street Parking Occupancy Summary Intersection Parking Demand Estimated Parking Spaces Parking Occupancy 1 Roxbury Dr between Pico Blvd & Cashio St % 2 Castello Ave between Pico Blvd & Cashio St % 3 Alcott St between Castello Ave & Beverwil Dr % 4 Saturn St between Castello Ave & Beverwil Dr % 5 Cashio St between Roxbury Dr & Beverwil Dr % Total % Source: Crain & Associates, February CUMULATIVE IMPACTS Construction Traffic As previously discussed and presented in Table II-14, there would be 61 related projects in the vicinity of the project site. Related Project No. 53, the Museum of Tolerance, which would entail the expansion of the existing museum, is the closest of the related projects located west and adjacent to the project site. Construction of Related Project No. 53 has the potential to occur simultaneously with construction of the proposed project. The maximum construction workers at the Related Project No. 53 site would not exceed 50 workers per day. The construction traffic estimations for Related Project No. 53 are shown in Table II-20. These projections are lower than the proposed operational peak hour traffic for Related Project No. 53 shown in Table II-14. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-46

55 City of Los Angeles May 2010 Table II-20 Related Project No. 53 Construction-Related Trip Generation Type Size Unit Daily AM Peak Hour PM Peak Hour I/B O/B Total I/B O/B Total Structural Excavation & Façade Removal 35 workers Basement Foundations 20 workers Structural Frame 30 workers Façade & Finishes 50 workers Delivery Trucks a 8 trucks Total Maximum Daily Construction Trips Notes: I/B = inbound, O/B = outbound. Assumes 2 peak hour passenger car equivalent (PCE) trips per 4 delivery trucks per day. Source: Crain & Associates, September The project s construction impacts were calculated and are summarized in Table II-21. As shown in the table, none of the study intersections are expected to be significantly impacted by project construction traffic volumes using the significance thresholds established by the LADOT, when compared to the future (2012) Without Project Construction conditions. Therefore, cumulative construction impacts to intersection LOS and capacity would be less than significant. No. Intersection Table II-21 Critical Movement Analysis (CMA) Summary Existing (2008) and Future (2012) Traffic Conditions Without and With Project Construction Trips Peak Hour Existing Conditions (2008) Future Conditions (2012) With Project Without Without With Project & Museum Project Construction Construction Construction Construction CMA LOS CMA LOS CMA LOS CMA LOS Impact Pico Blvd & AM C C C C No 1 Roxbury Dr PM B B B B No Pico Blvd & AM C C C C No 2 Castello Ave PM C C C D No Pico Blvd & AM C C E E No 3. Beverwil Dr PM C C F F No Pico Blvd & AM D D D D No 4 Beverly Dr PM E E E E No Cashio St & AM B B C C No 5 Beverwil Dr PM A A A A No Source: Crain & Associates, September YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-47

56 City of Los Angeles May 2010 Operational Traffic As previously discussed, the analysis of traffic impacts of the proposed project considers the effects of future growth in traffic within the region through consideration of traffic generated by 61 related projects and the application of a one percent ambient annual growth factor to the year 2012 in order to account for increases in traffic due to projects not yet proposed or projects outside the study area. Consequently, impacts of cumulative growth were incorporated into the traffic analysis and therefore reflected in the future (2012) Without and With Project conditions presented above in Table II-15. As shown in the table, three of the study intersections are expected to be significantly impacted by project traffic volumes using the significance thresholds established by the LADOT, when compared to the future (2012) Without Project conditions. However, Mitigation Measure II-13 would reduce this impact to less than significant. Therefore, cumulative impacts to intersection LOS and capacity would be less than significant. Without Cul-De-Sac Analysis The 1999 CUP (Condition 75) includes installation of a cul-de-sac along Castello Avenue south of the project driveway as a condition of Phase 2. The applicant proposes no change to Condition 75, and the Traffic Study therefore assumed the cul-de-sac would be constructed before the proposed project, and did not assume any project trips along Castello Avenue south of the project driveway, between Alcott Street and Cashio Street. However, because members of the public have expressed an interest in understanding the potential effects of eliminating the cul-de-sac, Appendix E of the Traffic Study provided a "without" cul-de-sac scenario, which has been updated to reflect revised project trip generation rates in the November 2009 Letter. For the without cul-de-sac scenario, it was assumed that turn restrictions now in place would remain and that, as currently is the case, approximately half of the site trips use the roadway segment to the south of the school site. The existing traffic counts and related projects data, and study methodology from the submitted February 2009 traffic study report and July 2009 technical letter update were also used. Based on these assumptions, impact analysis for the future (Year 2012) was conducted for the 5 study intersections. The Levels of Service (LOS) and Critical Movement Analysis (CMA) values and project traffic impacts for this scenario are shown in Table II-22. As indicated in Table II-22, in the event the cul-de-sac were not constructed as required by Condition 75 of the 199 CUP, significant traffic impacts would occur at three intersections during one or both peak hours. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-48

57 City of Los Angeles May 2010 Table II-22 Critical Movement Analysis (CMA) Summary Without Cul-de-Sac Future (2012) Traffic Conditions - Without and With Project Conditions Without Peak Project With Project No. Intersection Hour CMA LOS CMA LOS Impact Pico Boulevard and AM C C No Roxbury Drive PM B B No Pico Boulevard and AM C D Yes Castello Avenue PM D D Yes Pico Boulevard and AM E E Yes Beverwil Drive PM F F No Pico Boulevard and AM D D No Beverly Drive PM E E Yes Cashio Street and AM C C No Beverwil Drive PM A A No Source: Crain & Associates, November The potential increase in project-related traffic volumes was also analyzed for the two residential street segments assuming the without cul-de-sac scenario. Neighborhood residential street impacts are evaluated by LADOT based on average daily traffic (ADT). As discussed above, trip distribution reflected the observed existing patterns. As shown in Table II-23 below, based upon the LADOT criteria, if the requirement for the Castello Cul-de-sac were eliminated the project would significantly impact one of the residential streets Castello Avenue between Pico Boulevard and Cashio Street. Table II-23 Residential Street Impact Analysis for Without Cul-de-Sac Scenario Street Segment Castello Ave between Pico Blvd and Cashio St Alcott Street between Castello Ave and Beverwil Drive Note: vpd = vehicles per day Source: Crain & Associates, November Existing (2009) VPD Without Project Project Traffic Future (2012) ADT With Project Project Increase Significant Impact? , Yes No The without cul-de-sac analysis indicates that in addition to the intersection impacts described in Table II- 22, in the event the cul-de-sac is not constructed as required by Condition 75 of the 1999 CUP, vehicles would be able to travel to and from the high school along neighborhood streets and a significant traffic impact would be generated at the residential street segment of Castello Avenue between Pico Boulevard and Cashio Street. The implementation of mitigation measures II-13 and II-14 would reduce intersection impacts to a less than significant level. However, such measures would not mitigate potential impacts to YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-49

58 City of Los Angeles May 2010 the residential street segment of Castello Avenue between Pico Boulevard and Cashio Street. Therefore, such impact would be significant and unavoidable. The purpose of the 1999 CUP's requirement for the cul-de-sac was to avoid such impacts and trips along residential streets to the south of the project... Therefore, the applicant proposes that Condition 75 be retained. MITIGATION MEASURES Construction As part of the 1999 CUP and MND the following construction conditions relating to traffic and parking were adopted and are proposed to be retained by the Applicant: II-1 II-2 II-3 II-4 Hours of excavation, hauling and open air construction shall be limited to the period of 8 a.m. to 4:30 p.m. Monday through Friday (excluding holidays), except for extended hours on weekdays only, as required during concrete pours. Vans bringing construction workers may arrive at the site no earlier than 7:45 a.m. so that actual construction can begin no earlier than 8 a.m. Construction workers and vehicles shall exit the site by 5 p.m. Interior construction associated with remodeling or with any new building(s) (after such is fully enclosed) may commence at 7 a.m., with construction workers to arrive at the site no earlier than 6:45 a.m., provided that the noise does not disturb neighborhood residents; if the arrival of such workers causes disturbances, then the interior construction shall be limited to the same hours as those permitted for open air construction as set forth herein. This condition does not apply to construction personnel engaged in supervisorial, administrative or inspection activities. All excavation and demolition debris truck traffic shall be limited to Pico Boulevard. Trucks utilized for hauling of exported soil and construction equipment shall be staged on the property and shall be prohibited from staging in residential areas, and trucks and other construction vehicles shall not be permitted on Castello Avenue south of Alcott Street, or on Saturn Street, Alcott Street or Roxbury Drive, at any time. Trucks shall be radio dispatched from a remote location on an as-needed basis. Haul trucks and construction equipment shall be cleaned, watered and/or covered before leaving the property. Any material spilled on any street shall be removed promptly by the contractor. Construction workers shall be prohibited from parking in residential neighborhoods. During the construction and remodeling period, off-street parking shall be provided for construction personnel. Construction workers shall be required to park at designated off-site parking areas and shall walk or be transported to the construction site by vanpools. Construction workers may also park on-site when the parking structure is available to accommodate such parking. The contractor shall implement procedures adequate to enforce the restrictions set forth herein, including but not limited to posting signs with these instructions at the construction site, printed in both English and Spanish, which shall be legible from a distance of 50 feet. Flaggers shall be provided on-site to facilitate truck entry and exit. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-50

59 City of Los Angeles May 2010 II-5 II-6 A maximum of two visits per day by a catering truck shall be permitted. Such catering trucks shall be accommodated only on-site. Catering truck operators shall be instructed not to use their horn or other loud signal. All construction contracts and subcontracts shall specify that failure of the contractor or subcontractor to comply with any construction condition(s) shall constitute a breach of contract and shall be grounds for termination of the contract or subcontract, as applicable. In this regard, each contract and subcontract shall have an acknowledgment page attached which shall require the contractor or subcontractor to acknowledge that the conditions have been read and understood and shall be fully complied with. The project construction manager shall maintain a file of such acknowledgments for every contractor and subcontractor involved in this project. Additionally, although not required to reduce impacts to less than significant levels, the following mitigation measure is proposed: II-7 II-8 The applicant shall prepare a Construction, Staging, and Management Plan in accordance with City requirements that take into account any simultaneous construction activities associated with Related Project No. 53. Prior to the issuance of a grading permit, the project applicant shall record and execute a Covenant and agreement (Planning Department General Form CP-6770), binding the project applicant to the following haul route conditions: All construction truck traffic shall be restricted to truck routes approved by the City of Los Angeles Department of Building and Safety, which shall avoid residential areas and other sensitive receptors to the extent feasible. Hours of operation shall be from 9:00 a.m. to 4:00 p.m. Days of the week shall be Monday through Friday. No hauling activities are permitted on Saturdays, Sundays or Holidays. Trucks shall be restricted to 18-wheel dump trucks or smaller. The Traffic Bureau of the Los Angeles Police Department shall be notified prior to the start of hauling ( ). Streets shall be cleaned of spilled materials at the termination of each work day. The final approved haul routes and all the conditions of approval shall be available on the job site at all times. The owner or contractor shall keep the construction area sufficiently dampened to control dust caused by grading and hauling, and at all times provide reasonable control of dust caused by wind. Hauling and grading equipment shall be kept in good operating condition and muffled as required by law. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-51

60 City of Los Angeles May 2010 All loads shall be secured by trimming, watering or other appropriate means to prevent spillage and dust. All trucks are to be watered at the job site to prevent excessive blowing dirt. All trucks are to be cleaned of loose earth at the job site to prevent spilling. Any material spilled on the public street shall be removed by the contractor. The applicant shall be in conformance with the State of California, Department of Transportation policy regarding movements of reducible loads. All regulations set forth in the State of California Department of Motor Vehicles pertaining to the hauling of earth shall be complied with. Truck Crossing warning signs shall be placed 300 feet in advance of the exit in each direction. One flag person(s) shall be required at the job and dump sites to assist the trucks in and out of the project area. Flag person(s) and warning signs shall be in compliance with Part II of the 1985 Edition of Work Area Traffic Control Handbook. The City of Los Angeles, Department of Transportation, telephone , shall be notified 72 hours prior to beginning operations in order to have temporary "No Parking" signs posted along the route. Any desire to change the prescribed routes must be approved by the concerned governmental agencies by contacting the Street Use Inspection Division at before the change takes place. The permittee shall notify the Street Use Inspection Division, , at least 72 hours prior to the beginning of hauling operations and shall also notify the Division immediately upon completion of hauling operations. A surety bond shall be posted in an amount satisfactory to the City Engineer for maintenance of haul route streets. The forms for the bond will be issued by the Valley District Engineering Office, 6262 Van Nuys Boulevard, Suite 251, Van Nuys, CA Operation As part of the 1999 CUP and MND the following operational conditions relating to traffic and parking were adopted and are proposed to be retained by the Applicant: II-9 All loading and unloading of students shall be conducted on-site to the maximum extent feasible. To facilitate traffic movement, to prevent double-parking and to ensure the enforcement of these and any other related traffic control provisions, YULA shall provide a traffic control monitor at the entrance of the parking area during regular YULA Boys High School days' morning drop-off hours (7:15 a.m. to 7:45 a.m.) and afternoon pick-up hours (5:15 p.m. to 5:45 p.m.). YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-52

61 City of Los Angeles May 2010 II-10 II-11 II-12 II-13 Within 90 days of the effective date of the approval of the CUP, a traffic and parking management plan, prepared by a licensed traffic engineer, shall be submitted to the Department of Transportation (DOT) for its review and approval. Within 60 days of approval, the project shall implement the traffic monitoring and demand management plan to limit the net project trip generation to 62 AM peak hour trips and 21 PM peak hour trips. Adding the net project trips identified in the Traffic Study to the project site s existing trip generation data, the maximum number of trips the expanded school could generate shall be capped as 281 AM peak hour trips and 153 PM peak hour trips. Traffic demand measures may include without limitation, carpooling strategies, busing, shuttles, and public transit incentives. Submittal of parking and driveway plan to the Bureau of Engineering and the Department of Transportation. Parking on residential streets by YULA students, parents, faculty and employees shall be prohibited. The applicant shall be required to compile a traffic monitoring report (TMR) to survey the actual on-site traffic conditions of the proposed project. The TMR should document that the School is in substantial compliance with the traffic study trip projections for both the morning and afternoon peak hours, which corresponds to a trip cap of 281 trips during the AM peak hour and 153 trips during the PM peak hour for the School at full occupancy. The measurements of actual trips shall cover the morning and afternoon peak hours, Tuesday through Friday (excluding School holidays), over a one week period when the School is in general session. Prior notification of when monitoring will be conducted should not be provided to the School (except for security purposes) but shall be provided to DOT at least one month in advance. The monitoring shall take place at the School driveway off Castello Avenue, at the School s expense. The TMR should be produced annually for a minimum of three (3) years following the School s first year of full enrollment, in which time the review must show compliance for the entire threeyear review period. Should the review show that the School is not within substantial compliance, the School will have one (1) year to correct its deficiency. If the School cannot achieve compliance within the corrective year, then a new three (3) year review period will commence and the School shall submit a traffic management plan (TMP) to DOT that outlines the course of action the School will take in order to achieve compliance. If the School cannot achieve compliance after implementation of the TMP, then a reduction in the School s enrollment should be considered. The TMR, and TMP if necessary, should be prepared by a Certified Traffic Engineer and submitted to DOT for review within thirty (30) days following the completion of each monitoring action. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-53

