2014 02 01 appendix p traffic analyses and los angeles department of transportation assessment...

Appendix P Traffic Analyses and Los Angeles Department

of Transportation Assessment Letter

Appendix P-1 Transportation Analysis Report

ARCHER FORWARD: CAMPUS PRESERVATION AND

IMPROVEMENT PLANTRANSPORTATION ANALYSIS REPORT

PREPARED FOR:

February 2014

SUBMITTED BY:

201 Santa Monica Blvd, Suite 500Santa Monica, CA 90401(310) 458-9916

The Archer School for Girls

TABLE OF CONTENTS

1. Introduction ................................................................................................................................................. 1 Project Description ...................................................................................................................................................................... 1 Study Scope.................................................................................................................................................................................... 4 Organization of Report .............................................................................................................................................................. 8

2. Existing Conditions ..................................................................................................................................... 9 Study Area ....................................................................................................................................................................................... 9 Existing Street System ................................................................................................................................................................ 9 Existing Traffic Volumes and Level of Service .................................................................................................................13 Existing Bicycle and Pedestrian Facilities ..........................................................................................................................19

3. Baseline Traffic Estimates ........................................................................................................................ 21

4. Project Traffic and Baseline plus Project Conditions .......................................................................... 23 Project Traffic ...............................................................................................................................................................................23 Baseline plus Project Traffic Conditions ............................................................................................................................32

5. Future Traffic Conditions ......................................................................................................................... 33 Future Base Traffic Conditions ..............................................................................................................................................33

6. Intersection Traffic Impact Analysis ....................................................................................................... 39 Criteria for Determination of Significant Traffic Impact .............................................................................................39 Baseline plus Project Impact Analysis ................................................................................................................................39 Future plus Project Impact Analysis ....................................................................................................................................47 Intersection Mitigation Measures ........................................................................................................................................54

7. Neighborhood Traffic Impact Analysis .................................................................................................. 62 Neighborhood Street Impacts ..............................................................................................................................................62

8. Regional Transportation System Impact Analysis ............................................................................... 68 Regional Traffic Impact Analysis ..........................................................................................................................................68 Significant Traffic Impact Criteria.........................................................................................................................................68 Freeways ........................................................................................................................................................................................69 Regional Transit Impact Analysis .........................................................................................................................................69

9. Site Access, Parking and Circulation ...................................................................................................... 71 Project Access Plan ....................................................................................................................................................................71 Parking............................................................................................................................................................................................72

10. Construction Period Impact Analysis ..................................................................................................... 78 Construction Period Significance Criteria .........................................................................................................................78 Project Schedule of Construction Activity ........................................................................................................................78 Construction Period Access and Parking ..........................................................................................................................79 Construction Period Traffic Impact Analysis....................................................................................................................92 Project Design Features to Address Temporary Construction Period Impacts .............................................. 114 Construction Period Parking ............................................................................................................................................... 118

11. Summary and Conclusions.....................................................................................................................119

APPENDICES

Appendix A: Lane Configurations

Appendix B: Traffic Counts

Appendix C: LOS Worksheets

Appendix D: Trip Generation

Appendix E-1: Capacity Adjustments in Existing Level of Service Calculations

Appendix E-2: Calculation of Baseline Traffic Volumes and Capacity Adjustments

Appendix F: Related Infrastructure Project Analysis

Appendix G: Baseline and Future plus Project Traffic Volumes

Appendix H: Construction Activity Information

Appendix I: LADOT Memorandum of Understanding

LIST OF FIGURES

Figure 1 Project Site and Analyzed Locations ....................................................................................................................... 2

Figure 2 Site Plan (to be provided) ............................................................................................................................................ 5

Figure 3 Transit Lines Serving the Project Area ................................................................................................................. 12

Figure 4 Designated Bicycle Facilities within the Project Area .................................................................................... 20

Figure 5A Employees by ZIP Code .......................................................................................................................................... 28

Figure 5B Students by ZIP Code .............................................................................................................................................. 29

Figure 5C Project Trip Distribution ......................................................................................................................................... 30

Figure 6 Location of Related Projects .................................................................................................................................... 35

Figure 7A Parking Demand Weekday Non-Event Operations ..................................................................................... 73

Figure 7B Parking Demand 50% Busing Event Day .......................................................................................................... 74

Figure 7C Parking Demand 70% Busing Event Day ......................................................................................................... 75

Figure 8 Conceptual Parking Layout Plan ............................................................................................................................ 77

Figure 9A Construction Period Access Month 1 through Month 16 North Wing Renovation ................ 80

Figure 9B Construction Period Access Month 11 through Month 16 Phase 1 Excavation and Haul .... 82

Figure 9C Construction Period Access Month 17 through Mid-Month 20 Remainder of Phase 1 Construction after Excavation ............................................................................................................................................. 83

Figure 9D Construction Period Access Mid-Month 20 through Month 24 Remainder of Phase 1B ..... 84

Figure 9E Construction Period Access Month 25 through Month 28 Remainder of Phase 1C ............... 86

Figure 9F Construction Period Access Month 29 through Month 37 Remainder of Phase 1D ............... 87

Figure 9G Construction Period Access Month 38 through Month 74 Phase 2 .............................................. 88

Figure 10 Proposed Construction Truck Routes ................................................................................................................ 90

LIST OF TABLES

Table 1 Level of Service Definitions for Signalized Intersections................................................................................ 16

Table 2 Existing Intersection Level of Service Analysis ................................................................................................... 18

Table 3 Project Trip Generation (50% Busing) ................................................................................................................... 24

Table 4 Related Projects List ...................................................................................................................................................... 34

Table 5A Baseline plus Project Conditions (Non-Event School Day) Intersection Level of Service and Significant Impact Analysis ................................................................................................................................................... 40

Table 5B Baseline plus Project Conditions (Event Day) 300-Attendee Event arriving between 3:00 4:00 PM and Departing between 5:00 6:00 PM Intersection Level of Service and Significant Impact Analysis......................................................................................................................................................................................... 41

Table 5C Baseline plus Project Conditions (Event Day) 300-Attendee Event Arriving between 5:00 6:00 PM Intersection Level of Service and Significant Impact Analysis ........................................................................ 42

Table 5D Baseline plus Project Conditions (Event Day) 300-Attendee Event Day Arriving Between 6:00 7:00 PM on a Weekday and 1:00 2:00 PM on a Saturday Intersection Level of Service and Significant Impact Analysis ......................................................................................................................................................................... 43

Table 5E Baseline plus Project Conditions (Event Day) 600-Attendee Event Day Arriving between 6:00 7:00 PM on a Weekday and 1:00 2:00 PM on a Saturday Intersection Level of Service and Significant Impact Analysis ......................................................................................................................................................................... 44

Table 6A Cumulative Base plus Project Conditions (Non-Event School Day) Intersection Level of Service and Significant Impact Analysis .......................................................................................................................................... 48

Table 6B Cumulative Base plus Project Conditions (Event Day) 300-Attendee Event Arriving between 3:00 4:00 PM and Departing between 5:00 6:00 PM Intersection Level of Service and Significant Impact Analysis......................................................................................................................................................................................... 49

Table 6C Cumulative Base plus Project Conditions (Event Day) 300-Attendee Event Arriving between 5:00 6:00 PM Intersection Level of Service and Significant Impact Analysis .......................................................... 50

Table 6D Cumulative Base plus Project Conditions (Event Day) 300-Attendee Event Arriving between 6:00 7:00 PM on a Weekday and 1:00 2:00 PM on a Saturday Intersection Level of Service and Significant Impact Analysis ................................................................................................................................................... 51

Table 6E Cumulative Base plus Project Conditions (event Day) 650-Attendee Event Arriving between 6:00 7:00 PM on a Weekday and 1:00 2:00 PM on a Saturday Intersection Level of Service and Significant Impact Analysis ................................................................................................................................................... 52

Table 7 Project Mitigation - Trip Generation Estimates with 70% Busing .............................................................. 55

Table 8A Neighborhood Street Impact Analysis Daily Traffic Volumes Baseline Conditions ................... 63

Table 8B Neighborhood Street Impact Analysis Daily Traffic Volumes with MItigation (70% Busing) Baseline Conditions ................................................................................................................................................................. 64

Table 9A Neighborhood Street Impact Analysis Daily Traffic Volumes Cumulative Conditions ............ 65

Table 9B Neighborhood Street IMpact ANalysis Daily Traffic Volumes with Mitigation (70% Busing) Cumulative Conditions ........................................................................................................................................................... 66

Table 10 Summary of Construction Vehicle Trips ............................................................................................................. 94

Table 11 Summary of Construction Trips Converted to Passenger Car Equivalents (PCE)............................... 97

