IV. ENVIRONMENTAL IMPACT ANALYSIS B. TRAFFIC AND CIRCULATION

IV. ENVIRONMENTAL IMPACT ANALYSIS B. TRAFFIC AND CIRCULATION 1. INTRODUCTION This section is based on the technical report, Traffic Study for 10131 Constellation Boulevard Residential Project, prepared by Kaku Associates, October 2005. The traffic technical report, contained in Appendix C of this Draft EIR, analyzes the potential impact of the Project on the surrounding street system, including the Project s driveway access points. This section is a summary of that report and includes an evaluation of the traffic conditions on the existing street and highway network serving the Project site and the impact of traffic generated by the Project on future roadway conditions. The traffic impact analysis is based on occupancy of the proposed Project in 2010. 2. ENVIRONMENTAL SETTING The Project site is located approximately 10 miles west of downtown Los Angeles and approximately 6 miles east of the Pacific Ocean in the Century City area of the City of Los Angeles. Freeway access to Century City and the Project site is provided by the San Diego Freeway (I-405), located approximately 2 miles to the west of Century City, and the Santa Monica Freeway (I-10), located approximately 2 miles to the south of Century City. The following are descriptions of the regional freeway and local street systems having the Project site. a. Regional Freeway System The Santa Monica Freeway (I-10) runs in an east-west direction, extending from the Pacific Ocean through downtown Los Angeles and beyond. In the vicinity of the Project study area, the freeway provides four lanes in each direction plus auxiliary lanes. Interchanges are provided at Overland Avenue, National Boulevard (to and from the east only), and Robertson Boulevard. The San Diego Freeway (I-405) runs in a north-south direction, extending from the northern part of the San Fernando Valley through Los Angeles County and into Orange County. In the vicinity of the Project site, the freeway provides four lanes in each direction plus auxiliary lanes. Surface street access is provided via interchanges at Santa Monica Boulevard and Pico Boulevard/Olympic Boulevard (to and from the north only). Page 141

b. Local Street System East-West Streets Santa Monica Boulevard, a Class I major highway (State Route 2), is located to the north of the Project site. In the Project area, Santa Monica Boulevard consists of two roadways, North Santa Monica Boulevard and Little Santa Monica Boulevard. North Santa Monica Boulevard, the larger of the two roadways, provides two to three lanes in each direction in addition to leftturn lanes at all major intersections. Little Santa Monica Boulevard provides two to four lanes plus left-turn lanes in the Project area. North Santa Monica Boulevard and Little Santa Monica Boulevard are currently being reconstructed and combined into the Santa Monica Transit Parkway. The Santa Monica Transit Parkway will extend from Sepulveda Boulevard on the west to the boundary, east of Century Park East, on the east. Detailed discussion of the future configuration of the Santa Monica Transit Parkway is contained in Section IV.B.3.c.(2), on page 162. Olympic Boulevard is a Class II major highway, which transects Century City to the south of the Project site. Olympic Boulevard provides three lanes in the eastbound direction and four lanes in the westbound direction in addition to left-turn lanes at intersections south of the Project site. The Olympic Boulevard/Avenue of the Stars intersection is grade-separated with cloverleaf ramps connecting the two streets. Pico Boulevard is a Class II major highway, which borders the south edge of Century City to the south of the Project site. Pico Boulevard provides three lanes of traffic in each direction in addition to left-turn lanes at most intersections. Wilshire Boulevard is a Class I major highway, which is located to the north of Century City in the Project area. Wilshire Boulevard provides three to four lanes in each direction in addition to left-turn lanes at intersections. Constellation Boulevard, a secondary highway located entirely within Century City, extends from Century Park West on the west to Century Park East on the east. Constellation Boulevard, which provides three lanes in addition to left-turn lanes in each direction, borders the south side of the Project site and provides vehicular access to the Project site at two of the three proposed access locations. Galaxy Way is a collector street located south of Olympic Boulevard within Century City. Galaxy Way connects Avenue of the Stars and Century Park East, south of the Project site. Page 142

Empyrean Way is a collector street located within Century City, north of Pico Boulevard. Empyrean Way connects Avenue of the Stars and Century Park East, south of the Project site. Manning Avenue is a collector street located west and southwest of Century City. Manning Avenue is a local street north of Pico Boulevard and a secondary highway south of Pico Boulevard. North-South Streets Overland Avenue is a Class II major highway located to the west of Century City. Overland Avenue provides two lanes in each direction in addition to left-turn lanes. Overland Avenue, which terminates at Santa Monica Boulevard, is a designated secondary highway between Pico Boulevard and Santa Monica Boulevard. Beverly Glen Boulevard is a Class II major highway located to the west of Century City. Beverly Glen Boulevard, which terminates at Pico Boulevard, provides two lanes in each direction in addition to left-turn lanes. Century Park West is a secondary highway located entirely within Century City. Located to the west of the Project site, Century Park West extends from North Santa Monica Boulevard on the north to Olympic Boulevard on the south. It provides two to four lanes, including turning lanes, in each direction. Avenue of the Stars is a Class II major highway bounding the west side of the Project site. Extending between North Santa Monica Boulevard on the north and Pico Boulevard on the south, Avenue of the Stars is located entirely within Century City. Avenue of the Stars, which consists of three lanes in each direction in addition to left-turn lanes, provides restricted rightturn-in and right-turn-out vehicular access to the Project site. Century Park East is a secondary highway located to the east of the Project site. Century Park East provides three lanes in each direction, in addition to left-turn lanes. Extending between North Santa Monica Boulevard on the north and Pico Boulevard on the south, Century Park East is located entirely within Century City. Motor Avenue is located south of Century City, beginning just south of Pico Boulevard. Between Pico Boulevard and Manning Avenue, Motor Avenue serves as a collector street and, south of Manning Avenue, Motor Avenue serves as a secondary highway. Motor Avenue provides two lanes in each direction between Pico Boulevard and Monte Mar Drive, and one lane in each direction to Manning Avenue. Page 143

