APPENDIX G TRAFFIC STUDY TECHNICAL MEMORANDUM

Transcription

1 APPENDIX G TRAFFIC STUDY TECHNICAL MEMORANDUM

2 TECHNICAL MEMORANDUM To: From: Date: Subject: Jerry Flores - AECOM Brian A. Marchetti, AICP September 9, 5 DRAFT Traffic Study LABOE Channel 5 Studio Relocation CEQA, Los Angeles KOA Project JB5 This traffic analysis was conducted to determine future levels of service with the proposed construction project at three study intersections. The proposed project includes the design and construction of a new digital television studio within the Merced Theatre (4 North Main Street) and Masonic Hall (46 North Main Street) in the El Pueblo de Los Angeles Historic District in the City of Los Angeles. In order to utilize the three-story Merced Theatre and two-story Masonic Hall for studio use, the proposed project would require extensive structural, mechanical, electrical, and plumbing system retrofits. The proposed project would also seismically retrofit the Pico House, which is attached to the Merced Theatre. Construction of the proposed Project is anticipated to begin in October 6 and be completed by December 7. The Project construction activities would generate approximately net new daily weekday trips, with approximately 6 net new a.m. peak-hour trips and 6 net new p.m. peak-hour trips. The proposed Project will not result in any permanent traffic impacts to the analyzed roadway facilities. INTRODUCTION This technical memorandum summarizes the results and findings of the traffic analysis conducted for the proposed Channel 5 Studio Relocation Project (hereinafter referred to as the Project ) to be located at the Merced Theatre (4 North Main Street) and the Masonic Hall (46 North Main Street) in the City of Los Angeles. The site is bordered by North Main Street to the west, the Pico House to the north, the Chinese American Museum to the east, and Arcadia Street to the south. All of the figures referenced in this report are provided in Attachment A. Figure illustrates the location of the Project site. Vehicular access would be provided via Sanchez Street, a private street extending easterly from Arcadia Street. Traffic Study LABOE Channel 5 Studio Relocation CEQA, Los Angeles Page Prepared for AECOM JB5 September 9, 5 DRAFT

3 ANALYSIS METHODOLOGY The general methodology and assumptions contained in this technical memorandum are based on the Los Angeles Department of Transportation (LADOT) document entitled Traffic Study Policies and Procedures, published in May. According to the LADOT Traffic Study Policies and Procedures, a smaller technical memorandum report is required when a project is likely to add 5 to 4 peak-hour trips. The Project construction period activity is estimated to generate 6 net a.m. peak-hour trips and 6 net p.m. peak-hour trips. As such, a technical memorandum has been prepared for this Project. The Project study area includes the following three study intersections:. Main Street and Arcadia Street. Main Street and Aliso Street. Alameda Street and Los Angeles Street/Union Station Driveway The study intersection locations, with geographic reference to the Project site, are illustrated on Figure. The City of Los Angeles has designated the Critical Movement Analysis (CMA) methodology for the analysis of traffic operating conditions at signalized intersections. The concept of roadway level of service under the CMA method is based on the volume-to-capacity ratios for each approach movement (left turns, thru movements, right turns) and the sums of critical movements for the intersection. Critical movements are the highest-volume opposing and conflicting movements, such as the eastbound thru movement and the westbound left turn. These movements cannot proceed through the intersection at the same time, so one movement affects the other. The output from this method is a V/C ratio and a level of service for the intersection as a whole. Level of service (LOS) values range from LOS A to LOS F. LOS A indicates excellent operating conditions with little delay to motorists, whereas LOS F represents congested conditions with excessive vehicle delay. LOS E is typically defined as the operating capacity of a roadway. Table defines the level of service values applied to the study intersections. Traffic Study LADWP 99 th Street Chloramination Station, Los Angeles Page 5 Prepared for AECOM JB September, DRAFT

