IV. ENVIRONMENTAL IMPACT ANALYSIS C. TRAFFIC, CIRCULATION AND PARKING

Transcription

1 IV. ENVIRONMENTAL IMPACT ANALYSIS C. TRAFFIC, CIRCULATION AND PARKING 1. INTRODUCTION This section is based on the technical report Traffic Study for the Villa Marina Residential Project, prepared by Kaku Associates (September 2004). The traffic technical report, contained in Appendix C of this Draft EIR, analyzes the potential impacts of the proposed Mixed Use Project on the surrounding street and freeway system, as well as potential transit and construction impacts. 2. ENVIRONMENTAL SETTING a. Regional Street Network The Project Site is located within the westernmost portion of the 24-acre Villa Marina shopping center bounded on the west by Lincoln Boulevard (State Route 1/Pacific Coast Highway), on the north by Maxella Avenue, on the east by the portion of the Villa Marina shopping center that is not proposed for Project development, and on the south by the Marina Freeway (State Route 90). Regional access to the Project Site is provided via the Marina Freeway and Lincoln Boulevard. The main streets serving the Project Site are Venice Boulevard, Washington Boulevard, Maxella Avenue, Mindanao Way, and Glencoe Avenue. Descriptions of the key roadways serving the Project area are provided below: Washington Boulevard is a major highway class II road that runs generally in an eastwest direction within the Project area. This arterial provides direct connection for local and regional travel from downtown Los Angeles to the Venice Fishing Pier. Three through lanes are provided in each direction from Lincoln Boulevard to Glencoe Avenue. From Glencoe Avenue to Redwood Avenue, two through lanes are provided. The speed limit for Washington Boulevard is 35 miles per hour (mph). Venice Boulevard is a major highway class II road that runs generally in an east-west direction within the Project area. This arterial provides direct connection for local and regional travel from downtown Los Angeles to Venice City Beach. Three through lanes are provided in Page 110

2 the eastbound direction, while two to three through lanes are provided in the westbound direction. The speed limit on Venice Boulevard varies from 35 mph west of Lincoln Boulevard to 40 mph east of Lincoln Boulevard. Maxella Avenue is a collector road that starts from 0.7 mile east of the Project Site and ends just west of Lincoln Boulevard. Generally, one through lane with a double-yellow centerline median is provided in each direction, with the exception of the eastbound segment between Lincoln Boulevard and Del Rey Avenue and the westbound segment between Glencoe Avenue and Redwood Avenue, where two through lanes are provided with dual-left turn lanes. The speed limit for Maxella Avenue is 25 mph. Mindanao Way is a secondary road that starts west of Alla Road and ends west of Admiralty Way. Two through lanes are provided in each direction with a double-yellow centerline median throughout the Project area. The speed limit for Mindanao Way is 30 mph. Glencoe Avenue is a secondary road north of Maxella Avenue and a collector road south of Maxella Avenue. Glencoe Avenue intersects Washington Boulevard at a T intersection at the north end and terminates at Alla Road on the southeast end. Two through lanes are provided in each direction from south of Beach Avenue. The speed limit for Glencoe Avenue is 25 mph. b. Local Street Network The local streets serving the Project are under the jurisdiction of the. Although primary access would be provided by the Marina Freeway and Lincoln Boulevard, which are both State highways and, therefore, under the jurisdiction of Caltrans, the local street network serving the Project Site is a combination of adjacent streets and other major streets in the Project vicinity. Existing characteristics of the local street network are summarized in Table 2 on pages 112 through 114. c. Public Transportation The Project area is currently being served by Los Angeles County Metropolitan Transportation Authority (Metro) bus lines, Culver City bus lines, and Santa Monica Big Blue Bus lines. The transit routes serving the study area are described as follows and are shown on Figure 17 on page 115. Page 111

3 Table 2 EXISTING SURFACE STREET CHARACTERISTICS Lane Median Parking Restrictions Speed Segment From To NB/EB SB/WB Type NB/EB SB/WB Limit Lincoln Blvd. Victoria Ave. Victoria Ct. 2 2 DY 1hr 8a-6p Ex Sun 1hr 8a-6p Ex Sun 40 Victoria Ct. Lucille Ave. 2 2 DY 1hr 8a-6p Ex Sun 1hr 8a-6p Ex Sun 40 Lucille Ave. Venice Blvd. 2 2 DY 1hr 8a-6p Ex Sun/RD RD 40 Venice Blvd. Harding Ave. 2 2 DY RD RD 40 Harding Ave. Nelrose Ave. 2 2 DY 1hr 8a-6p Ex Sun 2hr 8a-6p Ex Sun 40 Nelrose Ave. Coeur D Alene Ave. 2 2 DY/2LT 2hr 8a-6p Ex Sun 2hr 8a-6p Ex Sun 40 Coeur D Alene Ave. Garfield Ave. 2 2 DY 1hr 8a-6p Ex Sun 1hr 8a-6p Ex Sun 40 Garfield Ave. Van Buren Ave./Zanja St. 2 2 DY 1hr 8a-6p Ex Sun 1hr 8a-6p Ex Sun 40 Van Buren Ave./Zanja St. Elm St. 2 2 DY 1hr 8a-6p Ex Sun 1hr 8a-6p Ex Sun 40 Elm St. Grant Ave. 2 2 DY/2LT 1hr 8a-6p Ex Sun 1hr 8a-6p Ex Sun 40 Grant Ave. Harrison Ave. 3 3 DY/2LT 1hr 8a-6p Ex Sun 1hr 8a-6p Ex Sun/ 40 No Stopping 7-9a 4-6p Harrison Ave. Washington Blvd. 3 3 DY/2LT 1hr 8a-6p Ex Sun RD 40 Washington Blvd. Maxella Ave LT2DY NSAT NSAT/2hr 8a-4p/ 40 No Stopping 7-9a 4-6p Maxella Ave. SR DY/RM NSAT NSAT 40 SR-90 Bali Way 3 3 RM NSAT NSAT 40 Bali Way Mindanao Way 3 3 RM NSAT NSAT 40 Mindanao Way Fiji Way 3 3 RM NSAT NSAT 40 Mindanao Way Admiralty Way Lincoln Blvd. 2 2 RM NSAT NSAT 30 N-S Lincoln Blvd. La Villa Marina 2 2 DY RD/No parking No parking Thu 30 Thu (St. Cleaning) (St. Cleaning) La Villa Marina SR-90 E 2 2 DY No parking Thu No parking Thu 30 (St. Cleaning) (St. Cleaning) SR-90 E SR-90 W 2 2 DY NSAT NSAT 30 SR-90 W Glencoe Ave. 2 2 DY/2LT PA PA 30 Page 112