Patricia Avenue, located southwest of Century City, is a collector street south of Pico Boulevard and a local street north of Pico Boulevard. street. Spalding Drive, located in the City of Beverly Hills and east of Century City, is a local c. Existing Service Levels In order to identify streets and intersections most likely to be impacted by Project traffic, the following 32 intersections were identified in consultation with the Los Angeles Department of Transportation (LADOT). Figure 19 on page 145 depicts the regional street network and the study intersections. The 32 intersections that have been analyzed are as follows: 1. Beverly Glen Boulevard & Wilshire Boulevard; 2. Overland Avenue & Santa Monica Boulevard (North); 3. Overland Avenue & Santa Monica Boulevard (South); 4. Beverly Glen Boulevard & Santa Monica Boulevard (North); 5. Beverly Glen Boulevard & Santa Monica Boulevard (South); 6. Century Park West & Santa Monica Boulevard (South); 7. Club View Drive & Santa Monica Boulevard (North); 8. Avenue of the Stars & Santa Monica Boulevard (North); 9. Avenue of the Stars & Santa Monica Boulevard (South); 10. Century Park East & Santa Monica Boulevard (North); 11. Century Park East & Santa Monica Boulevard (South); 12. Wilshire Boulevard & Santa Monica Boulevard (North); 13. Wilshire Boulevard & Santa Monica Boulevard (South); 14. Century Park West & Constellation Boulevard; 15. Avenue of the Stars & Constellation Boulevard; 16. Century Park East & Constellation Boulevard; Page 144

N Not to scale Source: KAKU Associates Figure 19 Location of Study Intersections Page 145

17. Overland Avenue & Olympic Boulevard; 18. Beverly Glen Boulevard & Olympic Boulevard; 19. Century Park West & Olympic Boulevard; 20. Avenue of the Stars & Olympic Boulevard (WB Ramps); 21. Avenue of the Stars & Olympic Boulevard (EB Ramps); 22. Century Park East & Olympic Boulevard; 23. Spalding Drive & Olympic Boulevard; 24. Avenue of the Stars & Galaxy Way; 25. Avenue of the Stars & Empyrean Way; 26. Overland Avenue & Pico Boulevard; 27. Patricia Avenue & Pico Boulevard; 28. Beverly Glen Boulevard & Pico Boulevard; 29. Motor Avenue & Pico Boulevard; 30. Avenue of the Stars & Pico Boulevard; 31. Century Park East & Pico Boulevard; and 32. Motor Avenue & Manning Avenue. All study intersections are signalized and, with the exception of five intersections, all study intersections are operated under the City s Automated Traffic Surveillance and Control (ATSAC) traffic control system and the City s Adaptive Traffic Control System (ATCS). The exceptions are as follows: Intersection No. 12: Santa Monica Boulevard (North) & Wilshire Boulevard (neither ATSAC nor ATCS); Intersection No. 13: Santa Monica Boulevard (South) & Wilshire Boulevard (neither ATSAC nor ATCS); Intersection No. 23: Spalding Drive & Olympic Boulevard (ATSAC only, not ATCS); Page 146

Intersection No. 25: Avenue of the Stars & Empyrean Way (neither ATSAC nor ATCS); Intersection No. 32: Motor Avenue & Manning Avenue (ATSAC only, not ATCS). Level of Service (LOS) values for A.M. and P.M. peak-hour conditions are summarized in Table 8 on page 148. As shown in Table 8, 14 of the 32 study intersections are operating at LOS E or worse during either A.M. and P.M. peak hours, or both. Service levels (LOS) for signalized intersections are defined in Table 9 on page 150. Base-year (2005) peak-hour traffic volumes are presented in the Project s traffic study (see Appendix C of this Draft EIR). Currently congested intersections (i.e., operating at LOS E or F) include the following: Intersection No. 1: Beverly Glen & Wilshire Boulevard (LOS E in the A.M. and P.M.); Intersection No. 2: Overland Avenue & Santa Monica Boulevard (North) (LOS E in the A.M. only); Intersection No. 4: Beverly Glen Boulevard & Santa Monica Boulevard (North) (LOS E in the A.M. and P.M.); Intersection No. 5: Beverly Glen Boulevard & Santa Monica Boulevard (South) (LOS E in the P.M. only); Intersection No. 8: Avenue of the Stars & Santa Monica Boulevard (North) (LOS F in the A.M. only); Intersection No. 12: Wilshire Boulevard/Santa Monica Boulevard (North) (LOS F in the A.M. and P.M.); Intersection No. 13: Wilshire Boulevard/Santa Monica Boulevard (South) (LOS F in the A.M. and P.M.); Intersection No. 17: Overland Avenue & Olympic Boulevard (LOS F in the A.M. and P.M.); Intersection No. 18: Beverly Glen Boulevard & Olympic Boulevard (LOS E in the A.M. and P.M.); Intersection No. 19: Century Park West & Olympic Boulevard (LOS F in the P.M. only); Intersection No. 23: Spalding Drive & Olympic Boulevard (LOS F in the A.M. and E in the P.M.); Page 147