4 LOS A B C D Table Level of Service Definitions Interpretation Excellent operation. All approaches to the intersection appear quite open, turning movements are easily made, and nearly all drivers find freedom of operation. Very good operation. Many drivers begin to feel somewhat restricted within platoons of vehicles. This represents stable flow. An approach to an intersection may occasionally be fully utilized and traffic queues start to form. Good operation. Occasionally backups may develop behind turning vehicles. Most drivers feel somewhat restricted. Fair operation. There are no long-standing traffic queues. This level is typically associated with design practice for peak periods. Signalized Intersection Volume to Capacity Ratio (CMA) E Poor operation. Some long standing vehicular queues develop on critical approaches F Forced flow. Represents jammed conditions. Backups from locations downstream or on the cross street may restrict or prevent movements of vehicles out of the intersection approach lanes; therefore, volumes carried are not predictable. Potential for stop-and-go type traffic flow. Over. Source: Highway Capacity Manual, Special Report 9, Transportation Research Board, Washington D.C., and Interim Materials on Highway Capacity, NCHRP Circular, The study intersections are currently equipped with City of Los Angeles Automated Traffic Surveillance and Control (ATSAC) and Adaptive Traffic Control System (ATCS) functionality. For capacity analysis, LADOT policies provide for a.7 reduction in the V/C ratio with the implementation of ATSAC, and an additional. reduction with the implementation of ATCS. EXISTING CONDITIONS Local Roadway Characteristics The proposed Project would travel along Main Street, which has three travels lanes in one direction only. Onstreet parking and stopping is not permitted along Main Street in the study area. Arcadia Street, just south of the Project site, has three travel lanes in one direction only. The parking prohibitions exist on this roadway within the study area. Existing Traffic Counts KOA compiled manual intersection counts at the study intersections from the LADOT historical traffic count database. Intersection counts at the three intersections were conducted on Tuesday, March 8, 4, Tuesday, May, 4, and Tuesday, December,, respectively, for the 7: a.m. to : a.m. and : p.m. to 6: p.m. peak periods. Traffic Study LADWP 99 th Street Chloramination Station, Los Angeles Page 5 Prepared for AECOM JB September, DRAFT

5 The traffic counts were increased by one percent per year to reflect 5 conditions. The intersection traffic count sheets are included in Attachment B. Existing Levels of Service The results of the counts were utilized to determine existing a.m. and p.m. peak-hour traffic volume conditions. The existing level of service conditions were calculated based on the traffic count levels, intersection approach lanes, and signal phasing characteristics. Figure illustrates the existing study intersection approach lane and control configurations. As shown in Table, all of the study intersections are currently operating at LOS A during the a.m. and p.m. peak hours. Table Intersection Level of Service Existing (5) Conditions Study Intersections AM Peak PM Peak V/C LOS V/C LOS Main St & Arcadia St.6 A.78 A Main St & Aliso St.65 A.5 A Alameda St & Los Angeles St- Union Station Dwy LOS = Level of Service V/C = Volume-to-Capacity Ratio.7 A.56 A The existing intersection turn volumes are provided on Figures and 4 for the a.m. and p.m. peak hours, respectively. The level of service calculation worksheets for all analysis scenarios are provided in Attachment C. PROJECT TRAFFIC This section provides definitions for truck and employee vehicle trip generation during the peak period of project construction, along with the distribution and assignment of those trips to the study area roadway network. This is a planning-level analysis of construction activity, used for the purposes of determining LOS during the project construction period. Therefore, basic construction details defined for the project planning process have been used to analyze potential construction-period impacts. Project Trip Generation Methodology Project trip generation calculations included construction employee vehicle trips and construction truck trip estimates. The trip generation totals were determined based on the most intense period of construction activity for the project. In converting trucks to passenger car equivalents, a Passenger Car Equivalent (PCE) factor of.5 was assumed. This factoring was used to increase truck volumes due to the additional roadway space and design capacity utilized by larger and slower trucks. The applied value matches typical factors used in area studies that include trips Traffic Study LADWP 99 th Street Chloramination Station, Los Angeles Page 5 Prepared for AECOM JB September, DRAFT