62 City of Los Angeles May 2010 LEVEL OF SIGNIFICANCE Impacts associated with the construction of the project would be less than significant; Mitigation Measures II-1 through II-8 are proposed to further reduce impacts. Operation of the project would result in significant impacts at three intersections. As shown in Table II-15, Mitigation Measures II-10 and II- 13 would reduce all of these impacts to less than significant. In addition, Mitigation Measures II-9, II-11 and II-12 are proposed to further reduce impacts to local residents. YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter II. Environmental Impact Analysis Page II-54

63 City of Los Angeles Appendix A: Traffic Study YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter Appendices

64 DRAFT TRAFFIC IMPACT STUDY FOR YESHIVA UNIVERSITY OF LOS ANGELES BOYS HIGH SCHOOL PHASE II PROJECT AT 9760 WEST PICO BOULEVARD, CITY OF LOS ANGELES Prepared for: DECRON PROPERTIES CORPORATION Prepared by: Crain & Associates 2007 Sawtelle Boulevard, Suite 4 Los Angeles, California (310) February 2009

65

66 EXECUTIVE SUMMARY Project Background The project site is located at 9760 West Pico Boulevard at the southwest corner of Pico Boulevard and Castello Avenue in the City of Los Angeles. The project site is currently occupied by Yeshiva University of Los Angeles Boys High School ("YULA Boys High School") which operates a modern orthodox Judaic high school. The project site is also utilized by the adult-education programs Jewish Studies Institute of Yeshiva University of Los Angeles ("JSI") and Yeshiva University of Los Angeles University ("YOLA University"). The facilities are also used by the Yeshiva University of Los Angeles Girls High School ("YULA Girls High School"), as well as students, families, faculty, neighbors and others for Orthodox Jewish prayer and services. Use of the religious sanctuary by persons not affiliated with the school is permitted only on evenings, holidays, and Saturdays. Only a subset of these elements would be affected by the project. The project site has operated as a modern orthodox Judaic high school, adult education center, and sanctuary under various Conditional Use Permits (CUPs). The most recent, and existing, CUP for the project site was issued in 1999 under Case Number ZA CU-ZV-PA1, and associated site plan consistency determinations issued in 2000 and 2001 (collectively, the "1999 CUP"). The 1999 CUP provided for the continuing operation of a modern orthodox Judaic high school and religious education center and for a campus expansion, to be constructed in two phases, of 47,100 square feet of facilities. The 1999 CUP was approved after the adoption of a Mitigated Negative Declaration (MND ) (the "MND"). The 1999 CUP authorizes a total of 47,100 square feet upon build-out of the entire facility (phase one and phase two). Phase two of the build-out authorized by the 1999 i

67 CUP includes a 10,500 square foot expansion to the existing facilities, including a new gymnasium and library, and a Beit Midrash addition. In terms of enrollment, at the phase one level, the 1999 CUP currently permits: YOLA University YOLA High School Jewish Studies Institute Total Enrollment 50 students 200 students 150 students/quarter 400 students The Applicant is currently operating under the foregoing enrollment limitations. However, the 1999 CUP also permits expansion of the total enrollment to 450 students after the completion of phase two as follows: YOLA University YOLA High School Jewish Studies Institute Total Enrollment 30 students 250 students 170 students/quarter 450 students The 1999 CUP also provides other conditions governing the operation of the facilities located at the project site, including the use of the facilities for religious services by individuals not affiliated with the high school in the evenings, after 6:30, and on Saturday and Jewish Orthodox holidays. Project Characteristics As described in more detail below, the Applicant is proposing: (1) to complete build-out of the campus with 45,000 square feet of facilities, including modification of the full build-out plans approved pursuant to the 1999 CUP; (2) modify the enrollment limits by increasing permitted enrollment for the Judaic boys high school while decreasing permitted enrollment for adult education programs; and (3) modify the specific permit conditions of the 1999 CUP, including but not limited to, increased flexibility as to the ii

68 number and nature of events conducted at the project site, extended evening hours for various activities, extended use of the facilities by YULA Girls High School, and extended use of the facilities for orthodox religious services. The Applicant's project would maintain the maximum permitted enrollment (450 students) authorized by the 1999 CUP, but alter the composition of permitted enrollment to a maximum of 350 high school students (100 more high school students than permitted by the 1999 CUP) and 100 JSI/YOLA University students (100 less adult education students than permitted by the 1999 CUP). As stated above, the Applicant also requests amendments to specific permit conditions of the 1999 CUP, including but not limited to, increased flexibility as to the number and nature of events conducted at the project site. These amendments relate to activities that take place outside of peak travel periods when project potential traffic impacts are assessed (for example, the use of the project facilities during evening hours for sports and other events, and the expanded use of the facilities for orthodox religious services), and therefore do not result in potential traffic and transportation impacts that this study is intended to address. JSI and YOLA University activities and classes shall begin no earlier than 7:00 PM and shall be concluded by 11:00 PM. Weekday religious activities and prayer services at the YOLA Synagogue for persons not affiliated with YULA shall begin no earlier than 7:00 PM. However, the potential parking impacts of all activities at the project site are also addressed by this report. On-site parking upon completion of full project buildout would be increased from that required under the 1999 CUP (85) to 100 subterranean parking spaces. For any event that is expected to attract more vehicles than the number of on-site parking spaces, the Applicant proposes to provide free and conveniently accessible parking through one or more specific measures. The project does not propose to use the adjacent Simon iii

69 Wiesenthal Center/Museum of Tolerance as a potential parking location. Access to the project site will be provided via a full-service driveway along Castello Avenue located between Pico Boulevard and the planned Cul-de-Sac to be implemented per the 1999 CUP. An appendix is also included assessing the project impacts should that Cul-de- Sac not be constructed as part of the base condition. The drop-off/loading zone will be accommodated within the project site, which would not cause any problem to the street traffic along Castello Avenue. Buildout of the project does not include the approximately 7,153 square feet of building area on the second and third floors of the project site used as exhibit space and known as the "West Wing," which is currently included in the 1999 CUP premises. The applicant and operator of the project site does not have possession of the West Wing and the project therefore proposes to eliminate the West Wing from the area covered by CUP. Alternative uses for the West Wing are the subject of separate applications filed by the Simon Wiesenthal Center. The proposed project is anticipated to be completed and occupied no later than Once completed and occupied, it is estimated that the project will generate approximately 257 daily trips, including 62 AM peak hour trips and 21 PM peak hour trips. The traffic study presented herein analyzed existing (2008) and future (2012) AM and PM peak hours traffic conditions at five intersections and one residential street segment in the project site vicinity. The cumulative traffic impacts attributable to ambient growth and 61 potential related projects in the surrounding area were also included in the 2012 analysis. As is demonstrated herein, the completed project is not expected to result in any significant traffic impacts with or without the Cul-de-Sac. Therefore, no project iv

70 traffic mitigation measures are required. However, to be conservative, a monitoring requirement as listed below is recommended as a measure: For three years after full authorized high school enrollment is achieved, the applicant shall provide LADOT with an annual report prepared by a certified traffic engineer monitoring AM/PM peak hour trips for four consecutive days when the high school is in general session. If the monitoring report indicates that the high school is not in substantial compliance with the AM/PM peak hour traffic projections in the traffic study, a plan to reduce the traffic generation to such levels or require additional mitigation shall be implemented to the satisfaction of LADOT. Project traffic impacts were also analyzed for Congestion Management Program (CMP) locations. No significant regional traffic impacts were identified at the CMP monitoring intersections or freeway locations. v

71 TABLE OF CONTENTS Page Introduction... 1 Project Background... 1 Project Characteristic... 2 Environmental Setting... 9 Existing Freeways... 9 Existing Streets and Highways Existing Public Transit Existing (2008) Traffic Volumes Analysis of Existing (2008) Traffic Conditions Project Traffic Trip Generation Trip Distribution Trip Assignment Project Parking and Access Neighborhood On-Street Parking Analysis Future Traffic Conditions Traffic Growth Related Projects Highway System Improvements Analysis of Future (2012) Traffic Conditions LADOT Significant Impact Criteria Residential Street Traffic Impact Analysis Congestion Management Program (CMP) Impact Analysis Mitigation Measures Appendix A Traffic Count Data Sheets Appendix B Study Intersections Geometrics and Traffic Controls Appendix C Related Projects Trip Generation Rates and Equations Appendix D CMA Calculation Worksheets Appendix E Without Cul-de-Sac Traffic Study Appendix F Without Cul-de-Sac CMA Calculation Worksheets vi

72 LIST OF FIGURES Figure No. Page 1 Site Vicinity Map Study Intersection Locations Map Conceptual Project Site Plan Existing (2008) Traffic Volumes Project Trip Distribution Percentages Project Traffic Volumes Related Projects Location Map Total Related Projects Traffic Volumes Future (2012) Without Project Traffic Volumes Future (2012) With Project Traffic Volumes LIST OF TABLES Table No. Page 1 Critical Movement Volume Ranges For Determining Levels of Service 18 2 Level of Service (LOS) As a Function of CMA Values CMA Summary - Existing (2008) Traffic Conditions Project Trip Generation Rates and Equations Project Trip Generation Directional Trip Distribution Parking Demand Estimate LAMC Parking Requirement On-Street Parking Occupancy Summary Related Projects Location, Description and Trip Generation CMA Summary Future (2012) Traffic Conditions LADOT Criteria for Significant Traffic Impact Residential Street Impact Analysis LADOT Neighborhood Traffic Impact Criteria vii

73 INTRODUCTION Project Background The project site is located at 9760 West Pico Boulevard at the southwest corner of Pico Boulevard and Castello Avenue in the City of Los Angeles. The project site is currently occupied by Yeshiva University of Los Angeles Boys High School ("YULA Boys High School") which operates a modern orthodox Judaic high school. The project site is also utilized by the adult-education programs Jewish Studies Institute of Yeshiva University of Los Angeles ("JSI") and Yeshiva University of Los Angeles University ("YOLA University"). The facilities are also used by the Yeshiva University of Los Angeles Girls High School ("YULA Girls High School"), as well as students, families, faculty, neighbors and others for Orthodox Jewish prayer and services. Use of the religious sanctuary by persons not affiliated with the school is permitted only on evenings, holidays, and Saturdays. Only a subset of these elements would be affected by the project. The project site has operated as a modern orthodox Judaic high school, adult education center, and sanctuary under various Conditional Use Permits (CUPs). The most recent, and existing, CUP for the project site was issued in 1999 under Case Number ZA CU-ZV-PA1, and associated site plan consistency determinations issued in 2000 and 2001 (collectively, the "1999 CUP"). The 1999 CUP provided for the continuing operation of a modern orthodox Judaic high school and religious education center and for a campus expansion, to be constructed in two phases, of 47,100 square feet of facilities. The 1999 CUP was approved after the adoption of a Mitigated Negative Declaration (MND ) (the "MND"). The 1999 CUP authorizes a total of 47,100 square feet upon build-out of the entire facility (phase one and phase two). Phase two of the build-out authorized by the

74 CUP includes a 10,500 square foot expansion to the existing facilities, including a new gymnasium and library, and a Beit Midrash addition. In terms of enrollment, at the phase one level, the 1999 CUP currently permits: YOLA University YOLA High School Jewish Studies Institute Total Enrollment 50 students 200 students 150 students/quarter 400 students The Applicant is currently operating under the foregoing enrollment limitations. However, the 1999 CUP also permits expansion of the total enrollment to 450 students after the completion of phase two as follows: YOLA University YOLA High School Jewish Studies Institute Total Enrollment 30 students 250 students 170 students/quarter 450 students The 1999 CUP also provides other conditions governing the operation of the facilities located at the project site, including the use of the facilities for religious services by individuals not affiliated with the high school in the evenings, after 6:30, and on Saturday and Jewish Orthodox holidays. Project Characteristics As described in more detail below, the Applicant is proposing: (1) to complete build-out of the campus with 45,000 square feet of facilities, including modification of the full build-out plans approved pursuant to the 1999 CUP; (2) modify the enrollment limits by increasing permitted enrollment for the Judaic boys high school while decreasing permitted enrollment for adult education programs; and (3) modify the specific permit conditions of the 1999 CUP, including but not limited to, increased flexibility as to the 2

75 number and nature of events conducted at the project site, extended evening hours for various activities, extended use of the facilities by YULA Girls High School, and extended use of the facilities for orthodox religious services. The Applicant's project would maintain the maximum permitted enrollment (450 students) authorized by the 1999 CUP, but alter the composition of permitted enrollment to a maximum of 350 high school students (100 more high school students than permitted by the 1999 CUP) and 100 JSI/YOLA University students (100 less adult education students than permitted by the 1999 CUP). As stated above, the Applicant also requests amendments to specific permit conditions of the 1999 CUP, including but not limited to, increased flexibility as to the number and nature of events conducted at the project site. These amendments relate to activities that take place outside of peak travel periods when project potential traffic impacts are assessed (for example, the use of the project facilities during evening hours for sports and other events, and the expanded use of the facilities for orthodox religious services), and therefore do not result in potential traffic and transportation impacts that this study is intended to address. JSI and YOLA University activities and classes shall begin no earlier than 7:00 PM and shall be concluded by 11:00 PM. Weekday religious activities and prayer services at the YOLA Synagogue for persons not affiliated with YULA shall begin no earlier than 7:00 PM. However, the potential parking impacts of all activities at the project site are also addressed by this report. On-site parking upon completion of full project buildout would be increased from that required under the 1999 CUP (85) to 100 subterranean parking spaces. For any event that is expected to attract more vehicles than the number of on-site parking spaces, the Applicant proposes to provide free and conveniently accessible parking through one or more specific measures. The project does not propose to use the adjacent Simon 3

76 Wiesenthal Center/Museum of Tolerance as a potential parking location. Access to the project site will be provided via a full-service driveway along Castello Avenue located between Pico Boulevard and the planned Cul-de-Sac to be implemented per the 1999 CUP. An appendix is also included assessing the project impacts should that Cul-de- Sac not be constructed as part of the base condition. The drop-off/loading zone will be accommodated within the project site, which would not cause any problem to the street traffic along Castello Avenue. Buildout of the project does not include the approximately 7,153 square feet of building area on the second and third floors of the project site used as exhibit space and known as the "West Wing," which is currently included in the 1999 CUP premises. The applicant and operator of the project site does not have possession of the West Wing and the project therefore proposes to eliminate the West Wing from the area covered by CUP. Alternative uses for the West Wing are the subject of separate applications filed by the Simon Wiesenthal Center. The institution has retained Crain & Associates to conduct a traffic study to assess the impact of the proposed development on the surrounding street system. This report presents the results of an analysis of existing conditions as well as estimated future traffic conditions during the AM and PM peak hours. This analysis incorporates a detailed evaluation of existing and future traffic conditions at the following 5 intersections and along one residential street segment: Study Intersections 1. Pico Boulevard and Roxbury Drive 2. Pico Boulevard and Castello Avenue 3. Pico Boulevard and Beverwil Drive 4. Pico Boulevard and Beverly Drive 5. Cashio Street and Beverwil Drive 4

77 Study Residential Street Segment 1. Castello Avenue between Alcott Street and Cashio Street As shown in Figure 2, the five intersections and one street segment chosen for study are those in the project site vicinity. LADOT has confirmed that these study intersections and street segment are those most directly impacted by project traffic. The project site plan is shown in Figure 3. 5