4 Table 2 (Continued) EXISTING SURFACE STREET CHARACTERISTICS Lane Median Parking Restrictions Speed Segment From To NB/EB SB/WB Type NB/EB SB/WB Limit Glencoe Ave. Redwood Ave. 2 2 DY No Parking 2a-6a No Parking 2a-6a 30 Nightly Nightly Maxella Ave. Dead End Lincoln Blvd. 1 1 RM NSAT NSAT 25 E-W Lincoln Blvd. Del Rey Ave. 2 1 DY/2LT NSAT NSAT 25 Del Rey Ave. Glencoe Ave. 1 2 DY/2LT NSAT NSAT 25 Glencoe Ave. Redwood Ave. 1 1 DY 2hr 8a-6p Ex Sun/No PA 25 Parking 2a-6a Nightly Washington Abbot Kinney Blvd. Thatcher 2 2 DY 2hr 9a-4p, No Stopping 2hr 8a-6p Ex Sun a 4-6p Blvd. Thatcher Yale Ave. 2 2 DY/2LT 2hr 9a-4p, No Stopping 2hr 8a-6p Ex Sun a 4-6p E-W Yale Ave. Stanford Ave. 2 2 DY/2LT 2hr 9a-4p, No Stopping 2hr 8a-6p Ex Sun a 4-6p Stanford Ave. Carter Ave. 2 2 DY NSAT 2hr 8a-6p Ex Sun 35 Carter Ave. Lincoln Blvd. 2 2 DY NSAT 2hr 8a-6p Ex Sun 35 Lincoln Blvd. Del Rey Ave. 3 3 DY NSAT NSAT 35 Del Rey Ave. Glencoe Ave. 3 3 DY NSAT NSAT 35 Glencoe Ave. Walnut Ave. 2 2 DY No Parking 4-6a M-F (St. Sweeping)/ 2hr 8a-6p Ex Sun No Parking 4-6a M-F (St. Sweeping)/ 2hr 8a-6p Ex Sun 35 Walnut Ave. Redwood Ave. 2 2 DY No Parking 4-6a M-F (St. Sweeping)/ 2hr 8a-6p Ex Sun Venice Blvd. Naples Ave. Lincoln Blvd. 3 2 RM/DY No Parking 8a-10a Wed St. Cleaning E-W Lincoln Blvd. Penmar Ave. 3 2 RM/DY No Parking 8a-10a Wed St. Cleaning Penmar Ave. Walnut Ave. 3 3 RM No Parking 8a-10a Wed St. Cleaning Page 113 No Parking 4-6a M-F 35 (St. Sweeping)/ 2hr 8a-6p Ex Sun No Parking 8a-10a Wed 35 St. Cleaning NSAT 40 No Parking 8a-10a Wed St. Cleaning 40

5 Table 2 (Continued) EXISTING SURFACE STREET CHARACTERISTICS Lane Median Parking Restrictions Speed Segment From To NB/EB SB/WB Type NB/EB SB/WB Limit SR-90 Lincoln Mindanao Way 2 2 N/A NSAT NSAT 45 Mindanao Way Culver Blvd. 2 2 N/A NSAT NSAT 45 Glencoe Ave. Zanja St. Washington Blvd. 1 1 SDY/DY 2hr 8a-6p Ex Sun/No Parking 8a-12p Mon (St. Clean) 2hr 8a-6p Ex Sun/ No Parking 8a-12p Mon (St Clean) Washington Blvd. Beach Ave. 1 1 DY NSAT NSAT 25 Beach Ave. Maxella 2 2 DY PA PA 25 Maxella Mindanao Way 2 2 DY/2LT No Parking 2a-7a No Parking 2a-7a nightly 25 nightly Mindanao Way Tivoli Ave. 2 2 SDY/DY No Parking 7a-8p Daily/ No Parking 2a-7a nightly No Parking 2a-7a nightly Lanes: # = Number of lanes Parking: PA = Parking Allowed Median/Centerline: DY = Double Yellow NSAT = No Stopping Anytime SDY = Single Dashed Yellow Misc.: HR = Hour NPAT = No Parking Anytime 2LT = Dual Left Turn MIN = Minutes NP = No Parking UD = Undivided Lane MP = Meter Parking RD =Red curb RM = Raise Median / = Change in Parking Restriction Source: Kaku Associates, September Page 114