Table 8 EXISTING BASE YEAR (2005) INTERSECTION LEVEL OF SERVICE ANALYSIS Existing Base Year Peak (Year 2005) Estimates No. Intersection Hour V/C or Delay LOS 1 Beverly Glen Blvd & A.M. 0.913 E Wilshire Blvd a P.M. 0.928 E 2 Overland Ave & A.M. 0.999 E Santa Monica Blvd (N) a, c P.M. 0.859 D 3 Overland Ave & A.M. 0.601 B Santa Monica Blvd (S) a, c P.M. 0.582 A 4 Beverly Glen Blvd & A.M. 0.939 E Santa Monica Blvd (N) a, c P.M. 0.903 E 5 Beverly Glen Blvd & A.M. 0.875 D Santa Monica Blvd (S) a, c P.M. 0.911 E 6 Century Park West & A.M. 0.391 A Santa Monica Blvd (S) a, c P.M. 0.489 A 7 Club View Dr & A.M. 0.625 B Santa Monica Blvd (N) a, c P.M. 0.724 C 8 Avenue of the Stars & A.M. 1.062 F Santa Monica Blvd (N) a, c P.M. 0.789 C 9 Avenue of the Stars & A.M. 0.522 A Santa Monica Blvd (S) a,, c P.M. 0.551 A 10 Century Park East & A.M. 0.813 D Santa Monica Blvd (N) a, c P.M. 0.785 C 11 Century Park East & A.M. 0.810 D Santa Monica Blvd (S) a,, c P.M. 0.662 B 12 Wilshire Blvd & (CMA) A.M. 1.365 F Santa Monica Blvd (N) d (ICU) A.M 1.232 F (CMA) P.M. 1.271 F (ICU) P.M. 1.051 F 13 Wilshire Blvd & (CMA) A.M. 1.287 F Santa Monica Blvd (S) d (ICU) A.M. 1.205 F (CMA) P.M. 1.113 F (ICU) P.M. 1.056 F 14 Century Park West & A.M. 0.612 A Constellation Blvd a P.M. 0.405 A 15 Avenue of the Stars & A.M. 0.690 B Constellation Blvd a P.M. 0.738 C 16 Century Park East & A.M. 0.397 A Constellation Blvd a P.M. 0.574 A 17 Overland Ave & A.M. 1.387 F Olympic Blvd a P.M. 1.293 F 18 Beverly Glen Blvd & A.M. 0.916 E Olympic Blvd a P.M. 0.954 E 19 Century Park West & A.M. 0.833 D Olympic Blvd a P.M. 1.122 F Page 148

Table 8 (Continued) EXISTING BASE YEAR (2005) INTERSECTION LEVEL OF SERVICE ANALYSIS Existing Base Year Peak (Year 2005) Estimates No. Intersection Hour V/C or Delay LOS 20 Avenue of the Stars & A.M. 0.563 A Olympic Blvd (WB Ramps) a P.M. 0.513 A 21 Avenue of the Stars & A.M. 0.398 A Olympic Blvd (EB Ramps) a P.M. 0.368 A 22 Century Park East & A.M. 0.807 D Olympic Blvd a P.M. 0.839 D 23 Spalding Dr & (CMA) A.M. 1.056 F (ICU) A.M. 1.173 E Olympic Blvd b,d (CMA) P.M. 0.972 E (ICU) P.M. 0.973 F 24 Avenue of the Stars & A.M. 0.322 A Galaxy Way a P.M. 0.485 A 25 Avenue of the Stars & A.M. 0.418 A Empyrean Way e P.M. 0.366 A 26 Overland Ave & A.M. 1.256 F Pico Blvd a P.M. 1.312 F 27 Patricia Ave & A.M. 0.748 C Pico Blvd a P.M. 0.715 C 28 Beverly Glen Blvd & A.M. 0.745 C Pico Blvd a P.M. 0.671 B 29 Motor Ave & A.M. 1.252 F Pico Blvd a P.M. 1.331 F 30 Avenue of the Stars & A.M. 0.833 D Pico Blvd a P.M. 0.850 D 31 Century Park East & A.M. 0.707 C Pico Blvd a P.M. 0.691 B 32 Motor Ave & A.M. 0.920 E Manning Ave b P.M. 0.782 C a b c d e Intersection is currently operating under the ATSAC & ATSC system. V/C = volume to capacity Intersection is currently operating under ATSAC system only. Levels of service for intersections along Santa Monica Boulevard within the limits of the Santa Monica Transit Parkway construction zone have been calculated using the lane configurations and signal phasing that existed prior to commencement of construction. Intersections that are under the jurisdiction of the City of Beverly Hills. These intersections are analyzed using both the Critical Movement Analysis (CMA) methodology used by the City of Los Angeles, and the Intersection Capacity Utilization (ICU) methodology used by the City of Beverly Hills to determine intersection V/C ratio. Unsignalized intersection. Source: Kaku Associates, October 2005. Page 149

LOS A B C Table 9 LEVEL OF SERVICE DEFINITIONS FOR SIGNALIZED INTERSECTIONS 0.000 to 0.600 Excellent. No vehicle waits longer than one red light and no approach phase is fully used. > 0.601 to 0.700 Very Good. An occasional approach phase is fully utilized; many drivers begin to feet somewhat restricted within groups of vehicles. > 0.701 to 0.800 Good. Occasionally drivers may have to wait through more than one red light; backups may develop behind turning vehicles. D > 0.801 to 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 to 1.000 Poor. The intersection approach is operating at capacity, with the maximum number of vehicles that can be accommodated; there 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: Transportation Research Board, Highway Capacity Manual, Special Report 209, 2000. Intersection No. 26: Overland Avenue & Pico Boulevard (LOS F in the A.M. and P.M.); Intersection No. 29: Motor Avenue & Pico Boulevard (LOS F in the A.M. and P.M.); and Intersection No. 32: Motor Avenue & Manning Avenue (LOS E in the A.M. only). d. Existing Site Access The Project site presently contains private driveway easements and a private alley for vehicular access to the adjacent lots to the north of the Project site. These easements and alley are located on the easterly and northerly portions of the Project site. The private alley currently serves a number of uses, including: (a) access to and from the truck tunnel exit and the parking garage serving 10100 Santa Monica Boulevard and other properties to the north; (b) access to and from the Watt Tower garages to the north of the Project site; (c) access to and from the Watt Tower loading dock and delivery parking area immediately east of the Project site; (d) access to and from the parking lot serving the existing restaurant on the Project site; and (e) access to parking on other portions of the Project site. The alley intersects Constellation Boulevard along the eastern edge of the Project site. Page 150

