Appendix F: Traffic Impact Analysis

Transcription

1 City of Commerce - Commerce Walmart Project Draft EIR Appendix F: Traffic Impact Analysis Michael Brandman Associates H:\Client (PN-JN)\4147\ \EIR\4 - Screencheck2 DEIR\ Sec99-00 Appendix Dividers.doc

2 TRAFFIC IMPACT ANALYSIS COMMERCE RETAIL CENTER PROJECT City of Commerce, California June 23, 2014 Prepared for: Gatwick Group LLC By Commerce VRG Its Member 4400 MacArthur Boulevard, Suite 310 Newport Beach, California LLG Ref S. Lake Avenue Suite 500 Pasadena, CA 91106

3 TABLE OF CONTENTS SECTION PAGE 1.0 Introduction Study Area Project Description Existing Project Site Proposed Project Description Site Access and Circulation Existing Site Access Proposed Project Site Access Existing Street System Study Intersections Study Street Segments Roadway Classifications Regional Highway System Roadway Descriptions Existing Public Bus Transit Service Traffic Counts Manual Intersection Traffic Counts Automatic 24-Hour Machine Traffic Counts Traffic Forecasting Methodology Project Trip Generation Proposed Project Trip Generation Existing Trip Generation Project Trip Generation Summary Project Trip Distribution and Assignment Future Pre-Project Development Related Projects Ambient Traffic Growth Factor Washington Boulevard Improvement Project I-710 Corridor Project Draft EIR/EIS Traffic Impact Analysis Methodology Study Intersections Intersection Analysis Methodology Intersection Impact Criteria and Thresholds City of Commerce Intersection Impact Criteria and Thresholds County of Los Angeles Intersection Impact Criteria and Thresholds City of Los Angeles Intersection Impact Criteria and Thresholds. 59 i

4 TABLE OF CONTENTS (continued) SECTION PAGE Intersection Traffic Impact Analysis Scenarios City of Commerce Traffic Impact Analysis Scenarios County of Los Angeles Traffic Impact Analysis Scenarios City of Los Angeles Traffic Impact Analysis Scenarios Study Street Segments Street Segment Analysis Methodology Street Segment Impact Criteria and Thresholds City of Commerce Traffic Analysis Study Intersections Analysis Existing Conditions Existing With Project Conditions Year 2017 Cumulative Without Project Conditions Year 2017 Cumulative With Project Conditions Year 2035 Cumulative Without Project Conditions Year 2035 Cumulative With Project Conditions Study Street Segments Analysis Existing and Existing With Project Conditions Year 2017 Cumulative Without Project and Year 2017 Cumulative With Project Conditions Year 2035 Cumulative Without Project and Year 2035 Cumulative With Project Conditions Pedestrian Environmental Quality Index Analysis Washington Boulevard PEQI Atlantic Boulevard PEQI Bicycle Environmental Quality Index Analysis Washington Boulevard BEQI Atlantic Boulevard BEQI County of Los Angeles Traffic Analysis Year 2017 Traffic Analysis Existing Conditions Year 2017 With Ambient Growth Conditions Year 2017 Future With Project Conditions Year 2017 Future Cumulative With Project Conditions Year 2035 Traffic Analysis Existing Conditions Year 2035 With Ambient Growth Conditions Year 2035 Future With Project Conditions Year 2035 Future Cumulative With Project Conditions ii

5 TABLE OF CONTENTS (continued) SECTION PAGE 11.0 City of Los Angeles Traffic Analysis Existing Conditions Existing Conditions Existing With Project Conditions Year 2017 Conditions Year 2017 Cumulative Without Project Conditions Year 2017 Cumulative With Project Conditions Year 2035 Conditions Year 2035 Cumulative Without Project Conditions Year 2035 Cumulative With Project Conditions Transportation Improvement Measures Intelligent Transportation System (ITS) Enhancements City of Commerce Transportation Improvement Measures Recommended Project Improvements for Existing With Project Conditions Recommended Cumulative Improvements for Year 2017 Conditions Recommended Cumulative Improvements for Year 2035 Conditions County of Los Angeles Transportation Improvement Measures Proposed Project Traffic Signal Evaluation Traffic Signal Warrant Analysis Vehicle Queuing Review of Bewley Avenue-Project Driveway/Washington Boulevard Congestion Management Program Traffic Impact Assessment Intersections Freeways Transit Impact Review California Department of Transportation Impact Analysis Freeway Impact Analysis Existing and Existing With Project Conditions Year 2017 Cumulative Without Project and Cumulative With Project Conditions Year 2035 Cumulative Without Project and Cumulative With Project Conditions Freeway Segment Traffic Improvements Ramp Intersection Impact Analysis and Queuing Review Conclusions iii

6 TABLE OF CONTENTS (continued) LIST OF TABLES SECTION TABLE # PAGE 4 1 Existing Transit Routes Existing Traffic Volumes Project Trip Generation Related Projects List and Trip Generation City of Commerce Intersection Impact Threshold Criteria County of Los Angeles Intersection Impact Threshold Criteria City of Los Angeles Intersection Impact Threshold Criteria Recommended City of Commerce Roadway Segment Impact Threshold Criteria Existing and Existing With Project Summary of Volume-to-Capacity Ratios, Delays and Levels of Service Year 2017 Summary of Volume-to-Capacity Ratios, Delays and Levels of Service Year 2035 Summary of Volume-to-Capacity Ratios, Delays and Levels of Service Existing and Existing With Project Roadway Segment Level of Service Summary Year 2017 Conditions Roadway Segment Level of Service Summary Year 2035 Conditions Roadway Segment Level of Service Summary County of Los Angeles Level of Service Summary Year 2017 Conditions County of Los Angeles Level of Service Summary Year 2035 Conditions City of Los Angeles Level of Service Summary Pro-Rata Percentage of Cumulative Improvement Measures Summary of Potential Vehicle Queuing Existing and Existing With Project Conditions California Department of Transportation Freeway Impact Analysis Year 2017 California Department of Transportation Freeway Impact Analysis Year 2035 California Department of Transportation Freeway Impact Analysis Caltrans Intersection Impact Analysis iv