6 Page LEGEND 11 # Mixed Use Project Add Areas Project Boundary Analyzed Intersection Metropolitan Transportation Authority (MTA) Santa Monica Big Blue Bus Line (SM) LADOT Commuter Express (CE) Culver City (C) N Not to scale Figure 17 Study Area Transit Routes Source: Kaku Associates, 2004

7 MTA Lines 33/333 Lines 33/333 travel on Venice Boulevard from Santa Monica to downtown Los Angeles within the northern portion of the Project area. MTA Line 108 Line 108 travels on Admiralty Way, Mindanao Way, Centinela Avenue, and Slauson Avenue within the southern portion of the Project area. MTA Line 220 Line 220 travels on Admiralty Way, Mindanao Way, Alla Road, and Culver Boulevard within the southern portion of the Project area. Big Blue Bus Line 3 Line 3 travels on Lincoln Boulevard within the western portion of the Project area. Culver City Line 1 Line 1 travels along Washington Boulevard within the northern portion of the Project area. Commuter Express Line 437 Line 437 travels on Admiralty Way, Mindanao Way, Centinela Avenue, and Culver Boulevard. d. Existing Intersection Level of Service To determine baseline traffic volumes and intersection Levels of Service (LOS), traffic counts were conducted in June 2004 prior to the end of the school year at the following 11 study intersections in the Project vicinity. In order to identify streets and intersections most likely to be impacted by Project traffic, these intersections were identified in consultation with the Los Angeles Department of Transportation (LADOT). 1. Lincoln Blvd and Venice Blvd 2. Lincoln Blvd and Washington Blvd 3. Glencoe Ave and Washington Blvd 4. Redwood Ave and Washington Blvd 5. Lincoln Blvd and Maxella Ave 6. Glencoe Ave and Maxella Ave 7. Mindanao Way and Glencoe Ave 8. Mindanao Way and SR90 Marina WB 9. Mindanao Way and SR90 Marina EB Page 116

8 10. Lincoln Blvd and SR90 Marina Fwy 11. Lincoln Blvd and Mindanao Way All of the study intersections are currently signalized and controlled by the City of Los Angeles Mar Vista Automated Traffic Surveillance and Control (ATSAC) system. The location of the 11 study intersections in relation to the Project Site is illustrated in Figure 18 on page 118. Counts of vehicle turning movements were conducted at each of the 11 study intersections during the weekday A.M. and P.M. peak hours. These analysis periods were chosen to represent the time periods during which Mixed Use Project-related traffic would have the greatest impact upon the regional and local street system. In particular, the typical P.M. peak commuter hour is characterized by the highest hourly traffic volumes of the day and, as a result, the highest level of traffic congestion. Existing peak-hour traffic volumes and movements (turns) at the 11 study intersections are illustrated in Figure 3 in the Kaku Associates Traffic Impact Analysis, contained in Appendix C of this Draft EIR. The 11 study intersections are evaluated using the Critical Movement Analysis (CMA) method of analysis, which determines Volume-to-Capacity (V/C) ratios on a critical lane basis. The overall V/C ratio is subsequently assigned a Level of Service (LOS) for different degrees of traffic and other variables, such as the number of signal phases. Through the use of the CMA methodology, 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. Capacity represents the maximum total hourly movement of vehicles in the critical lanes, which has a reasonable expectation of passing through an intersection under prevailing roadway and traffic conditions. In general terms, LOS describes the quality of traffic flow. The procedures used to analyze the LOS for signalized intersections are set forth in the Transportation Research Board s, Transportation Research Circular No Table 3 on page 119 depicts the qualitative and quantitative definition of the range of LOS A through F. Existing (June 2004) Level of Service (LOS) conditions during the A.M. and P.M. peakhour conditions are summarized in Table 4 on page 120. As shown in Table 4, 9 of the 11 study intersections are operating at acceptable levels of service (LOS D or better) during both the A.M. and P.M. peak hours. The two study locations that are currently operating at poor levels of service are Lincoln Boulevard at Venice Boulevard and Lincoln Boulevard at Washington Boulevard. The intersection of Lincoln Boulevard and Venice Boulevard currently operates at LOS E during both the morning and afternoon peak hours while the intersection of Lincoln Boulevard and Washington Boulevard currently operates at LOS B during the A.M. peak hour and LOS E during the P.M. peak hour. Page 117

9 Page LEGEND # Mixed Use Project Add Areas Project Boundary Analyzed Intersection 11 N Not to scale Figure 18 Study Intersections Relative to the Project Site Source: Kaku Associates, 2004