e. Public Transportation Century City is well served by public transportation and a regional transit plaza, which is located at the MGM Plaza Building. This transit plaza is located at the north side of Constellation Boulevard directly across Avenue of the Stars from the Project site and within a short walking distance from the Project site. The Los Angeles County Metropolitan Transportation Authority (MTA), Los Angeles Department of Transportation (LADOT), the Santa Monica Big Blue Bus (SM), Culver City Bus (CC), Santa Clarita Transit (SC) and the Antelope Valley Transit Authority (AVTA) provide public transit service to the Century City area. The bus routes serving the Project area are described as follows: MTA 28/328 These transit lines are operated by the MTA and provide service between Century City and the downtown area of Los Angeles. Line 328 provides peak-hour express service. In the Project area, these lines travel on Olympic Boulevard, Avenue of the Stars, Santa Monica Boulevard, Century Park West and Constellation Boulevard, with stops on Constellation Boulevard and Avenue of the Stars adjacent to the Project site. MTA 316 This limited-stop line provides service between Cedars-Sinai Medical Center in the Beverly Hills area and the downtown area of Los Angeles. In the Project vicinity, the service provides a shortline extension loop from Santa Monica Boulevard via Century Park West to Constellation Boulevard to Avenue of the Stars with a stop on Avenue of the Stars at Constellation Boulevard adjacent to the Project site. MTA 16 This transit line provides service between Century City and the downtown area of Los Angeles. In the Project area, this line travels on Olympic Boulevard, Avenue of the Stars, Santa Monica Boulevard, and Century Park West with a late night and early morning loop on Constellation Boulevard. This line has stops along Avenue of the Stars adjacent to the Project site. LADOT 534 This Commuter Express line provides limited-stop westbound morning peak period express service to West Los Angeles and eastbound evening peak period express service to Union Station/downtown Los Angeles on weekdays. In the Project area, Line 534 travels on Olympic Boulevard and Century Park East and has stops at the intersection of Constellation Boulevard and Century Park East near the Project site. LADOT 573 This Commuter Express lines provides limited-stop extended southbound morning peak period express service to West Los Angeles and northbound evening peak period express service to Encino and Mission Hills on weekdays. In the Project area, Line 573 travels on Santa Monica Boulevard and loops into the Century City area with a stop at the intersection of Avenue of the Stars and Constellation Boulevard adjacent to the Project site. Page 151

SM 5 This bus line is operated by the Santa Monica Big Blue Bus and provides service between downtown Los Angeles, Santa Monica, and the Pico Boulevard Rimpau Transit Center. The SM 5 line travels along Olympic Boulevard in the Project area with a loop into Century City via Century Park West, Constellation Boulevard and Century Park East. This line provides a stop at the intersection of Constellation Boulevard and Avenue of the Stars adjacent to the Project site. CC 3 This bus line is operated by Culver City Bus and provides service between Century City and Fox Hills Mall south of Culver City. In the Project area, the line travels along Olympic Boulevard and loops into Century City via Century Park West, Constellation Boulevard and Century Park East and provides a stop along Constellation Boulevard adjacent to the Project site. SC 797 This bus line is operated by Santa Clarita Transit and provides express southbound morning peak period and northbound afternoon peak period commuter service to and from UCLA, Westwood and Century City. In the Project area, this line travels on Constellation Boulevard and provides a stop on Avenue of the Stars adjacent to the Project site. SC 792 This bus line is operated by Santa Clarita Transit and provides reverse express service northbound in the morning peak period and southbound in the afternoon peak period. In the study area, this line travels on Constellation Boulevard and provides a stop on Avenue of the Stars adjacent to the Project site. AVTA 786 This bus line is operated by Antelope Valley Transit and provides peak period express commuter service between Lancaster and Palmdale in the Antelope Valley and West Los Angeles including Century City. In the Project area, this line provides a bus stop at Avenue of the Stars and Constellation Boulevard adjacent to the Project site. 3. PROJECT IMPACTS a. Methodology (1) Construction Traffic On-site construction activities, as well as construction traffic (e.g., worker travel, hauling activities, and the delivery of construction materials), could affect existing traffic and emergency access in the Project vicinity. Construction impacts are analyzed based on the length of time and frequency of any street closures, the classification of the impacted street, use of the street by emergency vehicles, temporary loss of pedestrian and vehicle access to any adjacent parcels, Page 152