6 generated by trucking activities. The factor is based on conservative factors defined by the Southern California Association of Governments (SCAG) Heavy Duty Truck Model. For construction, the maximum number of employees on the project site would be 6. The maximum number of daily trucks would be 5. Project Trip Generation Calculations In calculating peak-hour trips for the Project, it is estimated that approximately to construction personnel would be on-site per day. Additionally, approximately 5 to truck trips would occur per day to haul construction material and soil to and from the site. Approximately 7 cubic yards (CY) of materials would be hauled off-site during Project construction. Additionally, excavation of soil would occur approximately 4 feet deep with approximately, cubic feet of soil being excavated during ground disturbing activities. Project construction would occur Monday through Friday between the hours of 7: a.m. and 9: p.m., although daily construction would not likely occur after 6: p.m. Construction would occur between the hours of 8: a.m. and 6: p.m. on Saturdays and National Holidays. There would be no construction activities on Sundays and no construction would occur during prohibited hours. As indicated by Table, Project construction would generate a daily total of passenger car equivalent trips, with 6 (+) trips occurring during the a.m. peak hour and 6 (+) trips occurring during the p.m. peak hour. Table Project Trip Generation AM PEAK HOUR PM PEAK HOUR PEAK MONTH xx TRIP Truck Employee Total Truck Employee Total DAILY TRIPS GENERATION Trips* Trips Trips Trips* Trips Trips Trucks* Employee Total In Out In Out In Out In Out In Out In Out Consruction Personnel Truck Delivery 5-5 TOTAL TRIPS 5 6 * Truck trips include a Passenger Car Equivalency (PCE) factor of.5. Construction Project Trip Distribution The distribution of construction truck trips was assumed to be primarily freeway-oriented. Truck trips were primarily assigned to the US- freeway, on the south side of the study area. The distribution pattern for analyzed employee trips assumed that employees would arrive on-site primarily from the US- freeway. The regional trip distribution pattern is summarized below and illustrated on Figure 5. Traffic Study LADWP 99 th Street Chloramination Station, Los Angeles Page 5 Prepared for AECOM JB September, DRAFT

7 North 5% East 4% West 4% South % Based on the trip generation and distribution assumptions described above, the Project traffic was assigned to the roadway system based on the construction site access location and the roadways that would likely be used to access the regional highway system. The Project trip assignment is illustrated on Figures 6 and 7 for the a.m. and p.m. peak hours, respectively FUTURE 7 TRAFFIC CONDITIONS The following section summarizes traffic conditions at the study intersections under both future without-project and with-project scenarios. The year 7 was selected for analysis based on the anticipated completion of the construction of the proposed Project. Future without-project Conditions The future traffic forecasts include an ambient growth rate of two percent per year which was applied to the existing peak-hour counts. The rate is consistent with the generally applied traffic growth rate of one percent, doubled to account for planned local development projects. The future without-project level of service analysis was conducted for the three study intersections. As shown by the data in Table 4, all of study intersections would continue to operate at LOS A during the a.m. and p.m. peak hours. The future without-project traffic volumes are provided on Figures 8 and 9 for the weekday a.m. and p.m. peak hours, respectively. Table 4 Intersection Level of Service Future without Project Conditions Study Intersections AM Peak PM Peak V/C LOS V/C LOS Main St & Arcadia St.49 A.97 A Main St & Aliso St.76 A.7 A Alameda St & Los Angeles St- Union Station Dwy LOS = Level of Service V/C = Volume-to-Capacity Ratio.4 A.5 A Traffic Study LADWP 99 th Street Chloramination Station, Los Angeles Page 5 Prepared for AECOM JB September, DRAFT

8 Future with-project Conditions The Project trip assignment pattern defined by Figures 6 and 7 was added to the future without-project traffic forecasts to estimate future with-project traffic volumes. Figures and provide the future with Project traffic volumes for the weekday a.m. and p.m. peak hours, respectively. The future with-project level of service analysis results are summarized in Table 5. All of the study intersections would continue to operate at LOS A during the a.m. and p.m. peak hours. Table 5 Intersection Level of Service Future with Project Conditions Study Intersections AM Peak PM Peak V/C LOS V/C LOS Main St & Arcadia St.5 A.44 A Main St & Aliso St.8 A.7 A Alameda St & Los Angeles St- Union Station Dwy LOS = Level of Service V/C = Volume-to-Capacity Ratio.5 A.5 A PROJECT TRAFFIC IMPACTS Construction of the proposed Project will not result in any permanent traffic impacts to area roadway facilities. The new employment levels at the Project site are expected to be low, and trips during the operations period would be less than those identified for the construction period. As such, permanent physical or operations improvements to the analyzed study intersections are not required, based on the applied LADOT impact standards. Based on results of the traffic analysis, there does not appear to be a need for manual traffic control along haul routes, or area detours, during the construction period. Caltrans should be contacted to obtain permits for the transport of over-sized loads, to obtain encroachment permits, if necessary. CONCLUSIONS Construction of the proposed Project will not create any significant impacts on the area circulation network. Once the project site is operational, the new employment levels at the Project site are expected to be low, and trips during the operations period would be less than those identified for the construction period. The City of Los Angeles will require construction worksite traffic control plans, to minimize the effects on roadway operations in the vicinity of the construction site and its access point. The Project will not generate any new measurable and regular vehicle trips during the operations period, and long-term mitigation measures are therefore not recommended. Traffic Study LADWP 99 th Street Chloramination Station, Los Angeles Page 5 Prepared for AECOM JB September, DRAFT