78

79

80

81 ENVIRONMENTAL SETTING The rectangular-shaped project site is located at 9760 West Pico Boulevard at the southwest corner of Pico Boulevard and Castello Avenue in the City of Los Angeles. The project site is bounded by West Pico Boulevard to the north, South Castello Avenue to the east, a mix of multi-family and single-family residential homes to the south, and the Simon Wiesenthal Center/Museum of Tolerance and residential homes to the west. In the project vicinity, commercial establishments front Pico Boulevard. North of the project site is the City of Beverly Hills. To the northwest of the project site is the Century City Community, with commercial and film entertainment businesses, including the Westfield shopping center and 20th Century Fox Studio. Regional access to the project site is provided by the San Diego Freeway (I-405) and the Santa Monica Freeway (I-10). An extensive grid of surface streets also serves the project area. The key transportation facilities serving the project area are described in further detail below. Existing Freeways The San Diego Freeway (I-405) is a north-south oriented freeway located approximately two and one-half miles west of the project site. This facility typically provides four mainline travel lanes per direction, although additional auxiliary lanes are present between on- and off-ramps. A southbound high-occupancy vehicle (HOV) lane also exists in the Sepulveda Pass area, and a northbound HOV lane has been approved for construction. The San Diego Freeway provides a west side alternative route across the Santa Monica Mountains to the Ventura Freeway (US-101) and the Golden State Freeway (I-5). The San Diego Freeway also provides direct access to other area freeways, including an interchange with the Santa Monica Freeway (I-10) approximately two and one-half miles southwest of the project site. Access to the project area surface 9

82 street network is provided by full sets of on- and off-ramps at Santa Monica Boulevard, a northward directed half set of ramps for Olympic/Pico Boulevards and a southward directed half set of ramps from National Boulevard. According to the most current (2007) data available through the Caltrans Website, the traffic volumes on the San Diego Freeway between Santa Monica Boulevard (State Route 2) and Wilshire Boulevard is approximately 291,000 vehicles per day (VPD). The Santa Monica Freeway (I-10) is the primary east-west freeway in Los Angeles County. This facility, located approximately one and three-quarter miles south of the project site, provides a continuous route from the City of Santa Monica through Downtown Los Angeles, continuing eastward as the San Bernardino Freeway through San Bernardino and Riverside counties. The Santa Monica Freeway provides four mainline travel lanes in each direction, with auxiliary lanes between some ramp locations. Surface street access is provided at Overland Avenue, National Boulevard and Robertson Boulevard. As previously mentioned, the Santa Monica Freeway has a full interchange with the San Diego Freeway approximately two and one-half miles southwest of the project site. Between National Boulevard and Robertson Boulevard, the traffic volume is approximately 276,000 VPD on the Santa Monica Freeway. Existing Streets and Highways Pico Boulevard is an east-west Major Highway Class II that forms the northern boundary of the project site. This roadway provides access from the City of Santa Monica to Central Avenue in downtown Los Angeles. In the study vicinity, Pico Boulevard provides three through lanes in each direction and left-turn channelization at most intersections. At some portions on Pico Boulevard, on-street parking during non-peak hours is permitted. However, some portions have parking restriction at all times. At Castello Avenue and Roxbury Drive, Pico Boulevard is restricted from turning right in the eastbound direction during PM peak hour. 10

83 Roxbury Drive is designated as a Collector Street. This north-south oriented roadway transitions from Hartford Way in the City of Beverly Hills and extends discontinuously to just north of Sawyer Street. In the vicinity of the project site, Roxbury Drive has one through lane in each direction. The on-street parking is allowed for vehicles with District No. 25 Permit, and 2-hour parking is allowed for other vehicles between 8:00 AM - 6:00 PM from Monday to Saturday. Castello Avenue is a designated Local Street that forms the eastern boundary of the project site. This north-south roadway extends from Peck Drive and Newman Street in the north to Horner Street in the south. This roadway provides one travel lane in each direction. The on-street parking is allowed for vehicles with District No. 25 Permit, and 2- hour parking is allowed for other vehicles between 8:00 AM - 6:00 PM from Monday to Saturday. Cashio Street is an east-west oriented Local Street located south of the project site. This roadway transitions from Roxbury Drive in the west to its eastern terminus at Crescent Heights Boulevard. East of Beverwil Drive, Cashio Street is designated a Collector Street. Near the project vicinity, this roadway provides one through lane in each direction. The on-street parking is allowed for vehicles with District No. 25 Permit, and 2-hour parking is allowed for other vehicles between 8:00 AM - 6:00 PM from Monday to Saturday. Beverly Drive is designated as a Major Highway Class II north of Pico Boulevard and a Local Street south of Pico Boulevard. This north-south oriented roadway extends from Franklin Canyon Drive in the north to Harlow Drive in the south. In the project vicinity, one through lane in each direction is provided with left-turn channelization at most intersections. Beverwil Drive is a Collector Street located east of the project site. It is a north-south oriented street which connects with Beverly Drive in the north and eventually becomes 11

84 Castle Heights Avenue at Kincardine Avenue. Near the project site, Beverwil Drive has two through lanes in each direction and left-turn channelization at key intersections. Existing Public Transit The Los Angeles County Metropolitan Transportation Authority (Metro) provides an extensive system of bus lines throughout the project area. Current regional transit information available through Metro indicates that two bus routes have stops within reasonable walking distance (approximately one-half mile or less) of the project site. In addition, Santa Monica also provides two Big Blue Bus routes near the project site. Metro Bus Service Line 28/328 provides east-west service between Century City and Downtown Los Angeles via Olympic Boulevard. In the project vicinity, a stop is provided on Olympic Boulevard at Camden Drive. Weekdays, Line 28/328 has headways of approximately 8 to 15 minutes. Saturday service on Line 28 has headways of approximately 7 to 18 minutes. Line 28 has headways of approximately 10 to 20 minutes on Sundays and holidays. Line 328 does not operate on weekends or holidays. Line 14 provides east-west service between Downtown Los Angeles and Beverly Hills via Beverly Boulevard. Near the project site, Line 14 travels on Pico Boulevard, with a stop at Beverly Drive. Weekday headways are approximately 10 to 12 minutes. Weekend and holiday service has headways of approximately 12 to 15 minutes. Santa Monica Big Blue Bus Line 5 provides service between Santa Monica, Century City and Rimpau Transit Center via Pico Boulevard, Olympic Boulevard and Colorado Avenue. In the project vicinity, Line 5 travels along Pico Boulevard with a stop provided at Beverly Drive. Service is provided Monday through Friday with headways of approximately 20 12

85 minutes. Saturday, Sunday and holiday services operate on longer headways of approximately 30 minutes. Line 7 operates between Santa Monica and Rimpau Transit Center, with limitedstop service provided by the express, Super 7 Line, during peak hours. Stops for Line 7 near the project site are provided along Pico Boulevard at Roxbury Drive and Beverwil Drive. Near the project site, a stop for the Super 7 Line is provided along Pico Boulevard at Beverly Drive. Line 7 buses operate on weekday headways of approximately 10 to 15 minutes while the Super 7 Line operates on weekday headways of approximately 20 minutes. Weekend and holiday schedules are provided with headways of approximately 15 to 20 minutes. Super 7 Line does not operate on weekends or holidays. In addition to these routes, additional public bus and rail opportunities are available via transfers to other lines and/or transit providers. When transfer opportunities are considered, the greater Los Angeles region is readily accessible from the project site by the transit system. Although public transportation is available, to provide a conservative analysis, no project trip generation reduction due to public transit has been assumed. Existing (2008) Traffic Volumes Peak-hour traffic counts at four of the study intersections were conducted in May 2007 by National Data & Surveying Services and Crain & Associates, during the weekday AM and PM peak periods. The remaining study intersection (Pico Boulevard and Castello Avenue) was counted in February 2008 by Traffic Solutions during the weekday AM and PM peak periods. All counts were gathered manually from 7:00 AM to 9:00 AM in the morning and 4:00 PM to 6:00 PM in the afternoon and were conducted when local schools were in session. The peak-hour and corresponding traffic volumes for both AM and PM peak periods were identified individually for each intersection based on the 13

86 combined four highest consecutive 15-minute volumes for all vehicular movements at the intersection. An annual ambience growth factor of 1.0 percent was compounded and applied to the 2007 volumes to represent existing volumes for the year Existing peak-hour volumes at the 5 study intersections are illustrated in Figures 4(a) and 4(b). (The traffic count data sheets are included in Appendix A, and the lane configurations and traffic controls are included in Appendix B.) Analysis of Existing (2008) Traffic Conditions An analysis of current traffic conditions was conducted on the streets serving the project area. Detailed traffic analyses of existing traffic conditions were performed at the following 5 study intersections and along one residential street segment location, all of which were selected in consultation with LADOT: Study Intersections 1. Pico Boulevard and Roxbury Drive (Signalized) 2. Pico Boulevard and Castello Avenue (2-Way Stop Control) 3. Pico Boulevard and Beverwil Drive (Signalized) 4. Pico Boulevard and Beverly Drive (Signalized) 5. Cashio Street and Beverwil Drive (Signalized) Study Residential Street Segment 1. Castello Avenue between Alcott Street and Cashio Street All of the four signalized study intersections are currently operated under the City s Automated Traffic Surveillance and Control (ATSAC) system and ATCS (Adaptive Traffic Control System). The ATSAC and ATCS signal enhancements, which provide computer monitoring of traffic demand and modify traffic signal timing in real time to 14

87

88

89 maximize capacity and decrease delay, have been recognized to increase intersection capacities by approximately seven and ten percent, respectively, at installed locations. The methodology used in this study for the analysis and evaluation of traffic operations at each study intersection is based on procedures outlined in Circular Number 212 of the Transportation Research Board. 1 This is consistent with the LADOT traffic study guidelines. In the discussion of Critical Movement Analysis for signalized intersections, procedures have been developed for determining operating characteristics of an intersection in terms of the "Level of Service" provided for different levels of traffic volume and other variables, such as the number of signal phases. The term "Level of Service" (LOS) describes the quality of traffic flow. LOS A to C operate well. LOS D typically is the level for which a metropolitan area street system is designed. LOS E represents volumes at or near the capacity of the highway, which might result in stoppages of momentary duration and fairly unstable flow. LOS F occurs when a facility is overloaded and is characterized by stop-and-go traffic with stoppages of long duration. A determination of the LOS at an intersection, where traffic volumes are known or have been projected, can be obtained through a summation of the critical movement volumes at that intersection. Once the sum of critical movement volumes has been obtained, the values indicated in Table 1 can be used to determine the applicable LOS. 1 Interim Materials on Highway Capacity, Circular Number 212, Transportation Research Board,Washington, D.C.,

90 Table 1 Critical Movement Volume Ranges* For Determining Levels of Service (LOS) Maximum Sum of Critical Volumes (VPH) 2-Way 4-Way Four STOP STOP Level of Two Three or More Sign Sign Service Phase Phase Phases Controlled Controlled A B 1,050 1, C 1,200 1,140 1, D 1,350 1,275 1,225 1, E 1,500 1,425 1,375 1,200 1,000 F Not Applicable * For planning applications only, i.e., not appropriate for operations and design applications. Capacity represents the maximum total hourly movement volume of vehicles in the critical lanes, which has a reasonable expectation of passing through an intersection under prevailing roadway and traffic conditions. For planning purposes, capacity equates to the maximum value of LOS E, as indicated in Table 1 for the signalized intersection. For unsignalized intersections, a capacity of 1,200 vehicles per hour per lane was assumed for 2-Way Stop controlled intersections, and a capacity of 1,000 vehicles per hour per lane was assumed for 4-Way Stop controlled intersections. The Critical Movement Analysis (CMA) values used in this study were calculated by dividing the sum of critical movement volumes by the appropriate capacity value. As Table 1 shows, this value varies for the type of signal control present or proposed at the study intersections since added signal phases reduce the capacity by adding yellow indication time. 18

91 Table 2 Level of Service (LOS) As a Function of Critical Movement Analysis (CMA) Values Level of Range of Service Description of Operating Characteristics CMA Values A Uncongested operations; all vehicles clear < 0.60 in a single cycle. B Same as above. >0.60 < 0.70 C Light congestion; occasional backups on >0.70 < 0.80 critical approaches. D Congestion on critical approaches, but >0.80 < 0.90 intersection functional. Vehicles required to wait through more than one cycle during short peaks. No long-standing lines formed. E Severe congestion with some long-standing >0.90 < 1.00 lines on critical approaches. Blockage of intersection may occur if traffic signal does not provide for protected turning movements. F Forced flow with stoppages of long duration. > 1.00 By applying this analysis procedure to the study intersections, the CMA value and the corresponding LOS for existing traffic conditions were calculated. These basic CMA calculations were adjusted, however, to account for traffic signal enhancements that are not considered in the CMA methodology, such as the City s ATSAC and ATCS System. LADOT has determined that this system results in an approximate seven percent and ten percent, respectively, increase in capacity over locations where the system is not implemented. Therefore, per LADOT policy, the CMA value calculated using the standard methodology was reduced by 0.07 for ATSAC implementation at existing signalized study intersections, and by 0.10 for the signalized intersections operating with ATSAC and ATCS, in order to approximate the improvement in intersection capacity resulting from the ATSAC/ATCS implementation. 19

92 The CMA value and the corresponding LOS for existing (2008) traffic conditions are shown in Table 3. The CMA calculation worksheets for existing conditions are included in Appendix D. Table 3 Critical Movement Analysis (CMA) and Level of Service (LOS) Summary Existing (2008) Traffic Conditions AM Peak Hour PM Peak Hour No. Intersection CMA LOS CMA LOS 1. Pico Boulevard & Roxbury Drive C B 2. Pico Boulevard & Castello Avenue C C 3. Pico Boulevard & Beverwil Drive C C 4. Pico Boulevard & Beverly Drive D E 5. Cashio Street & Beverwil Drive B A As the values in Table 3 indicate, in general, most study intersections in the project vicinity are experiencing relatively good levels of service (LOS A to C). The intersection of Pico Boulevard and Beverly Drive is currently operating at LOS D during the AM peak hour and LOS E during the PM peak hour. 20

93 PROJECT TRAFFIC The following section describes the methodology used to determine the trip generation, distribution and assignment of the project. Driveway access and parking for the project are also discussed. Trip Generation Traffic-generating characteristics of various land uses have been surveyed and documented in studies conducted under the auspices of the Institute of Transportation Engineers (ITE). The most recent information is provided in the 7th Edition of the ITE Trip Generation manual. For calculating daily and PM peak hour trips associated with the project, High School (ITE Land Use Code 530) rates were used. The West Los Angeles Transportation Improvement and Mitigation Specific Plan (TIMP) trip generation rates were used for the AM peak hour. For university students, use of one-half of the daily rate for Junior/Community College (ITE Land Use Code 540) was conservative since the classes are only held in the evening and all of the students are commuters rather than campus residents. Since classes are held only in the evening, the peak hour generation rates were set to zero. The daily, and AM and PM peak hours trip rates and equations used for determining the project s trip generation are shown in Table 4. 21