temporary loss of access to transit stops, and the availability of alternative or relocated transit stops within one-quarter mile of the Project site. (2) Intersection Capacity Analysis The Project s traffic study analysis has been prepared under the direction of the LADOT in accordance with LADOT guidelines and has been reviewed and accepted by the LADOT. The methodology for evaluating street capacity involves several steps, including the identification of existing base year (2005) traffic conditions, the calculation of ambient growth and traffic attributable to the identified related projects (see Section III.B of this Draft EIR) to determine future (2010) cumulative baseline conditions and the addition (without the Project s traffic), of Project traffic to identify the Project s potential traffic impacts in 2010. This analysis is based both on the quantity of traffic generated and the distribution of traffic to the various streets and freeways that serve the Project site. The following is a summary of the methodology used to assess the Project s potential traffic impacts. (a) Existing Base Traffic Volumes The Santa Monica Transit Parkway construction project currently underway is causing atypical and below average traffic conditions along Santa Monica Boulevard and other major streets in the area such as Wilshire Boulevard and Olympic Boulevard, including temporary changes in lane configurations along Santa Monica Boulevard, temporary reductions in traffic volumes along Santa Monica Boulevard, and shifts of traffic to other routes. 38 LADOT determined that traffic data from an approved traffic study would be used as the base data for the purpose of assessing operating conditions (as the traffic counts for this study were conducted prior to the commencement of construction activity on Santa Monica Boulevard), with the addition of conservative growth assumptions to account for ambient growth (1.5 percent per year) and growth from related projects actually constructed between the year the traffic counts were conducted and 2005. The A.M. and P.M. peak-hour traffic data obtained from the approved traffic study is presented in Appendix C of the Project s traffic study (see Appendix C of the Draft EIR). The list of related projects constructed between the year the traffic counts were conducted and 2005 is presented in Appendix D of the Project s traffic study (see Appendix C of the Draft EIR). 38 Recent traffic counts taken after the start of the Santa Monica Parkway construction indicate that peak period traffic volumes along Santa Monica Boulevard in the Century City area have declined from between 18 percent and 47 percent depending upon direction and peak hour. See Appendix B of the Project s traffic study which is presented as Appendix C of the Draft EIR. Page 153

(b) 2010 Conditions Without the Proposed Project (Cumulative Base Conditions) IV.B Traffic and Circulation Future traffic projections without the proposed Project were developed for the year 2010. The objective of this analysis is to project future traffic growth and operating conditions that are anticipated to result from ambient regional growth and related projects in the vicinity of the Project site. The cumulative base traffic forecasts reflect growth in traffic from two primary sources: (a) background or ambient growth, which reflects the effects of overall regional growth both in and outside of the study area; and (b) traffic generated by specific projects (related projects) located within the vicinity of the Project site that are anticipated to be completed by 2010, the year of the Project buildout. In accordance with historic trends, an ambient growth factor of 1.5 percent per year for the study area was established by the LADOT. Ambient growth in traffic is due to the combined effects of continuing development outside the Project study area, intensification of existing developments, and other factors independent of traffic generated by the identified related projects as well as Project traffic. The list of related projects that would contribute to the cumulative base traffic was prepared by obtaining data from various City sources, as well as from the City of Beverly Hills. A total of 49 related projects are identified within the study area. A list of the related projects is presented in Table 2 on page 89 in Section III.B, General Overview of the Environmental Setting, Cumulative Development, of this Draft EIR. Figure 13 on page 93 in Section III.B illustrates of the locations of the related projects and the general geographic area of the traffic study area. (c) Peak Traffic Periods Service level analyses are based on the peak traffic periods in the study area. Peak traffic periods (periods of heaviest traffic demand) are estimated to occur during the weekday A.M. and P.M. commute time periods. (d) Trip Generation Trip generation estimates for the Project and related projects incorporate a combination of trip generation rates contained in Trip Generation, 7th Edition (Institute of Transportation Engineers [ITE], 2003), as well as the CEQA documents prepared in support of some of the related projects. Page 154

Estimated trips for the Project are based on trips per dwelling unit. Existing uses are deducted from the Project s estimated trips to derive a net change in daily and A.M. and P.M. peak-hour trips. Trip credits taken for existing uses include the following: Commercial Bank Trip-generation estimates for this existing land use were calculated using ITE trip-generation rates for the daily and A.M. peak hour, while West Los Angeles Transportation Improvement and Mitigation Specific Plan (WLA TIMP) trip generation rates were used for the P.M. peak hour. A pass-by reduction of 20 percent was factored in to decrease the baseline of existing trips, consistent with LADOT s Traffic Study Policies and Procedures (revised March 2002). Office Trip-generation estimates for this existing land use were calculated using ITE trip-generation rates for the A.M. peak hour and WLA TIMP rates for the P.M. peak hour. Restaurant Trip-generation estimates for this existing land use were calculated using ITE trip-generation rates for the daily and the A.M. peak hour. No existing trip credits were used for the P.M. peak hour since the restaurant is presently open for lunch and in the evening as a nightclub, but is closed during the P.M. peak hour of traffic. To determine the total traffic volumes for year 2010, the trips generated by existing uses are subtracted from the Project s estimated trips, to derive a net increase in trips. The Project s net traffic volumes are added to the year 2010 cumulative base traffic projections, resulting in cumulative plus Project A.M. and P.M. peak-hour traffic volumes. (e) Traffic Distribution The geographic distribution of the traffic generated by the Project and related projects is dependent on several factors. These factors include the type and density of the proposed land uses, the geographic distribution of population from which the employees and potential patrons of the proposed developments are drawn, locations of employment and commercial centers to which residents of the Project or related residential projects would be drawn, characteristics of the street system serving the Project and the related projects, and the level of accessibility of the routes to and from the Project and related projects sites. The assignment of Project traffic takes into consideration left and right turns into and out of the main driveway on Constellation Boulevard, left and right turns into and out of the alley access driveway on Constellation Boulevard, and the restriction of the secondary driveway on Avenue of the Stars to right-turns-only. Page 155