7 TABLE OF CONTENTS (continued) LIST OF FIGURES SECTION FIGURE # PAGE 1 1 Vicinity Map Site Plan Existing Lane Configurations Existing Public Transit Routes Existing Traffic Volumes Weekday AM Peak Hour Existing Traffic Volumes Weekday PM Peak Hour Existing Traffic Volumes Saturday Mid-day Peak Hour Project Trip Distribution Proposed Uses Project Trip Distribution Existing Uses To Be Removed Project Traffic Volumes Weekday AM Peak Hour Project Traffic Volumes Weekday PM Peak Hour Project Traffic Volumes Saturday Mid-day Peak Hour Project Driveway Trip Distribution Proposed Uses Project Driveway Traffic Volumes Location of Related Projects Related Projects Traffic Volumes Weekday AM Peak Hour Related Projects Traffic Volumes Weekday PM Peak Hour Related Projects Traffic Volumes Saturday Mid-day Peak Hour Existing With Project Traffic Volumes Weekday AM Peak Hour Existing With Project Traffic Volumes Weekday PM Peak Hour Existing With Project Traffic Volumes Saturday Mid-day Peak Hour Year 2017 Cumulative Without Project Traffic Volumes Weekday AM Peak Hour Year 2017 Cumulative Without Project Traffic Volumes Weekday PM Peak Hour Year 2017 Cumulative Without Project Traffic Volumes Saturday Mid-day Peak Hour Year 2017 Cumulative With Project Traffic Volumes Weekday AM Peak Hour Year 2017 Cumulative With Project Traffic Volumes Weekday PM Peak Hour Year 2017 Cumulative With Project Traffic Volumes Saturday Mid-day Peak Hour Year 2035 Cumulative Without Project Traffic Volumes Weekday AM Peak Hour v

8 TABLE OF CONTENTS (continued) LIST OF FIGURES SECTION FIGURE # PAGE 9 11 Year 2035 Cumulative Without Project Traffic Volumes Weekday PM Peak Hour Year 2035 Cumulative Without Project Traffic Volumes Saturday Mid-day Peak Hour Year 2035 Cumulative With Project Traffic Volumes Weekday AM Peak Hour Year 2035 Cumulative With Project Traffic Volumes Weekday PM Peak Hour Year 2035 Cumulative With Project Traffic Volumes Saturday Mid-day Peak Hour APPENDIX APPENDICES A. Traffic Count Data - Manual Traffic Counts - Automatic 24-Hour Machine Traffic Counts B. Driveway Traffic Counts C. ICU, HCM and CMA Levels of Service Explanation C-1. City of Commerce ICU and HCM Data Worksheets Weekday AM/PM Peak Hours and Saturday Mid-day Peak Hour C-2. County of Los Angeles ICU Data Worksheets - Weekday AM/PM Peak Hours and Saturday Mid-day Peak Hour C-3. City of Los Angeles CMA Data Worksheets - Weekday AM/PM Peak Hours and Saturday Mid-day Peak Hour D. PEQI/BEQI Calculations and Ratings E. Cities of Los Angeles and Inglewood Traffic Signal System Enhancements F. Atlantic Boulevard and Sheila Street Proposed Improvements and Truck Maneuvering Diagram G. Traffic Signal Warrant Analyses H. Synchro Queuing Analysis Worksheets for Bewley Avenue/Washington Boulevard I. Caltrans HCM Freeway Segment Analysis Worksheets J. Caltrans HCM Ramp Intersection Analysis Worksheets and Queuing Worksheets vi

9 TRAFFIC IMPACT ANALYSIS COMMERCE RETAIL CENTER PROJECT City of Commerce, California June 23, INTRODUCTION This traffic analysis has been conducted to identify and evaluate the potential traffic impacts of the proposed Commerce Retail Center project. The proposed project site is located in the City of Commerce, California. The project site is bounded by Washington Boulevard to the north, Sheila Street to the south, Atlantic Boulevard to the east, and the Long Beach Freeway (I-710) to the west. The project site location and general vicinity are shown in Figure 1 1. The traffic analysis follows the City of Commerce traffic study guidelines and is consistent with traffic impact assessment guidelines set forth in the 2010 Congestion Management Program 1. This traffic analysis evaluates potential project-related traffic impacts at 34 study intersections and five study street segments in the vicinity of the project site. The study locations were determined in consultation with the City of Commerce Community Development Department staff and were based on the Congestion Management Program (CMP) criteria of 50 or more potential project-related vehicle trips generated at study locations during either the weekday AM or PM peak hours of adjacent street traffic. The Intersection Capacity Utilization (ICU) and Highway Capacity Manual (HCM) methods were used to determine Volume-to-Capacity ratios (or Delay values) and corresponding Levels of Service (LOS) for the study intersections. In addition, a review was conducted of Los Angeles County Metropolitan Transportation Authority intersection and freeway monitoring stations to determine if a Congestion Management Program (CMP) transportation impact assessment analysis is required for the proposed project. This study (i) presents existing traffic volumes, (ii) forecasts existing-plus-project traffic volumes, (iii) forecasts future year 2017 and 2035 traffic volumes without the project, (iv) forecasts future year 2017 and 2035 traffic volumes with the proposed project, (v) determines project-related impacts, and (vi) recommends mitigation measures, where necessary. 1.1 Study Area Based on consultation with City of Commerce Community Development Department staff and the anticipated distribution of project-related traffic, a total of 34 study intersections and five study street segments have been identified for evaluation. These study locations provide local access to the study area and define the extent of the boundaries for this traffic impact investigation. Further discussion of the existing street system and study area is provided in Section 4.0 herein Congestion Management Program, Los Angeles County Metropolitan Transportation Authority, October