94 Table 4 Project Trip Generation Rates and Equations High School (per student) LU 530 Daily: [1] T = 1.71 (S) AM Peak Hour: [2] T = 0.41 (S); I/B = 69%, O/B = 31% PM Peak Hour: [1] T = 0.14 (S); I/B = 47%, O/B = 53% Junior/Community College (per student) LU 540 Daily: [3] T = 0.6 (S) AM Peak Hour: [3] T = 0 (S); I/B = 0%, O/B = 0% PM Peak Hour: [3] T = 0 (S); I/B = 0%, O/B = 0% Where: T = trip ends I/B = inbound percentages S = student O/B = outbound percentages LU = ITE land use code Source: [1] Daily and PM peak hour rates based on Trip Generation, 7th Edition, Institute of Transportation Engineers, [2] AM peak hour rates based on West Los Angeles TIMP Specific Plan. [3] The Junior/Community College rates were further modified to reflect that classes are currently restricted to the evening, and the proposed project would not change the current schedule. This was conservatively assumed to eliminate any reduction in peak hour trips from the decrease in allowed enrollment size and only assumed one-half of the usual decrease in daily trips. The above site trip generation calculation rates and equations were selected in accordance with standard LADOT procedures. These base trip rates present a worst case trip generation condition applicable only to suburban locations, as the trip generation rates and equations of ITE 7th Edition Trip Generation and West Los Angeles TIMP Specific Plan do not account for such trip reducing factors as multi-purpose trips or internal trips, extensive transit use, walk-in trips or pass-by trips. These factors may play a significant role in determining the actual traffic generating characteristics of a particular project. For purposes of a conservative analysis, the project trip generation calculations did not include any adjustments for internal, transit, walk-in or pass-by trips. For the purpose of assessing the project's traffic and transportation impacts, 200 students (the enrollment permitted by the 1999 CUP after phase one) is assumed as the existing baseline. As shown in Table 5, the enrollment amendments proposed by the project (i.e. increased enrollment to 350 high school students) would generate 22

95 approximately 257 daily trips, including 62 AM peak hour trips and 21 PM peak hour trips. ITE Table 5 Project Trip Generation AM Peak Hour PM Peak Hour Code Use/Description Daily I/B O/B Total I/B O/B Total Proposed Uses 530 High School 350 st Junior/Community College* 100 st Synagogue Expansion** 100 person Subtotal Existing Uses: 530 High School (Entitled) 200 st Junior/Community College* 200 st Synagogue Expansion** 25 person Subtotal Net Project Trips: * Junior/Community College operates in the evening only with no weekday class starting prior to 7:00 PM. Half of the normal generation for the daily value was assumed with no peak hour generation included. ** Synagogue will continue to operate in the evening only during the weekdays with no weekday service starting before 7:00 PM. Proposed-assumed 2.5 person/car, 100 persons/2.5=40 trips for one direction, 80 trips for inbound and outbound daily trips. Existing-assumed 2.5 person/car, 25 persons/2.5=10 trips for one direction, 20 trips for inbound and outbound daily trips. Trip Distribution Estimation of the directional distribution of project trips was the next step in the analytical process. This trip distribution pattern for the project was determined by considering the proposed land use, existing traffic movements, characteristics of the surrounding roadway system, the geographic location of the project site and its proximity to freeways and major travel routes. In addition, student enrollment data based on zip codes was used to estimate the directional distribution from the location of student residences. The 1999 CUP includes a Cul-de-Sac along Castello Avenue south of the school driveway, which will be constructed before the proposed project. As a result, no trips were assigned along Castello Avenue to the south. A neighborhood 23

96 improvement at the intersection of Pico Boulevard/Beverwil Drive was approved and is currently under construction. This improvement measure is being made as part of the Neighborhood Traffic Program and includes the installation of a landscaped median on Beverwil Drive in order to reduce the number of southbound travel lanes south of Pico Boulevard and thereby to reduce the volume of cut-through traffic. In light of this improvement, Beverwil Drive is not treated as a main access route for the project trips. Based on these factors, the generalized trip distribution shown in Table 6 was estimated for the project. Table 6 Directional Trip Distribution Direction Percentage of Trips North 15% South 15% East 40% West 30% Total: 100% Trip Assignment The assignment of project traffic to the street and highway systems was accomplished in two steps. Using the directional distribution percentages for the project area developed previously, the number of trips in each direction was calculated. The second step was to assign these trips to specific routes within the study area, including surface streets and freeways, using the percentages shown in Figure 5. The assignment is based on traffic directly accessing the project site. Project traffic volumes at the study intersections for the AM and PM peak hours, based on the net volumes shown in Table 5 are shown in Figures 6(a) and 6(b). Project Parking and Access Currently, the school provides 65 parking spaces on site. 85 parking spaces are required upon completion of phase two in accordance with the 1999 CUP. The project proposes a 24

97 total on site parking supply of 100 spaces. Access to the project site will be provided via a full-service driveway along Castello Avenue located between Pico Boulevard and the planned Cul-de-Sac to be implemented per the 1999 CUP. The drop-off/loading zone will be accommodated within the project site, which would not cause any problem to the street traffic along Castello Avenue. The anticipated parking demand for the project is set forth in Table 7. As shown in the Table 7, the parking supply of 100 spaces will meet the school parking demand for both weekday daytime and evening. Table 7 Parking Demand Estimate Weekday Daytime Parking Demand Weekday Evening Parking Demand Students Students 350 High School Students 35 spaces 350 High School Students 9 spaces 100 JSI/University Students 0 spaces 100 JSI/University Students 10 spaces Staff Staff 35 Full-Time Faculty/Staff 35 spaces 35 Full-Time Faculty/Staff 9 spaces 14 Part-Time Faculty/Staff 14 spaces 14 Part-Time Faculty/Staff 4 spaces 1 Maintenance 1 spaces 1 Maintenance 1 spaces Subtotal 85 spaces Subtotal 33 spaces Visitor Approximately 10% 9 spaces Visitor 300 non-student seats 60 spaces in auditorium. Total 94 spaces Total 93 spaces Parking Assumptions Daytime Evening Group Ratio Assumption Basis Ratio Assumption Basis High School Students 1:10 Current CUP Analysis 1/4 Daytime ULI Shared Parking (6PM employee) University Students 0 Not Applicable 1:10 Current CUP Analysis Full-time Faculty/Staff 1:1 Current CUP Analysis 1:4 Daytime ULI Shared Parking (6PM employee) Part-time Faculty/Sraff 1:1 Current CUP Analysis 1:4 Daytime ULI Shared Parking (6PM employee) Maintenance 1:1 Current CUP Analysis 1:4 Daytime ULI Shared Parking (6PM employee) Visitor 10% Current CUP Analysis 1:5 50% by bus/walk-in and 1:2.5 for portion arriving by auto. 25

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100

101 In addition to the project requirements from the 1999 CUP, the project will continue to provide on-site parking free of charge to students, faculty and employees and to other visitors to the YULA Facilities. No parking spaces on the subject property shall be allocated or permitted to be used by any third party or by any staff or visitors to the Simon Wiesenthal Center, Moriah Films or the Museum of Tolerance. All YULA students, faculty, employees and visitors will be required to park on the subject premises except for special events where off-site parking is provided. Consistent with the 1999 CUP, each student, faculty member and employee who parks on the subject premises shall be issued, on an annual basis, an individually numbered parking permit which shall be prominently displayed on the dashboard or rear view mirror of the car. Consistent with the 1999 CUP, parking on residential streets by YULA students, parents, faculty and employees will continue to be prohibited. The applicant shall inform students, parents, faculty and employees of all regulations concerning restriction on parking and loading and unloading of students. The applicant will continue to maintain a progressive disciplinary system of enforcement. If any condition is violated, YULA will assess the violator a fine of $50.00 for the first offense, $ for the second offense. A third offense shall also result in the temporary suspension of the involved student(s) from YULA.. Security guard(s) shall be responsible for reporting to the YULA Liaison, the license number of any car belongs to a student, family, faculty member or employee seen parking on a residential street or seen loading or unloading students offsite. If any type of event at YULA is expected to attract more vehicles than the available number of parking spaces on-site including the accounting of vehicles parked on-site belonging to students, faculty and employees, the applicant shall provide free and conveniently accessible parking through the use of one or more of the following measures, as appropriate: a) a complimentary valet service: b) a stacking system using tandem parking on-site; c) the use of parking at another location within 750 feet of the 29

102 subject premises; and/or d) an off-site shuttle system. If a shuttle system is used, shuttle vehicles shall be of a capacity which will facilitate the transportation of persons to and from YULA so that time waiting for such shuttles is minimized and the use of shuttles is maximized. Signs shall be posted in highly visible locations, and security guard(s) and/or parking attendant(s) shall be located at the entrance to the YULA parking lot, to direct vehicles to the designated parking areas(s) and to admonish drivers not to park in the residential areas. YULA shall institute a program by which parking is assigned to students, parents, visitors, faculty and employees at a specific location on-site or off-site, prior to an event which is expected to exceed on-site parking capacity. Such a program shall be designed to avoid traffic congestion and circulation problems associated with drivers arriving at a parking location and being turned away due to the capacity of such parking area having been reached. In addition, the Los Angeles Municipal Code (LAMC) parking requirement was also analyzed for the proposed project. As shown in Table 8, the Code parking requires a total of 265 parking spaces. Compared to the proposed supply of 100 parking spaces, there is a shortage of 165 spaces per the Los Angeles Municipal Code parking requirement. However, as discussed above and as shown in Table 7, the actual parking demand on site is a maximum of 94 spaces. The project would provide 100 spaces, which would exceed daily parking demand by six spaces. Table 8 Los Angeles Municipal Code Parking Requirement Uses Parking Ratio Parking Demand 400 seat High School Gym 1/ 5 seats 80 spaces 5,760 sf Gym Floor (Total 6,860sf, 1,100sf for seating) 1/ 35 sf 165 spaces 100 student JSI/University Students 1/ 5 students 20 spaces Total: 265 spaces 30

103 Neighborhood On-Street Parking Analysis As discussed above, the project will provide sufficient parking spaces on the school site to meet normal operating needs, and with a combination of on-site and off-site parking for special events. For informational purposes, an on-street parking survey was conducted on Thursday, January 10 and Friday, January 11, 2008 (while local schools were in session) along the school adjacent streets. These street segments include Roxbury Drive and Castello Avenue between Pico Boulevard and Cashio Street, Alcott Street and Saturn Street between Castello Avenue and Beverwil Drive, and Cashio Street between Roxbury Drive and Beverwil Drive. As shown in Table 9, during the adjacent streets peak parking period (12:30 PM - 1:30 PM), the survey shows a maximum of 66% of on-street parking occupancy along Roxbury Drive between Pico Boulevard and Cashio Street. Overall onstreet parking occupancy along the school adjacent streets is approximately 33% during the peak parking period (12:30 PM - 1:30 PM). Therefore, the on-street parking occupancy is relatively low and the parking demand is under the capacity along the school adjacent neighborhood streets. Table 9 School Adjacent On-Street Parking Occupacy Summary (12:30 PM 1:30 PM) Estimated Parking Parking Parking Street Segment Demand Spaces Occupacy 1. Roxbury Dr. btw. Pico Blvd. & Cashio St % 2. Castello Ave. btw. Pico Blvd. & Cashio St % 3. Alcott St. btw. Castello Ave. & Beverwil Dr % 4. Saturn St. btw. Castello Ave. & Beverwil Dr % 5. Cashio St. btw. Roxbury Dr. & Beverwil Dr % Total % 31

104 FUTURE TRAFFIC CONDITIONS To forecast year 2012 pre-project conditions, the Traffic Study utilizes two separate, though overlapping, techniques in accordance with LADOT practices and policy. First, as discussed further below, the Traffic Study assumes that existing (2008) traffic volumes will grow by a factor of 1% each year until 2012 when the Project is completed. While the 1% factor is intended to account for all reasonably foreseeable traffic growth from new development and other sources, in addition to the 1% annual growth factor, the Traffic Study also assumes the build-out of all identified related development projects proposed in the project area, as discussed further below. Finally, in accordance with LADOT practice and policy, the Traffic Study assumes that the related projects will not be accompanied by any traffic mitigation measures. In actuality, however, most major projects are accompanied by traffic mitigation because of the requirements of CEQA. The intention of this methodology is to provide a worst case scenario against which to assess potential traffic impacts and identify mitigation measures. This methodology is likely to significantly overstate future traffic conditions in the vicinity of the project. The above analysis provides the baseline traffic volumes for the analysis of future (2012) conditions, referred to as the Future (2012) Without Project condition. Finally, project traffic was analyzed as an incremental addition to the Future (2012) Without Project condition to establish the Future (2012) With Project condition and to determine project traffic impacts. Traffic Growth Based on an analysis of the trends in traffic growth in the study area over the last several years, an annual traffic growth factor of 1.0 percent for the area street system has been deemed reasonable in consultation with LADOT. This growth factor is used to account for increases in traffic resulting from new development and other sources, including without 32

105 limitation projects not yet proposed or outside of the study area. This "growth factor" was applied to the existing (2008) traffic volumes to develop the estimated baseline volumes for the future study year Related Projects In addition to the use of the ambient growth rate, listings of potential projects located in the study area ("related projects") that might be developed within the study time frame were obtained from the City of Los Angeles Department of Transportation, City of Beverly Hills, Los Angeles Unified School District (LAUSD) and recent studies of projects in the area. A review of this information indicated that 61 related projects (including, but not limited to the adjacent Museum of Tolerance expansion project) could contribute significant traffic volumes to the five study intersections. As noted previously, the ambient traffic growth factor is expected to accurately represent all area traffic growth within the study period and, as such, the inclusion of the 61 related projects in addition to the assumed background traffic growth may tend to overstate cumulative traffic volumes. The locations of the related projects are illustrated in Figure 7, with their descriptions and trip generations shown in Table 10. Daily, AM and PM peak hour trips were estimated by applying trip generation rates from the ITE manual, Trip Generation, 7th Edition. These trip generation rates and equations are included in Appendix C. The existing phase one entitlement allows enrollment of 200 high school students, however, during the 2007 school year, enrollment was 186 high school students. Therefore, the difference between the existing condition and the phase one entitlement condition was added as related project number 61. For the analysis of Future (2012) "Without Project" traffic conditions, the related projects trip generation was assigned to the study area circulation system, using methodologies similar to those previously described for project trip assignment, with the assumption of 33

106

107 Table 10 Related Projects Location, Description and Trip Generation Map No. AM Peak Hour PM Peak Hour Location (Address) Size Unit Description Daily In Out Total In Out Total W. Pico Boulevard [1] 360,000 sf Studio (remainder estimate) 4, Avenue of the Stars 147 du Condominium (St. Regis) Avenue of the Stars [2] 763,900 sf Office (11,357) 101 (181) (80) (683) (216) (899) 16,012 sf High-turnover Restaurant 16,011 sf Quality Restaurant 19,214 sf Retail 10,675 sf Cultural Center (332,856) sf Office (to be removed) (1,751) st Cinema (to be removed) (2,250) st Shubert Theatre (to be removed) (117,212) sf High-turnover Restaurant (to be removed) (39,071) sf Quality Restaurant (to be removed) (61,970) sf Retail (to be removed) (44,277) sf Health Club (to be removed) Constellation Avenue [3] 483 du Condominium (1,636) (37) (49) (105) (154) (9,150) sf Bank (to be removed) (6,700) sf Office (to be removed) (19,754) sf Restaurant (to be removed) Santa Monica Boulevard 300 du Condominium 1, Wilshire Boulevard [4] 252 du Condominium (321) (6) (18) (24) 15,600 sf Retail 4,800 sf Quality Restaurant (220,000) sf Department Store (to be removed) Wilshire Boulevard 50 rm Hotel (net change) du Condominium (net change) ,500 sf Restaurant 1, , Wilshire Boulevard [5] 95,000 sf Office 1, (4) (9,633) sf Retail (to be removed) Wilshire Boulevard [6] 84,000 sf General Office 1, ,000 sf Specialty Retail 7,000 sf Restaurant (26,000) sf General Office (To be removed) S. Linden Drive 76 du Senior Congregate Care Facility SEC Wilshire Boulevard & Peck Drive [7] 60 du Condominium ,000 sf Specialty Retail 35

