TRANSPORTATION 1. INTRODUCTION

IV.F TRANSPORTATION 1. INTRODUCTION This section evaluates potential impacts associated with Project-related traffic, circulation, and access. The analysis summarizes the findings of the traffic study prepared for the Proposed Project by Gibson Transportation Consulting, Inc. (September 2010). A complete copy of the traffic study is included in Appendix IV.F. The analysis in this section 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. Where significant transportation and/or parking impacts are identified, mitigation measures are required to reduce such impacts to less than significant levels. i. Level of Service (LOS) Methodology Level of service (LOS) is a qualitative measure used to describe the traffic flow conditions. LOS categories range from excellent, nearly free-flow traffic at LOS A to stop-and-go conditions at LOS F. LOS D is typically recognized as an acceptable LOS in urban areas, although many urbanized areas operate at LOS E or F. LOS definitions for signalized intersections are provided in Table IV.F-1. As required by the City of Los Angeles Department of Transportation s Traffic Study Policies and Procedures, the LOS for a signalized intersection was determined by the critical movement analysis (CMA) method of intersection capacity calculation. The CMA methodology determines the intersection volume-to-capacity (V/C) ratio and corresponding LOS for the turning movements and intersection characteristics at signalized intersections based on the definitions described in Table IV.F-1. All of the analyzed intersections are controlled by traffic signals. The CalcaDB software package developed by LADOT was used to implement the CMA methodology at the analyzed intersections. City of Los Angeles IV.F-1 Wilshire Boulevard Temple Master Plan Project Draft EIR

Table IV.F-1 Level of Service Definitions for Intersections Level of Service Intersection Capacity Utilization Definition A 0.000-0.600 EXCELLENT. No vehicle waits longer than one red light and no approach phase is fully used. B 0.601-0.700 VERY GOOD. An occasional approach phase is fully utilized; many drivers begin to feel somewhat restricted within groups of vehicles. C 0.701-0.800 GOOD. Occasionally drivers may have to wait through more than one red light; backups may develop behind turning vehicles. D 0.801-0.900 FAIR. Delays may be substantial during portions of the rush hours, but enough lower volume periods occur to permit clearing of developing lines, preventing excessive backups. E 0.901-1.000 POOR. Represents the most vehicles intersection approaches can accommodate; may be long lines of waiting vehicles through several signal cycles. F > 1.000 FAILURE. Backups from nearby locations or on cross streets may restrict or prevent movement of vehicles out of the intersection approaches. Tremendous delays with continuously increasing queue lengths. Source: Gibson Transportation Consulting, Inc., 2010. 2. REGULATORY FRAMEWORK a. State Regulations i. Statewide Transportation Improvement Program The Statewide Transportation Improvement Program is a programming document prepared by the California Department of Transportation (Caltrans) whereby program funds are allocated to individual projects and adopted or approved by the California Transportation Commission. The Statewide Transportation Improvement Program is a seven-year capital improvement program of projects on and off the state highway system that are funded with revenues from the State Highway Account, Passenger Rail Bond Fund, and other sources. The purpose is to increase/enhance the capacity, operations, and safety of the transportation system. Projects in the Statewide Transportation Improvement Program may include projects on state highways, local roads, intercity rail, or local rail systems. City of Los Angeles IV.F-2 Wilshire Boulevard Temple Master Plan Project Draft EIR

b. Regional and Local Regulations i. Regional Transportation Plan Prepared by the Southern California Association of Governments (SCAG), the Regional Transportation Plan is a planning document that serves as the Transportation Plan required under state and federal law. 1 The Regional Transportation Plan forecasts long-term transportation demands and identifies policies, actions, and funding sources to accommodate these demands. The Regional Transportation Plan contemplates the construction of new transportation facilities, transportation system management strategies, transportation demand management strategies, and land use strategies. The Regional Transportation Improvement Plan, also prepared by SCAG based on the Regional Transportation Plan, lists all regional funded/programmed improvements within the next seven years. The Regional Transportation Plan provides updates to the list of regional funded/programmed improvements in the next improvement cycle. ii. Los Angeles County Congestion Management Program The Congestion Management Program (CMP) was created statewide as a result of Proposition 111 in 1990 and has been implemented locally by the Los Angeles County Metropolitan Transportation Authority (Metro). The CMP for Los Angeles County requires that the traffic impacts of individual development projects of potential regional significance be analyzed. A specific system of arterial roadways plus all freeways comprises the CMP system. A total of 164 intersections are identified for monitoring in Los Angeles County. In accordance with the Congestion Management Program, the following must be included in a traffic impact analysis, at minimum: all CMP-monitoring locations, including monitored freeway on- or off-ramp intersections, where the proposed Project would add 50 or more trips during either the AM or PM weekday peak hours; all arterial segments where the proposed Project would add 50 or more peak-hour trips, if CMP arterial segments are being analyzed instead of intersections; mainline freeway locations where the proposed Project would add 150 or more trips, in either direction, during either the AM or PM weekday peak hours; and any other locations that Caltrans determines relevant and necessary. 2 1 Southern California Association of Governments, 2008 Regional Transportation Plan, May 2008. 2 Metropolitan Transit Authority, 2004 Guidelines for CMP Transportation Impact Analysis, July 22, 2004. City of Los Angeles IV.F-3 Wilshire Boulevard Temple Master Plan Project Draft EIR

iii. Los Angeles Department of Transportation The City of Los Angeles Department of Transportation (LADOT) is responsible for transportation issues within the City of Los Angeles boundaries. The LADOT reviews the transportation/traffic studies prepared for all projects for which the City is the lead agency, in addition to other public agency projects located within, or that may affect, the City. The LADOT internal procedures are described in their Traffic Study Policies and Procedures Manual, May 2009. 3. EXISTING CONDITIONS a. Existing Roadway System The study area for this analysis is generally bounded by 6 th Street to the north, Normandie Avenue to the east, Wilshire Boulevard to the south, and Western Avenue to the west. The study area defined for purposes of this analysis includes eight intersections and is illustrated in Figure IV.F-1. i. Freeways Primary regional access to the Project site is provided by US 101 (Hollywood Freeway), which runs generally southeast-northwest in the study area approximately 1.7 miles north of the Project site, and the I-10 (Santa Monica Freeway), which runs east-west approximately 1.75 miles south of the Project site. Access to and from US 101 is available via southbound off-ramps at Melrose Avenue and Western Avenue, northbound on-ramps on Normandie Avenue and Western Avenue, and southbound on-ramps and northbound off-ramps at Melrose Avenue and Santa Monica Boulevard. Access to and from I-10 is available via eastbound and westbound ramps at Western Avenue and Normandie Avenue. The major arterials providing regional and sub-regional access to the Project include Wilshire Boulevard, 6 th Street, Western Avenue, and Normandie Avenue. The following is a brief description of the major streets in the study area: ii. 6 th Street 6 th Street is a designated Secondary Highway that runs east-west immediately to the north of the Project site, with four travel lanes (two in each direction) and dedicated left-turn lanes at intersections. Parking restrictions vary on both sides of the street in the study area. The posted speed limit is 35 miles per hour (mph). City of Los Angeles IV.F-4 Wilshire Boulevard Temple Master Plan Project Draft EIR