(f) Level of Service Methodology Level of service (LOS) is a qualitative measure used to describe the condition of traffic flow on a street system. Service levels and a corresponding discussion of intersection conditions were previously described in Table 9 on page 150. The has established threshold criteria used to determine when significant traffic impacts occur for streets within its jurisdiction. For signalized intersections within the, the analysis was conducted in accordance with LADOT s Traffic Study Policies and Procedures (revised March 2002) and utilizes the Transportation Research Board s Critical Movement Analysis (CMA) methodology of intersection capacity calculation. The provides a 7 percent credit toward increased capacity at any intersection where ATSAC is implemented and an additional 3 percent credit toward increased capacity where ATCS is implemented. All but five of the study intersections operate under both ATSAC and ATCS control. The intersections of North Santa Monica Boulevard/Wilshire Boulevard and Little Santa Monica Boulevard/Wilshire Boulevard are located within the jurisdiction of the City of Beverly Hills and are evaluated in accordance with the Intersection Capacity Utilization (ICU) methodology, as required by the City of Beverly Hills as well as the CMA methodology used by the. The CMA and ICU methodologies are both based on intersection volume-to-capacity (V/C) ratios. To determine the V/C ratio, the total existing traffic, ambient growth, related projects traffic, and Project traffic are assigned to an intersection. The V/C ratio is subsequently assigned a Level of Service (LOS) for different traffic conditions. In general terms, LOS describes the quality of traffic flow. Through the use of the CMA methodology, a determination of the LOS at an intersection where traffic volumes are known or have been projected can be obtained through a summation of the critical movement volumes at that intersection (the highest combination of conflicting movements that must be accommodated at the intersection). The CMA values are calculated by dividing the sum of the critical movement volumes by the capacity value of the intersection, whereas ICU is calculated by dividing by roadway capacity and then adding the critical move volumes. Under both the CMA and ICU methods, the capacity of the intersection is the maximum total hourly movement of vehicles in the critical lanes, which have a reasonable expectation of passing through an intersection under prevailing roadway and traffic conditions. (3) Regional Transportation System Impact Analysis The evaluation of the impact of a project on the regional transportation system is guided by procedures outlined in The Los Angeles County 2004 Congestion Management Program (CMP) (Los Angeles County Metropolitan Transportation Authority). The CMP requires that, when an environmental impact report is prepared for a project, traffic and transit impact analyses must be conducted for select regional facilities based on the quantity of project traffic expected to use those facilities. Page 156

The CMP guidelines require the identification of CMP arterial monitoring intersections and CMP mainline freeway monitoring locations within a geographic area in which any CMP arterial monitoring station would receive 50 or more project trips during either the A.M. or P.M. weekday peak hours; or as any CMP mainline freeway monitoring station which would receive 150 or more project trips, in either direction, during either the A.M. or P.M. weekday peak hours. The EIR evaluates the number of additional trips that would be generated by the Project and compares these trips with the threshold criteria. Analysis of the impact of Project traffic is provided for the nearest CMP monitoring stations to the Project site. The following two study intersections are the nearest CMP arterial monitoring stations: Beverly Glen Boulevard/Wilshire Boulevard; and Santa Monica Boulevard (North)/Wilshire Boulevard. The following two freeway segments are the nearest CMP mainline freeway monitoring stations to the Project site: Santa Monica Freeway (I-10) east of Overland Avenue; and San Diego Freeway (I-405) north of Venice Boulevard. (4) Local Streets The impact on local streets is based on the potential for a project to increase the existing average daily trips (ADT) on a local street by a particular threshold percentage established by the LADOT. To calculate the potential for the Project to increase the existing ADT on local streets, the Project s estimated ADT is compared with existing conditions and the LADOT threshold. (5) Access The service level of the Project driveways is evaluated to determine the ability of the Project to accommodate traffic levels at the access points. Since all three Project site access points would be unsignalized and stop-controlled at the point they join the public street, access points are analyzed using the Two-Way Stop methodology from the 2000 Highway Capacity Manual (HCM). The HCM methodology determines the average vehicle delay to find the corresponding LOS, based on the definitions in Table 10 on page 158. Appendix D of the Kaku Associates report (October 2005) (Appendix C of this Draft EIR) contains the LOS worksheets for the proposed driveways. Page 157

Table 10 LEVEL OF SERVICE DEFINITIONS FOR STOP-CONTROLLED INTERSECTIONS Average Total Delay Level of Service (Seconds per vehicle) A Less than 10.0 B Greater than 10.0 and less than 15.0 C Greater than 15.0 and less than 25.0 D Greater than 25.0 and less than 35.0 E Greater than 35.0 and less than 50.0 F Greater than 50.0 Source: Transportation Research Board, Highway Capacity Manual, Special Report 209, 2000. To determine existing baseline conditions and future cumulative plus project baseline conditions at the Projects proposed driveways and private alley, manual counts of existing turning movements were conducted to obtain baseline conditions. Manual counts were conducted for the existing intersection of the private alley and Constellation Boulevard for two hours in the morning (7 to 9 A.M.) and two hours in the afternoon (4 to 6 P.M.) on Thursday, August 8, 2004. Manual count data are presented in Appendix B of the Project s traffic study (October 2005), which is presented in Appendix C of this Draft EIR. The traffic count data is separated into the various types of vehicles and land uses that the existing alley serves. Traffic for the following land uses was counted: Vehicles in and out of the restaurant parking lot immediately adjacent to Constellation Boulevard; Vehicles to and from the Watt Towers loading dock and delivery parking area; Vehicles to and from the truck tunnel and the 10100 Santa Monica Boulevard garage; Vehicles to and from the alley between the 10100 Santa Monica Boulevard garage and the Watt Towers garage; and Vehicles currently utilizing surface parking on the Project site. The analysis of access impacts reflects the forecasted Project A.M. and P.M. peak-hour volumes. Peak-hour turns are compared with the cumulative plus Project conditions on Avenue of the Stars and Constellation Boulevard. Cumulative base conditions include related projects, ambient growth and Project traffic. Peak-hour turning movements in and out of the private alley contributed by all the above-mentioned categories were included except for the vehicles in and Page 158