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11 The general location of the project in relation to the study locations and surrounding street system is presented in Figure 1 1. The traffic analysis study area is generally comprised of those locations which have the greatest potential to experience significant traffic impacts due to the proposed project. In the traffic engineering practice, the study area generally includes those locations that are: a. Immediately adjacent or in close proximity to the project site; b. In the vicinity of the project site that are documented to have current or projected future adverse operational issues; and c. In the vicinity of the project site that are forecast to experience a relatively greater percentage of project-related vehicular turning movements (e.g., at freeway ramp intersections). The locations selected for analysis were based on the above criteria, the forecast Commerce Retail Center project net new peak hour vehicle trip generation, the CMP criteria of 50 or more potential project-related vehicle trips generated during either the weekday AM or PM peak hour of adjacent street traffic, the anticipated distribution of project vehicular trips, and existing intersection and corridor operations. The Volume-to-Capacity ratio and Level of Service calculations for the study intersections were used to evaluate the potential traffic-related impacts associated with area growth, cumulative projects and the proposed project. It should be noted that additional signalized locations in the project vicinity were not selected for analysis because they either do not satisfy the aforementioned criteria or the signalized cross streets/driveways at these intersections are expected to attract only nominal project-related traffic, and as such, they are not anticipated to experience significant impacts due to project generated traffic volumes

12 2.0 PROJECT DESCRIPTION 2.1 Existing Project Site The existing project site is bounded by Washington Boulevard to the north, Sheila Street to the south, Atlantic Boulevard to the east, and the Long Beach Freeway (I-710) to the west. The approximately acre site consists of 17 parcels and is presently developed with multiple buildings and associated surface parking for a variety of industrial truck-related uses, retail, and medical clinic uses. Existing land uses on-site include retail, forklift rental/sales, air conditioning service, a sign company, a kitchen supply and food warehouse, flooring tool and supply, an industrial medical clinic, metals manufacturing/warehouse, a manufacturing and distribution facility, trucking and clothing recycling, a bus charter company, electronic sales and granite countertop manufacturing, etc. Vehicular access to and from the site is provided via driveways located along the short/discontinuous roadway segments of Hepworth Avenue, Ransom Street, Couts Avenue, and Bewley Avenue south of Washington Boulevard. In addition, other project driveways located along the south side of Washington Boulevard, the west side of Atlantic Boulevard, and the north side of Sheila Street also provide vehicular access to and from the site. 2.2 Proposed Project Description The proposed project consists of the demolition of all existing uses on-site and the construction of a new commercial shopping center. The commercial shopping center is planned to consist of five buildings totaling approximately 142,504 square feet of floor area, surface parking and loading facilities, perimeter and parking lot landscaping, and other associated improvements. It should be noted that in order to provide a conservative assessment of potential project-related impacts, this traffic impact study assumes analyses of additional floor area which will serve as buffer areas for the project. The proposed shopping center is comprised of the following project components: Proposed Square Footage Analyzed Building Land Use Square Footage in Traffic Study 1 Discount Superstore 122,458 SF 127,500 SF 2 Drive-In Bank 4,227 SF 4,500 SF 3 & 4 Retail 12,820 SF 6,900 SF High-Turnover Restaurant 3,000 SF Fast-Food Restaurant 3,000 SF Without Drive-Through 5 Fast-Food Restaurant 2,999 SF 3,400 SF With Drive-Through Total Project 142,504 SF 148,300 SF - 4 -

13 Building 1 is proposed to operate on a 24-hour, seven days a week basis while the remaining four buildings are conservatively assumed to operate from 6:00 AM to 12:00 AM (although the exact hours of operation for each individual tenant may be less depending on land use/needs). Furthermore, as the exact nature of the proposed commercial shopping center tenancy can not be determined at this time, the development program analyzed for purposes of the traffic analysis and EIR (i.e., project land use and square footage assumptions) has been designed to provide for future flexibility. Completion and occupancy of the proposed project is anticipated in year The site plan for the Commerce Retail Center project is illustrated in Figure 2 1. Vehicular access to and from the site is planned to be provided via two driveways along Washington Boulevard, one driveway along Atlantic Boulevard, and two driveways along Sheila Street. In addition, a truck/delivery vehicle access only driveway to Building 1 is planned to be provided on the north side of Sheila Street near the westerly property line. Further discussion of the proposed project site access and circulation scheme is provided in Section