n NOT TO SCALE SOURCE: GTC August 2010 FIGURE IV.F-1 Study Intersection Locations 1037-001 08/10

iii. Wilshire Boulevard Wilshire Boulevard is a designated Major Class II highway that runs east-west immediately to the south of the Project site. It provides four to six travel lanes and dedicated left-turn lanes at intersections. It provides both local and regional access to the Project site. Parking restrictions vary on both sides of the street in the study area. The posted speed limit is 35 mph. iv. Western Avenue Western Avenue is a designated Major Class II highway that runs north-south and is located to the west of the Project site. It provides four travel lanes (two in each direction) and dedicated left-turn lanes at intersections. Parking restrictions vary on both sides of the street in the study area. The posted speed limit is 35 mph. v. Normandie Avenue Normandie Avenue is a designated Secondary Highway that runs north-south and is located to the east of the Project site. It provides four travel lanes, two in each direction. Parking restrictions vary on both sides of the street in the study area. The posted speed limit is 35 mph. vi. Roadway Dedications and Improvements Provisions in the Los Angeles Municipal Code (LAMC) require the City to consider half-street dedications and improvements for roadways adjacent to development sites in accordance with adopted standards in the City of Los Angeles Transportation Element of the General Plan. Below is a summary of the standard cross-sections and potential improvements. As discussed above, 6 th Street is identified as a Secondary Highway in the Transportation Element. The standard cross-section for a Secondary Highway is a 70-foot roadway within a 90-foot right-of-way (or a 35-foot half roadway on a 45-foot half right-of-way as measured from the centerline). Review of LADOT as-built plans for 6 th Street show that the City may require roadway widening and dedication adjacent to the Project site to comply with the Secondary Highway half-roadway standard. Harvard Boulevard is identified as a Collector in the Transportation Element. The standard cross-section for a Collector roadway is a 44-foot roadway on a 64-foot right-of-way (or a 22-foot half roadway on a 32-foot half right-of-way as measured from the centerline). Review of LADOT as-built plans and field reviews indicate that the existing roadway and right-of-way widths meet or exceed the Collector City of Los Angeles IV.F-6 Wilshire Boulevard Temple Master Plan Project Draft EIR

standards. As such, roadway widths adjacent to the Project site comply with the Collector half-roadway standards. Wilshire Boulevard is identified as a Major Highway Class II in the Transportation Element. The standard cross-section for a Secondary Highway is an 80-foot roadway on a 104-foot right-of-way (or a 40-foot half roadway on a 52-foot half right-of-way as measured from the centerline). Based on a review of the Mid-Wilshire Community Plan and discussions with LADOT, roadway widening along Wilshire Boulevard is precluded. Hobart Boulevard is identified as a Local Street in the Transportation Element. The standard cross-section for a Local Street is a 36-foot roadway on a 60-foot right-of-way (or an 18-foot half roadway on a 30-foot half right-of-way as measured from the centerline). Review of LADOT as-built plans and field reviews indicate that the existing roadway and right-of-way widths exceed the Local Street standards. b. Existing Traffic Volumes and Levels of Service i. Existing Traffic Volumes Intersection turning movement counts for typical weekday morning (7:00 AM to 10:00 AM) and afternoon (4:00 PM to 7:00 PM) commuter peak periods were collected in May 2009. The May 2009 manual traffic count data were increased by an annual growth factor of 0.5 percent per year to reflect year 2010 existing traffic volumes. These traffic volumes, illustrated in Figure IV.F-2, represent the existing conditions for the purposes of this analysis. Summary data worksheets of the manual traffic counts at the study intersections are contained in Appendix D of the traffic study provided in Appendix IV.F of this Draft EIR. Local schools were in session when the traffic counts were conducted. In addition, the existing Project site uses (the Temple, office, schools, commercial uses, etc.) were in operation during the traffic counts. ii. Computer Traffic Signal Control The Automated Traffic Surveillance and Control (ATSAC) system represents an advanced system in computer control of traffic signals. ATSAC-controlled traffic signals including real-time adjustment of signal timing plans to reflect changing traffic conditions, identification of unusual traffic conditions caused by incidents, the ability to implement special purpose short-term signal timing changes in response to incidents, and the ability to identify signal equipment malfunctions quickly. LADOT estimates that implementation of this system improves intersection capacity by an average of seven percent. City of Los Angeles IV.F-7 Wilshire Boulevard Temple Master Plan Project Draft EIR

n NOT TO SCALE SOURCE: GTC August 2010 FIGURE IV.F-2 Existing (Year 2010) Peak Hour Traffic Volumes 1037-001 08/10

In addition to ATSAC, the Adaptive Traffic Control System (ATCS) has been tested and implemented along major travel corridors in the City of Los Angeles. ATCS is a computer-based traffic signal control program that provides fully responsive traffic signal control based on real-time traffic conditions. It automatically adjusts and optimizes traffic signal timing in response to current traffic demands on the entire signal network such that the number of stops and the amount of delay is minimized along with improved traffic signal coordination throughout the network. LADOT estimates that implementation of this system improves intersection capacity by an additional 3 percent over those operating under ATSAC alone. All of the analyzed intersections are controlled by the City of Los Angeles ATCS. In accordance with standard LADOT procedures, a capacity increase of 10 percent (0.10 V/C credit) was applied to reflect the benefits of ATCS control at these intersections. iii. Existing Levels of Service The traffic volumes illustrated in Figure IV.F-2, below, were analyzed using the CMA methodology described above to determine the existing operating conditions at the analyzed intersections. The calculation is expressed in a V/C ratio for critical movements where the volumes at the intersection are compared to the capacity of the intersection. Table IV.F-2, below, summarizes the existing weekday morning and afternoon peak hour V/C ratio and the corresponding LOS for each of the analyzed intersections. Detailed LOS worksheets are contained in Appendix E of the traffic study provided in Appendix IV.F of this Draft EIR. The results of this analysis indicate that all of the analyzed study area intersections are currently operating at LOS C or better during both the morning and afternoon peak hours. Therefore, all of the eight study intersections are currently operating at levels of service recognized by the City of Los Angeles as acceptable during morning and afternoon peak periods (i.e., LOS D or better). City of Los Angeles IV.F-9 Wilshire Boulevard Temple Master Plan Project Draft EIR