9 ATTACHMENT A STUDY FIGURES Figure Project Study Area Figure Intersection Lane Configurations and Controls Figure Existing AM Peak Hour Traffic Volumes Figure 4 Existing PM Peak Hour Traffic Volumes Figure 5 Project Trip Distribution Percentages Figure 6 Project Trip Assignment AM Peak Hour Traffic Volumes Figure 7 Project Trip Assignment PM Peak Hour Traffic Volumes Figure 8 Future (7) Without Project AM Peak Hour Traffic Volumes Figure 9 Future (7) Without Project PM Peak Hour Traffic Volumes Figure Future (7) With Project AM Peak Hour Traffic Volumes Figure Future (7) With Project PM Peak Hour Traffic Volumes Traffic Study LABOE Channel 5 Studio Relocation CEQA, Los Angeles Prepared for AECOM September 9, 5 DRAFT Attachments JB5

10 LEGEND Project Location # Study Intersections LABOE Channel 5 Studio Relocation I Figure Project Study Area

11 S S S # S STOP LEGEND Project Location Study Intersection Signalized Intersection Unsignalized Intersection Intersection Lane Configuration I LABOE Channel 5 Studio Relocation Figure Intersection Lane Configurations and Controls

12 LEGEND Project Location ## XX Study Intersection Intersection Volumes I LABOE Channel 5 Studio Relocation Figure Existing AM Peak Hour Traffic Volumes

13 LEGEND Project Location ## XX Study Intersection Intersection Volumes I LABOE Channel 5 Studio Relocation Figure 4 Existing PM Peak Hour Traffic Volumes

14 % % % % 9% % % % % % % % % % % 7% % % % LEGEND Project Location ## XX% Study Intersection Distribution Percentages I LABOE Channel 5 Studio Relocation Figure 5 Project Trip Distribution Percentages

15 7 7 LEGEND Project Location ## XX Study Intersection Intersection Volumes I LABOE Channel 5 Studio Relocation Figure 6 Project Trip Assignment - AM Peak Hour Traffic Volumes

16 4 LEGEND Project Location ## XX Study Intersection Intersection Volumes I LABOE Channel 5 Studio Relocation Figure 7 Project Trip Assignment - PM Peak Hour Traffic Volumes

17 LEGEND Project Location ## XX Study Intersection Intersection Volumes I LABOE Channel 5 Studio Relocation Figure 8 Future (7) without Project - AM Peak Hour Traffic Volumes

18 LEGEND Project Location ## XX Study Intersection Intersection Volumes I LABOE Channel 5 Studio Relocation Figure 9 Future (7) without Project - PM Peak Hour Traffic Volumes

19 LEGEND Project Location ## XX Study Intersection Intersection Volumes I LABOE Channel 5 Studio Relocation Figure Future (7) with Project - AM Peak Hour Traffic Volumes

20 LEGEND Project Location ## XX Study Intersection Intersection Volumes I LABOE Channel 5 Studio Relocation Figure Future (7) with Project - PM Peak Hour Traffic Volumes

21 ATTACHMENT B INTERSECTION TRAFFIC COUNTS Traffic Study LABOE Channel 5 Studio Relocation CEQA, Los Angeles Prepared for AECOM September 9, 5 DRAFT Attachments JB5