Table 12A Construction: North WIng Renovation (Assuming I-405 Construction is Complete) Level of Service and Significant Impact Analysis .......................................................................................................................... 99

Table 12A-1 Construction: North WIng Renovation (Assuming I-405 Construction is not Complete) Level of Service and Significant Impact Analysis ................................................................................................................... 100

Table 12B Construction: Phase 1 Excavation and Haul Level of Service and Significant Impact Analysis ....................................................................................................................................................................................................... 101

Table 12B-1 Construction: Phase 1 Excavation and Haul Saturday Midday Analysis Level of Service and Significant Impact Analysis ................................................................................................................................................. 102

Table 12C Construction: Remainder of Phase 1A Construction after Excavation Level of Service and Significant Impact Analysis ................................................................................................................................................. 103

Table 12D Construction: Remainder of Phase 1B Level of Service and Significant Impact Analysis .......... 104

Table 12E Construction: Remainder of Phase 1C Level of Service and Significant Impact Analysis ........... 105

Table 12F Construction: Remainder of Phase 1D Level of Service and Significant Impact Analysis........... 106

Table 12G Construction: Phase 2 Level of Service and Significant Impact Analysis .......................................... 107

Table 13 Construction: 6:00 - 7:00 PM Departure Analysis Intersection Level of Service and Significant Impact Analysis ....................................................................................................................................................................... 108

Table 14 Summary of Significantly Impacted INtersections during ANalyzed Construction Periods ........ 109

Table 15 Construction Period Neighborhood Street Segment Impact Analysis Baseline Conditions ... 111

Table 16 Construction Period Neighborhood Street Segment Impact Analysis Cumulative Conditions ....................................................................................................................................................................................................... 112

Table 17 Accelerated Construction Schedule Neighborhood Street Segment Impact Analysis Baseline Conditions ................................................................................................................................................................................. 115

Table 18 Accelerated Construction Schedule Neighborhood Street Segment Impact Analysis Cumulative Conditions ......................................................................................................................................................... 116

Archer Forward: Campus Preservation and Improvement Plan Transportation Analysis Report February 2014

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1. INTRODUCTION

This report documents the assumptions, methodologies, and findings of a study conducted by Fehr & Peers to evaluate the potential traffic impacts of the Archer Forward: Campus Preservation and Improvement Plan (Project). The Project provides for the continued preservation of Archers historic Main Building and consists of new school facilities and improvements to the existing Archer campus located at 11725 Sunset Boulevard in the Brentwood-Pacific Palisades Community of the City of Los Angeles. This study was conducted as part of an environmental impact report (EIR) being prepared for the proposed Project.

PROJECT DESCRIPTION

The proposed Project is generally bounded by Chaparal Street to the north, Barrington Avenue to the east, Sunset Boulevard to the south and Westgate Avenue to the west. The Project Site, as shown in Figure 1, comprises approximately 7.3 acres, including the existing 6.2-acre Archer campus, which includes the Main Building, outdoor athletic fields, surface parking, and associated landscaped plazas, courtyards, and pedestrian paths, and two adjacent properties, currently owned by Archer, that comprise approximately 1.1 acres. Residential uses in the City of Los Angeles lie across the streets surrounding the Project in each direction. Figure 1 illustrates the location of the proposed Project in relation to the surrounding street system. Regional access to the Project Site is provided by Interstate 405 (San Diego Freeway) approximately two-thirds of a mile to the east and Interstate 10 (Santa Monica Freeway) approximately three miles to the south. The Project proposes the renovation, which will include demolition, of office and classroom space in the existing North Wing of the Main Building. During the North Wing renovation, Archer proposes to establish a Temporary Classroom Village comprised of temporary modular classrooms, a dance studio, offices, bathrooms and changing rooms on the existing outdoor athletic fields. The Project also proposes the development of new athletic, performing arts, and visual arts facilities including an approximately 41,400 square foot (sf) Multipurpose Facility, an approximately 22,600 sf Performing Arts Center, an approximately 7,400 sf Visual Arts Center, and an approximately 2,300 sf Aquatics Center. The Project also includes associated landscaped plazas, courtyards, and pedestrian paths.

The existing outdoor athletic fields would be improved and would include regulation-size soccer and softball fields. Parking is proposed in a new, approximately 96,000 sf underground parking garage to accommodate approximately 212 parking spaces (expandable to 282 spaces with the use of attendant assisted parking) on the western portion of the Campus. Vehicular access for non-event drop-off/pick-up and school event activities will continue to be provided via the existing inbound and outbound driveways on Sunset Boulevard. The Project improvements described above would include three components, the North Wing Renovation, Phase 1, and Phase 2, as follows:

North Wing Renovation installation of Temporary Classroom Village, renovation of the North Wing, and removal of Temporary Classroom Village

Phase 1 Phase 1 excavation and export, underground parking garage construction, Multipurpose Facility construction, and new regulation-sized soccer and softball fields


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Phase 2 Phase 2 excavation and export; Aquatics Center, Visual Arts Center, and Performing Arts Center construction

Under the proposed construction schedule, construction for the North Wing Renovation is expected to take approximately 16 months. Under the proposed construction schedule, construction for Phase 1 is expected to take approximately 27 months. The excavation and haul for Phase 1 is expected to take approximately three to four months followed by the remainder of Phase 1 involving construction of the Parking Structure, Athletic Fields, and Multipurpose Facility. Completion of the North Wing Renovation and Phase 1 construction may overlap by approximately 6 months. Construction for Phase 2 involving the construction of the Performing Arts Center and the Aquatics Center and Visual Arts Center could take up to 38 months and includes two Options. Phase 2, Option A is construction of the Aquatics Center and Visual Arts Center (approximately 20 months) followed by construction of the Performing Arts Center (approximately 17 months. Phase 2, Option B is construction of the Performing Arts Center (approximately 19 months) followed by the construction of the Aquatics Center and Visual Arts Center (approximately 19 months). ) The Phase 2 construction of the Aquatics Center, Visual Arts Center, and Performing Arts Center could also be concurrent (approximately 24 months).

An enrollment cap of 518 total middle school and high school students has been established by an existing Conditional Use Permit (CUP). This enrollment cap will remain the same with the implementation of the Project. Archers enrollment for the 2011-2012 school year was 430 total middle school and high school students, which is below their maximum allowable enrollment of 518 students. This study analyzes the difference between full enrollment of 518 total students and the 2011-2012 enrollment of 430 students. The CUP requires that Archer achieve an average vehicle ridership of three persons per vehicle and implement a minimum busing requirement of 50% of students. Additionally, the CUP limits the number of student drivers to/from the school by implementing a maximum number of student carpools (limited to only 11th and 12th graders) to 15 with a minimum of three students in each vehicle and requiring additional carpools to consist of four or more students. The CUP further requires that Archer provide preferred parking for carpool vehicles and requires all deliveries to occur outside of the stated hours of student drop-off and pick-up. In compliance with its CUP requirements, Archer has developed a detailed Traffic Management Program (TMP) and has assigned a TMP coordinator to monitor the travel behavior of students and maintain regular and accurate TMP records. Archer requires all students to choose and register their mode of transportation (school bus, student carpool, parent driven carpool, walking, biking, etc.) to/from the school. This information is used to adjust bus routes and schedules. The security personnel regularly monitor traffic flow on campus and assist in the enforcement of Archers TMP requirements.


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Vehicular access to the Archer campus is provided via two existing driveways (eastern driveway inbound and western driveway outbound connected by a circular driveway) on Sunset Boulevard between Barrington Avenue and Granville Avenue. Left and right turns are permitted in and out of the Project Site at the respective driveways. Upon Project completion, primary vehicular access would continue to be along Sunset Boulevard, and vehicles entering the site would have the option to use the circular driveway in front of the Main Building or proceed to the underground parking garage and the arrival plaza down the east driveway ramp. Service and delivery vehicles would continue to access the Archer campus primarily from Sunset Boulevard. Deliveries would either be received from the front of the Main Building or from the proposed underground parking garage. Barrington Avenue may also be utilized for limited campus deliveries and services, including the trash enclosure at the rear of the Performing Arts Center, and emergency access. Additionally, access along Chaparal Street would be maintained and would be used for emergency vehicle access and service and delivery vehicle access to the Aquatics Center, Multipurpose Facility, and the Visual Arts Center. A site plan of the Project Site is presented in Figure 2.

STUDY SCOPE

The scope of work for this study was determined in consultation with the Los Angeles Department of Transportation (LADOT). The base assumptions and technical methodologies were developed in conjunction with LADOT as part of the study approach and agreed to in a Memorandum of Understanding dated May 29, 2012. The MOU is included in Appendix I.

