TRANSPORTATION 1. INTRODUCTION 2. METHODOLOGY

Transcription

1 IV.K TRANSPORTATION 1. INTRODUCTION This section provides an analysis of potential impacts associated with traffic, parking, and access. The analysis provides an overview of existing traffic conditions and circulation patterns in the Project area, including public transit, and evaluates the construction- and operation-related traffic impacts of the proposed Project on future capacities of selected intersections within the study area. Because the Project includes replacement parking for the adjacent St. Vincent s Church, the analysis also considers parking availability and changes in traffic patterns for trips generated by the church parishioners. Where significant transportation and/or parking impacts are identified, mitigation measures are required to reduce such impacts to less than significant levels. 2. METHODOLOGY This section is based on the Traffic Impact Report for the Proposed Figueroa & Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles, prepared by Crain & Associates, dated July 2008 (Traffic Impact Report). A complete copy of the Traffic Impact Report and Construction Traffic Analysis is included in Appendix IV.K of this Draft Environmental Impact Report (EIR). The Los Angeles Department of Transportation (LADOT) reviewed the Traffic Impact Study and approved its content prior to circulation of this Draft EIR. A copy of the LADOT memorandum is provided in Appendix IV.K. 1 Finally, the Figueroa & Adams Residential Project Construction Traffic Analysis (Construction Traffic Analysis), prepared by Crain & Associates and dated December 2008 was used to analyze the potential traffic impacts of the Project during construction. A copy of the Construction Traffic Analysis is provided in Appendix IV.K. The Traffic Impact Report analyzed existing (2008) and future (2011) AM and PM peak-hour traffic conditions at 11 intersections in the vicinity of the Project site. 1. Figueroa Street and Washington Boulevard th Street and US-10 Westbound Ramps 3. Hoover Street and US-10 Eastbound Ramps rd Street and US-110 Southbound Off-ramp 1 City of Los Angeles, Inter-Departmental Correspondence, Traffic Assessment for the Proposed Residential Project at the Northeast Corner of Adams Boulevard and Figueroa Street from Tomas Carranza, Senior Transportation Engineer, Department of Transportation to Hadar Plafkin, City Planner Department of City Planning, August 6, Provided in Appendix IV.K. Los Angeles Department of City Planning IV.K-1 Figueroa and Adams Student Housing Project Draft EIR

2 5. 23 rd Street and Figueroa Street rd Street and Flower Street 7. Adams Boulevard and Hoover Street 8. Adams Boulevard and Figueroa Street 9. Adams Boulevard and Flower Street 10. Adams Boulevard and US-110 Northbound Off-ramp. 11. Figueroa Street and Jefferson Boulevard To evaluate existing traffic conditions, manual traffic counts were conducted on November 6, In accordance with LADOT Traffic Study Policies and Procedures, the traffic counts cover the weekday morning and afternoon peak commute periods. Detailed information regarding methodology is provided in the Environmental Setting and Environmental Impact Analysis sections. 3. REGULATORY FRAMEWORK The lead regional transportation planning agencies in the Los Angeles region are the Southern California Association of Governments (SCAG) and the Los Angeles County Metropolitan Transportation Authority (Metro). LADOT is responsible for transportation issues within the City of Los Angeles. a. SCAG Regional Transportation Plan The 2008 Regional Transportation Plan (RTP) prepared by SCAG is a federal- and state-mandated 20-year transportation plan that envisions the future multi-modal transportation system for the region. The RTP also includes the many planning factors that LADOT depends upon for growth forecasts and capital improvement programs. In compliance with state and federal requirements, SCAG prepares the Regional Transportation Improvement Program (RTIP) to implement projects and programs listed in the RTP. Updated every other year, the RTIP contains a listing of all transportation projects proposed for the region over a six-year period. b. Los Angeles County Congestion Management Program The 2004 Congestion Management Program (CMP) is a state-mandated program enacted by the state legislature to address the increasing concern that urban congestion is affecting the economic vitality of the state and diminishing the quality of life in some communities. The CMP provides the analytical basis Los Angeles Department of City Planning IV.K-2 Figueroa and Adams Student Housing Project Draft EIR

3 for transportation decisions through the State Transportation Improvement Process. The statewide CMP document states the CMP was created to link land use, transportation, and air quality decisions; to develop a partnership among transportation decision makers on devising appropriate transportation solutions that include all modes of travel; and to propose transportation projects, which are eligible to compete for state gas tax funds. As required by state legislation, the Metro, the local CMP agency, has adopted a CMP for the near- and long-term development of regional transportation facilities throughout the County and has designated a highway network that includes all state highways and principal arterials within the County. It also sets requirements for the transportation analysis of regionally significant land-use developments and requirements for implementation of the regional improvement programs by local jurisdictions. New projects within the City of Los Angeles must comply with the CMP for Los Angeles County. The CMP monitors traffic conditions on the designated transportation network, performance measures to evaluate current and future system performance, promotion of alternative transportation methods, analysis of the impact of land use decisions on the transportation network, and mitigation to reduce impacts on the network. If LOS standards deteriorate, then local jurisdictions must prepare a deficiency plan to be in conformance with the countywide plan. The Transportation Impact Analysis (TIA) Guidelines outlined in the 2004 CMP for Los Angeles County require that, when an EIR is prepared for a project, traffic and transit analyses shall be conducted for select regional facilities based on the quantity of project traffic expected to utilize these facilities. The CMP guidelines for determining the study area of the analysis for CMP arterial monitoring intersections and for freeway monitoring locations are: All CMP arterial monitoring intersections, including monitored on- or off-ramp intersections, where the proposed project will add 50 or more trips during either the AM or PM weekday peak hours of adjacent street traffic. Mainline freeway monitoring locations where the project will add 150 or more trips, in either direction, during either the AM or PM weekday peak hours. The local CMP requires that all CMP monitoring intersections be analyzed where a project would likely add 50 or more trips during the peak hours. The nearest CMP intersection is Alameda Street and Washington Boulevard, which is located approximately 1 mile southeast of the Project site. The proposed Project will not add 50 or more trips to any of the study area CMP monitoring intersections. The CMP also requires that any freeway location, including freeway ramps, where a project would likely add 150 or more peak-hour trips in either direction must be analyzed. Los Angeles Department of City Planning IV.K-3 Figueroa and Adams Student Housing Project Draft EIR