10 Table 3 LEVEL OF SERVICE DEFINITIONS FOR SIGNALIZED INTERSECTIONS Level of Service Volume/Capacity Ratio Definition A EXCELLENT. No vehicle waits longer than one red light and no approach phase is fully used. B VERY GOOD. An occasional approach phase is fully utilized; many drivers begin to feel somewhat restricted with within groups of vehicles. C GOOD. Occasionally drivers may have to wait through more than one red light; backups may develop behind turning vehicles. D FAIR. Delays may be substantial during portions of the rush hours, but enough lower volume periods occur to permit clearing of developing lines, preventing excessive backups. E POOR. Represents the most vehicles intersection approaches can accommodate; may be long lines of waiting vehicles through several signal cycles. F >1.00 FAILURE. Backups from nearby locations or on cross streets may restrict or prevent movement of vehicles out of the intersection approaches. Tremendous delays with continuously increasing queue lengths. Source: Kaku Associates, September From Transportation Research Board. 3. PROJECT IMPACTS a. Methodology The analysis of traffic impacts addresses all activities occurring within the Project Site. As no physical changes are proposed for the Add Areas, there is no potential for traffic or parking impacts to occur. Therefore, the analysis presented below focuses on the impacts of the proposed Mixed Use Project and the proposed lot line adjustment. The methodology by which traffic impacts are evaluated involves several steps, including the identification of existing traffic conditions, the determination of future baseline conditions (without the Project s traffic), determination of appropriate morning and evening peak hours, the calculation of Project traffic, the assumed distribution of Project traffic, and a comparison of Project traffic with future traffic conditions without the Project. Page 119

11 Table 4 YEAR 2004 EXISTING CONDITIONS INTERSECTION LEVELS OF SERVICE Existing (2004) Intersection Peak Hour V/C LOS 1. Lincoln Blvd. & Venice Blvd. A.M E P.M E 2. Lincoln Blvd. & Washington Blvd. A.M B P.M E 3. Glencoe Ave. & Washington Blvd. A.M A P.M D 4. Redwood Ave. & Washington Blvd. A.M A P.M A 5. Lincoln Blvd. & Maxella Ave. A.M B P.M C 6. Glencoe Ave. & Maxella Ave. A.M A P.M A 7. Mindanao Way & Glencoe Ave. A.M A P.M C 8. Mindanao Way & SR90 Marina WB A.M A P.M B 9. Mindanao Way & SR90 Marina EB A.M B P.M D 10. Lincoln Blvd. & SR90 Marina Fwy A.M D P.M D 11. Lincoln Blvd. & Mindanao Way A.M C P.M D All study intersections are currently operating under ATSAC system. Source: Kaku Associates, September (1) Cumulative Base Conditions (Future 2008 Conditions Without the Proposed Mixed Use Project) To evaluate the potential impact of the Mixed Use Project on the local street system, estimates of future traffic conditions both with and without the Mixed Use Project are made. The future Cumulative Base represents future traffic conditions without the inclusion of traffic generated by the proposed Mixed Use Project. Based on historical trends, LADOT recommends an ambient traffic growth factor of 2 percent per year be used to adjust the existing year 2004 traffic volumes to reflect the effects of regional growth and development by the year Forecasts of cumulative base traffic volumes were developed by adding the traffic expected to be generated by the list of cumulative development projects to the background existing volumes Page 120

12 adjusted by area-wide traffic growth. A listing and map illustrating the locations of the related projects is presented in Section III.B of this Draft EIR. (2) Peak Traffic Periods The weekday A.M. and P.M. time periods are evaluated for the Mixed Use Project. These peak hours are based on those time periods in which traffic flow is greatest on the affected streets. Weekend traffic conditions are forecasted to not be worse than what occurs during the weekday A.M. and P.M. peak hours, respectively. The Mixed Use Project s peak-hour traffic is estimated primarily on the basis of the occupation and use of the Mixed Use Project s residential and commercial components. (3) Mixed Use Project Trip Generation The trip-generation rates used for estimating the future trips attributable to the Mixed Use Project s residential component were developed using the trip rates contained in the ITE Trip Generation, 6th Edition, using the Residential Condominium/Townhouse land use category, ITE Code 230. The commercial portion of the trip generation was developed using the trip rates contained in the ITE Trip Generation, 6th Edition, based on the Shopping Center land use category, ITE Code 820. The site of the Mixed Use Project currently contains five separate structures comprised of a 6,000-sq.ft. retail store, two restaurants totaling 12,000-sq.ft., and a 3,000-sq.ft. fast food restaurant. Since these uses are currently in use, existing trip generation was estimated for these uses, and the net trip generation by the proposed Mixed Use Project was reduced accordingly. The fifth structure to be removed as part of the Mixed Use Project consists of a 9,000 sq.ft. vacant building, which is located on the eastern portion of the Mixed Use Project site. Table 5 on page 122 presents the trip-generation rates and resulting trip-generation estimates for the proposed Mixed Use Project. As indicated in Table 5, the proposed Mixed Use Project is expected to generate a net increase of approximately 124 trips during the morning peak hour and 129 trips during the afternoon peak hour. (4) Mixed Use Project Trip Distribution/Traffic Assignment The geographic distribution of traffic generated by the Mixed Use Project is dependent on the same factors described above for the related projects. Specific factors considered include land use and employment density in the Project area, level of congestion on the street system, and characteristics of the street system itself. The general geographic trip distribution pattern Page 121