No. Table IV.F-2 Intersection Level of Service Existing Conditions (2010) Intersection AM Peak Hour V/C or Delay LOS PM Peak Hour V/C or Delay LOS 1. Western Avenue & 6 th Street 0.547 A 0.594 A 2. Hobart Boulevard & 6 th Street 0.520 A 0.651 B 3. Harvard Boulevard & 6 th Street 0.487 A 0.604 B 4. Normandie Avenue & 6 th Street 0.587 A 0.649 B 5. Western Avenue & Wilshire Boulevard 0.653 B 0.748 C 6. Hobart Boulevard & Wilshire Boulevard 0.447 A 0.519 A 7. Harvard Boulevard & Wilshire Boulevard 0.429 A 0.576 A 8. Normandie Avenue/Irolo Street & Wilshire Boulevard 0.562 A 0.584 A Source: Gibson Transportation Consulting, 2010. Notes: All intersections operate under the LADOT Adaptive Traffic Control System (ATCS). A credit of 0.10 in V/C ratio was included in the analysis of each intersection. c. Public Transit System Metro provides rail and bus service in the vicinity of the Project site. Figure IV.F-3 illustrates the existing transit service in the study area. Table IV.F-3 summarizes the various transit lines operating in the study area, the type of service (peak vs. off-peak, express vs. local), and frequency of service. i. Rail Metro Purple Line The Metro Purple Line is a heavy rail subway line that travels between Union Station in downtown Los Angeles and the Wilshire/Western Station in Mid-Wilshire. The Metro Purple Line has average headways 3 of 7 minutes during the weekday morning peak hour and 5 minutes during the afternoon peak hour. There are stops at Western Avenue & Wilshire Boulevard as well as at Normandie Avenue and Wilshire Boulevard in the Project site vicinity. 3 Headway is defined as the time lag between two buses traveling the same route in the same direction, which in turn determines the duration of the wait for passengers at given bus stops. City of Los Angeles IV.F-10 Wilshire Boulevard Temple Master Plan Project Draft EIR

n NOT TO SCALE SOURCE: GTC August 2010 FIGURE IV.F-3 Existing Transit Routes 1037-001 08/10

ii. Express Bus Lines Metro Rapid 710 Route 710 is a rapid line that travels from Redondo Beach to Wilshire Center, with average headways of 10 minutes during the weekday morning and afternoon peak hours. This line travels along Wilshire Boulevard in the Project site vicinity. Metro Rapid 720 Route 720 is a rapid line that travels from Santa Monica to Commerce, with average headways of 5 minutes during the weekday morning peak hour and 8 minutes during the weekday afternoon peak hour. This line travels along Wilshire Boulevard in the Project site vicinity. Metro Rapid 757 Route 757 is a rapid line that travels from Hollywood to Hawthorne, with average headways of 13 minutes during the weekday morning peak hour and 10 minutes during the weekday afternoon peak hour. This line travels along Western Avenue in the Project site vicinity. Metro Rapid 920 Route 920 is a rapid line that travels from Santa Monica to Koreatown, with average headways of 15 minutes during the weekday morning peak hour and 8 minutes during the weekday afternoon peak hour. This line travels along Wilshire Boulevard in the Project site vicinity. iii. Local Bus Lines Metro Local 18 Route 18 is a local line that travels from Wilshire Center to Montebello, with average headways of 5 minutes during the weekday morning peak hour and 7 minutes during the weekday afternoon peak hour. This line travels along 6 th Street in the Project site vicinity. Metro Local 20 Route 20 is a local line that travels from Santa Monica to downtown Los Angeles, with average headways of 8 minutes during the weekday morning and afternoon peak hours. This line and travels along Wilshire Boulevard in the Project site vicinity. Metro Local 206 Route 206 is a local line that travels from Athens to Hollywood, with average headways of 11 minutes during the weekday morning peak hour and 7 minutes during the weekday afternoon peak hour. This line travels along Normandie Avenue in the Project site vicinity. Metro Local 207 Route 207 is a local line that travels from Athens to Hollywood, with average headways of 6 minutes during the weekday morning peak hour and 8 minutes during the weekday afternoon peak hour. This line travels along Western Avenue in the Project site vicinity. Metro Local 209 Route 209 is a local line that travels from Athens to Wilshire Center, with average headways of 1 hour during the weekday morning and afternoon peak hours. This line travels along Wilshire Boulevard in the Project site vicinity. City of Los Angeles IV.F-12 Wilshire Boulevard Temple Master Plan Project Draft EIR

Table IV.F-3 Existing Transit Service Provider Route Service Area Metro Purple Line Service Type Hours of Operation Koreatown to Union station Rail 4:30 AM - 1:23 AM Metro 710 Redondo Beach to Wilshire Center via Crenshaw Blvd Metro 720 Santa Monica to Commerce via Wilshire Boulevard & Whittier Boulevard Metro 757 Hollywood to Hawthorne via Western Avenue Metro 920 Santa Monica to Koreatown via Wilshire Boulevard Metro 18 Wilshire Center to Montebello via 6 th Street & Whittier Boulevard Metro 20 Santa Monica to Downtown Los Angeles via Wilshire Boulevard Metro 206 Athens to Hollywood via Normandie Avenue Metro 207 Athens to Hollywood via Western Avenue Metro 209 Athens to Wilshire Center via Van Ness Avenue & Arlington Avenue Rapid 5:23 AM - 9:34 PM Rapid 3:35 AM - 2:12 AM Rapid 5:01 AM - 9:30 PM Transitway 6:07 AM - 10:54 AM 3:01 PM - 8:00 PM Approximate Headway AM-PM Peak Hours 7 min - 5 min 10 min - 10 min 5 min - 8 min 13 min - 10 min 15 min - 8 min Local 24 HOURS 5 min - 7 min Local 4:07 AM - 11:01 PM Local 4:51 AM - 1:35 AM Local 4:03 AM - 9:45 PM Local 5:27 AM - 8:56 PM 8 min - 8 min 11 min 7 min 6 min - 8 min 1 hr - 1 hr Source: Gibson Transportation Consulting, 2010. 4. IMPACT ANALYSIS a. Project Traffic Volumes The following describes the vehicular trip-generating characteristics of the proposed Project. The methodology used to estimate the trip generation, distribution, and assignment of the traffic generated by the proposed Project is also presented below. City of Los Angeles IV.F-13 Wilshire Boulevard Temple Master Plan Project Draft EIR

i. Project Trip Generation The trip generation rates used to estimate the number of trips expected to be generated by the proposed Project came from various sources. Rates for the administrative, office, and existing elementary school components of the project were from ITE Trip Generation, 8 th Edition. Trip generation rates for Camino Nuevo Charter Academy were based on empirical data collected at the Temple School s Westside Campus, which reflected the highest traffic counts in a nine-year data set (1999 2007). Trip generation estimates for the existing Taekwondo school that operates within the commercial office building, which is planned for removal as part of the Project, were based on existing traffic counts conducted at the Project site. As part of the Project, the current Temple facilities would be updated and enhanced to accommodate the evolving needs of the Temple s spiritual, educational, community, and administrative programs. The current Temple operations, activities, and events would continue with the development of the Project, although some uses may be relocated to new, larger or renovated spaces provided on the Project site. The Temple s existing sacred and community spaces (e.g., spaces used for Tikkun Olam, social services, Sunday school) typically generate trips outside of the weekday commuter peak hours. As part of the Project, one sacred space, Factor Chapel, would be removed and its programs/uses relocated to a smaller existing facility on the Project site. For these reasons, existing and future trip generation associated with use of these spaces was not included for purposes of determining trip generation. No credits for the reduction in size of the Factor Chapel facilities (or number of seats) were included in the trip generation forecast, to ensure a conservative analysis. No material increase in the number of staff persons is anticipated. Use of the Temple administration facilities is likely to occur outside of commuter peak hours. However, to provide a conservative analysis, trips during both the morning and afternoon commuter peak hours were assumed. The Project includes a Temple elementary school and expansion of the existing Temple nursery school. The elementary school would have a maximum enrollment of 420 students, a net decrease of 80 students compared to existing conditions. The nursery school would have a maximum enrollment of 216 students, a net increase of 137 students compared to the existing enrollment cap of 79 students; however, the enrollment for the 2010 2011 academic year is approximately 70 students. Thus, the trip generation forecast reflects 70 students in the existing Temple Nursery School. The parking structure would provide parking for approximately 500 vehicles, an increase of approximately 397 spaces over existing conditions. City of Los Angeles IV.F-14 Wilshire Boulevard Temple Master Plan Project Draft EIR