4 c. South Los Angeles Community Plan The South Los Angeles Community Plan, adopted in 2002, is the official guide to land use planning and future development within the South Los Angeles community and implements the Transportation Element of the City s General Plan. The Plan contains the following goals, objectives, and policies related to transportation that are applicable to the proposed Project: Freeways, Highways and Streets Objective 11-1: Policy : Policy : To comply with Citywide performance standards for acceptable levels of service (LOS) and insure that necessary road access and street improvements are provided to accommodate traffic generated by all new development. Maintain an LOS for streets and highways not to exceed LOS D for Secondary arterials, Collector streets and Local streets; not to exceed LOS E for Major Highways, and not to exceed LOS E in the Community s major business districts. New development projects should be designated to minimize disturbance to existing traffic flow with proper ingress and egress to parking. Policy : Highways and Street dedications shall be developed in accordance with standards and criteria contained in the Highways and Freeways Element of the General Plan and the City s Standard Street Dimensions, except where environmental issues and planning practices warrant alternate standards consistent with capacity requirements. Policy : Objective 11-2: Policy : Discourage the vacation of rights-of-way when it may result in a negative impact on traffic circulation. To ensure that the location, intensity, and timing of development is consistent with the provision of adequate transportation infrastructure utilizing the City s streets and highways standards. Require new development projects to mitigate off-site traffic impacts to the maximum extent feasible. Los Angeles Department of City Planning IV.K-4 Figueroa and Adams Student Housing Project Draft EIR

5 Policy : Require that driveway access points onto major and secondary highways, arterials, and collector streets be limited in number and be located to ensure the smooth and safe flow of vehicles and bicycles. Public Transportation Policy : Require that new development install traffic signals at intersections on arterials when such is warranted on an individual case-by-case study. Goal 12: Develop a public transit system that improves mobility with convenient alternatives to automobile travel. Policy : Policy : Objective 12-2: Coordinate with the Metropolitan Transportation Authority (MTA) to improve local bus service to and within the South Central area. Encourage the expansion wherever feasible, of programs aimed at enhancing the mobility of senior citizens, disabled persons and the transit-dependent population. To increase the work trips and non-work trips made on public transit. Policy : Support the expansion of Community based transit service improvement. Land Use Transportation Policy Objective 13-1: Policy : Policy : To reflect the objectives and guiding principles of the City Council adopted Land Use-Transportation policy. Encourage growth, as appropriate, around transit stations when these become operational. Preserve existing stable single-family neighborhoods. Objective 13-2: To increase the work and non-work trips made on public transit. Los Angeles Department of City Planning IV.K-5 Figueroa and Adams Student Housing Project Draft EIR

6 Transportation Demand Management Goal 14: Objective 14-1: An environment which encourages and provides people with alternative modes of transportation to the use of single occupant vehicles (sov) in order to reduce vehicular trips. To pursue transportation management strategies that can maximize vehicle occupancy, minimize average trip length and reduce the number of vehicle trips. Policy : Encourage the use of multiple-occupancy vehicle programs for shopping and other activities to reduce midday traffic. Transportation System Management Goal 15: A well-maintained, safe, efficient freeway, highway, and street network designed to maximize traffic flow. Policy : Policy : Policy : Install ATSAC equipment at an accelerated rate with expanded funding. Improve vehicular traffic flow on the Santa Monica and the Harbor Freeways. Support the Department of Transportation program to provide separate left and/or right turn lanes on all arterial streets, where feasible. Non-Motorized Transportation Policy : Policy : Plan for and encourage funding and construction of bicycle routes connecting residential neighborhoods to schools, open space areas, and employment centers. Plan for and encourage funding and construction of bicycle routes connecting residential neighborhoods to regional open space areas and employment centers. Los Angeles Department of City Planning IV.K-6 Figueroa and Adams Student Housing Project Draft EIR

7 Objective 16-2: To promote Pedestrian Oriented areas and pedestrian routes for commuter, school, recreational use, economic revitalization, and access to transit facilities. Policy : Objective 16-3: Require the installation of sidewalks with all new roadway construction and significant reconstruction of existing roadways. To provide for pedestrian and Bikeway access to transit stations. Policy : Policy : Assure that all development in the area surrounding transit stations make adequate provision for pedestrian and bicycle access and to share proportionally in the cost of such access. Designate generalized locations for pedestrian and bike accesses in areas around transit stations. Goal 17: Objective 17-1: A sufficient system of well-designed and convenient on-street parking and offstreet parking facilities throughout the plan area. To provide parking in appropriate locations in accord with Citywide standards and community needs. Policy : Consolidate parking, where appropriate, to eliminate the number of ingress and egress points onto arterials. Policy : New parking lots and new parking garages shall be developed in accordance with design standards. The potential for the Project to conflict with applicable General Plan goals and policies relating to transportation is discussed in Section IV.G, Land Use and Planning. d. Los Angeles Department of Transportation LADOT reviews the transportation/traffic studies prepared for all types of development projects for which the City is the lead agency, as well as for projects for which the City is a responsible or interested agency. LADOT internal procedures are described in its Traffic Study Policies and Procedures manual (revised March 2002). Los Angeles Department of City Planning IV.K-7 Figueroa and Adams Student Housing Project Draft EIR