13 Table 5 ESTIMATED MIXED USE PROJECT TRIP GENERATION a ITE A.M. Peak Hour P.M. Peak Hour Size Code Daily In Out Total In Out Total Proposed Project Condominium 310 d.u , Shopping Center 9,000 sq.ft , Pass-By Trips (50%) (725) (12) (8) (19) (32) (34) (66) Subtotal 2, Existing to be Removed b Shopping Center 21,038 sq.ft , Pass-By Trips (50%) (1,251) (19) (13) (32) (74) (80) (154) Subtotal 1, Total Net Trips 1, Rates from ITE, Trip Generation Manual, 6th Edition, unless otherwise noted. Condominium Rate: Daily = 5.86 trips/dwelling unit A.M. = 0.44 In: 17% Out: 83% P.M. = 0.70 a In: 67% Out: 33% Shopping Center Rates: Daily = exp(0.643*ln(z1)+5.866) trips/1,000 sq.ft. A.M. = exp(0.596*ln(z1)+2.329) In: 61% Out: 39% P.M. = 14.6 a In: 48% Out: 52% a b Rates from Coastal Corridor Specific Plan Ordinance Although the five existing structures to be removed as part of the Project consist of a total of 30,000 sq.ft. of retail and restaurant space, one structure consisting of 9,000 sq.ft.) is vacant and does not generate any trips. Source: Kaku Associates, September used in the assignment of the traffic generated by the proposed Mixed Use Project is illustrated in Figure 9 in the Kaku Associates Traffic Impact Analysis, contained in Appendix C of this Draft EIR. (5) Mixed Use Project Parking Existing parking at the site of the Mixed Use Project is available via surface parking spaces that are located in proximity to each of the on-site uses. At present, the on-site parking lots accommodate the restaurant and retail uses on the Project Site that would be demolished as part of the proposed Mixed Use Project. The site of the Mixed Use Project also provides parking spaces for other retail and commercial uses within the Villa Marina shopping center. Access to the existing surface parking lots is taken off of Maxella Avenue and Lincoln Boulevard. Page 122

14 b. Thresholds of Significance (1) Thresholds Regarding Impacts on Intersections The significance of the Mixed Use Project s potential impacts at each of the study intersections is identified using the traffic criteria set forth in the LADOT Traffic Study Policies and Procedures, November According to the City s published traffic study guidelines, a significant transportation impact is based on the following criteria: LADOT Criteria for Significant Traffic Impact: LOS Final CMA Value Project-Related Increase in CMA Value C > Equal or greater than D > Equal or greater than E, F >0.900 Equal or greater than (2) Thresholds Regarding Freeway Capacity (CMP Facilities) The threshold of significance for freeway segments is established by the Countywide Congestion Management Plan (CMP) (November 2002), as follows: A significant impact occurs when the proposed Mixed Use Project increases traffic demand on a CMP facility by 2 percent of capacity (V/C greater than or equal to 0.02), causing a LOS F condition (V/C>1.00); if the CMP facility is already operating at LOS F, a significant impact occurs when the proposed Mixed Use Project increases traffic demand on a CMP facility by 2 percent of capacity (V/C greater than or equal to 0.02). (3) Thresholds Regarding Neighborhood Street Impacts Based on the Draft CEQA Thresholds Guide (1998, p. F.4-2), the proposed Mixed Use Project would have a significant impact if: The proposed Mixed Use Project would add 120 or more trips per day to a lowvolume (i.e., less than 1,000 ADT) local residential street within a local neighborhood. Page 123

15 The proposed Mixed Use Project would add more than 12 percent, 10 percent, or 8 percent to local neighborhood streets with final ADT levels of 1,000 to 1,999 trips, 2,000 to 2,999 trips, or 3,000 or more trips, respectively. (4) Thresholds Regarding Project Access Traffic Flow Based on the Draft CEQA Thresholds Guide (1998, p. F.5-3), the proposed Project would have a significant impact regarding site access if: Any of the intersections providing access into the proposed Mixed Use Project site would be operating at LOS E or F during the A.M. or P.M. peak hour, under cumulative plus Project conditions. Safety Based on the Draft CEQA Thresholds Guide (1998, p. F.5-3), the proposed Mixed Use Project would have a significant impact on bicycle, pedestrian, and vehicular safety if: The design features/physical configurations of the proposed Project would affect the visibility of pedestrians and bicyclists to drivers entering and exiting the site, and the visibility of cars to pedestrians and bicyclists so as to create a hazardous condition. (5) Thresholds Regarding Transit System Capacity Based on the Draft CEQA Thresholds Guide (1998, p. F.6-2), the proposed Mixed Use Project would have a significant impact on transit system capacity, if: The seating capacity of the transit system serving the Project study area would be exceeded. (6) Thresholds Regarding Construction Impacts Based on the Draft CEQA Thresholds Guide (1998, p. F.8-2), the proposed Project would have significant in-street construction impact if: Page 124