Traffic Scenarios

The study assumes that the Project would be completed by 2020 and is directed at analyzing the potential project generated traffic impact on the local street system under both existing and future year traffic conditions. The following traffic scenarios have been developed and analyzed as part of this study:

Existing Conditions The analysis of existing traffic conditions includes a realistic description of the street system serving the Project Site, existing traffic volumes, and an assessment of the operating conditions at the study analysis locations described below.

Baseline Conditions The Project will not begin the heaviest periods of construction until after the I-405 Sepulveda Pass Improvement Project construction is complete. Therefore, a baseline traffic scenario was developed to provide a basis for the remainder of the study which represents traffic conditions without the effect of the I-405 Sepulveda Pass Improvement Project construction on the study intersections.

Baseline plus Project Conditions This traffic scenario provides forecasts of traffic volumes and an assessment of operating conditions under baseline conditions with the addition of project generated traffic. The impacts of the proposed Project on baseline traffic operating conditions were then identified.

Future Base (Year 2020) Conditions Future traffic projections without the proposed Project were developed for the year 2020. The objective of this analysis was to project future traffic growth and operating conditions that could be expected to result from regional growth and related projects in the vicinity of the Project Site by the year 2020.


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Future (Year 2020) plus Project Conditions This traffic scenario provides projected traffic volumes and an assessment of operating conditions under future conditions with the addition of project-generated traffic. The impacts of the proposed Project on future traffic operating conditions were then identified.

The study analyzes both a non-event day involving school instruction and extracurricular activities and an event day with interscholastic athletic competitions and school functions.

Non-Event Day: The analysis of a non-event day is based on enrollment of 518 students participating in classroom instruction and after-school extracurricular activities including athletics practices, performing arts rehearsals, and student clubs. Approximately half of the student body currently participates in some type of after-school extracurricular activity on any given day; for the non-event day analysis, it is assumed that approximately half of the students will continue to participate in some type of after-school extracurricular activity on any given day, excluding athletic games. After-school extracurricular activities do not include spectators or other guests at Archer.

Archer currently operates eight fixed-route school buses, providing service to/from various areas of Los Angeles County. The existing CUP requires Archer to provide bus transportation to and from Archer for a minimum of 50% of the students. One bus from each of the eight routes arrives at the school before 7:50 AM when classroom instruction begins. In the afternoon, two rounds of busing (one bus on each route) is provided, one round at 3:15 PM following the end of classroom instruction and a second round at 5:30 PM following the end of after-school extracurricular activities, with each afternoon bus round serving approximately half of the busing students, respectively). This bus service helps reduce the number of vehicles that travel to and from campus by providing any Archer student with the option to take the bus, whether or not they participate in after-school activities.

At a maximum enrollment of 518 students, it is assumed that Archer would employ 132 employees for a total of 650 people.

Instruction at Archer begins at 7:50 AM and ends at 3:00 PM, although classroom instruction is permitted from 7:00 AM to 6:00 PM. Based on the arrival and dismissal times, levels of adjacent street traffic, and anticipated drop-off/pick-up activity, the following weekday time periods were analyzed:

7:00 to 8:00 AM (all students and approximately 60% of the employees)

3:00 to 4:00 PM (approximately half of students and one-third of the employees)

5:00 to 6:00 PM (approximately half of students and one-third of the employees)

Event Day: The analysis of an event day is based on a non-event day plus events including interscholastic athletics competitions and school functions such as performing and visual arts events and family events. These events involve spectators and/or guests at Archer. While athletic competitions and performing and visual arts events are among Archers existing programs, it is currently not possible to hold all events at the campus due to a lack of facilities. Larger events that are held infrequently, such as graduation, are not included in this analysis.

Interscholastic Athletic Competitions would be permitted Monday through Friday from 7:00 AM to 10:00 PM in the Multipurpose Facility and from 7:00 AM to 8:00 PM on the Athletic Fields and in the Aquatics Center;


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Interscholastic Athletic Competitions would also be permitted on Saturday from 7:00 AM to 6:00 PM in the Multipurpose Facility, on the Athletic Fields, and in the Aquatics Center. Generally, Middle School Interscholastic Competitions would start between 3:00 and 4:00 PM and end between 5:00 and 6:00 PM Monday through Friday. Upper School Interscholastic Athletic Competitions would generally have start times between 3:00 and 7:30 PM and end times ranging between 5:30 and 9:30 PM Monday through Friday. School Functions are planned functions that involve students and/or guests on campus. School Functions start and end at different times depending on the event type but could occur Monday through Friday between 10:00 AM and 11:00 PM, on Saturday between 7:00 AM and 11:00 PM, and on Sunday between 12:00 PM and 7:00 PM. For purposes of this analysis, on an event day, the following scenarios and associated study time periods were analyzed:

300-attendee interscholastic athletic competition or school function with arrival time between 3:00 and 4:00 PM Monday through Friday and departure times between 5:00 and 6:00 PM Monday through Friday

o 3:00 to 4:00 PM (weekday) o 5:00 to 6:00 PM (weekday)

300-attendee interscholastic athletic competition or school function with arrival time between 5:00

and 6:00 PM Monday through Friday o 5:00 to 6:00 PM (weekday)

300-attendee school function with arrival time between 6:00 and 7:00 PM Monday through Friday

and 1:00 to 2:00 PM Saturday o 6:00 to 7:00 PM (weekday) o 1:00 to 2:00 PM (Saturday)

650-attendee school function with arrival time between 6:00 and 7:00 PM Monday through Friday

and 1:00 to 2:00 PM Saturday o 6:00 to 7:00 PM (weekday) o 1:00 to 2:00 PM (Saturday)

Study Analysis Locations

The following 17 intersections, illustrated in Figure 1, were identified, in conjunction with LADOT, to be analyzed as part of the scope of work for this Project:

1. Cliffwood Avenue & Sunset Boulevard 2. Kenter Avenue & Sunset Boulevard 3. Bundy Drive & Sunset Boulevard 4. Saltair Avenue & Sunset Boulevard 5. Barrington Avenue & Sunset Boulevard 6. Barrington Place & Sunset Boulevard 7. Church Lane & I-405 SB On-/Off-Ramps


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8. Church Lane & Sunset Boulevard 9. I-405 NB On-/Off-Ramps & Sunset Boulevard 10. Veteran Avenue & Sunset Boulevard 11. Bundy Drive (West) & San Vicente Boulevard 12. San Vicente Boulevard & Montana Avenue 13. Barrington Avenue & Montana Avenue 14. Barrington Avenue & San Vicente Boulevard 15. Barrington Avenue & Wilshire Boulevard 16. San Vicente Boulevard/Federal Avenue & Wilshire Boulevard 17. Bundy Drive (East) & San Vicente Boulevard

In addition to the analyzed intersections, 10 street segments were analyzed for potential neighborhood impacts as part of this Project:

1. Chaparal Street between Barrington Avenue and Westgate Avenue 2. Westgate Avenue between Sunset Boulevard and Chaparal Street 3. Barrington Avenue between Sunset Boulevard and Chaparal Street 4. Kearsarge Street between Westgate Avenue and Granville Avenue 5. Saltair Avenue between Sunset Boulevard and Chaparal Street 6. Granville Avenue between Sunset Boulevard and Kearsarge Street 7. Bundy Drive between Sunset Boulevard and Saltair Avenue 8. Westgate Avenue between Sunset Boulevard and Kearsarge Street 9. Kenter Avenue between Sunset Boulevard and Homewood Road 10. Bundy Drive between Sunset Boulevard and Bonny Lane

ORGANIZATION OF REPORT

This report is divided into 11 chapters, including this introduction. Chapter 2 describes existing conditions including an inventory of the streets, highways, and transit service in the study area, a summary of traffic volumes, and an assessment of operating conditions. The methodologies used to develop baseline traffic volumes are presented in Chapter 3. Project traffic estimates and traffic forecasts for the Baseline plus Project conditions are provided in Chapter 4. Future Base and Future plus Project scenarios and the forecasts themselves are included in Chapter 5. Chapter 6 presents an assessment of potential intersection traffic impacts of the Project under both baseline and future conditions, and Chapter 7 presents an assessment of potential neighborhood impacts as a result of the proposed Project. The results of the regional transportation system analysis are provided in Chapter 8. Chapter 9 provides an assessment of the Project access scheme and an analysis of parking for the Project. Chapter 10 summarizes the construction impact analysis and Chapter 11 contains the study conclusions. Appendices to this report include details of the technical analysis.


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2. EXISTING CONDITIONS

A comprehensive data collection effort was undertaken to develop a detailed description of existing conditions in the study area. The assessment of conditions relevant to this study include a description of the study area, an inventory of the local street system in the vicinity of the Project Site, a review of traffic volumes on these facilities and current operating conditions, and an assessment of existing transit service in the study area. A detailed description of these elements is presented in this chapter.