Construction of the proposed Project is anticipated to occur over an approximately 9-year period, and would allow for the continued operation of the Temple. Development of the proposed Project is intended to be flexible to meet the Temple s evolving needs and would be dependent on available funding. As such, construction phasing is not expected to be concurrent, and gaps between construction and development are expected to occur. Project construction is proposed to be completed by year 2020. Due to the proximity of the Project site (within 0.25 mile) to the Metro Purple Line station and the many public transit options available in the vicinity of the Project, a 15 percent transit credit was applied to the existing and proposed non-school related uses (i.e., Temple Administration, General Office, etc.) to reflect those expected to use other modes than personal automobiles to travel to and from the Project site. This transit credit is consistent with the CMP guidelines and LADOT policy. Table IV.F-4, below, provides a summary of the Project trip generation rates and Table IV.F-5, below, provides proposed trip generation estimates for the Project, including the existing land uses and trip generation as well as the proposed Project land uses and trip generation. The net Project trip generation represents the difference between the trips generated by existing on-site development and those generated at Project buildout. The trip generation forecast for the proposed Project was submitted for review and approval by LADOT staff. As indicated in Table IV.F-5, it is estimated that the Project would generate a net total of 825 weekday daily trips, including approximately 138 net new morning peak hour trips (94 inbound, 44 outbound) and 23 net new afternoon peak hour trips (20 inbound, 3 outbound). Table IV.F-4 Proposed Project Trip Generation Rates AM Peak Hour PM Peak Hour ITE Land Use ITE Land Use Rate Daily In Out Total In Out Total Elementary School 520 per Student 1.29 55% 45% 0.45 49% 51% 0.15 Day Care Center 1 565 per Student 4.48 53% 47% 0.80 - - - General Office 710 per 1,000 sf 11.01 88% 12% 1.55 17% 83% 1.49 Temple School 2 - per Student 1.21 58% 42% 0.48 71% 29% 0.25 Source: Gibson Transportation Consulting, Inc., 2010. 1 The Day Care Center land use was used to represent trips generated by the Nursery School component of the project. ITE does not include Nursery School as a specific land use, but the definition of the Day Care Center land use in the ITE Trip Generation manual is generally synonymous with the definition of a Nursery School, and reads as follows: "A day care center is a facility where care for pre- school age children is provided, normally during the daytime hours. Day care facilities generally include classrooms, offices, eating areas and playgrounds. Some centers also provide after-school care for school-age children. 2 Trip generation rates for the Temple School are based on empirical data collected at the Wilshire Boulevard Temple School's Westside campus. The trip generation rates were based on the highest counts yielded by a 9-year data set (1999 2007). City of Los Angeles IV.F-15 Wilshire Boulevard Temple Master Plan Project Draft EIR

Table IV.F-5 Proposed Project Trip Generation Estimates Existing Uses Land Use ITE Land Use Size Daily AM Peak Hour PM Peak Hour In Out Total In Out Total Temple Facilities [e] Temple Administration [f] 710 15,600 sf 172 21 3 24 4 19 23 General Office 6,850 sf 75 10 1 11 2 8 10 Transit Credit on Non-School Uses [i] 710 (37) (5) (1) (6) (1) (4) (5) Taekwondo School [h] - 6,800 sf 0 0 0 0 25 25 50 Elementary School 520 500 students 645 124 101 225 37 38 75 Nursery School [b] [g] 565 70 students 314 30 26 56 - - - SUBTOTAL - Existing 1,169 180 130 310 67 86 153 City of Los Angeles IV.F-16 Wilshire Boulevard Temple Master Plan Project Draft EIR

AM Peak Hour PM Peak Hour Land Use ITE Land Use Size Daily In Out Total In Out Total Proposed Temple Facilities [e] Temple Administration [f] 710 55,380 sf 610 76 10 86 14 69 83 Transit Credit on Non-School Uses [i] (92) (11) (2) (13) (2) (10) (12) Nursery School [b] [c] 565 216 students 968 92 81 173 - - - Temple School [d] - 420 students 508 117 85 202 75 30 105 SUBTOTAL - Proposed 1,994 274 174 448 87 89 176 NET NEW TRIPS 825 94 44 138 20 3 23 Source: Gibson Transportation Consulting, Inc., 2010. [a] Source: Trip Generation, 8th Edition, Institute of Transportation Engineers (ITE), 2008. [b] The Day Care Center land use was used to represent trips generated by the Nursery School component of the project. ITE does not include Nursery School as a specific land use, but the definition of the Day Care Center land use in the ITE Trip Generation manual is generally synonymous with the definition of a Nursery School, and reads as follows: "A day care center is a facility where care for pre-school age children is provided, normally during the daytime hours. Day care facilities generally include classrooms, offices, eating areas and playgrounds. Some centers also provide after-school care for school-age children. [c] The hours of operation for the proposed Nursery School would be similar to those of the existing school: 8:00 AM to 2:30 PM. Therefore, no afternoon commuter peak hour trips would be generated by the proposed Nursery School. [d] Trip generation rates for the Temple School are based on empirical data collected at the Wilshire Boulevard Temple School's Westside Campus. The trip generation rates were based on the highest counts yielded by a 9-year data set (1999 2007). [e] The Temple's existing sacred and community spaces (e.g., spaces used for Tikkun Olam, or social services, and Sunday School) typically generate trips outside of weekday commuter peak hours, and one sacred space, Factor Chapel, would be removed and a smaller existing facility used instead. For these reasons, existing and future trip generation associated with use of these spaces was not included in this table and no trip credits were assigned for these existing uses. [f] Temple administration facilities are proposed to be enhanced and expanded accommodate more spacious administrative offices, meeting space, conference rooms, common spaces, etc., as opposed to an increased number of staff persons. Use of these facilities may occur outside of commuter peak hours. However, to provide a conservative analysis, trips during both morning and afternoon commuter peak hours were assumed. No material increase in the number of staff persons is envisioned. [g] The Nursery School is currently entitled for a maximum enrollment of 80 students; however, the enrollment for the 2010 2011 academic year is approximately 70 students. Therefore, it is conservatively assumed that future base conditions would include 70 students. [h] Based on existing counts, classes held at the Taekwondo School in the on-site office building at 6th Street and Hobart Boulevard typically change over once during the afternoon peak hour, with approximately 25 cars arriving and departing, for a total of 50 trips generated. [i] The project site is located within 0.25 mile of a Metro transit station and Rapid Bus stop. Thus, a 15% transit credit has been applied to the non-school related uses (i.e., Temple Administration, General Office uses) based on LADOT policy. City of Los Angeles IV.F-17 Wilshire Boulevard Temple Master Plan Project Draft EIR