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15 3.0 SITE ACCESS AND CIRCULATION The proposed site access scheme for the project is displayed in Figure 2 1. Descriptions of the existing and proposed site access and circulation schemes are provided in the following subsections. 3.1 Existing Site Access Vehicular access to and from the site is provided via driveways located along the short/discontinuous roadway segments of Hepworth Avenue, Ransom Street, Couts Avenue, and Bewley Avenue south of Washington Boulevard. In addition, other project driveways located along the south side of Washington Boulevard, the west side of Atlantic Boulevard, and the north side of Sheila Street also provide vehicular access to and from the site. 3.2 Proposed Project Site Access Vehicular access to and from the site is planned to be provided via two driveways along Washington Boulevard, one driveway along Atlantic Boulevard, and two driveways along Sheila Street. In addition, a truck/delivery vehicle access only driveway to Building 1 is planned to be provided on the north side of Sheila Street near the westerly property frontage. All project site driveways would be constructed to City of Commerce design standards. A brief description of the proposed project site access scheme and improvements to adequately serve the project site access are provided in the following paragraphs. It should be noted that for purposes of this traffic impact analysis, the recommended dedication and widening along the south side of Washington Boulevard for an eastbound deceleration lane along the project frontage (as described below) is proposed as a project design feature and is therefore incorporated in the "With Project" conditions. However, the final lane configuration and related elements associated with the project driveway approach improvements opposite Bewley Avenue will be dependent upon what type of traffic control will ultimately be approved by the City at this location (i.e., traffic signal control, stop-sign control, etc.). As a result, the recommended traffic signal installation as well as the related project driveway approach lane configuration for the south leg of the Bewley Avenue/Washington Boulevard intersection are analyzed and incorporated accordingly in the "With Mitigation" conditions. Washington Boulevard Project Access and Improvements Two project driveways along the south side of Washington Boulevard are planned to be provided. The easterly project driveway is planned to be signalized as a project mitigation measure, allowing for both left-turn and right-turn ingress and egress movements, and is proposed to be located opposite Bewley Avenue, replacing the existing south leg of the intersection. The westerly project driveway is planned to be located just east of Ransom Street. This driveway will be restricted to right-turn ingress and egress turning movements only. To further enforce these turning movements, a triangular pork chop channelization island is proposed in order to create a physical barrier that prohibits left-turn ingress and egress turning movements at the westerly project driveway

16 It is noted that while the south side of Washington Boulevard along the project frontage would need to be widened by two feet in order to provide a 42-foot half pavement width to meet the Commerce General Plan Major Highway roadway standards, the proposed Project will dedicate and widen an additional 12 feet beyond the General Plan requirements along the south side of Washington Boulevard so as to provide an eastbound deceleration lane along the project frontage. As a result, the half width rightof-way (ROW) will exceed City standards for a Major Highway. The deceleration lane is anticipated to better facilitate traffic turning into and out of the two project driveways on Washington Boulevard. The deceleration lane is planned to begin along the south side of Washington Boulevard at a point generally opposite the I- 710 Freeway northbound ramps and is planned to terminate just west of Cowlin Avenue. As the deceleration lane is not proposed to extend all the way to Atlantic Boulevard, use of the deceleration lane as a potential bypass lane for motorists traveling eastbound on Washington Boulevard is not expected. Appropriate taper and transition distances will be provided along Washington Boulevard. It should be noted that the Washington Boulevard Improvement project does not assume implementation of a separate eastbound right-turn only lane at Atlantic Boulevard. In addition, providing a separate right-turn only lane would not be consistent with the Commerce General Plan cross section for Washington Boulevard. Atlantic Boulevard Project Access and Improvements One project driveway is planned to be provided along the west side of Atlantic Boulevard, located approximately mid-way between Washington Boulevard and Sheila Street. This driveway will be restricted to right-turn ingress and egress movements only. Appropriate signage and pavement markings will be provided. In addition, the project applicant plans to provide the necessary dedication along the west side of the Atlantic Boulevard project frontage (i.e., between Washington Boulevard and Sheila Street) in order to meet the Commerce General Plan Major Highway roadway standards (i.e., a 50-foot half width ROW). Due to the relatively low inbound traffic volume forecasts at the Atlantic Boulevard project driveway during the various peak hour analysis time periods (as further discussed in Section 6.2 herein), a separate deceleration lane on Atlantic Boulevard to access this driveway is not determined to be necessary or warranted. Furthermore, by providing the project driveway off Atlantic Boulevard, it improves the overall site accessibility from the surrounding streets and provides an additional vehicular access point to and from the outlining Buildings 2, 3, 4 and 5. In addition, emergency vehicles will be able to access the project site via Atlantic Boulevard during an emergency. Sheila Street Project Access and Improvements Three project driveways are planned to be provided along the north side of Sheila Street. The easterly project driveway is planned to facilitate both left-turn and right-turn ingress and egress turning movements to/from the proposed Project. The middle project driveway is planned to provide vehicular access to the parking areas located immediately adjacent to Building 1 (i.e., the - 8 -