out of the restaurant parking lot and the vehicles currently utilizing surface parking on the Project site, since these uses would be replaced by the Project. (6) Regional Transit The analysis of Project traffic in relation to the regional transportation system is conducted according to the CMP. CMP Section D.8.4 provides a methodology for estimating the number of transit trips expected to result from a project based on the projected number of vehicle trips. This methodology assumes an average vehicle ridership (AVR) factor of 1.4 per vehicle in order to estimate the number of person trips to and from the Project site and provides guidance regarding the percent of person trips assigned to public transit depending on the type of use (commercial/other or residential) and the proximity to transit services. The CMP guidelines estimate that approximately 5 percent of project person trips may use public transit to travel to and from the Project site. This percentage is based on the quarter-mile proximity of the Project site to the Santa Monica Transit Parkway, the nearest designated CMP transit corridor. To calculate the impact of the Project on regional transit, the projected number of person trips on transit is compared to existing conditions. b. Thresholds of Significance (1) Construction Impacts The Project would have a significant traffic and circulation impact relative to construction, if construction traffic or activities cause the following: Substantial delays and disruption of existing traffic and pedestrian flow; and Temporary relocation of existing bus stops to more than one-quarter mile from their existing stops. (2) Operational Impacts (a) Intersection Capacity (i) Criteria Under the LADOT published traffic study guidelines, an intersection would be significantly impacted if an increase in V/C ratio equal to or greater than 0.04 for intersections operating at LOS C occurred, if an increase equal to or greater than 0.02 for intersections operating at LOS D occurred, or if an increase equal to or greater than 0.01 for intersections Page 159

operating at LOS E or F occurred after the addition of related projects, ambient growth, and Project traffic. Intersections operating at LOS A or B after the addition of Project traffic are not considered significantly impacted regardless of the increase in V/C ratio. The following summarizes the impact criteria: LOS Final V/C Ratio Project-Related Increase in V/C C >0.700 to 0.800 Equal or greater than 0.040 D >0.800 to 0.900 Equal or greater than 0.020 E, F >0.900 Equal or greater than 0.010 (ii) City of Beverly Hills Criteria Under City of Beverly Hills significance thresholds, an intersection would be significantly impacted with an increase in V/C ratio equal to or greater than 0.04 for intersections operating at LOS D and equal to or greater than 0.02 for intersections operating at LOS E or F after the addition of project traffic. The following summarizes the impact criteria: LOS Final V/C Ratio Project-Related Increase in V/C D >0.800 to 0.900 Equal or greater than 0.040 E, F >0.900 Equal or greater than 0.020 (b) Countywide Congestion Management Plan (CMP) Under the CMP, a significant traffic impact would occur if a project increases traffic demand on a CMP station by 2 percent of capacity (V/C ratio increase greater than, or equal to, 0.02), causing LOS F (V/C greater than 1.00). If the station is already LOS F, a significant impact would occur when a project increases traffic demand on a CMP facility by 2 percent of capacity (V/C ratio increase greater than, or equal to, 0.02). (c) Local Streets Under the CEQA Thresholds Guide, a local street would be significantly impacted if the Project s average daily traffic (ADT) constitutes a specified percentage in relation to the future ADT. The following summarizes this impact criteria: Page 160

Projected Average Daily Traffic with Project (Final ADT) Project-Related Increase in ADT 0 to 999 16 percent or more of final ADT 1,000 to 1,999 12 percent or more of final ADT 2,000 to 2,999 10 percent or more of final ADT 3,000 or more 8 percent or more of final ADT (d) Access Under the CEQA Thresholds Guide, a project would have a significant access impact if any driveway intersection with the public street is projected to operate at LOS E or F during the A.M. or P.M. peak hour, under cumulative plus Project conditions. (e) Public Transit Based on the CEQA Thresholds Guide, a significant impact would occur if projected transit riders exceed available transit capacity. c. Analysis of Project Impacts (1) Project Design Features Access to the Project site would be via three driveways including two driveways on Constellation Boulevard and one driveway on Avenue of the Stars. The main driveway would be on Constellation Boulevard, approximately 100 feet west of the Project site s east boundary. The main driveway along Constellation Boulevard would lead to the central plaza and the drop-off areas at the main entrances of each of the residential structures. Valet services and a concierge would be located at each building entrance. The second driveway on Constellation Boulevard would be located on the eastern boundary in the area of the existing private alley. The existing alley would be widened and reconfigured to align with the eastern boundary of the Project site. A third driveway would be located on Avenue of the Stars on the northern boundary of the Project site. The Avenue of the Stars driveway, which would provide access to the underground parking and to the Project s central plaza, would be accessible from northbound Avenue of the Stars with access restricted to right turns in and right turns out only. In addition, the Project would provide an irrevocable offer to dedicate for future street widening an area along Constellation Boulevard at Avenue of the Stars. Page 161