ii. Project Trip Distribution Once the number of trips generated by the Project was calculated, the geographic distribution of Project-generated trips was determined. The geographic distribution of trips generated by the Project was developed based on the following considerations: the locations of residential and employment centers; characteristics of the street system serving the Project site; the level of accessibility of the routes to and from the Project site; existing intersection traffic volumes; Project site ingress/egress availability based on the proposed access and circulation scheme; and the locations of existing and proposed parking. The general trip distribution pattern for this study was developed in conjunction with LADOT. The Project traffic distribution is illustrated in Figure IV.F-4. As indicated, the distribution applied for Project traffic is as follows: 20 percent to/from the north 30 percent to/from the south 25 percent to/from the east 25 percent to/from the west Project site access would be provided via an inbound driveway on Hobart Boulevard and an outbound driveway on Harvard Boulevard. Turning movements would be restricted to right-turns only at both driveways. This configuration promotes a clockwise travel pattern around the Project site for arriving and departing vehicles. Traffic approaching the site from 6 th Street would likely travel south on Harvard Boulevard, west on Wilshire Boulevard, and north on Hobart Boulevard in order to enter the Project site, and would make a similar series of turns upon exiting the Project site to return to 6 th Street. The effect of Project-generated traffic on the surrounding intersections would be minimized by the relatively small impact right-turning vehicles have on through traffic. iii. Project Trip Assignment The Project trip generation estimates summarized in Table IV.F-5, above and the distribution pattern illustrated in Figure IV.F-4 were used to assign the movements of Project-generated traffic through the analyzed intersections. Figure IV.F-5 illustrates the Project-generated peak hour traffic volumes at the analyzed intersections during typical weekday morning and afternoon peak hours upon Project buildout. City of Los Angeles IV.F-18 Wilshire Boulevard Temple Master Plan Project Draft EIR

b. Future Roadway Improvement Projects i. Wilshire Boulevard Bus Rapid Transit Project The Wilshire Boulevard Bus Rapid Transit (BRT) project includes the conversion of the existing curb lanes running east and west along Wilshire Boulevard into exclusive Bus Rapid Transit lanes during peak periods to facilitate rapid bus transportation connecting west Los Angeles to downtown Los Angeles. The bus lane is anticipated to begin operation in late 2011 or early 2012, prior to the Project buildout year of 2020. A number of general improvements are required as part of the BRT project, including the restriping of traffic lanes, converting the existing curb lanes to bus lanes in each direction during peak periods, upgrading the existing transit signal priority system and installation of traffic/transit signage, and pavement markings. The conversion of the curb lanes to bus lanes during the peak hours would reduce the number of through-travel lanes (i.e., automobile capacity on Wilshire Boulevard), which may cause some east-west traffic to switch to parallel streets, such as 6 th Street. Without the BRT project, Wilshire Boulevard currently has three east-west travel lanes in each direction in the Project vicinity. The BRT project would reduce Wilshire Boulevard to two travel lanes in each direction, which effectively reduces capacity by 33 percent. It is anticipated that approximately 15 percent of the east-west through traffic on Wilshire Boulevard would be diverted from Wilshire Boulevard onto other parallel routes. Of this 15 percent, 2.5 percent is estimated to shift to 6 th Street. c. Future Without Project Traffic Volumes Future without Project conditions assume annual increases in traffic throughout the course of Project buildout due to the projected ambient growth in traffic, which reflects increases in traffic due to regional growth and development as well as growth due to traffic generated by new development in the study area. Future without Project conditions also reflect programmed roadway improvement projects, such as the Wilshire Boulevard BRT project, which may result in a shift in existing and future traffic off of Wilshire Boulevard and onto parallel streets. City of Los Angeles IV.F-19 Wilshire Boulevard Temple Master Plan Project Draft EIR

n NOT TO SCALE SOURCE: GTC August 2010 FIGURE IV.F-4 Project Trip Distribution 1037-001 08/10

n NOT TO SCALE SOURCE: GTC August 2010 FIGURE IV.F-5 Project Only Peak Hour Traffic Volumes 1037-001 08/10

i. Ambient Traffic Growth Existing traffic is expected to increase as a result of regional growth and development. Based on historical trends and standard LADOT methodology, an ambient growth factor of 0.5 percent per year was applied to existing traffic volumes to reflect the effects of regional growth and development by the year 2020. The total adjustment applied over the 10-year period from 2010 until full project buildout (year 2020) was therefore five percent. ii. Related Projects Related projects are projects that either are under construction or are planned for development in the Project vicinity and that may contribute to traffic volumes in the study area. For this reason, the analysis of future traffic conditions in the study area has been expanded to include potential traffic generated by related projects. A total of 46 related projects were identified within a 1.5-mile radius of the Project site. The related project locations and descriptions are listed in Table IV.F-6, Related Projects Trip Generation Estimates. Their locations are illustrated in Figure IV.F-6, Locations of Related Projects. Their trip generation rates and trip generation estimates are in Table 6 of the Traffic Study for the Wilshire Boulevard Temple Master Plan provided in Appendix IV.F. Other known developments outside the study area have been determined to be geographically too far from the Project site to add substantially to the cumulative traffic within the study area. The total related projects traffic volumes assigned to the study intersections is illustrated in Figure IV.F-7, Future (Year 2020) Without Project Peak Hour Traffic Volumes. City of Los Angeles IV.F-22 Wilshire Boulevard Temple Master Plan Project Draft EIR

Table IV.F-6 Related Projects Trip Generation Estimates Map ID 1. 2. Project Name/Location Laborers Local 300 HQ 2009-CEN-5090 2005 W Pico Boulevard Medical Office & Apartments EAF 2003-8813, 2004-CEN-0958 3323 Olympic Boulevard Description/Lan d Use ITE Land Use Code Size Net Daily Trips Net AM Peak Hour Trips Net PM Peak Hour Trips In Out Total In Out Total Office 710 - General Office 30,300 sf 224 28 4 32 5 25 30 Medical Office 720 - Medical/Dental Office 27,720 sf Apartments 220 - Apartment 21 du 1,141 43 35 78 80 34 114 3. Private Elementary School EAF 2004-0313 1932 10 th Street Private Elementary School 534 - Private School (K-8) 90 Students 92 46 37 83 8 10 18 4. Mixed-Use 2008-CEN-4866 3240 W Wilshire Boulevard Condominium 230 - Condominium 117 du Restaurant 310 - Hotel 287 Rooms High-Turnover Restaurant Hotel Retail 820 - Shopping Center 4,419 sf 6,962 97 290 387 341 227 568 931 - Quality Restaurant 38,047 sf 932 - High-Turnover Restaurant 13,707 sf 5. Central LA Middle School #3 2004-CEN-0940 6 th Street & Vermont Avenue Middle School 522 - Middle School 789 Students 324 57 46 103 16 16 32 City of Los Angeles IV.F-23 Wilshire Boulevard Temple Master Plan Project Draft EIR