17 major tenant) and will accommodate right-turn ingress and egress turning movements only. The westerly project driveway (located near the westerly property line) will be restricted to truck/delivery vehicle access only and provide for left-turn and right-turn ingress and egress turning movement. In addition, the project applicant plans to provide the necessary dedication along the north side of the Sheila Street project frontage in order to meet the Commerce General Plan Secondary Highway roadway standards (i.e., a 40- foot half width ROW). Based on a review of the Sheila Street project driveway inbound and outbound traffic volume forecasts during the various peak hour analysis time periods (as further discussed in Section 6.2 herein), congestion or vehicle queuing either internally within the project or externally onto Sheila Street are not expected. Furthermore, it is recommended that the corresponding corners of the subject driveway intersections at Sheila Street be clear of any tall landscaping or objects (i.e., less than 36 inches in height) so as to maintain a clear line of sight between the motorists exiting the project driveways and motorists traveling on Sheila Street. Based on the number as well as the location of the project access driveways, adequate emergency access is expected to be provided as emergency vehicles will be able to access the project site via all three roadways surrounding the site (i.e., Washington Boulevard, Atlantic Boulevard, Sheila Street). Furthermore, pursuant to information provided by the project applicant, Building 1 (i.e., the major tenant) is anticipated to receive up to six semi-trailer truck deliveries and up to six smaller vendor truck deliveries on a typical day. The semi-trailer trucks are expected to be four or five-axle trucks that are approximately 73.5 feet in length. The smaller vendor trucks are expected to be two-axle trucks that are approximately 33 feet in length. Truck/delivery vehicle access to Building 1 will be provided by Sheila Street via the dedicated project driveway located near the westerly property line. Depending on their direction of travel, these trucks will likely access Sheila Street by utilizing either Atlantic Boulevard to/from the east or Ayers Avenue and other streets to/from the west. The truck/delivery vehicle circulation pattern is designed such that trucks would unload cargo at the rear of Building 1. When completed, these trucks would turn around on-site and then exit via the same dedicated project driveway on Sheila Street. It should be noted that the current project site plan includes the implementation of a truck turntable at the rear of Building 1 to facilitate semi-trailer truck maneuverings. Therefore, standard truck maneuvering studies to demonstrate truck turning feasibility in this area are not necessary and are not prepared. The remaining uses on-site (i.e., Buildings 2 to 5) are estimated to receive a combined total of up to three smaller truck or van deliveries on a typical day. Truck/delivery vehicle access to these buildings will be provided via the other project driveways along Washington Boulevard, Atlantic Boulevard, and Sheila Street, depending on their direction of travel to and from the project site as well as the proposed project driveway turn restrictions. Trucks and delivery vehicles should be scheduled so as to not coincide with commuter peak periods, to the extent feasible

18 4.0 EXISTING STREET SYSTEM 4.1 Study Intersections Immediate vehicular access to the project site is provided via Washington Boulevard, Atlantic Boulevard, and Sheila Street. The following 34 study intersections were selected for analysis in consultation with City of Commerce Community Development Department staff in order to determine potential impacts related to the proposed project. 1. Soto Street/Washington Boulevard (City of Los Angeles) 2. Grande Vista Avenue/Washington Boulevard (City of Los Angeles/City of Vernon) 3. Indiana Street/Washington Boulevard (City of Commerce) 4. Oak Street/Washington Boulevard (City of Commerce) 5. Arrowmill Avenue/Washington Boulevard (City of Commerce) 6. Ayers Avenue/Washington Boulevard (City of Commerce) 7. I-710 Freeway Southbound Ramps-Connor Avenue/Washington Boulevard (City of Commerce) 8. I-710 Freeway Northbound Ramps-Hepworth Avenue/Washington Boulevard (City of Commerce) 9. Bewley Avenue/Washington Boulevard (City of Commerce) 10. Atlantic Boulevard/Olympic Boulevard (County of Los Angeles) 11. Atlantic Boulevard-Goodrich Boulevard-Triggs Street/Telegraph Road-Ferguson Dr. (City of Commerce/County of Los Angeles) 12. Atlantic Boulevard/Telegraph Road (City of Commerce) 13. Atlantic Boulevard/Eastern Avenue (City of Commerce) 14. Atlantic Boulevard/Everington Street (City of Commerce) 15. Atlantic Boulevard/Harbor Street (City of Commerce) 16. Atlantic Boulevard/Jardine Street (City of Commerce) 17. Atlantic Boulevard/Washington Boulevard (City of Commerce) 18. Atlantic Boulevard/Sheila Street (City of Commerce) 19. Atlantic Boulevard/Bandini Boulevard (City of Vernon/City of Bell) 20. Atlantic Boulevard/Slauson Avenue (City of Maywood) 21. O Neill Avenue/Washington Boulevard (City of Commerce) 22. Eastern Avenue/Washington Boulevard (City of Commerce) 23. Eastern Avenue/Bandini Boulevard (City of Bell/City of Commerce)

19 24. Eastern Avenue/Slauson Avenue (City of Commerce) 25. Commerce Way/Washington Boulevard (City of Commerce) 26. Leo Avenue/Washington Boulevard (City of Commerce) 27. Fidelia Avenue/Washington Boulevard (City of Commerce) 28. I-5 Freeway Southbound Ramps/Washington Boulevard (City of Commerce) 29. I-5 Freeway Northbound Ramps-Casino Driveway/Telegraph Road (City of Commerce) 30. Telegraph Road/Washington Boulevard (City of Commerce) 31. Garfield Avenue/Washington Boulevard (City of Commerce) 32. Garfield Avenue/Telegraph Road (City of Commerce) 33. Garfield Avenue/Bandini Boulevard (City of Commerce) 34. Atlantic Boulevard/Whittier Boulevard (County of Los Angeles) Thirty-three of the 34 study intersections are presently controlled by traffic signals, while the Bewley Avenue/Washington Boulevard intersection (study intersection number 9) is currently controlled by stop signs facing the Bewley Avenue approaches. The existing lane configurations and regulatory controls at the 34 study intersections are displayed in Figure Study Street Segments The following five study street segment locations located in the City of Commerce were identified for analysis in consultation with City of Commerce Community Development Department staff in order to determine potential roadway impacts due to the development and operation of the proposed project: 1. Ransom Street, north of Washington Boulevard 2. Couts Avenue, north of Washington Boulevard 3. Bewley Avenue, north of Washington Boulevard 4. Cowlin Avenue, north of Washington Boulevard 5. Hepworth Avenue, south of Washington Boulevard 4.3 Roadway Classifications The City of Commerce utilizes the roadway categories recognized by regional, state and federal transportation agencies. There are four categories in the roadway hierarchy, ranging from freeways with the highest capacity to two-lane undivided roadways with the lowest capacity. The roadway categories are summarized as follows:

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21 Freeways are limited-access and high-speed travel ways included in the state and federal highway systems. Their purpose is to carry regional through-traffic. Access is provided by interchanges with typical spacing of one mile or greater. No local access is provided to adjacent land uses. Arterial roadways are major streets that primarily serve through-traffic and provide access to abutting properties as a secondary function. Arterials are generally designed with two to six travel lanes and their major intersections are signalized. This roadway type is divided into two categories: major and secondary arterials. Major arterials are typically four-or-more lane roadways and serve both local and regional through-traffic. Secondary arterials are typically two-to-four lane streets that service local and commuter traffic. Collector roadways are streets that provide access and traffic circulation within residential and non-residential (e.g., commercial and industrial) areas. Collector roadways connect local streets to arterials and are typically designed with two through travel lanes (i.e., one through travel lane in each direction) that may accommodate on-street parking. They may also provide access to abutting properties. Local roadways distribute traffic within a neighborhood, or similar adjacent neighborhoods, and are not intended for use as a through-street or a link between higher capacity facilities such as collector or arterial roadways. Local streets are fronted by residential uses and do not typically serve commercial uses. 4.4 Regional Highway System Primary regional access is provided by the I-710 (Long Beach) Freeway and I-5 (Santa Ana) Freeway. Brief descriptions of the freeways are provided in the following paragraphs. I-710 (Long Beach) Freeway is a north-south freeway connecting Alhambra to the north and Long Beach to the south. Five mainline travel lanes are provided in each direction along the I- 710 Freeway near the study area. Northbound and southbound on and off-ramps are provided at Washington Boulevard, Bandini Boulevard, and Florence Avenue. I-5 (Santa Ana) Freeway is a north-south oriented freeway that extends between northern and southern California. Four mainline travel lanes are generally provided in each direction along the I-5 Freeway near the study area. Northbound and southbound on and off-ramps are provided at Washington Boulevard, Eastern Avenue, Telegraph Road, and Bandini Boulevard. 4.5 Roadway Descriptions A brief description of the important roadways in the project site vicinity is provided in the following paragraphs. Washington Boulevard is an east-west oriented roadway which borders the project site to the north. Washington Boulevard is classified as a Major Arterial in the City s 2020 General Plan Transportation Element (adopted in January 2008). While two through travel lanes are provided

22 in each direction in the project vicinity, per the General Plan Major Arterials typically provide three lanes in each direction and the lanes may be separated by either a median or a two-way left turn lane. Major arterial roadways typically contain 84 feet of paving within a 100-foot right-ofway. Exclusive left-turn lanes in both the eastbound and westbound directions are provided along Washington Boulevard at the Indiana Street, Oak Street, Arrowmill Avenue, Ayers Avenue, I- 710 Freeway Southbound Ramps, I-710 Freeway Northbound Ramps, Atlantic Boulevard, O Neill Avenue, Eastern Avenue, Commerce Way, Leo Avenue, Fidelia Avenue, Telegraph Road, and Garfield Avenue intersections. An exclusive left-turn lane is also provided in the westbound direction at the I-5 Freeway SB Ramp intersection. Additionally, a separate right-turn lane is provided in the westbound direction at the Hepworth Avenue/I-710 Freeway Northbound Ramps, Fidelia Avenue, and Telegraph Road intersections. Washington Boulevard is posted for a speed limit of 40 miles per hour in the study area. Atlantic Boulevard is a north-south oriented roadway which borders the project site to the east. Atlantic Boulevard is classified as a Major Arterial in the City s 2020 General Plan Transportation Element. Two through travel lanes are generally provided in each direction within the study area. Exclusive left-turn lanes are provided in the northbound and southbound directions at most signalized intersections. Curbside parking is generally provided on Atlantic Boulevard in the study area. Atlantic Boulevard is posted for a speed limit of 40 miles per hour within the study area. Sheila Street is an east-west oriented roadway which borders the project site to the south. Sheila Street is classified as a Secondary Arterial in the City s 2020 General Plan Transportation Element. One through travel lane is provided in each direction on Sheila Street in the project vicinity. Sheila Street is posted for a speed limit of 35 miles per hour in the project area. Soto Street is a north-south oriented roadway that is located west of the project site. Soto Street is designated as a Secondary Highway in the City of Los Angeles General Plan Transportation Element north of Whittier Boulevard. South of Whittier Boulevard, Soto Street is designated as a Major Highway in the City of Los Angeles General Plan Transportation Element. Two through travel lanes are generally provided in each direction on Soto Street in the project vicinity. Soto Street is posted for a 35 miles per hour speed limit in the project vicinity. Grande Vista Avenue is a north-south oriented roadway that is located west of the project site. Grande Vista Avenue is designated as a Secondary Highway in the City of Los Angeles General Plan Transportation Element north of Lorena Street. South of Lorena Street, Grande Vista Avenue is designated as a Major Highway in the City of Los Angeles General Plan Transportation Element. Two through travel lanes are generally provided in each direction on Grande Vista Avenue in the project vicinity. Grande Vista Avenue is posted for a 35 miles per hour speed limit in the project vicinity. Indiana Street is a north-south oriented roadway that is located west of the project site. Indiana Street is classified as a Local Street in the City s 2020 General Plan Transportation Element. One through travel lane is provided in each direction within the study area. Curbside parking is generally prohibited along both sides of the roadway. There is no speed limit posted on Indiana