STUDY AREA

The Project Site is in the Brentwood-Pacific Palisades Community Plan area of the City of Los Angeles. The study area selected for analysis extends to Cliffwood Avenue to the west, Wilshire Avenue to the south, Chaparal Street to the north, and Veteran Avenue to the east. The streets in the study area are under the jurisdiction of the City of Los Angeles. Freeways are under the jurisdiction of the California Department of Transportation (Caltrans).

EXISTING STREET SYSTEM

Major arterials serving the study area include Sunset Boulevard, San Vicente Boulevard, Wilshire Boulevard and Montana Avenue in the east-west direction, and Bundy Drive, Barrington Avenue, and Sepulveda Boulevard in the north-south direction. Regional access to and from the study area is provided by the San Diego Freeway (I-405), approximately two-thirds of a mile east of the Project Site, and the Santa Monica Freeway (I-10), approximately three miles south of the Project Site. The characteristics of the major arterials serving the study area are listed below.

Freeways

Interstate 405 runs in a north-south direction west of the Project Site and extends from the north San Fernando Valley to Orange County. In the vicinity of the study area, I-405 provides five lanes in each direction. There are four general purpose lanes and a high occupancy vehicle, or carpool, lane in the southbound direction. There are five general purpose lanes in the northbound direction. Interchanges are provided at Moraga Drive, Sunset Boulevard, Montana Avenue, and Wilshire Boulevard in the study area. The Los Angeles Metropolitan County Transportation Authority (Metro) is underway with the I-405 Sepulveda Pass Improvements Project that will add a northbound carpool lane and will include associated improvements at the Wilshire Boulevard and Sunset Boulevard I-405 ramps, and closure of the Montana Avenue I-405 off-ramp. Freeway construction began in 2009 and is anticipated to conclude by mid-2014.

Interstate 10 runs in an east-west direction and extends from the Pacific Ocean eastward through downtown Los Angeles and beyond. In the vicinity of the study area, the freeway provides four to five lanes in each direction plus auxiliary lanes. Freeway ramps closest to the Project Site are located at Bundy Drive and Centinela Avenue.


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East-West Streets

Sunset Boulevard is a Class II major highway in the study area and runs along the southern boundary of the Project Site. In the study area, Sunset Boulevard provides two through lanes in each direction and left-turn channelization at most signalized intersections. Parking is prohibited along Sunset Boulevard through signage or red curbs in the study area.

San Vicente Boulevard is a secondary highway in the study area approximately one mile south of the Project Site. In the study area, San Vicente Boulevard provides two through lanes westbound, three through lanes eastbound in the AM peak period, and two through lanes in the eastbound direction outside of the AM peak period, with left-turn channelization at most signalized intersections. Metered parking is provided on both sides of the street in the study area.

Wilshire Boulevard is a Class II major highway in the study area approximately 1.3 miles south of the Project Site. In the study area, Wilshire Boulevard provides three through lanes in each direction during the AM and PM peak periods. Curb-side metered parking is provided on both sides of Wilshire Boulevard in the study area, except from 7:00 to 9:00 AM and 4:00 to 7:00 PM. Left-turn channelization is provided at most intersections.

Montana Avenue is a secondary highway west of San Vicente Boulevard and a local street east of

San Vicente Boulevard in the study area, approximately three-quarters of a mile south of the Project Site. In the study area, Montana Avenue provides between one and two through lanes in each direction, with an imbalanced number of lanes in each directions along some segments (two lanes westbound and one lane eastbound and vice-versa). Curb-side parking is generally allowed on both sides of Montana Avenue in the study area. Left-turn channelization is provided at most signalized intersections.

North-South Streets

Bundy Drive is a collector street south of Sunset Boulevard and a local street north of Sunset Boulevard in the study area, approximately one-half mile west of the Project Site. In the study area, Bundy Drive provides one through lane in each direction, with left-turn channelization at some signalized intersections. Two-hour parking is provided on both sides of the street in the study area.

Barrington Avenue is a secondary highway south of Sunset Boulevard and a local street north of

Sunset Boulevard in the study area, and borders the eastern edge of the Project Site. In the study area, Barrington Avenue provides one through lane in each direction, with left-turn channelization at Wilshire Boulevard and Sunset Boulevard. Parking is generally provided on both sides of the street in the study area.

Sepulveda Boulevard is a Class II major highway in the study area approximately three-quarters of a mile east of the Project Site. In the study area, Sepulveda Boulevard provides two through lanes in each direction, with left-turn channelization at most signalized intersections. Parking is prohibited on both sides of the street in the study area.

Existing lane configurations of the study intersections are illustrated in Appendix A.


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Local and Express Bus Lines

Figure 3 shows the various transit lines providing service in the Project area.

Metro Line 2/302 Line 2 provides local service between Pacific Palisades and downtown Los Angeles. This line runs along the southern edge of the Project Site on Sunset Boulevard and has stops in West Los Angeles, West Hollywood and Echo Park. Line 302 follows the same route as Line 2 but with limited stops. Each line has average headways of 23 minutes during the weekday AM period and 28 minutes during the weekday PM peak periods.

Metro Line 20/720 Line 20 is an east/west local service line that provides service from the City of

Santa Monica to downtown Los Angeles along Wilshire Boulevard and through in West Los Angeles, Westwood, and Beverly Hills. Line 20 follows the same route as the Rapid 720 and Express-Rapid 920, following Wilshire Boulevard in the study area. Both Lines 20 and 720 have average headways of seven minutes in the AM and 10 minutes in the PM peak periods.

Metro Line 233 Line 233 provides local service between Lake View Terrace and Sherman Oaks. In

the study area, Line 233 operates along Sunset Boulevard and Sepulveda Boulevard, providing service outside of the AM and PM peak periods.

Metro Line 761 Line 761 provides Rapid service between Pacoima and Westwood. In the study

area, Line 761 operates along Wilshire, Sunset, and Sepulveda Boulevards, and provides 10- to 18-minute headways during the AM and PM peak periods.

Santa Monica Big Blue Bus Line 2 Line 2 provides local service between the City of Santa Monica

and the University of California, Los Angeles (UCLA). In the study area, this line operates along Wilshire Boulevard. Line 2 provides average headways of 15 minutes during the AM and PM peak periods.

Santa Monica Big Blue Bus Line 3 Line 3 provides local service between the Green Line Aviation

Station and UCLA. In the study area, this line operates along Wilshire Boulevard, Barrington Avenue, San Vicente Boulevard, and Montana Avenue. Line 3 provides average headways of 15 minutes during the AM and PM peak periods.

Santa Monica Big Blue Bus Line 4 Line 4 provides local service between the City of Santa Monica

and the Westside Pavilion. In the study area, this line operates along San Vicente Boulevard, Montana Avenue, and Wilshire Boulevard. Line 4 provides average headways of 30 and 35 minutes during the AM and PM peak periods, respectively.

Santa Monica Big Blue Bus Line 14 Line 14 provides local service between Brentwood and Culver

City. In the study area, this line operates along Sunset Boulevard, Barrington Avenue, and Bundy Drive. Line 14 provides average headways of 13 and 15 minutes during the AM and PM peak periods, respectively.