Map ID 6. 7. 8. 9. 10. 11. 12. Project Name/Location Apartments & Retail EAF 2004-0958 5920 Melrose Avenue Mixed-Use 2004-CEN-1051 648 S Western Avenue Apartments & Retail EAF 2004-4885 922 Western Avenue Condominiums & Retail EAF 2004-5145 2323 Olympic Boulevard Condominiums & Retail EAF 2004-5676 600 Hobart Boulevard Apartments EAF 2004-5826 3800 Wilshire Boulevard Private Elementary School Expansion ENV 2005-1424 238 S Manhattan Place Description/Lan d Use ITE Land Use Code Size Apartments 220 - Apartment 54 du Net Daily Trips Net AM Peak Hour Trips Net PM Peak Hour Trips In Out Total In Out Total Retail 820 - Shopping Center 16,000 sf 651 4 16 20 27 14 41 Apartments 220 - Apartment 240 du Retail 820 - Shopping Center 49,900 sf 1,700 9 36 45 104 56 160 Apartments 220 - Apartment 63 du Retail 820 - Shopping Center 13,500 sf 735 6 23 29 43 23 66 Condominium 230 - Condominium 87 du Retail 820 - Shopping Center 70,231 sf 2,304 13 66 79 105 52 157 Condominium 230 - Condominium 70 du Retail 820 - Shopping Center 8,558 sf 777 7 33 40 46 22 68 Apartments 220 - Apartment 91 du 612 9 37 46 36 20 56 Private Elementary School 534 - Private School (K-8) 100 Students 799 45 37 82 14 16 30 13. Medical Office Expansion ENV 2005-1865 2100 W 3rd Street Medical Office 720 - Medical/Dental Office 24,075 sf 870 47 13 60 31 59 90 City of Los Angeles IV.F-24 Wilshire Boulevard Temple Master Plan Project Draft EIR

Map ID 14. 15. 16. 17. 18. 19. 20. Office Project Name/Location ENV 2004-6359, 2005-CEN-2163 936 S Crenshaw Boulevard Mixed-Use 2005-CEN-2123 981 S Arapahoe Street LAUSD - Central Region Elementary School #13 2005-CEN-2231 3200 W Washington Boulevard LAUSD - Central Region Elementary School #15 2005-CEN-2223 1723 W Cordova Street Mixed-Use 2005-CEN-2248 3670 W Wilshire Boulevard Mixed-Use 2004-CEN-1098 450 S Western Avenue Mixed-Use Development 2005-CEN-2347 2525 W Wilshire Boulevard Description/Lan d Use ITE Land Use Code Size Net Daily Trips Net AM Peak Hour Trips Net PM Peak Hour Trips In Out Total In Out Total Office 710 - General Office 17,670 sf 351 41 6 47 17 82 99 Condominium 230 - Condominium 60 du Retail 820 - Shopping Center 6,000 sf 572 5 24 29 34 16 50 Elementary School Year-Round Elementary School 520 - Elementary School 520 - Elementary School 875 Students 575 Students Condominium 230 - Condominium 378 du 831 160 130 290 48 49 97 562 108 88 196 32 33 65 Other 820 - Shopping Center 8,000 sf 2,480 33 164 197 147 73 220 Mixed-Use - - 3,048 32 21 53 91 137 228 Condominium 230 - Condominium 118 du Retail 820 - Shopping Center 3,000 sf 785 10 47 57 46 23 69 City of Los Angeles IV.F-25 Wilshire Boulevard Temple Master Plan Project Draft EIR

Map ID 21. 22. 23. 24. 25. 26. Project Name/Location Mixed-Use Development ENV 2005-8212MN, 2005-CEN- 2725 3033 W Wilshire Boulevard Shopping Center ENV 2006-0262MN, 2006-CEN- 3002 3060 W Olympic Boulevard Wilshire Center Project VTT66283, 2009-CEN-2883 3150 W Wilshire Boulevard Condominiums TT64238 844 S Fedora Avenue Mixed-Use 2005-CEN-2715 694 S Hobart Boulevard Condominiums & Retail ENV 2006-6520EA 5663 W Melrose Avenue Description/Lan d Use ITE Land Use Code Size Live/Work Condo 230 - Condominium 190 du Net Daily Trips Net AM Peak Hour Trips Net PM Peak Hour Trips In Out Total In Out Total Retail 820 - Shopping Center 5,540 sf 1,351 15 75 90 80 40 120 Shopping Center 820 - Shopping Center 109,006 sf 4,134 52 33 85 173 187 360 Restaurant 932 - High-Turnover Restaurant 8,900 sf Condominium 230 - Condominium 442 du 686 16 77 93 37 18 55 Retail 820 - Shopping Center 42,000 sf Condominium 230 - Condominium 38 du 102 1 7 8 6 3 9 Condominium 230 - Condominium 242 du Health Club Restaurant High-Turnover Restaurant 492 - Health Club 931 - Quality Restaurant 932 - High-Turnover Restaurant 25,700 sf 26,600 sf Night Club 925 - Night Club 9,700 sf Office Retail 710 - General Office 820 - Shopping Center 4,200 sf 2,043 23 7 67 134 3 191 13,600 sf 4,400 sf Condominium 230 - Condominium 96 du Retail 820 - Shopping Center 3,350 sf 797 8 37 45 42 21 63 City of Los Angeles IV.F-26 Wilshire Boulevard Temple Master Plan Project Draft EIR

Map ID 27. 28. 29. 30. 31. 32. Project Name/Location HK Town Project (Mixed-Use) 2006-CEN-3254 100 N Western Avenue Mixed-Use ENV 2005-3963MND 3324 W Wilshire Boulevard Medical Office & Retail ENV 2007-5577EA, 2008-CEN- 4655 2789 W Olympic Boulevard Mixed-Use (68 Assisted-living apartments with retail & commercial space) ENV 2007-0365EA, 2007-CEN- 4147 5245 W Santa Monica Boulevard Hotel, Condo Hotel, Condos, Retail & Restaurant EAF 2004-3270, 2007-CEN-4046 2968 W 6th Street MacArthur Park/Alvarado Metro Project VTT-69213, 2006-CEN-3839 1901 W 7th Street Description/Lan d Use ITE Land Use Code Size Shopping Center 820 - Shopping Center 40,800 sf Net Daily Trips Net AM Peak Hour Trips Net PM Peak Hour Trips In Out Total In Out Total Supermarket 850 - Supermarket 48,000 sf 3,592 77 77 154 205 137 342 Apartments 220 - Apartment 187 du Condominium 230 - Condominium 108 du Retail 820 - Shopping Center 3,450 sf 781 9 43 52 46 23 69 Medical Office 720 - Medical/Dental Office 46,771 sf Retail 820 - Shopping Center 5,570 sf 1,936 96 26 122 60 116 176 Apartments 220 - Apartment 68 du Retail 820 - Shopping Center 51,674 sf 2,526 23 43 66 148 63 211 Hotel 310 - Hotel 80 Rooms Condo Hotel 311 - All Suites Hotel 112 du Condominium 230 - Condominium 165 du 2,628 28 135 163 138 68 206 Restaurant Retail 931 - Quality Restaurant 820 - Shopping Center 13,000 sf 7,500 sf Apartments 220 - Apartment 172 du In Out Total In Out Total Retail 820 - Shopping Center 32,800 sf 1,504 18 72 90 86 47 133 City of Los Angeles IV.F-27 Wilshire Boulevard Temple Master Plan Project Draft EIR