108 Map No. Table 10 (continued) Related Projects Location, Description and Trip Generation Location (Address) Size Unit Description Daily In Out Total In Out Total N. Canon Drive 40,000 sf Office ,000 sf Retail ,000 sf Restaurant , N. Beverly Drive [8] 214 rm Hotel 2, N. Canon Drive 25 du Condominium 27,000 sf Commercial/Retail 33,279 sf Public Garden N. Beverly Drive [9] 177,225 sf Office 4, ,875 sf Retail 8,000 sf Restaurant Wilshire Boulevard [10] 54 du Condominium ,600 sf Quality Restaurant 8,400 sf Retail S. Oakhurst Drive 11 du Residential W. Pico Boulevard 360 st Private School ,615 sf Specialty Retail du Apartment , S. Beverly Green Drive 5 du Condominium 29 Nominal S. Fox Hills Drive 15 du Condominium N. Hillgreen Drive 9 du Condominium Smithwood Drive 1 du Apartment S. Beverly Drive 9,325 sf Church Expansion Olympic Boulevard 9,000 sf Synagogue ,000 sf Private School Nominal Nominal Nominal N. La Peer Drive 16 du Condominium Reeves Drive 10 du Condominium S. Reeves Drive 23 du Condominium (24) du Condominium (to be removed) (141) (2) (9) (11) (8) (4) (12) (6) 0 (1) (1) S. Camden Drive 40 du Condominium El Camino 66 st Screening Room Nominal Reeves Drive 3 du Condominium AM Peak Hour PM Peak Hour

109 Table 10 (continued) Related Projects Location, Description and Trip Generation Map No. AM Peak Hour PM Peak Hour Location (Address) Size Unit Description Daily In Out Total In Out Total N. Crescent Drive 88 du Residential Wilshire Boulevard 40,000 sf Office/Retail , N. Crescent Drive 80 du Assisted Care Facility N. Beverly Drive 45,000 sf Office 1, N. Canon Drive 11,900 sf Retail Wilshire Boulevard 14,996 sf Shopping Center ,996 sf Office N. Camden Drive 1,750 sf Retail Expansion Wilshire Boulevard 204 rm Hotel 1, Lasky Drive 42 rm Hotel SWC Wilshire Boulevard/Santa Monica Boulevard 120 du Condominium [11] 522 du Hotel 12,270 rm Restaurant Existing Hotel credit Burton Way 14,570 sf Retail 1, Wilshire Boulevard [12] 7,285 sf Office ,285 sf Retail 1, , Wilshire Boulevard 60,856 sf Office ,260 sf Retail 1, ,000 sf Restaurant , Wilshire Boulevard 4,800 sf Retail du Residential Wilshire Boulevard 24,890 sf Medical Office Olympic Boulevard [13] 78 st Vehicle Service Center 1, Pico Boulevard 39 du Apartment ,327 sf Retail 1, , N. Crescent Drive 34,000 sf Cultural Center Wilshire Boulevard 30,000 sf Gym

110 Table 10 (continued) Related Projects Location, Description and Trip Generation Map AM Peak Hour PM Peak Hour No. Location (Address) Size Unit Description Daily In Out Total In Out Total N. Rodeo Drive 4,550 sf Retail Spalding Drive 4 du Condominium N. Swall Drive 3 du Condominium N. La Cienega Boulevard 14,000 sf Medical Office (14,000) sf Office (to be removed) (154) (19) (3) (22) (4) (17) (21) Elm Drive 25 du Condominium (8) du Condominium (47) (1) (3) (4) (3) (1) (4) Pico Boulevard [14] 100,000 sf Museum 1, /800 st Special Events Wetherly Drive [15] 140 du Condominium Durant Drive 11 du Condominium S. Hamilton Drive 3 du Condominium N. Doheny Drive 23 du Condominium (16) du Apartment (to be removed) (108) (2) (6) (8) (7) (3) (10) N. Rodeo Drive 120 st Private School N. Beverly Drive 2,500 sf Retail Santa Monica Boulevard [16] 358,881 sf Shopping Center 5,922 (235) 58 (177) du Condominium (289,460) sf Office (to be removed) W. Pico Boulevard [17] 200 st CUP Entitled Enrollment (186) st Current Enrollment (2007 school year) (318) (52) (24) (76) (12) (14) (26) Construction of Castello Avenue Cul-de-Sac Sources: [1] Trip generation rates based on Traffic Impact Analysis for the Renovation and Expansion of Fox Studio Facilities, Century City, Crain & Associates, Revised October [2] Traffic Impact Study for Office, Commercial and Cultural Use Project at 2000 Avenue of the Stars, Century City, Crain & Associates, June [3] Draft Traffic Study for Constellation Boulevard Residential Project, Century City, Kaku Associates, Inc., October [4] Draft EIR for 9900 Wilshire Boulevard, Impact Sciences, Inc., August [5] Draft Traffic Impact Study for the Proposed Beverly Hills Gateway Project at 9844 Wilshire Bouelvard, City of Beverly Hills, Crain & Associates, December [6] Traffic Impact Report for the Proposed Mixed Use at Wilshire Blvd & Spalding Dr of Beverly Hills, Crain & Associates, March [7] Traffic Impact Study for Proposed Mixed-Use Project at Southeast Corner of Wilshire Boulevard & Peck Drive, City of Beverly Hills, Crain & Associates, May [8] Traffic Impact Study for Beverly Hills Gardens and Montage Hotel, City of Beverly Hills, RBF Consulting, May [9] Traffic Impact Analysis for the Beverly/Wilshire Office Project, City of Beverly Hills, RBF Consulting, May [10] Traffic Impact Analysis for the 9200 Wilshire Boulevard Mixed-Use Project, City of Beverly Hills, Katz, Okitsu & Associates, January [11] The Beverly Hilton Revitalization Plan Draft EIR, Impact Sciences, Inc., August [12] Square footage per use not available. Assumed 50/50 split between office and retail uses. [13] Beverly Hills BMW Traffic Study, Katz, Okitsu & Associates, October 13, [14] Traffic Impact Study for Simon Wisenthal Center Museum of Tolerance, Crain & Associates, July [15] Traffic Imapct Report for the Proposed Condominium Development at 300 South Wetherly Drive, City of Los Angeles, Crain & Associates, June [16] Traffic Imapct Study Westfield Century City New Century Plan, City of Los Angeles, Linscott, Law & Greenspan, Engineers, October [17] 2007 school year enrollment is 186, the 1999 CUP entitlement enrollment is 200. To be conservative, the difference is assumed as a related project. 38

111 the 1999 CUP Cul-de-Sac constructed. The traffic shift due to the planned Cul-de-Sac was calculated and incorporated into the total related projects traffic volumes. The total related projects traffic volumes assigned to the study intersections are illustrated in Figures 8(a) and 8(b) for the AM and PM peak hours. As discussed above, the related projects traffic volumes were then combined with the growth-factored background traffic volumes described in the previous section, resulting in the Year 2012 Without Project AM and PM peak hours traffic estimates, which is shown in Figures 9(a) and 9(b). Highway System Improvements Many traffic improvements have already been implemented at key locations in the study area in order to utilize the existing street system more effectively and efficiently. For purposes of this study, no changes to the existing striping and traffic signal conditions were assumed for the future year analyses. The 1999 CUP includes the construction of a Cul-de-Sac along Castello Avenue near the south end of the school site. This Cul-de-Sac will be constructed before the proposed project. The implementation of the Cul-de-Sac is therefore assumed for the future conditions. The existing eastbound No-Right Turn 3:00 PM to 7:00 PM sign at the intersection of Pico Boulevard and Castello Avenue would no longer be necessary after construction of the Cul-de-Sac and will be removed to facilitate access to the project site from Pico Boulevard during the PM peak hour. This improvement is assumed in the analysis of the future conditions. However, Appendix E analyzes the change in impact results which would occur if the Cul-de-Sac were removed from the base conditions. The construction of a major transportation improvement to Santa Monica Boulevard within the City of Los Angeles was completed in January The dual roadway configuration of Santa Monica Boulevard and Little Santa Monica Boulevard was replaced by a single roadway as part of the Santa Monica Boulevard Transit Parkway Project. The 39

112

113

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116 reconstructed roadway configuration extends from the San Diego Freeway to Moreno Drive in the City of Beverly Hills. The Office of the Mayor of the City of Los Angeles released the Olympic-West Pico- East plan in November The plan proposes to ensure consistent rush hour parking restrictions along both Olympic and Pico Boulevards, to create preferential signal timing to allow commuters to move quickly along Olympic Boulevard heading west and Pico Boulevard heading east, and to add more westbound lanes on Olympic Boulevard and more eastbound lanes on Pico Boulevard. The three-phase project is intended to speed up the flow of traffic and reduce congestion on Olympic and Pico Boulevards along the seven-mile stretch between La Brea Boulevard and Centinela Avenue. The implementation of the plan is anticipated to increase the capacity of the street system in the project area, especially for eastbound and westbound traffic. The details of the plan, including lane configurations and the signal improvements have not been determined at the present time. In addition, the City's preliminary approval of the plan was set aside by the Los Angeles Superior Court on May 5, 2008 for failure to comply with CEQA. Therefore, it is anticipated that the Olympic-West Pico-East will be the subject of a separate traffic study and CEQA review that will assess cumulative conditions before such project is further considered or approved. Because none of the relevant details of the plan are known at this time, the plan is not assumed in the analysis of the future conditions. A neighborhood improvement at the intersection of Pico Boulevard/Beverwil Drive was approved and is currently under construction. This improvement measure is being made as part of the Neighborhood Traffic Program and includes the installation of a landscaped median on Beverwil Drive in order to reduce the number of southbound travel lanes south of Pico Boulevard and thereby to reduce the volume of cut-through traffic. These improvements were assumed in the future traffic conditions for both the Without Project and With Project scenarios. 44

117 Analysis of Future (2012) Traffic Conditions, Without and With Project The analysis of future traffic conditions at the five study intersections was performed using the same CMA analysis procedures used for existing conditions described previously in this report. As discussed earlier, for the analysis of future project traffic impacts, the current roadway system s characteristics were assumed to prevail. As described earlier, future (2012) baseline traffic volumes for the Without Project condition were determined by combining area ambient traffic growth with the total related projects traffic volumes. The Future (2012) Without Project AM and PM traffic volumes are illustrated in Figures 9(a) and 9(b). Traffic volumes generated by the project, as determined earlier, were then added to these baseline volumes to develop the Future (2012) With Project condition and determine traffic impacts directly attributable to the proposed development. These traffic volumes are shown in Figures 10(a) and 10(b) for the weekday AM and PM peak hours. The results of the Critical Movement Analysis (CMA) of future traffic conditions at the study intersections are summarized in Table 11. (The CMA calculation worksheets for future conditions are included in Appendix D.) As shown in Table 11, with the addition of ambient traffic growth and related projects traffic, three of the five study intersections are projected to operate at acceptable levels of service (LOS A to D) during both the AM and PM peak hours. The intersection of Pico Boulevard and Beverwil Drive is projected to operate at LOS E during the AM peak hour and LOS F during the PM peak hour. The intersection of Pico Boulevard and Beverly Drive is projected to operate at LOS D during the AM peak hour and LOS E during the PM peak hour. With the addition of project traffic, only the intersection of Pico Boulevard and Castello Avenue s LOS will change from LOS C to LOS D during the PM peak hour. 45

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119

120 Table 11 Critical Movement Analysis (CMA) Summary Future (2012) Traffic Conditions - Without and With Project Without Peak Project With Project Significant No. Intersection Hour CMA LOS CMA LOS Impact Impact 1. Pico Blvd. & Roxbury Dr. AM C C No PM B B No 2. Pico Blvd. & Castello Ave. AM C C No PM C D No 3. Pico Blvd. & Beverwil Dr. AM E E No PM F F No 4. Pico Blvd. & Beverly Dr. AM D D No PM E E No 5. Cashio St. & Beverwil Dr. AM C C No PM A A No LADOT Significant Impact Criteria The City of Los Angeles defines a significant intersection traffic impact based on a stepped scale, with intersections at high volume-to-capacity ratios being more sensitive to additional traffic than intersections operating with more available capacity. According to LADOT policy, a significant impact is identified as an increase in the CMA value (i.e., V/C ratio), due to project-related traffic, of or more when the final ( With project ) Level of Service is E or F, a CMA increase of or more when the final Level of Service is LOS D, or an increase of or more at LOS C. No significant impacts are deemed to occur with a final LOS of A or B, as these operating conditions exhibit sufficient surplus capacities to accommodate large traffic increases with little effect on traffic delays. These criteria are summarized in Table 12 below. 48

121 Table 12 LADOT Criteria for Significant Traffic Impact LOS Final CMA Value Project-Related Increase in CMA Value C equal to or greater than D > equal to or greater than E, F > equal to or greater than Based on these criteria and as shown in Table 11, the project traffic is not anticipated to significantly impact any of the five study intersections. Residential Street Traffic Impact Analysis A residential street traffic analysis was also conducted to determine the potential impact of project traffic on the residential street segment listed below. This selected location is considered the most appropriate indicator of traffic impacts the project could have on the surrounding residential street system. 1. Castello Avenue between Alcott Street and Cashio Street Per LADOT policy, the determination of a residential street traffic impact is based on daily traffic volumes traversing the study street segment. Daily traffic counts for the residential street segment were conducted on May 30, 2007 (while local schools were in session). An annual ambience growth factor of 1.0 percent was compounded and applied to the 2007 volume to represent an existing volume for the year The traffic count data is provided in Appendix A. These daily traffic volumes were used as the basis for the residential street impact analysis. For the analysis of the future traffic volumes on the residential street, future traffic volumes were estimated using the same procedures and assumptions described previously in the development of future intersection volumes. The Future Without Project Daily Traffic Volume (VPD) was based on the 1% annual ambient traffic growth 49

122 and related projects volumes. The Future With Project VPD included the addition of project traffic. The 1999 CUP includes the Cul-de-Sac along Castello Avenue south of the school driveway, which will be constructed before the proposed project. Therefore, no project trips were assumed along Castello Avenue south of the school driveway, including Castello Avenue between Alcott Street and Cashio Street. The results of the residential street impact analysis are summarized in Table 13. Table 13 Residential Street Impact Analysis Street Segment Existing Future (2012) ADT (2008) Without Project With Project Significant VPD Project Traffic Project Increase Impact 1. Castello Ave No btw. Alcott St. & Cashio St. LADOT defines a significant traffic impact on local streets, attributable to a project, based on a variable scale according to the criteria shown in Table 14. Table 14 LADOT Neighborhood Traffic Impact Criteria Projected Future ADT (With Project) Project-Related Increase in Final ADT 0 to trips or more 1,000 to 1, percent or more 2,000 to 2, percent or more 3,000 or more 8 percent or more Source: West Los Angeles Transportation Improvement and Mitigation Specific Plan (TIMP), adopted March 8, According to the above significance criteria and as summarized in Table 13, the project is not expected to significantly impact the analyzed residential street segment. 50