22 PM AM AM PM INTERSECTION TURNING MOVEMENT COUNTS PREPARED BY: AimTD LLC tel: pacific@aimtd.com DATE: LOCATION: China Town PROJECT #: SC5 Tue, Mar 8, 4 NORTH & SOUTH: Main LOCATION #: 5 EAST & WEST: CONTROL: SIGNAL NOTES: Arcadia AM PM N MD W E OTHER S OTHER NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND U-TURNS Main Main Arcadia Arcadia NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: X X X X X X X X X X X X 7: AM :5 AM : AM :45 AM : AM :5 AM : AM :45 AM : AM :5 AM : AM :45 AM VOLUMES , 4,84 APPROACH % % 9% % % % % % % % % 97% % APP/DEPART,5 /,47 / 8 / 8,6 /,9 BEGIN PEAK HR 8:5 AM VOLUMES 7,99 4,497 APPROACH % % 9% % % % % % % % % 96% 4% PEAK HR FACTOR APP/DEPART 57 / 6 / /,4 /,6 : PM :5 PM : PM :45 PM : PM :5 PM : PM :45 PM : PM :5 PM : PM :45 PM VOLUMES 86,75,57 4,769 APPROACH % 9% 9% % % % % % % % % 87% % APP/DEPART, /,946 / /,758 /,8 BEGIN PEAK HR 5: PM VOLUMES 99, 596 5, APPROACH % 7% 9% % % % % % % % % 85% 5% PEAK HR FACTOR APP/DEPART,49 /,45 / / 7 / 695 Main NORTH SIDE Arcadia WEST SIDE EAST SIDE Arcadia ALL PED AND BIKE SOUTH SIDE Main PEDESTRIAN CROSSINGS BICYCLE CROSSINGS SCHOOL AGE PED N SIDE S SIDE E SIDE W SIDE TOTAL N SIDE S SIDE E SIDE W SIDE TOTAL NS SS ES WS TOTAL NS SS ES WS TOTAL 7: AM :5 AM : AM :45 AM : AM :5 AM : AM :45 AM : AM :5 AM : AM :45 AM TOTAL : PM :5 PM : PM :45 PM : PM :5 PM : PM :45 PM : PM :5 PM : PM :45 PM TOTAL

23 AM PM INTERSECTION TURNING MOVEMENT COUNTS PREPARED BY: AimTD LLC tel: pacific@aimtd.com DATE: LOCATION: China town PROJECT #: SC76 Tue, May, 4 NORTH & SOUTH: Main LOCATION #: EAST & WEST: CONTROL: SIGNAL NOTES: Aliso AM PM N MD W E OTHER S OTHER NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND U-TURNS Main Main Aliso Aliso NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: X X X X X X X X X X X X 7: AM :5 AM : AM :45 AM : AM :5 AM : AM :45 AM : AM :5 AM : AM :45 AM VOLUMES ,94,8 APPROACH % % 6% 9% % % % 4% 86% % % % % APP/DEPART,444 /,78 /,88 /,754 / BEGIN PEAK HR 9: AM VOLUMES ,74 APPROACH % % 6% 4% % % % 4% 86% % % % % PEAK HR FACTOR APP/DEPART 56 / 48 / 5 / 666 / : PM :5 PM : PM :45 PM : PM :5 PM : PM :45 PM : PM :5 PM : PM :45 PM VOLUMES,99,8 9,648 5,94 APPROACH % % 7% 7% % % % % 9% % % % % APP/DEPART 4,99 /,84 /,84 /,756 / BEGIN PEAK HR 4:45 PM VOLUMES, ,77 APPROACH % % 79% % % % % % 9% % % % % PEAK HR FACTOR APP/DEPART,755 /,45 / 6 / 96 / Main NORTH SIDE Aliso WEST SIDE EAST SIDE Aliso SOUTH SIDE Main

24 City Of Los Angeles Department Of Transportation MANUAL TRAFFIC COUNT SUMMARY STREET: North/South East/West ALAMEDA ST. LOS ANGELES ST./UNION STATION DRWY. Day: TUESDAY Date: December, Weather: SUNNY Hours: 7-AM -5PM Chekrs: BD KL JC School Day: YES District: CENTRAL I/S CODE 5869 N/B S/B E/B W/B DUAL- WHEELED BIKES BUSES 4 7 N/B TIME S/B TIME E/B TIME W/B TIME AM PK 5 MIN PM PK 5 MIN AM PK HOUR PM PK HOUR 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 TOTAL TOTAL 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 TOTAL 88 TOTAL (Rev Oct 6)

25 ATTACHMENT C LEVEL OF SERVICE WORKSHEETS Traffic Study LABOE Channel 5 Studio Relocation CEQA, Los Angeles Prepared for AECOM September 9, 5 DRAFT Attachments JB5

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