Map ID Project Name/Location Description/Lan d Use ITE Land Use Code Size Net Daily Trips Net AM Peak Hour Trips Net PM Peak Hour Trips In Out Total In Out Total 33. 34. 35. 36. 37. 38. 39. Condominiums ENV 2007-1987MN 991 S Arapahoe Street Mixed-Use ENV 2006-7211EA, 2006-CEN- 3710 805 S Catalina Street Mixed-Use 2007-CEN-4045 3200 W Beverly Boulevard Apartments VTT-69432-CN, 2007-CEN-4134 670 S Berendo Street Almond Tree Village 2007-CEN-4178 3400 W 3rd Street Gas Station with Mini-Market ENV 2007-0119EA, 2007-CEN- 4567 1600 W Olympic Boulevard Condos & Retail ENV 2007-5870EA, 2008-CEN- 4651 820 S Hoover Street Condominium 230 - Condominium 46 du 270 3 17 20 16 8 24 Condominium 230 - Condominium 224 du Retail 820 - Shopping Center 7,000 sf 1,395 20 99 119 38 19 57 Apartments 220 - Apartment 32 du Retail 820 - Shopping Center 5,870 sf 426 3 14 17 23 13 36 Apartments 220 - Apartment 150 du 958 12 47 59 20 11 31 Condominium 230 - Condominium 147 du Apartments (Senior Housing) 252 - Senior Adult Housing - Attached Retail 820 - Shopping Center 20,000 sf Gas Station with Mini-Market 945 - Gas Station with Convenience Market Condominium 230 - Condominium 32 du 261 du 1,756 25 45 70 68 45 113 2,046 sf 651 20 20 40 27 27 54 Retail 820 - Shopping Center 4,500 sf 356 3 14 17 21 11 32 City of Los Angeles IV.F-28 Wilshire Boulevard Temple Master Plan Project Draft EIR

Map ID Project Name/Location Description/Lan d Use ITE Land Use Code Size Net Daily Trips Net AM Peak Hour Trips Net PM Peak Hour Trips In Out Total In Out Total 40. LAUSD Central MacArthur Park Elementary School 2008-CEN-4676 Elementary School 520 - Elementary School 400 Students 178 34 28 62 10 11 21 2300 W 7th Street 41. 42. 43. 44. 45. LAUSD Central Region Elementary School #20 2008-CEN-4679 W Council Street & Westmoreland Avenue Apartments 2008-CEN-4793 2929 W Leeward Avenue Restaurant ENV 2008-3437EA, 2008-CEN- 4918 3267 W Olympic Boulevard Wilshire Hoover Shopping Center ENV 2008-4960EA, 2009-CEN- 4965 2908 W Wilshire Boulevard Mixed-Use 2009-CEN-4969 635 S Catalina Street Elementary School 520 - Elementary School 800 Students 303 78 64 142 23 24 47 Apartments 220 - Apartment 125 du 692 11 42 53 42 22 64 Restaurant 931 - Quality Restaurant 17,033 sf 1,532 11 3 14 86 42 128 Shopping Center 820 - Shopping Center 156,000 sf 4,331 46 29 75 198 215 413 Condominium 230 - Condominium 136 du Restaurant 931 - Quality Restaurant 10,998 sf 1,333 48 12 60 75 37 112 City of Los Angeles IV.F-29 Wilshire Boulevard Temple Master Plan Project Draft EIR

Map ID 46. Project Name/Location Affordable Housing and Assisted Living 2009-CEN-5053 2924 W 8th Street Description/Lan d Use ITE Land Use Code Size Affordable Housing Apartments (Senior Housing) 220 - Apartment 37 du 252 - Senior Adult Housing - Attached Net Daily Trips Net AM Peak Hour Trips Net PM Peak Hour Trips In Out Total In Out Total 48 du 416 5 18 23 18 10 28 TOTAL 62,497 1,48 5 2,23 7 3,759 3,0 91 2,20 8 5,353 Source: Gibson Transportation Consulting, Inc., 2010. du = dwelling units; sf = square feet; empl. = employees; st = students City of Los Angeles IV.F-30 Wilshire Boulevard Temple Master Plan Project Draft EIR

iii. Trip Generation Trip generation estimates for the related projects were calculated using a combination of previous study findings and the trip generation rates contained in the 2008 ITE Trip Generation, 8 th Edition. The related projects are expected to generate approximately 62,497 daily trips on a typical weekday, including 3,759 AM peak hour trips and 5,353 PM peak hour trips. These projections are conservative in that they do not in every case account for either removal of existing uses or the likely use of non-motorized travel modes (transit, walk, bike, etc.). The future (year 2020) traffic volumes at the study intersections without completion of the Project are illustrated in Figure IV.F-. d. Future With Project Traffic Volumes The Project is expected to be completed and occupied by the year 2020. Year 2020 peak hour traffic volumes are based on traffic from ambient growth and the construction of a number of projects that are either under construction or planned for development in the Project site vicinity (related projects), as discussed below. These volumes represent the projected future weekday peak hour traffic conditions after completion of the Project in the year 2020 assuming implementation of the Wilshire Boulevard BRT lanes project. These are illustrated in Figure IV.F-8, Future (Year 2020) With Project Peak Hour Traffic Volumes, and shown in Table IV.F-7. 4 4 The Los Angeles County Metropolitan Transportation Authority (Metro) expects to implement a project to convert the curb lanes in each direction along Wilshire Boulevard into exclusive Bus Rapid Transit (BRT) lanes during peak periods in order to establish a stronger transit connection between downtown Los Angeles and the west side of Los Angeles. City of Los Angeles IV.F-31 Wilshire Boulevard Temple Master Plan Project Draft EIR ENV-2010-1407-EIR December 2010

n NOT TO SCALE SOURCE: GTC August 2010 FIGURE IV.F-6 Locations of Related Projects 1037-001 12/10

n NOT TO SCALE SOURCE: GTC August 2010 FIGURE IV.F-7 Future (Year 2020) Without Project Peak Hour Traffic Volumes 1037-001 12/10

n NOT TO SCALE SOURCE: GTC August 2010 FIGURE IV.F-8 Future (Year 2020) With Project Peak Hour Traffic Volumes 1037-001 12/10