23 Street in the study area, thus a prima facie speed limit of 25 miles per hour is assumed, consistent with the State of California Vehicle Code. Oak Street is a north-south oriented roadway that is located west of the project site. Oak Street is classified as a Local Street in the City s 2020 General Plan Transportation Element. One through travel lane is provided in each direction within the study area. Curbside parking is generally prohibited along both sides of the roadway. There is no speed limit posted on Oak Street in the study area, thus a prima facie speed limit of 25 miles per hour is assumed, consistent with the State of California Vehicle Code. Arrowmill Avenue is a north-south oriented roadway that is located west of the project site. Arrowmill Avenue is classified as a Local Street in the City s 2020 General Plan Transportation Element. One through travel lane is provided in each direction on Arrowmill Avenue. Curbside parking is generally prohibited along both sides of the roadway. There is no speed limit posted on Arrowmill Avenue in the study area, thus a prima facie speed limit of 25 miles per hour is assumed, consistent with the State of California Vehicle Code. Ayers Avenue is a north-south oriented roadway that is located west of the project site. Ayers Avenue is classified as a Local Street in the City s 2020 General Plan Transportation Element. One through travel lane is provided in each direction on Ayers Avenue within the study area. Curbside parking is generally provided along both sides of the roadway. There is no speed limit posted on Ayers Avenue in the study area, thus a prima facie speed limit of 25 miles per hour is assumed, consistent with the State of California Vehicle Code. O Neill Avenue is a north-south roadway that is located east of the project site. O Neill Avenue is classified as a Local Street in the City s 2020 General Plan Transportation Element. One through travel lane is provided in each direction within the study area. Curbside parking is prohibited along both sides of the roadway with No Stopping Any Time parking restrictions. There is no speed limit posted on O Neill Avenue in the study area, thus a prima facie speed limit of 25 miles per hour is assumed, consistent with the State of California Vehicle Code. Eastern Avenue is a north-south oriented roadway that is located east of the project site. Eastern Avenue is classified as a Major Arterial in the City s 2020 General Plan Transportation Element. Two to three through travel lanes are provided in each direction within the project study area. Exclusive left-turn lanes are provided in both directions at major intersections. Parking is generally prohibited along both sides of Eastern Avenue with No Parking Any Time parking restrictions. Eastern Avenue is posted for a speed limit of 40 miles per hour in the project area. Commerce Way is a north-south roadway that is located east of the project site. Commerce Way is classified as a Collector Street in the City s 2020 General Plan Transportation Element. One through travel lane is provided in each direction in the project vicinity. Parking is generally provided along Commerce Way, with the inclusion of two-hour parking between the hours of 7:00 AM and 6:00 PM along the west side of the roadway. Commerce Way is posted for a speed limit of 25 miles per hour and 35 miles per hour, north and south of Washington Boulevard, respectively

24 Leo Avenue is a north-south roadway that is located east of the project site. Leo Avenue is classified as a Local Street in the City s 2020 General Plan Transportation Element. One through travel lane is provided in each direction within the study area. Curbside parking is generally provided along Leo Avenue, with the inclusion of two-hour parking between the hours of 7:00 AM and 6:00 PM along both sides of the roadway. There is no speed limit posted on Leo Avenue within the study area, thus a prima facie speed limit of 25 miles per hour is assumed, consistent with the State of California Vehicle Code. Fidelia Avenue is a north-south roadway that is located east of the project site. Fidelia Avenue is classified as a Local Street in the City s 2020 General Plan Transportation Element. One through travel lane is provided in each direction in the project vicinity. Parking is generally provided along Fidelia Way, with the inclusion of two-hour parking between the hours of 7:00 AM and 6:00 PM along the west side of the roadway and between the hours of 7:00 AM and 3:00 PM along the east side of the roadway. Parking is prohibited along the east side of the roadway between the hours of 3:00 PM and 6:00 PM. There is no speed limit posted on Fidelia Avenue within the study area, thus a prima facie speed limit of 25 miles per hour is assumed, consistent with the State of California Vehicle Code. Telegraph Road is an east-west oriented roadway that is located east of the project site. Telegraph Road is classified as a Major Arterial in the City s 2020 General Plan Transportation Element. Two to three through travel lanes are provided in each direction on Telegraph Road within the project study area. Telegraph Road is posted for a speed limit of 45 miles per hour in the project area. Garfield Avenue is a north-south oriented roadway that is located east of the project site. Garfield Avenue is classified as a Major Arterial in the City s 2020 General Plan Transportation Element. Two through travel lanes are generally provided in each direction on Garfield Avenue within the project study area. Garfield Avenue is posted for a speed limit of 40 miles per hour in the project area. Whittier Boulevard is an east-west oriented roadway that is located north of the project site. Whittier Boulevard is classified as a Major Arterial in the City s 2020 General Plan Transportation Element. Two through travel lanes are provided in each direction on Whittier Boulevard in the project vicinity. Curbside parking is generally provided along Whittier Boulevard within the project study area. Whittier Boulevard is posted for a speed limit of 30 miles per hour in the project area. Olympic Boulevard is an east-west oriented roadway that is located north of the project site. Olympic Boulevard is classified as a Major Arterial in the City s 2020 General Plan Transportation Element. Two through travel lanes are provided in each direction on Olympic Boulevard in the project vicinity. Curbside parking is generally provided along Olympic Boulevard within the project study area. Olympic Boulevard is posted for a speed limit of 35 miles per hour in the project area