8 e. City of Los Angeles Municipal Code Pursuant to Los Angeles Municipal Code (LAMC) A.4, the ratio of required parking spaces is one parking space for each unit with less than three habitable rooms, one and a half parking spaces for each unit with three habitable rooms, and two parking spaces for each unit of more than three habitable rooms. This translates into a requirement for 1.5 parking spaces for a one-bedroom unit, and 2.0 parking spaces for a two-bedroom and three-bedroom unit. No specific requirements for guest parking are set forth in the LAMC. 4. ENVIRONMENTAL SETTING a. Existing Transportation System Existing Local Transportation System The Project site is located on the west side of Figueroa Street north of Adams Boulevard in South Los Angeles. Streets and freeways within the Project vicinity are under the jurisdiction of the City of Los Angeles and the California Department of Transportation (Caltrans). The Project site and surrounding uses are well-served by a grid of streets, including Major and Secondary Highways such as Adams Boulevard, Figueroa Street, Hoover Street, Flower Street, Washington Boulevard, and Jefferson Boulevard. Twenty-third Street, a collector street located to the north of the Project site, also provides site access. These streets are described in more detail below. Washington Boulevard Washington Boulevard is an east-west Class II Major Highway with jurisdiction in both the City of Los Angeles and Culver City. The western terminus is in Venice at the Venice Fishing Pier, with its route proceeding through downtown Los Angeles and terminating on the east end in the City of Whittier. In the study area, Washington Boulevard provides three through lanes in each direction, plus full left-turn channelization at most cross streets. On-street parking is allowed along Washington Boulevard, except where it is prohibited from 7:00 to 9:00 AM and from 4:00 to 6:00 PM. 23 rd Street Twenty-Third Street, designated as an east-west Col lector Street, is located north of the Project site. It extends discontinuously from Central Avenue on the east to Hoover Street on the west. Near the Project site, 23 rd Street has one through lane per direction. Near the intersection with Flower Street, 23 rd Street is undergoing road construction for the Expo Line (described below), which is scheduled to be operational in Normally, on-street parking is permitted along most segments of 23 rd Street. Los Angeles Department of City Planning IV.K-8 Figueroa and Adams Student Housing Project Draft EIR

9 Adams Boulevard Adams Boulevard, located just south of the Project site, is an east-west Major Highway Class II roadway. It extends westerly from Hooper Street in downtown Los Angeles to Washington Boulevard in the Mid-City. South of the Project site, Adams Boulevard provides two to three travel lanes per direction with left-turn channelization at major intersections. Parking is available on both sides of the street, except where it is prohibited from 4:00 to 6:00 PM. Jefferson Boulevard Jefferson Boulevard is an east-west Major Highway Class II that extends from Central Avenue in downtown Los Angeles to Culver Boulevard in the Playa Vista area to the west. Near the Project site, Jefferson Boulevard provides three through lanes in each direction, plus left-turn channelization. On-street metered parking is allowed along Jefferson Boulevard, except where parking is prohibited from 7:00 AM to 9:00 AM. Hoover Street Hoover Street, located west of the Project site, is a north-south Major Highway Class II roadway. It extends from Wilshire Boulevard in the north and discontinues at Jefferson Boulevard, but picks up again at Exposition Boulevard where it proceeds south to El Segundo Boulevard. West of the Project site, Hoover Street provides two to three travel lanes per direction. Parking is available on both sides of the street, except where it is prohibited from 4:00 PM to 6:00 PM. Figueroa Street Figueroa Street is a north-south Major Highway Class II roadway that extends southerly from Alpine Street in downtown Los Angeles to the City of Long Beach. Near the Project site, Figueroa Street has two to four through-lanes per direction with left-turn channelization at major intersections. Near its intersection with Washington Boulevard, one through lane on Figueroa Street is a northbound bus lane between 7:00 AM to 9:00 AM traveling to downtown Los Angeles. Metered parking is generally available on both sides of the street, except where prohibited from 7:00 AM to 9:00 AM and from 4:00 PM to 6:00 PM. Flower Street Flower Street, a southbound, one-way Secondary Street runs from Temple Street in Downtown Los Angeles to Figueroa Street near Exposition Park. Flower Street is normally three lanes; however at the time of this writing (January 2009), construction of the Expo Line (described below) has temporarily Los Angeles Department of City Planning IV.K-9 Figueroa and Adams Student Housing Project Draft EIR