16 The proposed Mixed Use Project would cause a substantial temporary inconvenience to auto travelers, bus riders, pedestrians or parkers, due to an increase in congestion, relocation of bus stops, rerouting of bus lines, restrictions of vehicular and pedestrian access and circulation and restrictions on parking during the times of construction. The proposed Project would cause hazardous conditions for auto travelers, pedestrians, or bus riders. c. Analysis of Project Impacts (1) Project Design Features Vehicular access to the site of the proposed Mixed Use Project Site would be provided via Maxella Avenue for residential and business patrons as well as delivery vehicles. Driveways to the parking spaces supporting the Project s retail uses would be provided on Maxella Avenue. Specifically, the existing hotel access driveway would be relocated to the eastern edge of the site of the Mixed Use Project. This new driveway off Maxella Avenue would provide access to the residential parking garages and would provide access to the existing hotel located within the southerly Add Area adjacent to the Mixed Use Project boundary. Residents of the Mixed Use Project and their guests would have access to resident only parking via garage gates with an electronic permission feature. A new driveway would also be developed to serve the adjacent parcel within which the Tower Records store is located. This driveway would be a relocation of the existing driveway serving the retail development currently on-site. No vehicular access is proposed along Lincoln Boulevard; however, signage directing access to the Project Site would be placed along both Maxella Avenue and Lincoln Boulevard. Major arterials such as Lincoln Boulevard, Venice Boulevard, and Washington Boulevard and secondary and collector roads such as Maxella Avenue, Mindanao Way, and Glencoe Avenue offer many options for local access to the Project Site. In addition, retail employees and patrons traveling from the east may access the Project Site via the Marina Freeway just south of the Project Site with direct connections to and from the I-405. (2) Cumulative Base Conditions The traffic analysis of the proposed Mixed Use Project measures its potential impacts in relation to expected baseline conditions in the year The results of the analysis of the 11 intersections under the cumulative base traffic conditions are summarized in Table 6 on page 126. Background traffic growth and traffic generated by related projects is expected to cause a Page 125

17 Table 6 YEAR 2008 FUTURE CONDITIONS INTERSECTION LEVELS OF SERVICE ITE Trip Generation Mixed Use Project Increase Significant Mixed Use Project Peak Cumulative Base Cumulative Plus Mixed Use Project Intersection a,b Hour V/C LOS V/C LOS in V/C Impact 1. Lincoln Blvd. & A.M F F No Venice Blvd. P.M F F No 2. Lincoln Blvd. & A.M E E No Washington Blvd. P.M F F No 3. Glencoe Ave. & A.M A B No Washington Blvd. P.M E E Yes 4. Redwood Ave. A.M A A No Washington Blvd. P.M A A No 5. Lincoln Blvd. & A.M D D No Maxella Ave. P.M E E Yes 6. Glencoe Ave. & A.M A A No Maxella Ave. P.M A B No 7. Mindanao Way & A.M A A No Glencoe Ave. P.M C C No 8. Mindanao Way & A.M A A No SR90 Marina WB P.M C C No 9. Mindanao Way & A.M C C No SR90 Marina EB P.M D D No 10. Lincoln Blvd. & A.M F F No SR90 Marina Fwy P.M F F No 11. Lincoln Blvd. & A.M E E No Mindanao Way P.M F F No a b All study intersections are currently operating under ATSAC system. With the exception of the intersection of Mindanao Way & Glencoe Avenue, all study intersections are projected to operate with ATCS under future conditions. Source: Kaku Associates, September deterioration in operating conditions from existing conditions even without consideration of potential traffic associated with the proposed Mixed Use Project. As indicated in Table 5, four of the 11 intersections are projected to operate at an unacceptable level of service (LOS E or F) during the morning peak hour, while six intersections are expected to operate at unacceptable levels of service during the afternoon peak hour. Currently the intersection of Lincoln Boulevard and Venice Boulevard operates at LOS E during both the morning and afternoon peak hours Page 126

18 while the intersection of Lincoln Boulevard and Washington Boulevard operates at LOS E during the P.M. peak hour. (3) Cumulative Base Plus Mixed Use Project Traffic Analysis The cumulative base plus Mixed Use Project peak-hour traffic volumes were analyzed to determine the projected year 2008 future operating conditions with the completion of the proposed Mixed Use Project. Application of the significance criteria established by the City of Los Angeles indicates that the Mixed Use Project would create significant traffic impacts at the intersections of Glencoe Avenue & Washington Boulevard and Lincoln Boulevard & Maxella Avenue during the afternoon peak hours under cumulative plus Mixed Use Project conditions. Traffic attributable to the proposed Mixed Use Project would result in less than significant impacts at the other nine intersections analyzed. (4) CMP Analysis The County of Los Angeles Congestion Management Program (CMP) requires a traffic analysis for all CMP monitoring locations that would be impacted by at least 50 Mixed Use Project-generated vehicles per hour (vph) during the peak hours. The nearest CMP arterial monitoring intersections to the Project Site are along Lincoln Boulevard at Venice Boulevard and at the Marina Freeway (SR-90). Based on the incremental trip-generation estimates, the Mixed Use Project is not expected to add 50 or more new trips per hour to either of these locations. The intersection of Lincoln Boulevard and Venice Boulevard is projected to have 27 and 30 Project trips during the morning and afternoon peak hour, respectively. At Lincoln Boulevard and SR-90, the total Project traffic to be added would be 33 and 43 Mixed Use Project trips during the morning and afternoon peak hour, respectively. Therefore, no further analysis of these CMP monitoring locations is required. The nearest mainline freeway monitoring location to the Project Site is the San Diego Freeway (I-405), north of Venice Boulevard. Based on the incremental trip-generation estimates, the Mixed Use Project would not add 150 or more new trips per hour to this location in either direction. A total of 10 and 38 Mixed Use Project trips would be added at this location during the morning and afternoon peak hours, respectively. Therefore, no further analysis of CMP freeway monitoring stations is required. As the Mixed Use Project would have a less than significant impact at the nearest CMP intersection and mainline freeway monitoring locations, the Mixed Use Project would have a less than significant impact on the County of Los Angeles Congestion Management Plan. Page 127