25 Everington Street is an east-west oriented roadway that is located north of the project site. Everington Street is classified as a Local Street in the City s 2020 General Plan Transportation Element. One through travel lane is provided in each direction on Everington Street in the project vicinity. Curbside parking is generally provided along Everington Street within the project study area. Everington Street is posted for a speed limit of 25 miles per hour in the project area. Harbor Street is an east-west oriented roadway that is located north of the project site. Harbor Street is classified as a Collector Street in the City s 2020 General Plan Transportation Element. One through travel lane is provided in each direction on Harbor Street in the project vicinity. Curbside parking is generally provided along Harbor Street within the project study area. Harbor Street is posted for a speed limit of 25 miles per hour in the project area. Jardine Street is an east-west oriented roadway that is located north of the project site. Jardine Street is classified as a Local Street in the City s 2020 General Plan Transportation Element. One through travel lane is provided in each direction on Jardine Street in the project vicinity. Curbside parking is generally provided along Jardine Street within the project study area. There is no speed limit posted on Jardine Street within the study area, thus a prima facie speed limit of 25 miles per hour is assumed, consistent with the State of California Vehicle Code. Bandini Boulevard is an east-west oriented roadway that is located south of the project site. Bandini Boulevard is classified as a Major Arterial in the City s 2020 General Plan Transportation Element. Two to three through travel lanes are provided in each direction on Bandini Boulevard within the project study area. Bandini Boulevard is posted for a speed limit of 40 miles per hour in the project area. Slauson Avenue is an east-west oriented roadway that is located south of the project site. Slauson Avenue is classified as a Major Arterial in the City s 2020 General Plan Transportation Element. Two to three through travel lanes are provided in each direction on Slauson Avenue within the project study area. Slauson Avenue is posted for a speed limit of 45 miles per hour in the project area. 4.6 Existing Public Bus Transit Service Public bus transit service in the project vicinity is currently provided by the Metropolitan Transportation Authority (Metro), City of Commerce, City of Montebello, and Metrolink Train Services. Along the project frontage on the south side of Washington Boulevard, there is a transit stop located just west of Hepworth Avenue. In addition, along the project frontage on the west side of Atlantic Boulevard, there is a transit stop located just south of Washington Boulevard. A summary of the existing transit routes, including the transit route, destinations and number of buses during the weekday AM peak hour, PM peak hour, and Saturday Mid-day peak hour is presented in Table 4 1. The existing public transit routes in the project vicinity are illustrated in Figure

26 Metro Route 18 Wilshire Center to Montebello via Downtown Los Angeles, Atlantic Boulevard, Whittier Boulevard EB Boyle Heights, East Los Angeles WB Metro Route 66 Wilshire Center to Montebello via Koreatown, East Los Olympic Boulevard, Atlantic Boulevard, Soto EB Angeles Street WB Metro Route 254 Watts to Boyle Heights via Florence, Huntington Park, Grande Vista Avenue, Washington Boulevard NB Vernon, Los Angeles SB Metro Route 611 Cudahy to Los Angeles Atlantic Boulevard, Slauson Avenue EB WB Table 4-1 EXISTING TRANSIT ROUTES [1] NO. OF BUSES/TRAINS ROADWAY(S) DURING PEAK HOUR ROUTE DESTINATIONS NEAR SITE DIR AM PM SAT Metro Route 62 Downtown Los Angeles to Hawaiian Gardens via Boyle Telegraph Road, Garfield Avenue, Washington EB Heights, Commerce, Downey Santa Fe Springs, Norwalk, Boulevard, Atlantic Boulevard, Soto Street WB Cerritos Metro Route 108/358 Marina Del Rey to Pico Rivera via Fox Hills, Hyde Park, Slauson Avenue, Eastern Avenue, Atlantic EB Los Angeles, Huntington Park, City of Commerce Boulevard WB Metro Route 251 Lynwood to Cypress Park via South Gate, Huntington Park, Soto Street, Washington Boulevard NB Boyle Heights, Lincoln Heights EB Metro Route 258 [2] Paramount to Alhambra via South Gate, Bell Gardens, Telegraph Road, Atlantic Boulevard, Goodrich NB Commerce, East Los Angeles Boulevard, Eastern Avenue, Washington Boulevard, SB Bandini Boulevard Metro Route 260 Compton to Altadena via Lynwood, Maywood, East Los Atlantic Boulevard, Olympic Boulevard, Telegraph NB Angeles, Alhambra, Pasadena Road, Washington Boulevard, Slauson Avenue, SB Whittier Boulevard [1] Sources: Los Angeles County Metropolitan Transportation Authority (Metro), City of Commerce Transit, City of Montebello Bus Lines, and Metrolink websites, [2] No service operated on Saturdays and Sundays.