10 reduced it to only two through lanes. After the construction of the Expo Line, Flower Street will be returned to three southbound travel lanes near the Project site. Approximately 0.25 mile southeast of the Project site is an on-ramp to the southbound 110 (SR-110) Harbor Freeway carpool lane. Parking will be available again on Flower Street once the construction ends in Existing Regional Transportation System Regional access within the Project vicinity is provided by the Harbor Freeway and Transitway (I-110) located one block east of the Project site and the Santa Monica Freeway (I-10) located 0.6 mile north of the Project site. Harbor Freeway and Transitway (I-110) The Harbor Freeway and Transitway (I-110) is an 8- to 12-lane facility in the study area with interchanges with the Hollywood (US-101), Santa Ana (I-5), Glenn Anderson (I-105), and Santa Monica (I-10 Freeways. It provides convenient access between the Project site and the greater Los Angeles metropolitan area. The section of the Harbor Freeway between downtown Los Angeles (downtown) and San Pedro Harbor also serves as a Transitway with exclusive bus lanes provided in the median. The Harbor Freeway begins as Interstate 110 (I-110) in San Pedro to the south, becomes State Route 110 (SR-110) as it passes through downtown and continues northeasterly as the Pasadena Freeway into the City of Pasadena. Approximately 1 mile north of the Project site, the Harbor Freeway interchanges with the Santa Monica Freeway (I-10). Approximately 0.25 mile north of the Project site is a southbound off-ramp from the Harbor Freeway. A northbound off-ramp from the freeway is also located at less than 0.25 mile to the southeast. According to the most current (2007) data available through the Caltrans website, traffic volumes on the Harbor Freeway, between Exposition Boulevard and the Santa Monica Freeway I-10 Interchange Junction, are approximately 290,000 vehicles per day (vpd), with peak-hour volumes of approximately 18,000 vehicles per hour (vph) (Caltrans 2007). Santa Monica Freeway (I-10) The Santa Monica Freeway (I-10) is located approximately 1 mile north of the Project site. It extends easterly from the City of Santa Monica through downtown Los Angeles, where it continues easterly as the San Bernardino Freeway into San Bernardino and Riverside counties. The Santa Monica Freeway has four travel lanes in each direction, with auxiliary lanes between some ramp locations. In the Project vicinity, there is a full-ramp access at Hoover Street. The Santa Monica Freeway has a full interchange with the Harbor Freeway approximately 1 mile north of the Project site. Los Angeles Department of City Planning IV.K-10 Figueroa and Adams Student Housing Project Draft EIR

11 Traffic volumes on the Santa Monica Freeway, between Hoover Street and the Harbor Freeway I-110 Interchange Junction, are approximately 303,000 vpd, with peak-hour volumes of approximately 20,000 vph according to the most recent traffic count data (2007) from the Caltrans website (Caltrans 2007). Public Transit/USC Shuttle The Exposition Light Rail Transit Line (Expo Line), scheduled to be operational in 2010, is currently under construction. The Expo Line will travel along the Exposition railroad right-of-way between downtown Los Angeles and Culver City and will provide another mass transit alternative for Project residents. Metro provides funding for the Expo Line and will operate it when construction is complete. The Exposition Line Construction Authority is the agency created to build the Project. Metro and LADOT provide an extensive system of bus lines throughout the South Los Angeles region. A number of Metro bus routes and one LADOT bus route have stops immediately in front of the Church adjacent to the south side of the Project site or within reasonable walking distance (less than 0.25 mile). The Metro operates more than 10 bus lines with stops near the intersection of Figueroa Street and Adams Boulevard, while LADOT operates two bus lines in the Project area. Moreover, the University of Southern California (USC) provides shuttle service for its students who live around the campus. The USC Shuttle Route A has a stop approximately 0.1 mile south of the Project site on Figueroa Street at 27 th Street. The Metro and LADOT bus lines that serve stops in the Project area also have stops near the Metro Red, Green, and Blue Lines. With the Metro rail lines and bus transfer opportunities, residents in the Project area have access to the greater Los Angeles region. See the Traffic Impact Report in Appendix IV.K for a more detailed discussion of the Metro rail lines and their bus transfer opportunities. The public transit routes and the USC Shuttle route serving the Project area are described below. Metro Bus Service Lines 81/381 provide north-south service between South Los Angeles and Eagle rock, via Figueroa Street. Line 381 operates on the same route as Line 81 but with limited stops. The closest Line 81/381 stop to the Project site is on Figueroa Street near Adams Boulevard, less than a block from the Project site. The final stop provided at Harbor Freeway/I-105 Green Line Station provides transfer opportunities to numerous bus lines and to Metro Green Line. Line 81 provides service on weekdays, Saturday, Sunday and holiday service with headways of approximately 10 to 20 minutes. Line 381 does not operate on weekends or holidays. Los Angeles Department of City Planning IV.K-11 Figueroa and Adams Student Housing Project Draft EIR

12 Lines 442,444,445,446/447 provide north-south service between San Pedro and downtown through the (I-110) Harbor Transit Freeway. These five bus lines have stops at the intersection of Figueroa Street/Adams Boulevard. On the Harbor Freeway, all bus lines have a stop at Harbor Freeway/I-105 Green Line Station, which provides transfer opportunities to numerous bus lines and the Metro Green Line. These bus lines operate Monday through Friday during peak commute periods on headways of approximately 5 to 10 minutes. They also operate during weekends with headways of approximately 30 minutes. Line 450X is an express bus line that travels north-south between downtown and the Artesia Transit Center. It runs southbound via Flower Street from 4 th Street in downtown and merges with the carpool lane of (I-110) Harbor Transit Freeway near the Project site. The northbound route exits the (I-110) Harbor Transit Freeway at Adams Boulevard and provides a stop near the intersection of Adams Boulevard and Figueroa Street. Line 405X provides transfer opportunities to the Metro Red Line at the 7 th Street/metro station downtown and to the Metro Green Line at the Imperial Highway Green Line Transit Station. More transfer opportunities to other Metro buses, Torrance Transits, Gardena Municipal Buses, and Carson North/South Shuttle are available at the Artesia Transit Center in the City of Gardena. Line 405X operates only during weekday peak-hours with headways of approximately 15 to 20 minutes. Line 460 provides north-south access between downtown, Cerritos, Fullerton and Disneyland via the (I-110) Harbor Freeway and Transitway and Glen Anderson Freeway (I-105). In the Project vicinity, a stop is provided on Figueroa Street near Adams Boulevard. Transfer opportunities to numerous bus routes and the Metro Green Line are available at the Norwalk Green Line Station. Weekday service is provided on headways of approximately 25 to 30 minutes. Weekends and holiday services run on headways of approximately 30 to 35 minutes. LADOT Bus Service DASH F Financial District USC/Exposition provides a loop service between downtown and USC/Exposition Park. Stops nearest the Project site are on Figueroa Street at 23 rd Street and Adams Boulevard. DASH F operates weekdays between 6:30 AM and 6:30 PM, with approximately 10-minute headways. Saturday and Sunday service is also provided between 10:00 AM and 5:00 PM, with headways of approximately 20 minutes. DASH King East provides a loop service between downtown and Avalon/San Pedro Park. Stops nearest the Project site are on Figueroa Street at 23 rd Street and Adams Boulevard. DASH King-East operates weekdays between 7:00 AM and 7:00 PM, and between 9:00 AM and 6:00 PM on Saturday, with approximate 20-minute headways. Los Angeles Department of City Planning IV.K-12 Figueroa and Adams Student Housing Project Draft EIR