W Sunset

BlvdN Bundy Dr

N Kenter Av

Tigertail Rd

Beloit Av

Church Ln

S Ba rrington Av

N Salta

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Bonsall Av

Montana

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S Sepulveda Blvd

W San Vicente Blvd

Hanley Av*****

Homewood Rd

Gorham A

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N Bristol Av

N Tiger

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S Anita Av

S Westgate Av

Bellagio Rd

S Saltair

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S Bentle

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NCli ffwood Av

Dorothy S

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N Carmelina Av

SMedio Dr

Norman Pl

Kiowa AvDarlin

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Cash

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Mayfield A

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San Vicente Blvd

S Cliffwood AvS Bristol Av

Chenault S

t

NBonh

ill Rd

S Ca rmelina Av

N Bowling Green Wy

Evanston St

S Bundy DrTual

litanRd

N Barrington Av

S Canyon View Dr

Moraga Dr

Bonhill

Rd

Argonne Av

Getty Center Dr

Chaparal S

t

Hanover St

S Gretna GreenWy

Goshen Av

Ke arsarge St

Grant Av

Ash

dale Pl

Nimitz Av

Skyewi

ayRd

S Thurston Av

Linda F lo

ra Dr

Bolas St

Dewey A

v

Bronwood Av

Barlock Av

Robinwo

od Dr

Bringham AvCascada Wy

Acar i D r

Rochedale L

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Soissons Av

N L

aytonDr

Oceano

Dr

N Glenr

oy Av

Kenfield Av

Foxboro D

r

Constitution A

v

Casiano Rd

C halon Rd

Highwood St

Ash dale Av

Macarthur Av

Elkins Rd

NChurch LnFirth Av

Isleta St

S Kenter Av

Leonard R

d

Canna Rd

Granville Av

Farlin St

N Anita Av

Grace Ln

Blueston

e Tr

T r avis S t

Patton A

v

Funchal Rd

Thurston Cir

Greencraig Rd

Waterford S

t

Gladwin St

Westboro StSaint C halon Rd

Acanto St

S Barrington P l

Eisenhower Av

Thurston Pl

Gorham Pl

Cresc

endaSt

Marlboro St

Benmore Ter

Crown

Dr

S Layton Dr

Bellagio Pl

N Canyon View Dr Lorna C

t

Joffre StHanley Pl

Belleau Wood DrDenai

r St

Ben tley Cir

Norway Ln

Elderwood S

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Bellagio Ter

Saltair Ter

Kiel St

Marzella AvCashmere Ter

Homewood Wy

N Bristol CirHanley Wy

Tenneb Dr

Tweed Ln

Altair Dr

*****

Cashmere St

Bellag io Rd

*****

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Monta

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*****

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Chenault St

*****

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* * ***

TRANSIT LINES SERVING THE PROJECT AREAFIGURE 3\\fpla1\data\Jobs\Active\2500s\2511 - Archer School for Girls\Graphics\GIS\MXD\TransitLines.mxd

Project BoundaryMetro Local ServiceMetro Rapid ServiceSanta Monica Big Blue Bus

2

4 3

233761

720202

30214


13

In addition to public transit serving the study area, Archer operates eight school bus routes that exclusively serve Archer students during the morning peak hour (7:00 to 8:00 AM), school dismissal (3:00 to 4:00 PM), and after school activity or event completion (5:00 to 6:00 PM). The morning service ends at Archer, and the afternoon service begins at Archer. A listing of these routes is provided below:

Route 800 Route 800 provides service between Pacific Coast Highway & Topanga Canyon Boulevard and Archer. This route makes six stops.

Route 801 Route 801 provides service between Maxella Avenue & Lincoln Boulevard and Archer.

This route makes six stops.

Route 802 Route 802 provides service between Ventura Boulevard & Topanga Canyon Boulevard and Archer. This route makes five stops.

Route 803 Route 803 provides service between Third Street Elementary School (Third Street &

June Street, in the Hancock Park neighborhood) and Archer. This route makes two stops.

Route 804 Route 804 provides service between the Beverly Hills Library and Archer. This route makes five stops.

Route 805 Route 805 provides service between Crenshaw Boulevard & Century Boulevard and

Archer. This route makes three stops.

Route 806 Route 806 provides service between Laurel Canyon Boulevard & Ventura Boulevard and Archer. This route makes three stops.

Route 807 Route 807 provides service between Manhattan Beach and Archer. This route makes

two stops.

EXISTING TRAFFIC VOLUMES AND LEVEL OF SERVICE

This section presents existing base peak hour traffic volumes, describes the methodology used to assess the traffic conditions at each intersection, and analyzes the resulting operating conditions at each, indicating volume-to-capacity (V/C) ratios and levels of service (LOS).

Existing Traffic Volumes

New weekday AM and PM peak hour turning movement counts were collected at the following study intersections in November 2011 and March 2012:

1. Cliffwood Avenue & Sunset Boulevard 2. Kenter Avenue & Sunset Boulevard 3. Bundy Drive & Sunset Boulevard 4. Saltair Avenue & Sunset Boulevard 5. Barrington Avenue & Sunset Boulevard


14

6. Barrington Place & Sunset Boulevard 10. Veteran Avenue & Sunset Boulevard 11. Bundy Drive (West) & San Vicente Boulevard 12. San Vicente Boulevard & Montana Avenue 13. Barrington Avenue & Montana Avenue 14. Barrington Avenue & San Vicente Boulevard 15. Barrington Avenue & Wilshire Boulevard 16. San Vicente Boulevard/Federal Avenue & Wilshire Boulevard 17. Bundy Drive (East) & San Vicente Boulevard

At the time when traffic counts were conducted for this study, the following three study intersections were under construction as part of the I-405 Sepulveda Pass Improvements Project:

7. Church Lane & I-405 Southbound On-/Off-Ramps 8. Church Lane & Sunset Boulevard 9. I-405 Northbound On-/Off-Ramps & Sunset Boulevard

Reconstruction of the Sunset Boulevard bridge as part of the I-405 Freeway construction project required closure of Church Lane south of Sunset Boulevard and reconfiguration or/and reduction in travel lanes at these intersections, and new traffic counts in 2011 or 2012 would not have been a valid representation of the existing baseline conditions. Therefore, traffic counts from April 2006 were used for these three locations. An ambient growth rate of 1% per year was applied to the 2006 and 2011 counts to represent 2012 conditions. This approach is conservative in applying a growth rate to available counts, as studies and available count data throughout this area of the City of Los Angeles indicate minimal growth in recent years due to the effects of the economic downturn.

New 24-hour machine counts were conducted in November 2011 and March 2012 at the 10 analyzed street segments:

1. Chaparal Street between Barrington Avenue and Westgate Avenue 2. Westgate Avenue between Sunset Boulevard and Chaparal Street 3. Barrington Avenue between Sunset Boulevard and Chaparal Street 4. Kearsarge Street between Westgate Avenue and Granville Avenue 5. Saltair Avenue between Sunset Boulevard and Chaparal Street 6. Granville Avenue between Sunset Boulevard and Kearsarge Street 7. Bundy Drive between Sunset Boulevard and Saltair Avenue 8. Westgate Avenue between Sunset Boulevard and Kearsarge Street 9. Kenter Avenue between Sunset Boulevard and Homewood Road 10. Bundy Drive between Sunset Boulevard and Bonny Lane

Appendix Table G1 organizes the existing weekday morning and afternoon peak hour volumes at the study intersections. Appendix Table G1 also organizes the existing evening and Saturday peak hour volumes at the study intersections. Manual peak period turning movement counts for the aforementioned study intersections and street segments are provided in Appendix B.


15

A variety of standard methodologies are available to analyze LOS, and a lead agency retains discretion to decide how the existing physical conditions without the Project can most realistically be measured. As required by the Traffic Study Policies and Procedures (LADOT, June 2013), the Critical Movement Analysis (CMA) method is used to determine the LOS grade for signalized intersections within the City (Transportation Research Board, 1980). The CMA methodology determines the intersection volume to capacity (V/C) ratio. The V/C ratio is then used to determine the corresponding LOS grade. Table 1 provides level of service definitions for signalized intersections per LADOT traffic study guidelines.

Under the CMA methodology, a V/C ratio is generated for each study intersection based on factors such as the volume of traffic and the number of travel lanes available to the traffic on each approach. Because the CMA methodology uses V/C as the means to determine LOS, the results of CMA methodology tend to suppress the effects of congestion in areas with acute traffic congestion. During periods of acute congestion, fewer vehicles may travel through an intersection because of gridlock. Lower vehicle throughput translates into lower volume to capacity ratio, resulting in artificially better LOS measurements. For instance, the V/C may show a LOS of B, C, or D when there are instead gridlock conditions that should be categorized as LOS E or F. As a result, LOS results may not accurately reflect true, on-the-ground traffic conditions for intersections experiencing heavy congestion.

In fact, during field observations, seven intersections along Sunset Boulevard and Wilshire Boulevard were observed to experience acute traffic congestion during the afternoon peak traffic period on certain approaches of the intersection, resulting in a reduced number of vehicles traversing the intersection. This reduction in vehicle throughput was determined to inaccurately reflect the existing LOS experienced by motorists. The congestion was determined to be worsened by the temporary impacts of construction of the I-405 Sepulveda Pass Improvements Project, resulting in uncharacteristically oversaturated conditions unreflective of generally existing conditions and longer than normal queuing and delays along the following seven study intersections:

3. Bundy Drive & Sunset Boulevard 4. Saltair Avenue & Sunset Boulevard 5. Barrington Avenue & Sunset Boulevard 6. Barrington Place & Sunset Boulevard 13. Barrington Avenue & Montana Avenue 15. Barrington Avenue & Wilshire Boulevard 16. San Vicente Boulevard/Federal Avenue & Wilshire Boulevard

TABLE 1

LEVEL OF SERVICE DEFINITIONS

FOR SIGNALIZED INTERSECTIONS

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: Transportation Research Board.