Once on-site, access to the Project s three residential structures and the on-site parking facilities would be available as follows: The main driveway along Constellation Boulevard would lead to the central plaza and the drop-off areas at the main entrances of each residential structure. Valet services and a concierge would be located at each building entrance. The Constellation Boulevard main driveway would provide for both left and right turns into and out of the Project site. A driveway located along the eastern boundary of the site approximately 100 feet east of the main driveway would provide access to the Project s below-grade parking facility. This Project driveway would provide vehicular access to the Project site via a shared use of the existing private alley. The existing alley, which provides access to Watt Towers and the 10100 Santa Monica Boulevard building, would be widened and reconfigured to align with the eastern boundary of the Project site. Left and right turns into and out of the existing alley would continue, as under existing conditions. A driveway located on Avenue of the Stars along the northern boundary of the Project site would provide access to the below-grade parking facility and to the central plaza and drop-off areas. This driveway would be accessible from northbound Avenue of the Stars with access restricted to right turns in and right turns out only. The existing driveways serving the bank building parking lot, the bank drive-through facility, and the restaurant parking lot would be removed. (2) Future Roadway Improvements The completion of several key roadway improvements in or near the Project s traffic study area are anticipated by 2010. These improvements, either the result of local or regional capital improvement programs or mitigation for entitled related projects, would result in capacity changes at various locations throughout the study area. These changes would affect the operations of several study intersections. Proposed improvements may also result in changes to the existing traffic patterns in the study area and are assumed to be in place by 2010. The anticipated street improvements and related changes in existing traffic patterns are described below. (a) Santa Monica Transit Parkway Project The Santa Monica Transit Parkway is currently under construction in accordance with the Classic Boulevard design model. This design model is a multi-modal transportation improvement that will accomplish the following: (a) consolidate North Santa Monica Boulevard Page 162

and Little Santa Monica Boulevard; (b) provide three travel lanes in each direction with a center landscaped median; (c) provide bike lanes on both side of the median; and (d) provide side medians separating the boulevard from one-way local access streets. The Transit Parkway will also include freeway ramp and transit improvements. Little Santa Monica Boulevard will be maintained as a separate two-way street between Overland Avenue and Beverly Glen Boulevard to allow for local access. As such, Little Santa Monica Boulevard will be eliminated between Beverly Glen Boulevard on the west and Century Park East on the east. With the elimination of Little Santa Monica Boulevard, future traffic volumes on Little Santa Monica Boulevard will be shifted to the Transit Parkway. Appendix A of the Project s traffic study (September 2005) describes, in detail, improvements to various study intersections under the Santa Monica Transit Parkway project. (b) Other Roadway Improvements Other roadway improvements are required mitigation measures for other private projects, including the Fox Studios expansion and the Constellation Place project. The Fox Studios expansion project involved the implementation of a number of mitigation measures affecting intersections within the Project s traffic study area. Most of these mitigation measures have previously been implemented. The mitigation measure proposed at the Avenue of the Stars/ Constellation Boulevard intersection (modification of the northbound Avenue of the Stars approach to provide a shared northbound through/right-turn lane) is presently under construction and therefore has been assumed to be in place as part of the year 2010 future analysis. However, the mitigation measure proposed at the Avenue of the Stars/Pico Boulevard intersection has not been implemented and, to be conservative, has not been assumed to be in place as part of the year 2010 analysis. The Constellation Place project also implemented mitigation measures within the Project s traffic study area. These included improvements at the Avenue of the Stars/ Constellation Boulevard and Century Park West/Olympic Boulevard intersections and implementation of a sub-regional ATCS program. These mitigation measures have already been implemented and are reflected in the existing conditions analysis. In addition, the Century City Neighborhood Traffic Management Plan (NTMP), adopted July 2003 and consisting of a series of measures to enhance flow on arterial streets and discourage travel on residential streets, is being implemented in two phases. Where applicable, the Project s traffic study (Appendix C of the Draft EIR), to be conservative, assumes that the Century City NTMP measures would be in place by 2010 and thus are included in the Project s traffic analysis. Page 163

Appendix A of the Project s traffic study (September 2005) contains existing base year 2005 and future year 2010 intersection lane configurations and additional information regarding other proposed improvements in the study area. (3) Project Impacts (a) Construction Impacts (i) Worker Trips Project construction would generate traffic from construction worker travel, as well as the arrival and departure of trucks delivering construction materials to the site and the hauling of debris and exported soils generated by on-site demolition and excavation activities. Both the number of construction workers and trucks would vary throughout the construction process in order to maintain a reasonable schedule of completion. The number of on-site construction workers, based on the specific construction activity underway (i.e., demolition, excavation, building erection, etc.), would range from approximately 20 to 250, with the lower end of the range occurring during building demolition and the upper end of the range occurring during finishing work (i.e., drywall, paring, electrical, etc.) In general, it is anticipated that the majority of the construction workers would arrive and depart the site during off-peak hours (i.e., arrive prior to 7:00 A.M. and depart between 3:00 to 4:00 P.M.). The construction work force would likely be from all parts of the Los Angeles region and are, thereby, assumed to arrive from all directions. Consequently, the impact of construction worker traffic on peak-hour traffic in the vicinity of the site would be negligible. Given the off-peak nature of construction worker traffic, a less than significant impact is anticipated with regard to the local roadway network as well as the freeway mainline and on/off-ramps. Furthermore, construction-related traffic would be largely oriented toward major arterials and freeways and, as such, are anticipated to result in a less than significant traffic impact during peak commuter travel periods. (ii) Hauling Depending upon the specific nature of the construction activity (e.g., demolition, excavation, finish construction, landscaping), it is assumed that the majority of truck traffic would be distributed evenly across the workday. During construction, peak-hour uses from existing uses would be eliminated. It is anticipated that during peak excavation periods, Project construction would generate up to 240 daily haul trips (i.e., average of 25 haul trips per hour). As such, hauling activities during any hourly period would not exceed the level of peak-hour trips, including 116 A.M. peak-hour trips and 338 P.M. peak-hour trips, generated by existing uses Page 164