13 USC Shuttle Route A provides loop service between the USC campus and the student residential units north of the campus. The shuttle stop nearest the Project site is on Figueroa Street at 27 th Street, 0.1 mile south of the Project site. Route A operates from Monday to Friday between 7:30 AM and 11:00 PM, with approximate 30-minute headways. Access Local access to the Project site is provided via West Adams Boulevard and South Figueroa Street, both designated Major Highways. Primary access to the Project site is from two driveways on Figueroa Street, both of which provide egress and ingress. Right and left turns in to and out of each driveway are currently permitted. Vehicular and pedestrian site access is provided along the Figueroa Street frontage. Pedestrian walkways link the site to the Church property to the south, Mount St. Mary s Campus to the west, and the St. Joseph Convent to the north. Parking The majority of the Project Site is currently a paved, lighted 123-stall surface parking lot used primarily by parishioners and employees of the adjacent St. Vincent's Church, with incidental use by employees of Mount St. Mary s College. b. Existing (2008) Traffic Conditions 2 Study Intersections As recommended by LADOT, an analysis of current AM and PM peak hour traffic conditions was conducted at the following 11 intersections in the Project vicinity: 1. Figueroa Street and Washington Boulevard th Street and US-10 Westbound Ramps 3. Hoover Street and US-10 Eastbound Ramps rd Street and US-110 Southbound Off-ramp rd Street and Figueroa Street 2 The Notice of Preparation for this project was released for public review and comment in January The Traffic Impact Report was prepared in July An annual ambient growth factor of 1.0 percent was applied to the 2007 volumes to represent existing (2008) volumes. Los Angeles Department of City Planning IV.K-13 Figueroa and Adams Student Housing Project Draft EIR

14 6. 23 rd Street and Flower Street 7. Adams Boulevard and Hoover Street 8. Adams Boulevard and Figueroa Street 9. Adams Boulevard and Flower Street 10. Adams Boulevard and US-110 Northbound Off-ramp. 11. Figueroa Street and Jefferson Boulevard These intersections, shown in Figure IV.K-1, Study Intersections Locations, include the key intersections expected to be most directly affected by Project traffic. All of them are currently signalized and are operated under the update of the Automated Traffic Surveillance and Control (ATSAC) to the Advance Traffic Control System (ATCS). 3 To evaluate existing traffic conditions, manual traffic counts were conducted during October and November of 2007 for each of the 11 study intersections. Traffic counts were collected by counting the number of vehicles crossing each of the study intersections, while noting the number of vehicles making each possible turning movement. In accordance with LADOT Traffic Study Policies and Procedures, the traffic counts cover the weekday morning and afternoon peak commute periods. Peak-hour volumes are based on the combined four highest consecutive 15-minute volumes for all vehicular movements at each intersection. This method provides a worst case scenario as it calculates the peak hour for each intersection independent of all other intersections. An annual ambient growth factor of 1.0 percent was applied to the 2007 volumes to represent existing (2008) volumes (see Figure IV.K-2, Existing (2008) Traffic Volumes, AM Peak Hour, and Figure IV.K-3, Existing (2008) Traffic Volumes, PM Peak Hour). The manual intersection traffic count data sheets are provided in Appendix A and the existing lane configuration and traffic control conditions for the 11 study intersections are illustrated in Appendix B of the Traffic Impact Report provided in Appendix IV.K. 3 The Advance Traffic Control System (ATCS) provides computer monitoring of traffic demand at signalized intersections within the system, and modifies traffic signal timing in real time to maximize capacity and decrease delay. The original Automated Traffic Surveillance and Control (ATSAC) signal enhancement has been recognized to increase intersection capacity by approximately seven percent at locations where it has been installed. The ATCS system is able to increase intersection capacity by approximately 10 percent, which is 3 percent more than the ATSAC system. Los Angeles Department of City Planning IV.K-14 Figueroa and Adams Student Housing Project Draft EIR

15 n NOT TO SCALE SOURCE: Crain & Associates, Traffic Impact Report for the Proposed Figueroa & Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles - July 2008 FIGURE IV.K-1 Study Intersection Locations /09

16 n NOT TO SCALE SOURCE: Crain & Associates, Traffic Impact Report for the Proposed Figueroa & Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles - July 2008 FIGURE IV.K-2 Existing (2008) Traffic Volumes, AM Peak Hour /08

17 n NOT TO SCALE SOURCE: Crain & Associates, Traffic Impact Report for the Proposed Figueroa & Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles - July 2008 FIGURE IV.K-3 Existing (2008) Traffic Volumes, PM Peak Hour /09