Level of ServiceVolume/

Capacity RatioDefinition


17

In consultation with LADOT and in accordance with LADOTs traffic study guidelines, reduced capacity denominators were used to calculate V/C ratios to reflect conditions where congestion has led to suppressed volumes for the aforementioned seven study intersections during the 3:00 to 4:00 PM hour, 5:00 to 6:00 PM hour, and 6:00 to 7:00 PM hour except at the intersection of Barrington Avenue & Montana Avenue, where reduced capacity denominator were used only during the 5:00 to 6:00 PM hour. The reduced capacities were calculated based on an average of sample saturation flow measurement surveys conducted at the above intersections. LADOT allows for the override of intersection capacity at heavily congestion locations to better reflect the operating conditions that are observed in the field and subsequently experienced by motorists. Details of the adjusted traffic volumes and intersection capacities at the modified intersections are identified and described in Appendix E-1.

LOS worksheets for these intersections, including the reduced capacity denominators, are included in Appendix C.

The City of Los Angeles Automated Traffic Surveillance and Control (ATSAC) system is a computer-based traffic signal control system that monitors traffic conditions and system performance to allow ATSAC operations to manage signal timing to improve traffic flow conditions. The Adaptive Traffic Control System (ATCS) is an enhancement to ATSAC and provides fully traffic-adaptive signal control based on real-time traffic conditions. Sixteen of the 17 signalized study intersections in the City of Los Angeles are currently operating under the Citys ATSAC system and ATCS control. ATSAC and ATCS provide improved operating conditions. The intersection of Cliffwood Avenue & Sunset Boulevard was the only study location not operating with ATSAC/ATCS at the time this analysis was begun; therefore, in accordance with City of Los Angeles procedures, a credit of 0.07 V/C reduction was applied at the 16 intersections where ATSAC is implemented and an additional 0.03 V/C reduction was applied at the same 16 intersections where ATCS is implemented.

Existing Levels of Service

Existing year traffic volumes presented in Appendix Table G1 were analyzed using the intersection capacity analysis methodology described above to realistically determine the existing operating conditions at the 17 study intersections.

Table 2 summarizes the V/C and corresponding LOS results for the aforementioned analyzed periods during a weekday and Saturday. As indicated, eight of the 17 analyzed intersections are currently operating at LOS D or better during one or more analysis periods.

The following nine intersections are currently operating at LOS E or F during one or more analysis periods:

3. Bundy Drive & Sunset Boulevard 4. Saltair Avenue & Sunset Boulevard 5. Barrington Avenue & Sunset Boulevard 6. Barrington Place & Sunset Boulevard 10. Veteran Avenue & Sunset Boulevard

TABLE 2

EXISTING INTERSECTION LEVEL OF SERVICE ANALYSIS

Analyzed Existing 2011

ID N/S Street Name E/W Street Name Periods V/C LOS

1 Cliffwood Ave Sunset Bl 7-8 AM 0.488 A

3-4 PM 0.442 A

5-6 PM 0.337 A

6-7 PM 0.341 A

1-2 PM SAT 0.355 A

2 Kenter Ave Sunset Bl 7-8 AM 0.665 B

3-4 PM 0.683 B

5-6 PM 0.493 A

6-7 PM 0.482 A

1-2 PM SAT 0.590 A

3 Bundy Dr Sunset Bl 7-8 AM 0.509 A

3-4 PM 1.129 F

5-6 PM 1.218 F

6-7 PM 1.040 F

1-2 PM SAT 0.363 A

4 Saltair Ave Sunset Bl 7-8 AM 0.485 A

3-4 PM 1.318 F

5-6 PM 1.300 F

6-7 PM 1.215 F

1-2 PM SAT 0.286 A

5 Barrington Ave Sunset Bl 7-8 AM 0.665 B

3-4 PM 1.292 F

5-6 PM 1.425 F

6-7 PM 1.300 F

1-2 PM SAT 0.502 A

6 Barrington Pl Sunset Bl 7-8 AM 0.679 B

3-4 PM 1.116 F

5-6 PM 1.103 F

6-7 PM 1.106 F

1-2 PM SAT 0.506 A

7 Church Ln I-405 SB Ramps 7-8 AM 0.614 B

3-4 PM 0.707 C

5-6 PM 0.795 C

6-7 PM 0.565 A

1-2 PM SAT 0.469 A

8 Church Ln Sunset Bl 7-8 AM 0.816 D

3-4 PM 0.725 C

5-6 PM 0.821 D

6-7 PM 0.569 A

1-2 PM SAT 0.447 A

9 I-405 NB Ramps Sunset Bl 7-8 AM 0.649 B

3-4 PM 0.430 A

5-6 PM 0.461 A

6-7 PM 0.266 A

1-2 PM SAT 0.301 A

10 Veteran Ave Sunset Bl 7-8 AM 0.645 B

3-4 PM 0.756 C

5-6 PM 0.965 E

6-7 PM 0.668 B

1-2 PM SAT 0.478 A

11 Bundy Dr (W) San Vicente Bl 7-8 AM 0.494 A

3-4 PM 0.575 A

5-6 PM 0.605 B

6-7 PM 0.534 A

1-2 PM SAT 0.454 A

12 San Vicente Bl Montana Ave 7-8 AM 0.718 C

3-4 PM 0.933 E

5-6 PM 0.906 E

6-7 PM 0.883 D

1-2 PM SAT 0.859 D

13 Barrington Ave Montana Ave 7-8 AM 0.452 A

3-4 PM 0.711 C

5-6 PM 1.177 F

6-7 PM 0.677 B

1-2 PM SAT 0.673 B

14 Barrington Ave San Vicente Bl 7-8 AM 0.595 A

3-4 PM 0.630 B

5-6 PM 0.384 A

6-7 PM 0.568 A

1-2 PM SAT 0.631 B

15 Barrington Ave Wilshire Bl 7-8 AM 0.448 A3-4 PM 1.143 F

5-6 PM 1.317 F

6-7 PM 1.391 F

1-2 PM SAT 0.517 A

16 San Vicente Bl/Federal Ave Wilshire Bl 7-8 AM 0.686 B

3-4 PM 1.385 F

5-6 PM 1.397 F

6-7 PM 1.495 F

1-2 PM SAT 0.653 B

17 Bundy Dr (E) San Vicente Bl 7-8 AM 0.450 A

3-4 PM 0.544 A5-6 PM 0.469 A

6-7 PM 0.489 A

1-2 PM SAT 0.426 A


19

12. San Vicente Boulevard & Montana Avenue 13. Barrington Avenue & Montana Avenue 15. Barrington Avenue & Wilshire Boulevard 16. San Vicente Boulevard/Federal Avenue & Wilshire Boulevard

EXISTING BICYCLE AND PEDESTRIAN FACILITIES

Bicycle Facilities

As shown in Figure 4, there are bicycle facilities in the vicinity of the Project Site. These include designated bicycle lanes along San Vicente Boulevard west of Bundy Drive and a designated bicycle route along San Vicente Boulevard/Federal Avenue, east of Bundy Drive. Barrington Avenue is designated as a bicycle route just south of the study area.

Pedestrian Facilities

The Project area has a mature network of pedestrian facilities along Sunset Boulevard including sidewalks, crosswalks and pedestrian safety features. The Project Site currently features approximately five feet of sidewalk on the southern (northern side of Sunset Boulevard) and eastern (western side of Barrington Avenue) edges of the Project site. However, a segment of Sunset Boulevard between Saltair Avenue and Bundy Drive approximately one-third of a mile to the west of the Project site has no sidewalk along the north side of the street. Other local residential streets in the vicinity of the Project Site such as Westgate Avenue, Chaparal Street, and the east side of Barrington Avenue have no sidewalk or sections with missing sidewalk.