19 (5) Impacts on Neighborhood Streets Impacts on local neighborhoods occur when congestion on arterial corridors is sufficient to cause motorists traveling along the corridor to divert to a parallel route through a residential neighborhood. Unless congestion is severe, travel along arterial streets is generally faster than through neighborhoods, since arterial streets typically provide greater capacities, higher travel speeds, less driveway access, fewer stop signs, etc. The number of daily Mixed Use Project trips required to cause a significant local residential street impact starts at 120 trips and increases as a function of the traffic volumes on a local residential street. To be conservative, this analysis uses 120 daily Mixed Use Project trips as the significance threshold, regardless of the traffic volumes traveling on a local residential street. Based on the proposed Mixed Use Project s traffic assignment, approximately 65 daily trips are estimated to travel along Maxella Avenue east of Glencoe Avenue. Using the neighborhood impact criteria identified above, the Mixed Use Project-related increase in daily traffic would not exceed the impact criteria. Therefore, potential impacts along the surrounding neighborhood streets would be less than significant. (6) Impacts on Mixed Use Project Access Impacts on Mixed Use Project access occur when the intersections providing access into the site of the proposed Mixed Use Project operate at LOS E or F during the A.M. or P.M. peak hour; and if there are design features/physical configurations that would affect the visibility of pedestrians and bicyclists to drivers entering and exiting the site of the proposed Mixed Use Project, as well as the visibility of cars to pedestrians and bicyclists so as to create a hazardous condition. Vehicular access to the site of the Mixed Use Project would be provided via Maxella Avenue. A lot line adjustment has been requested in order to relocate the existing hotel access driveway to the eastern edge of the site of the Mixed Use Project. The new access driveway would accommodate one inbound and two outbound lanes. Analysis of the existing Project driveway indicates that it would operate at LOS C or better during the morning and afternoon peak hour under cumulative plus Project conditions. The design features and physical configurations of the new relocated Project driveway would essentially remain the same as the existing configuration. Therefore, Project impacts on access would be less than significant. Page 128

20 (7) Mixed Use Project Impacts on Public Transit Impacts on public transit would occur if the seating capacity of the transit system serving the Project study area were exceeded. The Project area is currently served by MTA, Big Blue Bus, Culver City and Commuter Express buses, with a total of seven bus lines. Using the Project trip generation estimates to determine the number of transit trips, approximately six person trips per hour during peak hour are projected to use the transit available within the Project area. The seven bus lines provided within the Project area would provide adequate transit service to the proposed Mixed Use Project. Impacts of the proposed Mixed Use Project on public transit would be less than significant because the Mixed Use Project would only increase transit ridership by six trips distributed over seven transit lines and the Mixed Use Project is located in an area with access to multiple transit routes. (8) Construction-Related Impacts Construction of the proposed Mixed Use Project may result in the following four types of impacts: (1) temporary traffic impacts that may affect vehicular travelers on roadways; (2) temporary loss of access that may affect visitors entering and leaving sites; (3) temporary loss of bus stops or rerouting of bus lines; and (4) temporary loss of on-street parking. Traffic impacts from construction activities would be expected to occur as a result of the following three types of activities: Increases in truck traffic associated with removal or import of fill materials and delivery of construction materials; Increases in automobile traffic associated with construction workers traveling to and from the site; and Reductions in existing street capacity from temporary lane closures necessary for the construction of roadway improvements, utility relocation and drainage facilities. Trips during the Mixed Use Project s construction stage would be considerably less than the approximately 1,250 daily trips that are currently being generated by the existing on-site uses. Truck trips, however, would increase during construction. Overall, the number of trips during construction would be much fewer than the number the site currently generates. This is especially true during peak commute hours. Of the construction-related trips, the auto trips by construction workers typically occur before the traditional morning peak hour and again before the traditional afternoon peak hour. Likewise truck trips to/from the proposed Mixed Use Project site are typically restricted during peak commute hours. As described, proposed Mixed Use Project construction activities would occur such that there would not be any substantial Page 129

21 temporary inconvenience to auto travelers, bus riders, and pedestrians during construction. Therefore, proposed Mixed Use Project impacts on construction would be less than significant. (9) Parking Impacts In accordance with the Draft CEQA Thresholds Guide, parking impacts are analyzed according to land use, size, the Project s maximum parking requirements, and existing and proposed parking supply. Factors applied to parking demand include displacement of existing parking, average vehicle occupancy, and transportation mode (transit, bicycle, walking). Although the Guidelines are concerned with application of code-required parking, an impact could also occur if an insufficient parking supply to serve a project results in spillover of project parking demands to nearby land uses not associated with the project. Parking impacts are also evaluated according to queuing time at the parking structure, since excessive queuing time could result in the underutilization of the facility. The Mixed Use Project proposes to supply a total of 691 parking spaces to accommodate the anticipated number of residents, guests, employees, and patrons. According to the Los Angeles Municipal Code (LAMC), the following parking rates are required: A minimum of one parking space per dwelling unit of less than three habitable rooms; A minimum of one and one-half parking spaces per dwelling unit of three habitable rooms; A minimum of two parking spaces per dwelling unit of more than three habitable rooms; One parking space per four dwelling units for visitors; and A minimum of four parking spaces per 1,000 square feet of retail floor area. Table 7 on page 131 shows, per LAMC requirements, that the proposed Mixed Use Project s residential and commercial uses would require a total of 609 spaces. The proposed supply of 691 spaces would exceed the code requirement of 609 spaces by 82 spaces. The Mixed Use Project s parking demand is forecasted to be less than the proposed on-site supply of 691 spaces. As the proposed parking supply exceeds both the LAMC requirements and the its parking demand, Mixed Use Project parking impacts would be less than significant. Page 130