18 Existing Level of Service Existing and future traffic operations at each study intersection were analyzed in the traffic study and are based on procedures outlined in Circular Number 212 of the Transportation Research Board. 4 In the discussion of Critical Movement Analysis (CMA) for signalized intersections, procedures were developed for determining operating characteristics of an intersection in terms of the level of service (LOS) provided for different levels of traffic volume and other variables, such as the number of signal phases. The term LOS describes the quality of traffic flow. LOS A to C operates well. LOS D is recognized as the satisfactory level of service in the City of Los Angeles. LOS E represents volumes at or near the capacity of a highway, which might result in stoppages of momentary duration and fairly unstable flow. LOS F occurs when a facility is overloaded, and is characterized by stop-and-go traffic with stoppages of long duration. The LOS at each of the study intersections was obtained by identifying the CMA values at the study intersection. The CMA values were calculated by adding together the Critical Movement Volumes (CMV) obtained through the traffic counts and then dividing that summation by the appropriate capacity value for the type of signal control present. 5 Once the sum of critical movement volumes is known, the values indicated in Table IV-K-1, Critical Movement Volumes Ranges for Determining Levels of Service, can be used to determine the applicable LOS. Table IV.K-1 Critical Movement Volumes Ranges 1 for Determining Levels of Service Maximum Sum of Critical Volumes (vph) Level of Service Two Phase Three Phase Four or More Phases A B 1,050 1, C 1,200 1,140 1,100 D 1,350 1,275 1,225 E 1,500 1,425 1,375 F Not Applicable Source: Traffic Impact Report for the Proposed Figueroa and Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles, Crain & Associates, July 2008, Table 1. 1 For planning applications only (i.e., not appropriate for operations and design applications). 4 Interim Materials on Highway Capacity, Circular Number 212, Transportation Research Board, Washington, D.C., "Capacity" represents the maximum total hourly movement volume of vehicles in the critical lanes, which has a reasonable expectation of passing through an intersection under prevailing roadway and traffic conditions. For planning purposes, capacity equates to the maximum value of LOS E, as indicated in Table IV-K-1, Critical Movement Volumes Ranges for Determining Levels of Service. Los Angeles Department of City Planning IV.K-18 Figueroa and Adams Student Housing Project Draft EIR

19 The LOS corresponding to a range of CMA values is shown in Table IV-K-2, Level of Service Definitions as a Function of CMA Values. By applying the LADOT analysis procedure to the study intersections, the CMA value and the corresponding LOS for existing (2008) traffic conditions were calculated, as shown in Table IV.K-3, Critical Movement Analysis Summary for Existing (2008) Conditions. The CMA calculation worksheets for existing conditions are included in Appendix H of the Traffic Impact Report provided in Appendix IV.K. Table IV.K-2 Level of Service Definitions as a Function of CMA Values Level of Service Description of Operating Characteristics Range of CMA Values A Uncongested operations; all vehicles clear in a single <0.60 cycle. B Same as above. > C Light congestion; occasional backups on critical > approaches. D Congestion on critical approaches, but intersection > functional. Vehicles required to wait through more than one cycle during short peaks. No long-standing lines formed. E Severe congestion with some long-standing lines on > critical approaches. Blockage of intersection may occur if traffic signal does not provide for protected turning movements. F Forced flow with stoppages of long duration. > 1.00 Source: Traffic Impact Report for the Proposed Figueroa and Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles, Crain & Associates, July 2008, Table 2. Table IV-K-3 shows that six of the 11 study intersections are currently operating at acceptable LOS A to C during both the AM and PM peak hours. Four additional intersections are operating at LOS D during one of the peak hours. Only the intersection of Adams Boulevard/US-110 Freeway N/B Off-ramp is currently operating at a poor level of service (LOS E) during the AM peak hour. That intersection operates at a good level (LOS B) during the PM peak hour. Los Angeles Department of City Planning IV.K-19 Figueroa and Adams Student Housing Project Draft EIR

20 Table IV.K-3 Critical Movement Analysis Summary for Existing (2008) Conditions AM Peak Hour PM Peak Hour CMA LOS CMA LOS 1 Figueroa Street and D C Washington Boulevard 2 20 th Street and US-10 W/B A.0412 A Ramps 3 Hoover Street and US-10 E/B B B Ramps 4 23 rd Street and US-110 S/B A A Off-ramp 5 23 rd Street and Figueroa Street A B 6 23 rd Street and Flower Street A B 7 Adams Boulevard and Hoover C D Street 8 Adams Boulevard and C D Figueroa Street 9 Adams Boulevard and Flower A D Street 10 Adams Boulevard and US E B N/B Off-ramp 11 Figueroa Street and Jefferson Boulevard A B Source: Traffic Impact Report for the Proposed Figueroa and Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles, Crain & Associates, July 2008, Table 3. Washington Boulevard Washington Boulevard, west of Figueroa Street carries approximately 21,400 vpd with approximately 1,000 vph westbound and 950 vph eastbound during the AM peak hour. PM peak-hour traffic volumes are approximately 1,300 vph westbound and more than 1,000 vph eastbound. East of Figueroa Street, Washington Boulevard has approximately 22,100 vpd. Peak-hour traffic volumes are approximately 1,000 vph westbound and more than 1,000 vph eastbound during the morning and approach 1,300 vph westbound and 1,100 vph eastbound during the afternoon. 23 rd Street 23 rd Street carries approximately 7,200 to 7,900 vpd west of Figueroa Street, with approximately 400 vph per direction during both peak hours. East of Figueroa Street, 23 rd Street carries approximately 5,300 to Los Angeles Department of City Planning IV.K-20 Figueroa and Adams Student Housing Project Draft EIR