No. Intersection Table IV.F-7 Future Conditions (2020) Intersection Peak Hour Levels of Service Future without Project Conditions Future with Project Conditions V/C LOS V/C LOS Change in V/C Significant Impact? Peak Hour -> AM PM AM PM AM PM AM PM AM PM AM PM 1. Western Avenue & 6th Street 0.669 0.811 B D 0.673 0.812 B D 0.004 0.001 NO NO 2. Hobart Boulevard & 6th Street 0.600 0.777 A C 0.606 0.778 B C 0.006 0.001 NO NO 3. Harvard Boulevard & 6th Street 0.551 0.695 A B 0.569 0.697 A B 0.018 0.002 NO NO 4. Normandie Avenue & 6th Street 0.670 0.770 B C 0.673 0.770 B C 0.003 0.000 NO NO 5. Western Avenue & Wilshire Boulevard 0.931 1.165 E F 0.940 1.169 E F 0.009 0.004 NO NO 6. Hobart Boulevard & Wilshire Boulevard 0.683 0.827 B D 0.683 0.828 B D 0.000 0.001 NO NO 7. Harvard Boulevard & Wilshire Boulevard 0.588 0.839 A D 0.599 0.839 A D 0.011 0.000 NO NO 8. Normandie Avenue/Irolo Street & Wilshire Boulevard 0.859 0.993 D E 0.868 0.996 D E 0.009 0.003 NO NO Source: Gibson Transportation Consulting, Inc., 2010. City of Los Angeles IV.F-35 Wilshire Boulevard Temple Master Plan Project Draft EIR

5. SIGNIFICANCE THRESHOLDS Appendix G of the California Environmental Quality Act (CEQA) Guidelines provides sample checklist questions for use in an Initial Study to determine a project s potential for environmental impacts. According to the questions contained in Appendix G under Section XVI, Transportation/Traffic, a project would have a potentially significant impact if it would: XVI.a XVI.b XVI.c XVI.d XVI.e XVI.f Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit; Conflict with an applicable congestion management program, including, but not limited to level of service standards and travel demand measures, or other standards established by the county congestion management agency for designated roads or highways; 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 (addressed in Section VII, Effects Found Not To Be Significant); Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment) (addressed in Section VII, Effects Found Not To Be Significant); Result in inadequate emergency access; or Conflict with adopted policies, plans, or programs regarding public transit, bikeways, or pedestrian facilities, or otherwise substantially decrease the performance or safety of such facilities (addressed in Section VII, Effects Found Not To Be Significant). The following factors are set forth in the LA CEQA Thresholds Guide for consideration on a case-by-case basis in making a determination of significance. Construction Impacts The LA CEQA Thresholds Guide states that the determination of significance shall be made on a case-by-case 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; City of Los Angeles IV.F-36 Wilshire Boulevard Temple Master Plan Project Draft EIR

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: 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. City of Los Angeles IV.F-37 Wilshire Boulevard Temple Master Plan Project Draft EIR

Intersection Capacity The LA CEQA Thresholds Guide states that a proposed project would normally have a significant impact on intersection capacity if: TRAF-5 Project traffic causes increases in the V/C ratios for given intersection operating conditions, as follows: V/C ratio increase 0.040 if final LOS is C V/C ratio increase 0.020 if final LOS is D V/C ratio increase 0.010 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.F-8, LADOT Criteria for Significant Traffic Impacts. Table IV.F-8 LADOT Criteria for Significant Traffic Impacts Final LOS 1 Final CMA Value Project-Related Increase in CMA Value C 0.700 0.800 equal or greater than 0.040 D > 0.800 0.900 equal to or greater than 0.020 E, F >0.900 equal to or greater than 0.010 1 Final LOS is defined as projected future conditions including Project, ambient conditions, and related Project growth, but without Project traffic mitigation. Based on LADOT criteria, 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. Access The LA CEQA Thresholds Guide states that a proposed project normally would have a significant project access impact if: TRAF-6 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. City of Los Angeles IV.F-38 Wilshire Boulevard Temple Master Plan Project Draft EIR

Transit System Capacity The LA CEQA Thresholds Guide states that the determination of significance shall be made on a case-by-case basis, considering the following: TRAF-7 The projected number of additional transit passengers expected with implementation of the proposed project and available transit capacity. Parking The LA CEQA Thresholds Guide states that a project normally would have an impact on parking if: TRAF-8 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. 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 checklist. In addition, the City s thresholds provide more specific guidance for evaluating impacts. Therefore, the City s thresholds are used in the following analysis. a. Project Design Features Under the proposed Master Plan, all parking would be contained in the proposed Parking District, which occupies the northern third of the Project site. The parking structure would be constructed with three subterranean levels and three above-ground levels and would provide parking for approximately 500 vehicles, an increase of approximately 397 spaces over existing conditions. The structure would include a drive-through drop-off and pick-up lane on the ground level. Cars would enter from Hobart Boulevard and exit to Harvard Boulevard, with vehicular movements limited to right-turn-in from Hobart Boulevard and right-turn-out onto Harvard Boulevard. The parking structure would provide pedestrian access to the Project site from the north, with controlled access to the Project site s internal pedestrian walkway. City of Los Angeles IV.F-39 Wilshire Boulevard Temple Master Plan Project Draft EIR

An internal north-south-oriented pedestrian walkway through the center of the Project site would link all proposed facilities. Secure pedestrian entrances to the Project site would be provided from Wilshire Boulevard, between the Sanctuary and new administration and event building, and from 6 th Street via a pedestrian entrance and corridor within the parking structure. Secondary pedestrian access would be provided from Hobart Boulevard and Harvard Boulevard. Nursery and elementary school entrances would be accessible from the internal pedestrian spine. Storefront space along 6 th Street would provide access to Tikkun Olam (i.e., social service) programs housed within the parking structure. Elevators, stairs, and ramps would ensure accessibility throughout the Project site. As shown in Figure IV.F-9, vehicular access to the Project site would be provided via an inbound driveway on Hobart Boulevard and an outbound driveway on Harvard Boulevard. The inbound driveway on Hobart Boulevard would be limited to right-turn ingress only turning movements and the outbound driveway on Harvard Boulevard would be limited to right-turn egress only turning movements. A separate drive aisle is provided within the parking structure to allow nursery and elementary school drop-off and pick-up. b. Project Impacts i. Construction Impacts TRAF-1 Would the Project cause temporary traffic impacts, taking into consideration the following? 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. City of Los Angeles IV.F-40 Wilshire Boulevard Temple Master Plan Project Draft EIR

Hobart Boulevard n NOT TO SCALE Harvard Boulevard NOTE: This is a preliminary, conceptual document, which is subject to change and shall not be deemed to constitute a representation of the final project. SOURCE: GTC September 2010 FIGURE IV.F-9 Vehicular Circulation Plan 1037-001 10/10