123 If the Cul-de-Sac were not constructed and therefore not included in the future conditions, it is estimated that only less than one-tenth of the project trips would travel along Castello Avenue from the south. Approximately 47% of the total project trips of 257 per day would need to travel to and from the south using this segment in order for this impact to be considered significant. Therefore, while the Cul-de-Sac will be constructed as a part of the 1999 CUP, it is not necessary to avoid a significant residential intrusion impact. A traffic study for Without Cul-de-Sac is included in Appendix E. Congestion Management Program (CMP) Impact Analysis To address the increasing public concern that traffic congestion was impacting the quality of life and economic vitality of the State of California, the Congestion Management Program (CMP) was enacted by Proposition 111. The intent of the CMP is to provide the analytical basis for transportation decisions through the State Transportation Improvement Program (STIP) process. A countywide approach has been established by the Metropolitan Transportation Authority (MTA), the local CMP agency, designating a highway network that includes all state highways and principal arterials within the County. The Level of Service at each CMP monitoring station is supervised by local jurisdictions in order to implement the statutory requirements of the CMP. If Level of Service standards deteriorate, then local jurisdictions must prepare a deficiency plan to meet conformance standards outlined by the countywide plan. The local CMP requires that all CMP intersections be analyzed where a project would likely add 50 or more trips during the peak hours. The nearest arterial CMP monitoring stations are: Santa Monica Boulevard at Wilshire Boulevard approximately one mile northwest of the project site; Wilshire Boulevard at La Cienega Boulevard - less than one and three-quarter miles northeast of the project site; and Santa Monica Boulevard at Westwood Boulevard slightly more than two miles west of the project site. A review 51

124 of the project trip distribution and net project traffic additions to the study vicinity shows that the proposed project will not add 50 or more trips per hour to any of these CMP intersections and no further CMP intersection analysis is warranted. According to the CMP, any freeway segment where a project is expected to add 150 or more trips in any direction during the peak hours is also to be analyzed. As shown in Table 5, the maximum number of directional project trips will be 42 inbound trips during the AM peak hour. As the maximum peak hour trips are substantially less than the freeway threshold of 150 directional trips, no additional CMP freeway analysis is necessary. 52

125 MITIGATION MEASURES As indicated in the preceding analyses, it is anticipated that neither any of the five study intersections nor the one study residential street segment would be significantly impacted; therefore, no project traffic mitigation measures are required. However, to be conservative, a monitoring requirement as listed below is recommended as a measure: For three years after full authorized high school enrollment is achieved, the applicant shall provide LADOT with an annual report prepared by a certified traffic engineer monitoring AM/PM peak hour trips for four consecutive days when the high school is in general session. If the monitoring report indicates that the high school is not in substantial compliance with the AM/PM peak hour traffic projections in the traffic study, a plan to reduce the traffic generation to such levels or require additional mitigation shall be implemented to the satisfaction of LADOT. 53

126 APPENDIX A TRAFFIC COUNT DATA SHEETS

127 VEHICLE TURNING MOVEMENT COUNT SUMMARY N/S STREET: Roxbury Dr E/W STREET: Pico Blvd Prepared by: National Data & Surveying Services Project # PERIOD: AM Peak Hour DATE: WEDNESDAY 5/30/2007 N 15-MINUTE WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND TOTALS L T R L T R L T R L T R TOTAL 7:00-7: :15-7: :30-7: :45-8: :00-8: :15-8: ,044 8:30-8: , :45-9: AM PEAK HOUR: 2,277 1-HOUR WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND 800 AM 26 TOTALS L T R L T R L T R L T R TOTAL 7:00-8:00 4 1, ,000 7:15-8:15 6 2, ,441 7:30-8:30 8 2, ,815 7:45-8:45 7 2, ,022 8:00-9: , ,034 * PERIOD: PM Peak Hour DATE: WEDNESDAY 5/30/ MINUTE WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND TOTALS L T R L T R L T R L T R TOTAL 4:00-4: :15-4: :30-4: :45-5: :00-5: ,024 5:15-5: ,084 5:30-5: , :45-6: ,051 2,162 PM PEAK HOUR: 1,186 1-HOUR WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND 500 PM 34 TOTALS L T R L T R L T R L T R TOTAL 33 4:00-5: , , ,674 4:15-5: , , ,839 4:30-5: , , ,003 4:45-5: , , ,096 5:00-6: , , ,202 *

128 INTERSECTION TURNING MOVEMENT COUNT SUMMARY CLIENT: CRAIN & ASSOCIATES PROJECT: YESHIVA OF LOS ANGELES II DATE: THURSDAY, FEBRUARY 28, 2008 PERIOD: 07:00 AM TO 09:00 AM INTERSECTION: N/S CASTELLO AVENUE E/W PICO BOULEVARD FILE NUMBER: 1-AM 15 MINUTE TOTALS SBRT SBTH SBLT WBRT WBTH WBLT NBRT NBTH NBLT EBRT EBTH EBLT HOUR TOTALS SBRT SBTH SBLT WBRT WBTH WBLT NBRT NBTH NBLT EBRT EBTH EBLT TOTALS A.M. PEAK HOUR PICO BOULEVARD CASTELLO AVENUE THE TRAFFIC SOLUTION 329 DIAMOND STREET ARCADIA, CALIFORNIA

129 INTERSECTION TURNING MOVEMENT COUNT SUMMARY CLIENT: CRAIN & ASSOCIATES PROJECT: YESHIVA OF LOS ANGELES II DATE: THURSDAY, FEBRUARY 28, 2008 PERIOD: 04:00 PM TO 06:00 PM INTERSECTION: N/S CASTELLO AVENUE E/W PICO BOULEVARD FILE NUMBER: 1-PM 15 MINUTE TOTALS SBRT SBTH SBLT WBRT WBTH WBLT NBRT NBTH NBLT EBRT EBTH EBLT HOUR TOTALS SBRT SBTH SBLT WBRT WBTH WBLT NBRT NBTH NBLT EBRT EBTH EBLT TOTALS P.M. PEAK HOUR PICO BOULEVARD CASTELLO AVENUE THE TRAFFIC SOLUTION 329 DIAMOND STREET ARCADIA, CALIFORNIA

130 VEHICLE TURNING MOVEMENT COUNT SUMMARY N/S STREET: Beverwil Dr/Camden Dr E/W STREET: Pico Blvd Prepared by: National Data & Surveying Services Project # PERIOD: AM Peak Hour DATE: WEDNESDAY 5/30/2007 N 15-MINUTE WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND TOTALS L T R L T R L T R L T R TOTAL 7:00-7: :15-7: :30-7: :45-8: ,027 8:00-8: ,034 8:15-8: ,078 8:30-8: , :45-9: AM PEAK HOUR: 2,005 1-HOUR WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND AM TOTALS L T R L T R L T R L T R TOTAL 7:00-8: , ,428 7:15-8: , ,826 7:30-8: , ,090 7:45-8: , ,301 * 8:00-9: , , PERIOD: PM Peak Hour DATE: WEDNESDAY 5/30/ MINUTE WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND TOTALS L T R L T R L T R L T R TOTAL 4:00-4: :15-4: ,016 4:30-4: ,057 4:45-5: :00-5: ,097 5:15-5: ,184 5:30-5: , :45-6: ,179 1,604 PM PEAK HOUR: 1,135 1-HOUR WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND 500 PM 575 TOTALS L T R L T R L T R L T R TOTAL 84 4:00-5: , , ,950 4:15-5: , , ,093 4:30-5: , , ,261 4:45-5: , , ,397 5:00-6: , , ,653 *

131 VEHICLE TURNING MOVEMENT COUNT SUMMARY N/S STREET: Beverly Dr E/W STREET: Pico Blvd Prepared by: National Data & Surveying Services Project # PERIOD: AM Peak Hour DATE: WEDNESDAY 5/30/2007 N 15-MINUTE WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND TOTALS L T R L T R L T R L T R TOTAL 7:00-7: :15-7: :30-7: :45-8: ,014 8:00-8: :15-8: :30-8: , :45-9: AM PEAK HOUR: 1,793 1-HOUR WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND 745 AM 37 TOTALS L T R L T R L T R L T R TOTAL 7:00-8: , ,293 7:15-8: , ,648 7:30-8: , ,882 7:45-8: , ,959 * 8:00-9: , , PERIOD: PM Peak Hour DATE: WEDNESDAY 5/30/ MINUTE WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND TOTALS L T R L T R L T R L T R TOTAL 4:00-4: , :15-4: :30-4: ,003 4:45-5: ,034 5:00-5: ,108 5:15-5: ,042 5:30-5: :45-6: ,009 1,480 PM PEAK HOUR: 1,142 1-HOUR WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND 430 PM 116 TOTALS L T R L T R L T R L T R TOTAL 63 4:00-5: , , ,039 4:15-5: , , ,142 4:30-5: , , ,187 * 4:45-5: , , ,156 5:00-6: , , ,

132 VEHICLE TURNING MOVEMENT COUNT SUMMARY N/S STREET: Beverwil Dr E/W STREET: Cashio St Prepared by: National Data & Surveying Services Project # PERIOD: AM Peak Hour DATE: WEDNESDAY 5/30/2007 N 15-MINUTE WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND TOTALS L T R L T R L T R L T R TOTAL 7:00-7: :15-7: :30-7: :45-8: :00-8: :15-8: :30-8: :45-9: AM PEAK HOUR: HOUR WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND 800 AM 22 TOTALS L T R L T R L T R L T R TOTAL 7:00-8: ,053 7:15-8: ,266 7:30-8: ,518 7:45-8: ,688 8:00-9: ,852 * PERIOD: PM Peak Hour DATE: WEDNESDAY 5/30/ MINUTE WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND TOTALS L T R L T R L T R L T R TOTAL 4:00-4: :15-4: :30-4: :45-5: :00-5: :15-5: :30-5: :45-6: PM PEAK HOUR: 46 1-HOUR WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND 500 PM 89 TOTALS L T R L T R L T R L T R TOTAL 46 4:00-5: ,494 4:15-5: ,594 4:30-5: ,784 4:45-5: ,867 5:00-6: ,991 *

133 Average Daily Traffic Volumes Volumes for: Wednesday, May 30, 2007 City: Los Angeles Project #: Location: Castello Ave btwn Pico Blvd & Cashio Prepared St by: Southland Car Counters AM Period NB SB EB WB PM Period NB SB EB WB 00: : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : Total Vol Daily Totals NB SB EB WB Combined AM PM Split % 61.2% 38.8% 36.8% 43.5% 56.5% 63.2% Peak Hour 07:15 07:15 07:15 12:00 16:30 16:30 Volume P.H.F

134 TRAFFIC COUNT SUMMARY City of Los Angeles STREET: Department of Transportation North/South ROXBURY DRIVE East/West PICO BOULEVARD Day: AM WEDNESDAY Date: MAY 30, 2007 Weather: CLEAR PM WEDNESDAY MAY 30, 2007 Hours: 7-9 AM 4-6 PM School Day: YES District: LOS ANGELES N/B S/B E/B W/B DUAL- WHEELED N/A N/A N/A N/A BIKES N/A N/A N/A N/A BUSES N/A N/A N/A N/A N/B TIME S/B TIME E/B TIME W/B TIME AM PK 15 MIN 130 8: : : :30 PM PK 15 MIN 46 4: : : :45 AM PK HOUR 444 8: :00 1,014 8:00 2,435 7:45 PM PK HOUR 159 4: :45 2,260 5:00 1,327 4:00 NORTHBOUND Approach SOUTHBOUND Approach TOTAL XING S/L XING N/L Hours Lt Th Rt Total Hours Lt Th Rt Total N-S Ped Sch Ped Sch N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A TOTAL TOTAL ,310 2,218 N/A N/A N/A N/A EASTBOUND Approach WESTBOUND Approach TOTAL XING W/L XING E/L Hours Lt Th Rt Total Hours Lt Th Rt Total E-W Ped Sch Ped Sch , ,027 2,682 N/A N/A N/A N/A , , ,353 3,367 N/A N/A N/A N/A , , , ,327 3,090 N/A N/A N/A N/A , , , ,293 3,553 N/A N/A N/A N/A TOTAL 253 5, ,692 TOTAL 86 6, ,000 12,692 N/A N/A N/A N/A

135 TRAFFIC COUNT SUMMARY City of Los Angeles STREET: Department of Transportation North/South CASTELLO AVENUE East/West PICO BOULEVARD Day: AM THURSDAY Date: FEBRUARY 28, 2008 Weather: CLEAR PM THURSDAY FEBRUARY 28, 2008 Hours: 7-9 AM 4-6 PM School Day: YES District: LOS ANGELES N/B S/B E/B W/B DUAL- WHEELED N/A N/A N/A N/A BIKES N/A N/A N/A N/A BUSES N/A N/A N/A N/A N/B TIME S/B TIME E/B TIME W/B TIME AM PK 15 MIN 24 7:30 8 7: : :45 PM PK 15 MIN 21 4: : : :30 AM PK HOUR 66 7: :00 1,114 8:00 2,508 7:45 PM PK HOUR 69 4: :00 2,487 5:00 1,350 5:00 NORTHBOUND Approach SOUTHBOUND Approach TOTAL XING S/L XING N/L Hours Lt Th Rt Total Hours Lt Th Rt Total N-S Ped Sch Ped Sch N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A TOTAL TOTAL N/A N/A N/A N/A EASTBOUND Approach WESTBOUND Approach TOTAL XING W/L XING E/L Hours Lt Th Rt Total Hours Lt Th Rt Total E-W Ped Sch Ped Sch , ,169 2,835 N/A N/A N/A N/A , , , ,448 3,562 N/A N/A N/A N/A , , , ,244 3,364 N/A N/A N/A N/A , , , ,350 3,837 N/A N/A N/A N/A TOTAL 53 6, ,387 TOTAL 151 6, ,211 13,598 N/A N/A N/A N/A

136 TRAFFIC COUNT SUMMARY City of Los Angeles STREET: Department of Transportation North/South BEVERWIL DRIVE East/West PICO BOULEVARD Day: AM WEDNESDAY Date: MAY 30, 2007 Weather: CLEAR PM WEDNESDAY MAY 30, 2007 Hours: 7-9 AM 4-6 PM School Day: YES District: LOS ANGELES N/B S/B E/B W/B DUAL- WHEELED N/A N/A N/A N/A BIKES N/A N/A N/A N/A BUSES N/A N/A N/A N/A N/B TIME S/B TIME E/B TIME W/B TIME AM PK 15 MIN 287 8: : : :30 PM PK 15 MIN 115 5: : : :30 AM PK HOUR 1,070 8: : :00 2,087 7:45 PM PK HOUR 419 5: :00 2,291 5:00 1,250 5:00 NORTHBOUND Approach SOUTHBOUND Approach TOTAL XING S/L XING N/L Hours Lt Th Rt Total Hours Lt Th Rt Total N-S Ped Sch Ped Sch N/A N/A N/A N/A , ,388 N/A N/A N/A N/A N/A N/A N/A N/A ,112 N/A N/A N/A N/A TOTAL 847 1, ,530 TOTAL 221 1, ,818 4,348 N/A N/A N/A N/A EASTBOUND Approach WESTBOUND Approach TOTAL XING W/L XING E/L Hours Lt Th Rt Total Hours Lt Th Rt Total E-W Ped Sch Ped Sch , ,859 2,563 N/A N/A N/A N/A , ,912 2,845 N/A N/A N/A N/A , , , ,124 2,967 N/A N/A N/A N/A , , , ,250 3,541 N/A N/A N/A N/A TOTAL 408 4,352 1,011 5,771 TOTAL 230 5, ,145 11,916 N/A N/A N/A N/A