21 5,900 vpd. Peak-hour traffic volumes are approximately 200 vph westbound and 300 vph eastbound during the morning and around 250 to 400 vph eastbound and 300 westbound during the afternoon. Adams Boulevard Adams Boulevard carries approximately 22,500 to 23,000 vpd at Hoover Street. Peak-hour traffic volumes are approximately 900 to 1,100 vph westbound and 1,100 to 1,200 vph eastbound during the morning, and 1,200 to 1,300 vph westbound and 1,100 to 1,200 vph eastbound. At the intersection with Figueroa Street, Adams Boulevard carries 22,300 to 23,400 vpd, with approximately 1,200 to 1,300 vph westbound and nearly 900 vph eastbound during the AM peak hour. PM peak-hour traffic volumes are approximately 1,300 to 1,400 vph westbound and about 1,000 to 1,100 vph eastbound. East of Flower Street, traffic volumes on Adams Boulevard are approximately 18,400 to 27,700 vpd, with approximately 700 to 2,300 vph westbound and 600 to 1,300 vph eastbound during the AM peak hour. PM peak-hour traffic volumes are approximately 700 to 1,700 vph westbound and 600 to 1,100 vph eastbound. Jefferson Boulevard Jefferson Boulevard, west of Figueroa Street carries approximately 20,100 vpd, with more than 1,000 vph westbound and 1,200 vph eastbound during the AM peak hour. PM peak-hour traffic volumes are approximately 1,000 vph westbound and 1,500 vph eastbound. East of Figueroa Street, Jefferson Boulevard carries approximately 24,000 vpd. Peak-hour traffic volumes are approximately 970 vph westbound and 930 vph eastbound during the AM and around 1,000 vph westbound and 1,100 vph eastbound during the PM peak period. Hoover Street Hoover Street has approximately 27,300 to 29,100 vpd at the I-10 Freeway E/B Ramps. Peak-hour traffic volumes are approximately 1,400 to 1,500 vph northbound and 1,200 to 1,400 vph southbound during the morning 1,500 to 1,800 vph northbound and 1,200 to 1,300 vph southbound during the afternoon. At the intersection with Adams Boulevard, Hoover Street carries approximately 21,500 to 27,100 vpd, with approximately 900 to 1,400 vph northbound and 1,100 to 1,200 vph southbound during the AM peak hour. PM peak-hour traffic volumes are approximately 1,100 to 1,400 vph northbound and 1,300 to 1,400 vph southbound. Figueroa Street Figueroa Street carries approximately 32,000 vpd north of Washington Boulevard. Peak-hour traffic volumes are approximately 2,700 vph northbound and 500 vph southbound during the morning and Los Angeles Department of City Planning IV.K-21 Figueroa and Adams Student Housing Project Draft EIR

22 nearly 2,400 vph northbound and 900 vph southbound during the afternoon. Along the Project site frontage between 23 rd Street and Adams Boulevard, Figueroa Street carries approximately 31,600 to 33,900 vpd. Peak-hour traffic volumes are approximately 2,200 to 2,800 vph northbound and 500 to 1,300 vph southbound during the morning. PM peak-hour traffic volumes are approximately 2,100 northbound and 1,000 to 1,200 vph southbound. South of Jefferson Boulevard, Figueroa Street has approximately 28,700 vpd. Traffic volumes are approximately 1,900 vph northbound and 800 vph southbound during the AM peak hour, and nearly 1,700 vph northbound and more than 1,400 vph southbound during the PM peak hour. Flower Street Flower Street has approximately 30,200 vpd north of 23 rd Street. Peak-hour traffic volumes are approximately 500 vph southbound during the morning and 1,600 vph in the afternoon. At Adams Boulevard, Flower Street has approximately 14,100 to 15,700 vpd. Peak-hour traffic volumes are approximately 500 vph southbound during the morning and more than 1,600 vph during the afternoon. 5. ENVIRONMENTAL IMPACT ANALYSIS a. Significance Criteria In accordance with Appendix G of the California Environmental Quality Act (CEQA) Guidelines, a project would have a significant impact related to transportation if it would cause an increase in traffic that is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections)? exceed, either individually or cumulatively, a level of service standard established by the county congestion management agency for designated roads or highways? substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? result in inadequate emergency access? result in inadequate parking capacity? result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks? conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks)? Los Angeles Department of City Planning IV.K-22 Figueroa and Adams Student Housing Project Draft EIR

23 The last two thresholds contained in Appendix G of the State CEQA Guidelines were determined in the Initial Study prepared for the Project to be less than significant and no further analysis is required. Therefore, these thresholds are discussed in Section VII, Effects Found Not to be Significant. The Initial Study is provided in Appendix I, Notice of Preparation (NOP), Initial Study, Public Comments on the NOP/IS, and Scoping Meeting Materials. The following factors are set forth in the City of Los Angeles CEQA Thresholds Guide for consideration on a case-by-case basis in making a determination of significance. (1) Construction Impacts The L.A. CEQA Threshold Guide states that the determination of significance shall be made on a case-bycase basis, considering the following factors: TRAF-1 Temporary Traffic Impacts: The length of time for temporary street closures or closures of two or more traffic lanes; The classification of the street (major arterial, state highway) affected; The existing traffic levels and Level of Service (LOS) on the affected street segments and intersections; Whether the affected street directly leads to a freeway on- or off-ramp or other state highway; Potential safety issues involved with street or lane closures; and The presence of emergency services (fire, hospital, etc.) located nearby that regularly use the affected street. TRAF-2 Temporary Loss of Access: The length of time of any loss of vehicular or pedestrian access to a parcel fronting the construction area; The availability of alternative vehicular or pedestrian access within one-quarter mile of the lost access; and The type of land uses affected, and related safety, conveniences, and/or economic issues. TRAF-3 Temporary Loss of Bus Stops or Rerouting of Bus Lines: Los Angeles Department of City Planning IV.K-23 Figueroa and Adams Student Housing Project Draft EIR