22 Table 7 PARKING GENERATION REQUIREMENTS FOR PROPOSED MIXED USE PROJECT City of L.A. Planning and Zoning Code Parking Rate a Estimated Parking Requirement City of L.A. Planning and Zoning Code Land Use Size Residential Use 3 Habitable Rooms 250 dwelling units 1.5 per d.u Habitable Rooms 60 dwelling units 2.0 per d.u. 120 Visitors 310 dwelling units 0.25 per d.u. 78 Retail Use 9,000 square feet 4.0 per 1,000 sq.ft. 36 Net Project Requirements 609 a Parking rates based on the Official Municipal Code, Volume 1, as amended through March 31, Source: Kaku Associates, September CUMULATIVE IMPACTS All of the identified related projects have been considered for the purpose of assessing cumulative traffic impacts. Cumulative effects on intersection operations attributable to traffic from ambient growth and related projects have been incorporated into the above analysis of the future Cumulative Base condition. Year 2008 with Cumulative Base conditions, as shown in Table 6 on page 126, demonstrates that cumulative development would result in four intersections operating at LOS E or F during the morning peak hour, while six of these intersections are also expected to operate at unacceptable Levels of Service during the afternoon peak hour. Since no guarantee exists that mitigation measures would be implemented with the identified related projects, it is conservatively concluded that cumulative development would yield a significant cumulative traffic impact on intersection operations. 5. MITIGATION MEASURES Mitigation measures have been identified to alleviate the impacts of the proposed Mixed Use Project at the two significantly impacted intersections. Although all potential measures were considered while developing these mitigation measures, the analysis concentrated on improvements within the existing roadway right-of-way, improvements to the existing signal operations, and improvements requiring right-of-way acquisition. Page 131

23 The proposed Mixed Use Project is located in an area that is densely populated and nearly fully built-out. Opportunities for physical mitigation measures such as flaring of intersection approaches to add turn lanes, restriping of lanes to provide additional lanes, and improving traffic control devices were investigated. The following are the suggested mitigation measures for the impacted study intersections: Mitigation Measure C-1 Intersection No. 3: Glencoe Avenue and Washington Boulevard Restripe the westbound approach to provide an additional leftturn lane. This would require the removal of six on-street metered parking spaces on the east leg of Washington Boulevard on the south side of the curb. Mitigation Measure C-2 Intersection No. 5: Lincoln Boulevard and Maxella Avenue Widening the east leg of Maxella Avenue would be required to mitigate the impact of the Mixed Use Project at this location. This would require right-of-way acquisition from the gas station located on the southeast corner of the intersection to provide an additional lane on the westbound approach. It is uncertain that the gas station would agree to right-of-way acquisition. Therefore, it is conservatively concluded that this mitigation would not be available for implementation. Thus, no physical or operational mitigation measure is feasible at this intersection. Table 8 on page 133 presents a summary of the reduction in the V/C ratio or delay as a result of the proposed mitigation measures. Since the identified improvement at the Lincoln Boulevard and Maxella Avenue intersection has been deemed infeasible, the Mixed Use Project s impact at this location would be significant. However, the proposed mitigation measure at the intersection of Glencoe Avenue and Washington Boulevard would reduce the Mixed Use Project s impact to less than significant levels. 6. LEVEL OF SIGNIFICANCE AFTER MITIGATION After implementation of the feasible mitigation measures described above, the Mixed Use Project s impacts at one of the two significantly impacted study intersections would be reduced to less than significant levels. The identified mitigation measure would reduce the V/C ratio at the intersection of Glencoe Avenue and Washington Boulevard to levels less than significant (based on criteria). Due to the uncertainty regarding the implementation of the identified mitigation measure at the Lincoln Boulevard and Maxella Avenue intersection, it is conservatively concluded that development of the proposed Mixed Use Project would result in a significant impact at this intersection. Page 132

24 Table 8 YEAR 2008 FUTURE CONDITIONS WITH MITIGATION INTERSECTION LEVELS OF SERVICE ANALYSIS ITE Trip Generation Mixed Use Project Increase Cumulative Plus Mixed Use Project Signif. Mixed Use Project Cumulative Plus Mixed Use Project Mitigation Mixed Use Project Increase Signif. Mixed Use Project Cumulative Peak Base Intersection Hour V/C LOS V/C LOS in V/C Impact V/C LOS in V/C Impact 3. Glencoe Ave. & A.M A B No A No Washington Blvd. P.M E E Yes D No 5. Lincoln Blvd. & A.M D D No D No Maxella Ave. P.M E E Yes E Yes All study intersections are currently operating under ATSAC system. Source: Kaku Associates, September Implementation of the mitigation measure proposed for the intersection of Glencoe Avenue and Washington Boulevard would result in the loss of six on-street metered parking spaces on the east leg of Washington Boulevard on the south side of the curb. A recent parking survey was conducted for the on-street metered parking spaces that are proposed to be removed and the surface parking lot that serves the retail shops adjacent to the metered parking spaces. Based on the data collected, the metered parking spaces proposed to be removed are minimally utilized throughout the day as the surface parking lot adequately serves the retail shops. Thus, the removal of the six on-street metered parking spaces would have a negligible, and less than significant, impact on parking along Washington Boulevard. Page 133