137 TRAFFIC COUNT SUMMARY City of Los Angeles STREET: Department of Transportation North/South BEVERLY DRIVE East/West PICO BOULEVARD Day: AM WEDNESDAY Date: MAY 30, 2007 Weather: CLEAR PM WEDNESDAY MAY 30, 2007 Hours: 7-9 AM 4-6 PM School Day: YES District: LOS ANGELES N/B S/B E/B W/B DUAL- WHEELED N/A N/A N/A N/A BIKES N/A N/A N/A N/A BUSES N/A N/A N/A N/A N/B TIME S/B TIME E/B TIME W/B TIME AM PK 15 MIN 230 8: : : :45 PM PK 15 MIN 131 5: : : :45 AM PK HOUR 831 8: : :00 1,992 7:15 PM PK HOUR 475 5: :00 1,668 4:30 1,340 4:30 NORTHBOUND Approach SOUTHBOUND Approach TOTAL XING S/L XING N/L Hours Lt Th Rt Total Hours Lt Th Rt Total N-S Ped Sch Ped Sch N/A N/A N/A N/A ,249 N/A N/A N/A N/A ,110 N/A N/A N/A N/A ,223 N/A N/A N/A N/A TOTAL 609 1, ,263 TOTAL 460 1, ,082 4,345 N/A N/A N/A N/A EASTBOUND Approach WESTBOUND Approach TOTAL XING W/L XING E/L Hours Lt Th Rt Total Hours Lt Th Rt Total E-W Ped Sch Ped Sch , ,878 2,530 N/A N/A N/A N/A , ,836 2,682 N/A N/A N/A N/A , , , ,301 2,929 N/A N/A N/A N/A , , , ,312 2,908 N/A N/A N/A N/A TOTAL 271 4, ,722 TOTAL 205 5, ,327 11,049 N/A N/A N/A N/A

138 TRAFFIC COUNT SUMMARY City of Los Angeles STREET: Department of Transportation North/South BEVERWIL DRIVE East/West CASHIO STREET Day: AM WEDNESDAY Date: MAY 30, 2007 Weather: CLEAR PM WEDNESDAY MAY 30, 2007 Hours: 7-9 AM 4-6 PM School Day: YES District: LOS ANGELES N/B S/B E/B W/B DUAL- WHEELED N/A N/A N/A N/A BIKES N/A N/A N/A N/A BUSES N/A N/A N/A N/A N/B TIME S/B TIME E/B TIME W/B TIME AM PK 15 MIN 264 8: : : :45 PM PK 15 MIN 109 5: : : :00 AM PK HOUR 930 8: : : :00 PM PK HOUR 399 5:00 1,170 5: : :45 NORTHBOUND Approach SOUTHBOUND Approach TOTAL XING S/L XING N/L Hours Lt Th Rt Total Hours Lt Th Rt Total N-S Ped Sch Ped Sch N/A N/A N/A N/A ,195 N/A N/A N/A N/A ,193 N/A N/A N/A N/A ,170 1,569 N/A N/A N/A N/A TOTAL 45 2, ,222 TOTAL 418 2, ,455 4,677 N/A N/A N/A N/A EASTBOUND Approach WESTBOUND Approach TOTAL XING W/L XING E/L Hours Lt Th Rt Total Hours Lt Th Rt Total E-W Ped Sch Ped Sch N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A TOTAL TOTAL ,217 1,713 N/A N/A N/A N/A

139 APPENDIX B STUDY INTERSECTIONS GEOMETRICS AND TRAFFIC CONDITIONS

140

141 APPENDIX C RELATED PROJECTS TRIP GENERATION RATES

142 Appendix C Related Projects Trip Generation Rates and Equations Apartment (per dwelling unit) LU 220 Daily: T = 6.72 (D) AM Peak Hour: T = 0.51 (D); I/B = 20%; O/B = 80% PM Peak Hour: T = 0.62 (D); I/B = 65%; O/B = 35% Residential Condominium/Townhouse (per dwelling unit) LU 230 Daily: T = 5.86 (D) AM Peak Hour: T = 0.44 (D); I/B = 17%; O/B = 83% PM Peak Hour: T = 0.52 (D); I/B = 67%; O/B = 33% Congregate Care Facility (per dwelling unit) LU 253 Daily: T = 2.02 (D) AM Peak Hour: T = 0.06 (D); I/B = 59%; O/B = 41% PM Peak Hour: T = 0.17 (D); I/B = 55%; O/B = 45% Hotel (per room) LU 310 Daily: T = 8.17 (R) AM Peak Hour: T = 0.56 (R); I/B = 61%, O/B = 39% PM Peak Hour: T = 0.59 (R); I/B = 53%, O/B = 47% Health/Fitness Club (per 1,000 sf) LU 492 Daily: T = (A) AM Peak Hour: T = 1.21 (A); I/B = 42%, O/B = 58% PM Peak Hour: T = 4.05 (A); I/B = 51%, O/B = 49% Recreational Community Center (per 1,000 sf) LU 495 Daily: T = (A) AM Peak Hour: T = 1.62 (A); I/B = 61%, O/B = 39% PM Peak Hour: T = 1.64 (A); I/B = 29%, O/B = 71% High School (per student) LU 530 Daily: T = 1.71 (St); AM Peak Hour: T = 0.41 (St); I/B = 69%, O/B = 31% PM Peak Hour: T = 0.14 (St); I/B = 47%, O/B = 53% Special School (K-12) (per student) LU 536 Daily: T = 2.48 (St); AM Peak Hour: T = 0.79 (St); I/B = 61%, O/B = 39% PM Peak Hour: T = 0.17 (St); I/B = 43%, O/B = 57% C-1

143 Appendix C (continued) Related Projects Trip Generation Rates and Equations University (per student) LU 550 Daily: T = 2.38 (St); AM Peak Hour: T = 0.19 (St); I/B = 80%, O/B = 20% PM Peak Hour: T = 0.21 (St); I/B = 30%, O/B = 70% Church (per 1,000 sf) LU 560 Daily: T = 9.11 AM Peak Hour: T = 0.72 (A); I/B = 54%, O/B = 46% PM Peak Hour: T = 0.66 (A); I/B = 52%, O/B = 48% Synagogue (per 1,000 sf) LU 561 Daily: T = AM Peak Hour: T = 0.14 (A); I/B = 100%, O/B = 0% PM Peak Hour: T = 1.69 (A); I/B = 47%, O/B = 53% General Office Building (per 1,000 sf) LU 710 Daily: T = (A) AM Peak Hour: T = 1.55 (A); I/B = 88%, O/B = 12% PM Peak Hour: T = 1.49 (A); I/B = 17%, O/B = 83% Medical-Dental Office Building (per 1,000 sf) LU 720 Daily: T = (A) AM Peak Hour: T = 2.48 (A); I/B = 79%, O/B = 21% PM Peak Hour: T = 3.72 (A); I/B = 27%, O/B = 73% Specialty Retail (per 1,000 sf) LU 814 Daily: T = (A) AM Peak Hour:* T = 1.2 (A); I/B = 60%, O/B = 40% PM Peak Hour: T = 2.71 (A); I/B = 44%, O/B = 56% Shopping Center (per 1,000 sf) LU 820 Daily: Ln(T) = 0.65 Ln(A) AM Peak Hour: Ln(T) = 0.60 Ln(A) ; I/B = 61%, O/B = 39% PM Peak Hour: Ln(T) = 0.66 Ln(A) ; I/B = 48%, O/B = 52% High-Turnover (Sit-Down) Restaurant (per 1,000 sf) LU 932 Daily: T = (A) AM Peak Hour: T = (A); I/B = 52%, O/B = 48% PM Peak Hour: T = (A); I/B = 61%, O/B = 39% C-2

144 Appendix C (continued) Related Projects Trip Generation Rates and Equations Automobile Care Center (per 1,000 sf) LU 942 Daily: T = N/A AM Peak Hour: T = 2.94 (A); I/B = 65%, O/B = 35% PM Peak Hour: T = 3.38 (A); I/B = 50%, O/B = 50% Where: T = trip ends A = area I/B = inbound D = dwelling unit O/B = outbound R = room S = seat St = student Sources: Trip Generation, 7th Edition, Institute of Transportation Engineers, Washington D.C., * San Diego Traffic Generators, San Diego Association of Governments (SANDAG), April C-3

145 APPENDIX D CMA CALCULATION WORKSHEETS

146 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:1, PICO BOULEVARD & ROXBURY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: EXISTING (2008) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 14 N/A N/A N/A EASTBOUND 74 N/A N/A N/A NORTHBOUND 279 N/A 148 N/A 0 N/A SOUTHBOUND 66 N/A 44 N/A 78 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... C * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 2 9/18/ :14:24 AM

147 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:1, PICO BOULEVARD & ROXBURY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 21 N/A N/A N/A EASTBOUND 77 N/A N/A N/A NORTHBOUND 290 N/A 154 N/A 0 N/A SOUTHBOUND 93 N/A 46 N/A 82 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... C * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 3 9/18/ :14:24 AM

148 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:1, PICO BOULEVARD & ROXBURY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 21 N/A N/A N/A EASTBOUND 77 N/A N/A N/A NORTHBOUND 290 N/A 154 N/A 0 N/A SOUTHBOUND 95 N/A 46 N/A 82 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... C * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 4 9/18/ :14:24 AM

149 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:1, PICO BOULEVARD & ROXBURY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: EXISTING (2008) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 33 N/A 599 N/A 0 N/A EASTBOUND 65 N/A 739 N/A N/A N/A NORTHBOUND 56 N/A 40 N/A 24 N/A SOUTHBOUND 152 N/A 255 N/A 27 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... B * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 5 9/18/ :14:24 AM

150 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:1, PICO BOULEVARD & ROXBURY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 42 N/A 637 N/A 0 N/A EASTBOUND 67 N/A 790 N/A N/A N/A NORTHBOUND 60 N/A 42 N/A 37 N/A SOUTHBOUND 182 N/A 265 N/A 20 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... B * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 6 9/18/ :14:24 AM

151 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:1, PICO BOULEVARD & ROXBURY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 42 N/A 638 N/A 0 N/A EASTBOUND 67 N/A 790 N/A N/A N/A NORTHBOUND 60 N/A 42 N/A 37 N/A SOUTHBOUND 183 N/A 265 N/A 21 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... B * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 7 9/18/ :14:24 AM

152 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:2, PICO BOULEVARD & CASTELLO AVENUE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: EXISTING (2008) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 25 N/A N/A N/A EASTBOUND 11 N/A N/A N/A NORTHBOUND N/A N/A N/A N/A N/A 32 SOUTHBOUND N/A N/A N/A N/A N/A 10 EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 0 CMA VALUE LEVEL OF SERVICE... C Capacity used = File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 8 9/18/ :14:24 AM

153 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:2, PICO BOULEVARD & CASTELLO AVENUE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 29 N/A N/A N/A EASTBOUND 11 N/A N/A N/A NORTHBOUND N/A N/A N/A N/A N/A 26 SOUTHBOUND N/A N/A N/A N/A N/A 10 EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 0 CMA VALUE LEVEL OF SERVICE... C Capacity used = File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 9 9/18/ :14:24 AM

154 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:2, PICO BOULEVARD & CASTELLO AVENUE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 56 N/A N/A N/A EASTBOUND 11 N/A N/A N/A NORTHBOUND N/A N/A N/A N/A N/A 46 SOUTHBOUND N/A N/A N/A N/A N/A 10 EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 0 CMA VALUE LEVEL OF SERVICE... C Capacity used = File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 10 9/18/ :14:24 AM

155 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:2, PICO BOULEVARD & CASTELLO AVENUE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: EXISTING (2008) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 38 N/A 644 N/A 18 N/A EASTBOUND 18 N/A N/A N/A NORTHBOUND N/A N/A N/A N/A N/A 57 SOUTHBOUND N/A N/A N/A N/A N/A 39 EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 0 CMA VALUE LEVEL OF SERVICE... C Capacity used = File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 11 9/18/ :14:24 AM

156 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:2, PICO BOULEVARD & CASTELLO AVENUE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 14 N/A 710 N/A 8 N/A EASTBOUND 19 N/A N/A N/A NORTHBOUND N/A N/A N/A N/A N/A 16 SOUTHBOUND N/A N/A N/A N/A N/A 40 EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 0 CMA VALUE LEVEL OF SERVICE... C Capacity used = File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 12 9/18/ :14:24 AM

157 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:2, PICO BOULEVARD & CASTELLO AVENUE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 21 N/A 710 N/A 12 N/A EASTBOUND 19 N/A N/A N/A NORTHBOUND N/A N/A N/A N/A N/A 27 SOUTHBOUND N/A N/A N/A N/A N/A 40 EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 0 CMA VALUE LEVEL OF SERVICE... D Capacity used = File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 13 9/18/ :14:24 AM

158 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:3, PICO BOULEVARD & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: EXISTING (2008) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 51 N/A N/A N/A EASTBOUND 104 N/A N/A N/A NORTHBOUND 318 N/A N/A N/A SOUTHBOUND 32 N/A N/A N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... C * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 14 9/18/ :14:24 AM

159 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:3, PICO BOULEVARD & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 56 N/A N/A N/A EASTBOUND 156 N/A N/A N/A NORTHBOUND 366 N/A N/A N/A SOUTHBOUND 38 N/A 218 N/A 63 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... E * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 15 9/18/ :14:25 AM

160 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:3, PICO BOULEVARD & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 56 N/A N/A N/A EASTBOUND 158 N/A N/A N/A NORTHBOUND 370 N/A N/A N/A SOUTHBOUND 38 N/A 218 N/A 66 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... E * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 16 9/18/ :14:25 AM

161 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:3, PICO BOULEVARD & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: EXISTING (2008) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 85 N/A 573 N/A 0 N/A EASTBOUND 113 N/A N/A N/A NORTHBOUND 124 N/A N/A N/A SOUTHBOUND 79 N/A N/A N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... C * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 17 9/18/ :14:25 AM

162 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:3, PICO BOULEVARD & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 116 N/A 614 N/A 0 N/A EASTBOUND 174 N/A N/A N/A NORTHBOUND 118 N/A N/A N/A SOUTHBOUND 83 N/A 614 N/A 11 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... F * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 18 9/18/ :14:25 AM

163 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:3, PICO BOULEVARD & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 116 N/A 616 N/A 0 N/A EASTBOUND 175 N/A N/A N/A NORTHBOUND 119 N/A N/A N/A SOUTHBOUND 83 N/A 614 N/A 12 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... F * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 19 9/18/ :14:25 AM

164 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:4, PICO BOULEVARD & BEVERLY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: EXISTING (2008) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 42 N/A N/A N/A EASTBOUND 70 N/A N/A N/A NORTHBOUND 225 N/A 500 N/A 0 N/A SOUTHBOUND 85 N/A 176 N/A 0 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... D * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 20 9/18/ :14:25 AM

165 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:4, PICO BOULEVARD & BEVERLY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 44 N/A N/A N/A EASTBOUND 73 N/A N/A N/A NORTHBOUND 244 N/A 525 N/A 0 N/A SOUTHBOUND 88 N/A 193 N/A 0 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... D * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 21 9/18/ :14:25 AM