UCLA

405

Olympic

San Vicente

Bundy

CW

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Sepulveda Gayley

Westw

ood Over

S unset

Ros

Le ConteSelby

Westholm

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Co

S tone Canyon

M

LaGran

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Ohio

n

Arizon

a

Broad

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Monta

na

VeteranSeventeeth

Backbone Bikeway Network

Neighborhood Bikeway Network

Green Bikeway Network

Countywide Existing andProposed Bicycle Facilities

Existing Rail and Busway Stations

Proposed Rail andBusway Stations

Clean Mobility Hub

Multi Mobility Hub

College Campus

Shopping & Entertainment

Hospitals

Parks

Airports

City Boundary

2010 BICYCLE PLANCitywide Bikeway System

!" # $ '

DESIGNATED BICYCLE FACILITIES WITHIN THE PROJECT AREA

FIGURE 4\\fpla1\data\Jobs\Active\2500s\2511 - Archer School for Girls\Graphics\AI


21

3. BASELINE TRAFFIC ESTIMATES

As discussed in Chapter 2, existing counts were collected during the construction of the I-405 Sepulveda Pass Improvements Project, which includes widening the I-405 freeway to provide a northbound carpool lane plus related interchange improvements along the I-405 Freeway, in the study area. The construction has temporarily worsened the already congested intersections along the major east-west thoroughfares of Sunset Boulevard and Wilshire Boulevard and has resulted in suppressed traffic volumes along the following analyzed intersections, determined to be most affected by this construction:

Bundy Drive & Sunset Boulevard Saltair Avenue & Sunset Boulevard Barrington Avenue & Sunset Boulevard Barrington Place & Sunset Boulevard Barrington Avenue & Montana Avenue Barrington Avenue & Wilshire Boulevard San Vicente Boulevard/Federal Avenue & Wilshire Boulevard

The aforementioned intersections experience heavy congestion during the evening peak traffic period of 3:00 to 7:00 PM. A comparison of traffic counts at the same intersections on Sunset Boulevard and Wilshire Boulevard between 2004 and 2011 to 2012 revealed an overall suppression of traffic counts for intersections along Sunset Boulevard and Wilshire Boulevard.

The I-405 Freeway construction is expected to be complete by mid-2014. Since the proposed Project is anticipated to begin the heaviest periods of construction after the I-405 Freeway construction is over, it is expected that intersections along Sunset Boulevard and Wilshire Boulevard will see improvement over existing conditions in the flow of traffic prior to the heaviest periods of project construction and prior to project operation. Although it is expected that the completion of the I-405 Freeway carpool lanes project would result in an improvement over the existing conditions, to be conservative, for purpose of this report it was assumed that the traffic will at least flow similarly to the conditions prior to the I-405 Freeway construction.

To analyze Project impacts at study intersections against a baseline that does not include the effect of ongoing I-405 construction, existing intersection traffic counts at the following locations were replaced with counts from 2006 or 2008 to replicate conditions without the effects of the I-405 Freeway Project:

Bundy Drive & Sunset Boulevard (2006) Saltair Avenue & Sunset Boulevard (2006) Barrington Avenue & Sunset Boulevard (2006) Barrington Place & Sunset Boulevard (2006) Church Lane & I-405 Southbound On-/Off-Ramps (2006) Church Lane & Sunset Boulevard (2006) I-405 Northbound On-/Off-Ramps & Sunset Boulevard (2006)


22

Barrington Avenue & Wilshire Boulevard (2006) San Vicente Boulevard/Federal Avenue & Wilshire Boulevard (2008)

An ambient growth rate of 1% per year was applied to 2006, 2008, and 2011 counts during the morning peak hour of 7:00 to 8:00 AM and afternoon peak hours of 3:00 to 4:00 PM, 5:00 to 6:00 PM, and 6:00 to 7:00 PM to reflect baseline conditions absent the current effect of construction activity along the I-405 Freeway. Modifications to traffic volumes are intended to present a realistic assessment of the Projects traffic impacts on the existing setting. Details of the adjusted traffic volumes and intersection capacities at the modified intersections are identified and described in Appendix E-2.


23

4. PROJECT TRAFFIC AND BASELINE PLUS PROJECT CONDITIONS

PROJECT TRAFFIC

The development of trip generation estimates for the proposed Project involves the use of a 3-step process: (1) trip generation; (2) trip distribution; and (3) traffic assignment.

Project Trip Generation

As discussed in Chapter 1, the proposed Project consists of additional school facilities, such as sports facilities, classroom upgrades, Aquatics Center, Performing Arts Center, Visual Arts Center, and a parking garage. The Project does not include an increase in enrollment over and above the 518 students permitted by the existing CUP. While Trip Generation, 9th Edition (Institute of Transportation Engineers [ITE], 2012) provides trip generation rates for a K-12 school land use, Project trip generation estimates for the Project were estimated using a combination of driveway counts, student enrollment projections, and proposed programmatic changes regarding activities and events to be held at the Archer campus, as presented in Table 3. This approach for trip generation was used in part because of the unique nature of the land use and extensive busing program that Archer runs to serve its students and to account for the existing and future activities and events that will be held on-campus. Traffic Study Policies and Procedures guidelines for Los Angeles indicate that for unique developments or land uses for which ITE trip generation rates are unavailable or based on a few studies, an alternative to ITE trip generation rates is appropriate. The Project reflects both conditions as there is not an ITE land use category that corresponds to a private combined middle and high school. Furthermore, the available ITE land use categories are for private schools with enrollment of grades kindergarten through 8th grade or kindergarten through 12th grade, and the trip generation rates are based on data from a total of anywhere between two and 10 school sites (none from California). Additionally, Archers extensive busing program is unique and would not be reflected in the ITE trip generation rates. The lack of local data and the basis of these trip generation rates on few studies are identified as potential deficiencies in the ITE trip generation methodology that can be addressed by developing empirical trip generation rates based on driveway counts and programmatic operations at the school.

The trip generation analysis of a non-event day is based on enrollment of 518 students participating in classroom instruction and after-school extracurricular activities including athletics practices, performing arts rehearsals, and student clubs. Approximately half of students currently participate in some type of after-school extracurricular activity on any given day; for the non-event day analysis, it is assumed that approximately half of the students will continue to participate in some type of after-school extracurricular activity on any given day. It is assumed that this level of participation will continue. After-school extracurricular activities on a non-event day do not include spectators or event attendees. It is, however, assumed that guests participating in customary school activities (e.g., trustee meetings, parent/teacher conferences, and other school activities related to teaching, learning, and school operations) will continue to visit Archer at approximately the same rate that they do currently.

TABLE 3

PROJECT TRIP GENERATION (50% BUSING)

AM PEAK HR VEHICLE TRIPS

AFTER SCHOOL VEHICLE

TRIPS - WITH 300-ATTENDEE

EVENT ARRIVALS

PM PEAK HR VEHICLE TRIPS -

WITH 300-ATTENDEE EVENT

DEPARTURES

PM PEAK HR VEHICLE TRIPS -

WITH 300-ATTENDEE EVENT

ARRIVALS

EVENING HR VEHICLE TRIPS -

300-ATTENDEE EVENT

EVENING HR VEHICLE TRIPS -

650-ATTENDEE EVENT

SATURDAY PEAK HR VEHICLE

TRIPS - 300-ATTENDEE EVENT

SATURDAY PEAK HR VEHICLE

TRIPS - 650-ATTENDEE EVENT

(7AM - 8AM) (3PM - 4PM) (5PM - 6PM) (5PM -6PM) (6PM - 7PM) (6PM-7PM) (1PM - 2PM) (1PM - 2PM)

IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL

Hrs. of Operation: # of Attendees: Bus 8 8 16 8 8 16 8 8 16 8 8 16 0 0 0 0 0 0 0 0 0 0 0 0

95 430 7AM - 8AM 0 Student Carpool (Parent Driver) 14 14 28 7 7 14 7 7 14 7 7 14 0 0 0 0 0 0 0 0 0 0 0 0

3PM - 4PM 0 Student Carpool (Student Driver) 7 0 7 0 3 3 0 4 4 0 4 4 0 0 0 0 0 0 0 0 0 0 0 0

5PM - 6 PM 0 Faculty/Staff 71 0 71 0 29 29 0 27 27 0 27 27 0 0 0 0 0 0 0 0 0 0 0 0

6PM - 7PM 0 Event Attendee 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 100 22 122 15 47 62 15 46 61 15 46 61 0 0 0 0 0 0 0 0 0 0 0 0


7AM - 8AM 0 Student Carpool (Parent Driver) 14 14 28 7 7 14 7 7 14 7 7 14 0 0 0 0 0 0 0 0 0 0 0 0




1PM - 2PM SAT. 150 Total 100 22 122 48 47 95 20 79 99 15 46 61 85 0 85 85 0 85 64 0 64 64 0 64


132 518 7AM - 8AM 0 Student Carpool (Parent Driver) 57 57 114 29 29 58 28 28 56 28 28 56 0 0 0 0 0 0 0 0 0 0 0 0




Total 161 65 226 37 89 126 36 88 124 36 88 124 0 0 0 0 0 0 0 0 0 0 0 0

Existing Use Credit (100) (22) (122) (15) (47) (62) (15) (46) (61) (15) (46) (61) (0) (0) (0) (0) (0) (0) (0) (0) (0) (0) (0) (0)

Net Site Trips 61 43 104 22 42 64 21 42 63 21 42 63 0 0 0 0 0 0 0 0 0 0 0 0


7AM - 8AM 0 Student Carpool (Parent Driver) 57 57 114 29 29 58 28 28 56 28 28 56 0 0 0 0 0 0 0 0 0 0 0 0