24 The length of time that an existing bus stop would be unavailable or that existing service would be interrupted; The availability of a nearby location (within one-quarter mile) to which the bus stop or route can be temporarily relocated; The existence of other bus stops or routes with similar routes/destinations within a one-quarter-mile radius of the affected stops or routes; and Whether the interruption would occur on a weekday, weekend, or holiday, and whether the existing bus route typically provides service that/those day(s). TRAF-4 Temporary Loss of On-Street Parking The current utilization of existing on-street parking; The availability of alternative parking locations or public transit options (e.g., bus, train) within one-quarter mile of the Project site; and The length of time that existing parking spaces would be unavailable. (2) Intersection Capacity The L.A. CEQA Thresholds Guide states that a proposed project would normally have a significant impact on intersection capacity TRAF-5 if the project traffic causes an increase in the V/C ratio on the intersection operating condition after the addition of project traffic of one of the following: V/C ratio increase if final LOS is C V/C ratio increase if final LOS is D V/C ratio increase if final LOS is E or F Final LOS is defined as projected future conditions, including the Project, ambient conditions, and related Project growth, but without Project traffic mitigation. These criteria are summarized in Table IV-L-4, LADOT Criteria for Significant Traffic Impacts. Los Angeles Department of City Planning IV.K-24 Figueroa and Adams Student Housing Project Draft EIR

25 Table IV.K-4 LADOT Criteria for Significant Traffic Impacts Final LOS 1 Final CMA Value Project-Related Increase in CMA Value C equal or greater than D > equal to or greater than E, F >0.900 equal to or greater than Source: Traffic Impact Report for the Proposed Figueroa and Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles, Crain & Associates., July 2008, Table 9. 1 Final LOS is defined as projected future conditions including Project, ambient conditions, and related Project growth, but without Project traffic mitigation. No significant impacts would occur at LOS A or B because there would be sufficient surplus capacity to accommodate large traffic increases with little effect on traffic delays. (3) Access The L.A. CEQA Thresholds Guide states that a proposed project normally would have a significant project access impact TRAF-6 if the intersections nearest the Project s primary site access were projected to operate at LOS E or F during AM or PM peak hour, under cumulative plus Project conditions. (4) Transit System Capacity The L.A. CEQA Thresholds Guide states that the determination of significance shall be made on a case-bycase basis, considering TRAF-7 the projected number of additional transit passengers expected with implementation of the proposed Project and available transit capacity. (5) Parking The L.A. CEQA Thresholds Guide states that a project normally would have an impact on parking TRAF-8 if the Project provides less parking than needed as determined through an analysis of demand from the Project. For the purposes of this impact analysis, the Project would result in a significant impact if it provides less parking than required under the City of Los Angeles Municipal Code. Los Angeles Department of City Planning IV.K-25 Figueroa and Adams Student Housing Project Draft EIR

26 (6) Bicycle, Pedestrian and Vehicular Safety The determination of significance for the Project s bicycle, pedestrian and vehicular safety impacts shall be made considering the following factor: TRAF-9 if the Project would result in unsafe conditions when considering the amount of pedestrian activity at Project access points, design features, bicycle facilities crossing driveways, and physical conditions of the Project site and surrounding areas. The City s thresholds are inclusive of those provided in Appendix G of the State CEQA Guidelines. In addition, the City s thresholds provide more specific guidance for evaluating impacts. Therefore, the City s thresholds are used in the following analysis. b. Methodology Project Trip Generation The primary objective of the Project is to provide residential housing for students attending USC, Mount St. Mary s College s Doheny Campus, and other local educational institutions. Faculty and staff of these educational institutions may also live in the Project. However, up to 10 percent of the residential units could also be made available to non-student, faculty, and staff residents. The daily, AM and PM peak-hour trip generation rates for the proposed Project are based on Trip Generation, 7 th Edition, 2003 published by the Institute of Transportation Engineers (ITE). 6 The trip generation rates in the ITE manual are nationally recognized, and are used as the basis for most traffic studies conducted in the City of Los Angeles and the surrounding region. The trip generation rate for apartment land use (ITE Land Use Code 220) was utilized. This provided a more conservative (i.e., greater number of Project trips) analysis than would be the case if a student housing generation equation were utilized. The LADOT agreed with the use of this trip generation rate. 7 However, as described in Section II, Project Description, the Project is proposed as student housing, and at least 90 percent of the residential units would be leased to students, faculty, and staff of local educational institutions. Two scenarios, leasing the units to the 6 The Traffic Study was prepared prior to the publication of the 8th Edition of the ITE Trip Generation manual, which was published in The land use code as well as the trip generation rates for both the AM and PM peak hours are the same in both editions. However, the daily rate used in 8 th Edition of the ITE Trip Generation manual 2008 is 6.65, which is approximately 1 percent lower than the daily rate (6.72) which is provided in the 7 th Edition and which was used in the Traffic Study. Therefore, the traffic analysis based on the 7th Edition provides a more conservative trip generation than if the 8 th Edition were to be used. 7 City of Los Angeles, Inter-Departmental Correspondence entitled Traffic Assessment for the Proposed Residential Project at the Northeast Corner of Adams Boulevard and Figueroa Street from Tomas Carranza, Senior Transportation Engineer, Department of Transportation to Hadar Plafkin, City Planner Department of City Planning, August 6, Provided in Appendix IV.K. Los Angeles Department of City Planning IV.K-26 Figueroa and Adams Student Housing Project Draft EIR