166 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:4, PICO BOULEVARD & BEVERLY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 44 N/A N/A N/A EASTBOUND 73 N/A N/A N/A NORTHBOUND 248 N/A 525 N/A 0 N/A SOUTHBOUND 88 N/A 193 N/A 0 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... D * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 22 9/18/ :14:25 AM

167 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:4, PICO BOULEVARD & BEVERLY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: EXISTING (2008) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 64 N/A 576 N/A 0 N/A EASTBOUND 73 N/A N/A N/A NORTHBOUND 122 N/A 270 N/A 44 N/A SOUTHBOUND 159 N/A 436 N/A 0 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... E * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 23 9/18/ :14:25 AM

168 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:4, PICO BOULEVARD & BEVERLY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 66 N/A 632 N/A 0 N/A EASTBOUND 76 N/A N/A N/A NORTHBOUND 128 N/A 286 N/A 46 N/A SOUTHBOUND 165 N/A 456 N/A 0 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... E * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 24 9/18/ :14:25 AM

169 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:4, PICO BOULEVARD & BEVERLY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 66 N/A 634 N/A 0 N/A EASTBOUND 76 N/A N/A N/A NORTHBOUND 129 N/A 286 N/A 46 N/A SOUTHBOUND 165 N/A 456 N/A 0 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... E * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 25 9/18/ :14:25 AM

170 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:5, CASHIO STREET & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: EXISTING (2008) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND N/A N/A N/A N/A N/A 616 EASTBOUND N/A N/A N/A N/A N/A 47 NORTHBOUND N/A N/A N/A N/A SOUTHBOUND 14 N/A N/A N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... B * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 26 9/18/ :14:25 AM

171 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:5, CASHIO STREET & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND N/A N/A N/A N/A N/A 644 EASTBOUND N/A N/A N/A N/A N/A 57 NORTHBOUND N/A N/A N/A N/A SOUTHBOUND 15 N/A N/A N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... C * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 27 9/18/ :14:25 AM

172 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:5, CASHIO STREET & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND N/A N/A N/A N/A N/A 646 EASTBOUND N/A N/A N/A N/A N/A 57 NORTHBOUND N/A N/A N/A N/A SOUTHBOUND 16 N/A N/A N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... C * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 28 9/18/ :14:25 AM

173 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:5, CASHIO STREET & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: EXISTING (2008) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND N/A N/A N/A N/A N/A 165 EASTBOUND N/A N/A N/A N/A N/A 261 NORTHBOUND N/A 154 N/A 249 N/A N/A SOUTHBOUND 254 N/A N/A N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... A * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 29 9/18/ :14:25 AM

174 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:5, CASHIO STREET & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND N/A N/A N/A N/A N/A 175 EASTBOUND N/A N/A N/A N/A N/A 279 NORTHBOUND N/A 153 N/A 336 N/A N/A SOUTHBOUND 264 N/A N/A N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... A * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 30 9/18/ :14:25 AM

175 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:5, CASHIO STREET & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND N/A N/A N/A N/A N/A 175 EASTBOUND N/A N/A N/A N/A N/A 279 NORTHBOUND N/A 153 N/A 337 N/A N/A SOUTHBOUND 264 N/A N/A N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... A * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total Cul-de-Sac, Row: 31 9/18/ :14:25 AM

176 APPENDIX E WITHOUT CUL-DE-SAC TRAFFIC STUDY

177 WITHOUT CUL-DE-SAC The 1999 CUP includes the construction of a Cul-de-Sac along Castello Avenue south of the school driveway, which will be constructed before the proposed project. The existing eastbound No-Right Turn 3PM to 7PM sign at the intersection of Pico Boulevard and Castello Avenue would no longer be necessary after construction of the Cul-de-Sac and will be removed to facilitate access to the project site from Pico Boulevard during the PM peak hour. To be conservative, the project is also analyzed for the Without Cul-de-Sac scenario. Trip Distribution Without Cul-de-Sac, the project traffic would cut through the neighborhood community south of the project site. The current eastbound No-Right Turn 3PM to 7PM sign at the intersection of Pico Boulevard and Castello Avenue is prohibiting the eastbound right turn traffic into the neighborhood. Without Cul-de-Sac, the sign will be in effect, therefore, the PM peak hour project distribution would be different from the AM peak hour. The project traffic distributions of the AM and PM peak hours are shown in Figures E-1(a) and E-1(b). The project traffic volumes of the AM and PM peak hours are shown in Figures E-2(a) and E-2(b).

178

179

180

181

182 Future Traffic Conditions As shown in Table E-1 for the study intersections analysis, and Table E-2 for the study residential street segment analysis, the completed project is not expected to result in any significant traffic impacts. Table E-1 Critical Movement Analysis (CMA) Summary Future (2012) Traffic Conditions - Without and With Project Without Cul-de-Sac Scenario Without Peak Project With Project Significant No. Intersection Hour CMA LOS CMA LOS Impact Impact 1. Pico Blvd. & Roxbury Dr. AM C C No PM B B No 2. Pico Blvd. & Castello Ave. AM C C No PM D D No 3. Pico Blvd. & Beverwil Dr. AM E E No PM F F No 4. Pico Blvd. & Beverly Dr. AM D D No PM E E No 5. Cashio St. & Beverwil Dr. AM C C No PM A A No Table E-2 Residential Street Impact Analysis for Without Cul-de-Sac Scenario Street Segment Existing Future (2012) ADT (2008) Without Project With Project Significant VPD Project Traffic Project Increase Impact 1. Castello Avenue No btw. Pico Boulevard & Cashio Street

183 APPENDIX F WITHOUT CUL-DE-SAC CMA CALCULATION WORKSHEETS

184 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:1, PICO BOULEVARD & ROXBURY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 21 N/A N/A N/A EASTBOUND 77 N/A N/A N/A NORTHBOUND 290 N/A 154 N/A 0 N/A SOUTHBOUND 93 N/A 46 N/A 82 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... C * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 2 9/18/2008 2:22:05 PM

185 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:1, PICO BOULEVARD & ROXBURY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 21 N/A N/A N/A EASTBOUND 77 N/A N/A N/A NORTHBOUND 290 N/A 154 N/A 0 N/A SOUTHBOUND 95 N/A 46 N/A 82 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... C * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 3 9/18/2008 2:22:05 PM

186 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:1, PICO BOULEVARD & ROXBURY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 42 N/A 637 N/A 0 N/A EASTBOUND 67 N/A 790 N/A N/A N/A NORTHBOUND 60 N/A 42 N/A 37 N/A SOUTHBOUND 182 N/A 265 N/A 20 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... B * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 4 9/18/2008 2:22:05 PM

187 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:1, PICO BOULEVARD & ROXBURY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 42 N/A 638 N/A 0 N/A EASTBOUND 67 N/A 791 N/A N/A N/A NORTHBOUND 60 N/A 42 N/A 37 N/A SOUTHBOUND 183 N/A 265 N/A 20 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... B * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 5 9/18/2008 2:22:05 PM

188 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:2, PICO BOULEVARD & CASTELLO AVENUE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 29 N/A N/A N/A EASTBOUND 11 N/A N/A N/A NORTHBOUND N/A N/A N/A N/A N/A 34 SOUTHBOUND N/A N/A N/A N/A N/A 10 EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 0 CMA VALUE LEVEL OF SERVICE... C Capacity used = File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 6 9/18/2008 2:22:05 PM

189 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:2, PICO BOULEVARD & CASTELLO AVENUE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 52 N/A N/A N/A EASTBOUND 11 N/A N/A N/A NORTHBOUND N/A N/A N/A N/A N/A 52 SOUTHBOUND N/A N/A N/A N/A N/A 10 EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 0 CMA VALUE LEVEL OF SERVICE... C Capacity used = File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 7 9/18/2008 2:22:05 PM

190 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:2, PICO BOULEVARD & CASTELLO AVENUE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 41 N/A 710 N/A 19 N/A EASTBOUND 19 N/A N/A N/A NORTHBOUND N/A N/A N/A N/A N/A 60 SOUTHBOUND N/A N/A N/A N/A N/A 40 EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 0 CMA VALUE LEVEL OF SERVICE... D Capacity used = File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 8 9/18/2008 2:22:06 PM

191 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:2, PICO BOULEVARD & CASTELLO AVENUE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 47 N/A 710 N/A 19 N/A EASTBOUND 19 N/A 900 N/A N/A N/A NORTHBOUND N/A N/A N/A N/A N/A 70 SOUTHBOUND N/A N/A N/A N/A N/A 40 EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 0 CMA VALUE LEVEL OF SERVICE... D Capacity used = File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 9 9/18/2008 2:22:06 PM

192 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:3, PICO BOULEVARD & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 56 N/A N/A N/A EASTBOUND 156 N/A N/A N/A NORTHBOUND 365 N/A N/A N/A SOUTHBOUND 38 N/A 218 N/A 63 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... E * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 10 9/18/2008 2:22:06 PM

193 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:3, PICO BOULEVARD & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 56 N/A N/A N/A EASTBOUND 158 N/A N/A N/A NORTHBOUND 365 N/A N/A N/A SOUTHBOUND 38 N/A 218 N/A 66 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... E * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 11 9/18/2008 2:22:06 PM

194 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:3, PICO BOULEVARD & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 89 N/A 627 N/A 0 N/A EASTBOUND 174 N/A N/A N/A NORTHBOUND 118 N/A N/A N/A SOUTHBOUND 83 N/A 614 N/A 24 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... F * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 12 9/18/2008 2:22:06 PM

195 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:3, PICO BOULEVARD & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 89 N/A 630 N/A 0 N/A EASTBOUND 175 N/A N/A N/A NORTHBOUND 118 N/A N/A N/A SOUTHBOUND 83 N/A 614 N/A 25 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... F * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 13 9/18/2008 2:22:06 PM

196 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:4, PICO BOULEVARD & BEVERLY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 44 N/A N/A N/A EASTBOUND 73 N/A N/A N/A NORTHBOUND 244 N/A 525 N/A 0 N/A SOUTHBOUND 88 N/A 193 N/A 0 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... D * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 14 9/18/2008 2:22:06 PM

197 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:4, PICO BOULEVARD & BEVERLY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 44 N/A N/A N/A EASTBOUND 73 N/A N/A N/A NORTHBOUND 248 N/A 525 N/A 0 N/A SOUTHBOUND 88 N/A 193 N/A 0 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... D * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 15 9/18/2008 2:22:06 PM

198 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:4, PICO BOULEVARD & BEVERLY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 66 N/A 632 N/A 0 N/A EASTBOUND 76 N/A N/A N/A NORTHBOUND 128 N/A 286 N/A 46 N/A SOUTHBOUND 165 N/A 456 N/A 0 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... E * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 16 9/18/2008 2:22:06 PM

199 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:4, PICO BOULEVARD & BEVERLY DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND 66 N/A 634 N/A 0 N/A EASTBOUND 76 N/A N/A N/A NORTHBOUND 129 N/A 286 N/A 46 N/A SOUTHBOUND 165 N/A 456 N/A 0 N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 3* CMA VALUE LEVEL OF SERVICE... E * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 17 9/18/2008 2:22:06 PM

200 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:5, CASHIO STREET & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND N/A N/A N/A N/A N/A 644 EASTBOUND N/A N/A N/A N/A N/A 57 NORTHBOUND N/A N/A N/A N/A SOUTHBOUND 15 N/A N/A N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... C * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 18 9/18/2008 2:22:06 PM

201 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:5, CASHIO STREET & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: AM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND N/A N/A N/A N/A N/A 646 EASTBOUND N/A N/A N/A N/A N/A 58 NORTHBOUND N/A N/A N/A N/A SOUTHBOUND 15 N/A N/A N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... C * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 19 9/18/2008 2:22:06 PM

202 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:5, CASHIO STREET & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITHOUT PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND N/A N/A N/A N/A N/A 175 EASTBOUND N/A N/A N/A N/A N/A 279 NORTHBOUND N/A 153 N/A 336 N/A N/A SOUTHBOUND 264 N/A N/A N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... A * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 20 9/18/2008 2:22:06 PM

203 CRAIN & ASSOCIATES CMA CALCULATIONS INTERSECTION:5, CASHIO STREET & BEVERWIL DRIVE DATE: 9/18/2008 INITIALS: TF PERIOD: PM PEAK HOUR CASE: FUTURE (2012) WITH PROJECT (WITHOUT CUL-DE-SAC SCENARIO) ** INPUT VOLUMES ** APPROACH ** RIGHT TURNS ** LEFT THROUGH MIN ON GREEN MAX ON RED WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** NUMBER OF LANES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R TOTAL ONLY SHARED ONLY SHARED ONLY SHARED LANES WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND ** ASSIGNED LANE VOLUMES ** APPROACH LEFT LEFT THROUGH RIGHT RIGHT L/T/R ONLY SHARED ONLY SHARED ONLY SHARED WESTBOUND N/A N/A N/A N/A N/A 175 EASTBOUND N/A N/A N/A N/A N/A 280 NORTHBOUND N/A 153 N/A 336 N/A N/A SOUTHBOUND 264 N/A N/A N/A EAST-WEST CRITICAL VOLUMES NORTH-SOUTH CRITICAL VOLUMES THE SUM OF CRITICAL VOLUMES NUMBER OF CRITICAL CLEARANCE INTERVALS... 2* CMA VALUE LEVEL OF SERVICE... A * Includes CMA value decreased due to ATCS Implementation. File: I:\Crain Projects\Active Projects\Yeshiva of Los Angeles II\Data\Icap7\YOLA Total xls, Worksheet: Total WO Cul-de-Sac, Row: 21 9/18/2008 2:22:06 PM

204 City of Los Angeles Appendix B: Letter regarding the Yeshiva High School Traffic Monitoring Report to the LADOT dated July 1, 2009 YULA Boys High School Expansion Recirculated Traffic/Transportation/Parking Chapter Appendices

205 TRANSMITTED July 1, 2009 Mr. Eddie Guerrero Transportation Engineer West LA/Coastal Development Review Los Angeles Department of Transportation 7166 W. Manchester Avenue Los Angeles, California RE: Yeshiva High School Traffic Monitoring Report Dear Eddie, Based on comments received on the Draft Environmental Impact Report (DEIR), we have conducted additional traffic analyses. In particular, we conducted a count to determine the actual current site generation for the school. This letter documents the results of that vehicle trip count of the actual current site, and corrects the analysis in the Draft EIR, as well as one traffic mitigation measure recommended by you for the project. Count surveys were conducted by Crain & Associates on Thursday, April 23 rd, 2009 which represented a typical general school day at Yeshiva High School. The 15-minute interval counts were collected from 7:00 AM to 9:00 AM and from 4:00 PM to 6:00 PM in order to cover the periods for the ITE manual trip generation rates which were used in the DEIR Traffic Study. Traffic related to Yeshiva High School was based on the number of vehicles counted entering or exiting the school driveway; or vehicles that dropped-off students outside of the school gate. Based on the vehicle trip counts conducted on April 23rd, the morning peak hour occurred between 7:00 AM to 8:00 AM. During this period, a total of 204 vehicles (123 inbound, 81 outbound) were identified as school-related traffic. The afternoon peak hour occurred 4:30 PM to 5:30 PM. During this period, a total of 123 vehicles (43 inbound, 80 outbound) were observed. Copies of the count and survey data are included as Attachment 1. These counts were then divided by the current enrollment level of 186 students in order to establish the current site per student generation rates.