6PM - 7PM 300 or 650 Event Attendee 0 0 0 150 0 150 10 150 160 150 0 150 170 0 170 369 0 369 128 0 128 277 0 277

1PM - 2PM SAT. 300 or 650 Total 161 65 226 190 89 279 46 241 287 189 88 277 170 0 170 369 0 369 128 0 128 277 0 277

Existing Use Credit (100) (22) (122) (48) (47) (95) (20) (79) (99) (15) (46) (61) (85) (0) (85) (85) (0) (85) (64) (0) (64) (64) (0) (64)

Net Site Trips 61 43 104 142 42 184 26 162 188 174 42 216 85 0 85 284 0 284 64 0 64 213 0 213

Net New Projected Non-Event School Day Trips 61 43 104 22 42 64 21 42 63 21 42 63 0 0 0 0 0 0 0 0 0 0 0 0

Net New Projected Interscholastic Athletic Competition or School Function Day Trips 61 43 104 142 42 184 26 162 188 174 42 216 85 0 85 284 0 284 64 0 64 213 0 213

Existing Non-Event School Day Daily Trip Generation: 316

Existing Interscholastic Athletic Competition or School Function Day Daily Trip Generation: 582

Future Non-Event School Day Daily Trip Generation: 592

Future Interscholastic Athletic Competition or School Function Day Daily Trip Generation: 1,766

Net New Non-Event School Day Daily Trip Generation: 276

Net New Interscholastic Athletic Competition or School Function Day Daily Trip Generation: 1,184

Proposed Non-Event

School Day

Legend

Proposed

Interscholastic

Athletic Competition

School Function Day

ScenarioNo. of

Employees

No. of

StudentsEvent Attendee Data

Existing Non-Event

School Day

Existing

Interscholastic

Athletic Competition

or School Function

Day


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Analysis of an event day is based on a non-event day plus events, which include Interscholastic Athletic Competition and School Functions. Interscholastic Athletic Competitions are student activities generally involving visiting athletic competitors/teams and guests. School Functions are planned functions that involve students and/or guests on campus. While Interscholastic Athletic Competitions and School Functions are among Archers existing programs, it is currently not possible to hold all events at the campus due to a lack of facilities. However, Archer currently holds Interscholastic Athletic Competitions on weekdays with guests arriving between 3:00 and 4:00 PM and departing between 5:00 and 6:00 PM with up to approximately 74 attendees (approximately 26 participants on the opposing teams and approximately 48 spectators). Archer also currently holds School Functions that typically have guests arrive between 3:00 and 4:00 PM (start time at 3:30 or 4:00 PM) and between 6:00 and 7:00 PM (start time at 6:30 or 7:00 PM) on weekdays and between 1:00 and 2:00 PM (start time at 1:30 or 2:00 PM) on Saturdays. Archers School Functions range in size. For example, attendance at performing and visual arts functions currently range from approximately 100 to 200 attendees, although there are also a number of smaller family functions with attendance under 100 attendees and larger functions, such as admissions open houses, with attendance up to 350 attendees. For purposes of this analysis, existing School Functions with arrivals between 3:00 and 4:00 PM were analyzed using the same numbers of existing attendees (74 attendees) as under the Interscholastic Athletic Competitions. Existing functions with arrivals between 6:00 and 7:00 PM on weekdays and between 1:00 and 2:00 PM on Saturdays were analyzed as having an average of 150 existing attendees. The Project is proposing School Functions with arrivals on Monday through Friday between 5:00 PM and 6:00 PM (start time 5:30 or 6:00 PM). However, since Archer currently hosts only a small number of these functions on campus, these proposed School Functions were conservatively analyzed assuming no existing attendees. Larger events that are only held occasionally during the year, such as Upper School Graduation, are not included in this analysis. The construction of athletic and performing arts facilities, as described above, will allow Archer to hold a greater number of Interscholastic Athletic Competitions and School Functions on campus. For purposes of this analysis, it is assumed that the maximum number of spectators at any single event or at simultaneous events with guests arriving Monday through Friday between 3:00 and 4:00 PM (start time at 3:30 or 4:00 PM) and between 5:00 and 6:00 PM (start time at 5:30 or 6:00 PM) would not exceed 300 attendees. School Functions with guests arriving Monday through Friday between 6:00 and 7:00 PM (start time at 6:30 or 7:00 PM) and on Saturday between 1:00 and 2:00 PM (start time at 1:30 or 2:00 PM) were analyzed assuming both up to 300 and 650 attendees. Archer operates eight fixed-route school buses serving various areas of Los Angeles. These bus routes are required by the existing CUP to provide transportation to and from Archer for a minimum of 50% of the students. These bus routes operate once in the morning and twice in the afternoon (3:15 and 5:30 PM) to serve students who leave immediately after school and students who participate in after school activities or interscholastic athletic competitions/school functions. Since approximately half of the students participate in after school activities in any given time, the first afternoon and last afternoon bus serve approximately half of the students, respectively. This bus service helps reduce the number of vehicles that travel to and from campus by providing any Archer student with the option to take the bus, whether or not they participate in after school activities. Archer closely monitors the busing requirements and per recent surveys, an existing average busing of 85% was observed. Additional transportation demand measures imposed on Archer by the CUP include a school enrollment cap at 518 total middle school and high school students (this cap will remain the same with the implementation of this Project), implementing a maximum number of student carpools (limited only to 11th and 12th graders) to 15 with a minimum of three students in each vehicle


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and requiring additional carpools to consist of four or more students, achieving an average vehicle ridership of three persons per vehicle, providing preferred parking for carpool vehicles, and requiring all deliveries to occur outside of the stated hours of student drop-off and pick-up. In addition to student drop-off and pick-up, trip generation includes Archer employees. As discussed, utilizing a combination of driveway counts, employee schedules, and Archer activities and competitions, employee trip generation was estimated and analyzed. To minimize its effect on adjacent street traffic during the morning peak hour, as a proposed project feature, Archer will require some of its employees to arrive outside the morning peak hour. This voluntary project feature will be implemented when the student population reaches 470, at which point at least 20% of employees will be required to arrive outside of the morning peak hour. Archer will increase this requirement proportionally as the student population approaches 518 students, at which time Archer will require at least 40% of its employees to arrive outside the morning peak hour. The following assumptions were used for employee trip generation for existing and future operations:

7:00 to 8:00 AM: approximately 60% of employees arrive during this hour 3:00 to 4:00 PM: approximately 30% of employees leave during this hour 5:00 to 6:00 PM: approximately 30% of employees leave during this hour 6:00 to 7:00 PM: no employee trips (assumed already on campus and leaving after event) 1:00 to 2:00 PM (Saturday): no employee trips (assumed to arrive prior to other attendees and

leave after event)

The following steps were undertaken to estimate net new trips generated by the proposed Project during the time periods analyzed:

Existing driveway counts were conducted at the school in November 2011.

Existing trip generation was estimated using the aforementioned assumptions regarding student/employee travel modes choice (busing, carpools, etc.) and arrival/departure patterns, and current schedule of functions or competitions held on campus. These estimates were calibrated against driveway counts. Since the driveway counts against which the trip generation rates were calibrated include guests visiting Archer to partake in customary school activities on a non-event day, the future trip generation estimates for the non-event day do as well.

Future trip generation was estimated using similar assumptions regarding student/employee

travel modes choice (busing, carpools, etc.) and arrival/departure patterns except for busing percentage, which was assumed at a minimum of 50% per CUP requirements. Future event trip generation estimates account for the increased number of attendees, up to 300 attendees for interscholastic competitions and school functions with arrival times between the 3:00 and 4:00 PM and 5:00 and 6:00 PM hours. Future trip generation estimates for school functions with arrival times between 6:00 and 7:00 PM on a weekday and the 1:00 to 2:00 PM hour on a Saturday account for up to 300 or 650 attendees depending on the type of school function held on campus.

Net new trips for each of the analyzed periods was calculated by subtracting existing trip

generation estimates from future trip generation estimates as a result of the proposed Project.


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Table 3 summarizes the trip generation estimates per the aforementioned methodology. As shown in Table 3, trip generation is estimated for both non-event school days and event days. A more detailed trip generation analysis is provided in Appendix D.

As shown in Table 3, based on the anticipated non-event day activity, the Project is expected to generate the following estimated net new trips during the corresponding analysis hour:

7:00 to 8:00 AM: 104 trips (61 inbound/43 outbound) 3:00 to 4:00 PM: 64 trips (22 inbound/42 outbound) 5:00 to 6:00 PM: 63 trips (21 inbound/42 outbound)

Base

2014 02 01 appendix p traffic analyses and los angeles department of transportation assessment...

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